Caravan Undifferentiated
Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument
Flight Crew Last 90 Days 275; Flight Crew Total 1200; Flight Crew Type 400
Situational Awareness; Confusion
ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Flight Crew Took Evasive Action
Human Factors
I was working as a single pilot VFR Captain. This particular night was stormy. Storms with thunderstorm activity as well as associated turbulence had been in the area for more than a week. This particular flight began in Kona with passengers. I had been checking RADAR as well as METARS and calling the ASOS number at Kahalui to observe trends. Kahalui had been MVFR off and on throughout the evening. I weather warned the passengers; letting them know that the flight may have to return to Kona due to weather. Shortly after departure; I contacted HCF to get a squawk code and advisories back to Kahahlui. HCF advised me that Kahahlui was now IFR. HCF asked me 'do you have a flight plan?' I said no; I was a VFR restricted captain. I returned back to Kona. I was still on downwind; so I simply switched back to CTAF (KONA Tower was closed) and returned to Kona. The passengers decided to fly in the morning or with another airline after some more weather delays. I decided to fly back Part 91 with no passengers and file an IFR flight plan. I have very little IFR actual experience. But my skills flying at night and comfort level with the Avionics on board including a Garmin 530; 430; TCAS and autopilot gave me some additional confidence. I checked my weather several times. It didn't seem to be getting better or worse. I researched the flight plan that was pre stored as a company IFR flight plan. It seemed straightforward. I looked over the approach plate for the ILS Runway 2 into OGG. I had never flown IFR in Hawaii single pilot. The last time I flew IFR was also in a similar situation except I was Second in Command and the PIC and myself worked together. It was also daytime and I was better rested. This flight seemed easy in comparison because I remember instructions of both vectors and step down altitudes to be very clear. I filed with the briefer and departed Kona. I contacted HCF and picked up my IFR squawk and proceeded to CAMPS Intersection as instructed. I was cleared direct to CAMPS as I remember. My IFR assigned altitude was 8;000. I proceeded to CAMPS at 8;000 FT. I was expecting to get a descent close to CAMPS. I did not. I passed CAMPS as I asked HCF when I could descend. The HCF Controller was very annoyed and I believe this is when various vectoring along with a lot of scolding started to happen. I remember the Controller put me in the published hold at CAMPS. I eventually got the clearance down to 3;000 and I was cleared for the ILS Runway 2 approach at that time. On the final approach course there was some heavy precipitation; IMC conditions and turbulence. My autopilot kicked off in the turbulence eventually and I was hand flying; however the downdrafts and updrafts made it very difficult to control the aircraft. I lost the localizer course and was working hard to get it back. I did not want to increase my descent rate too much due to turbulence. I did not want to pick up too much speed. HCF warned me I was 2.5 miles from the field. At that point I was 3;000 FT and a landing would not have been possible. I should have gone missed. I broke out of the clouds on the north side of the airport and asked to be cleared for a Visual Approach on any runway. I wanted to remain VMC and land as soon as possible. HCF did not allow this request. HCF had contacted my company. I was instructed by my company and HCF to return to Kona. I believe at some points HCF thought I was in danger of a CFIT accident. I was aware of my surroundings and using the Terrain Avoidance on board. I did not feel this was a danger. I returned to Kona after cancelling IFR and remained in VFR conditions for the return flight. I had about 500 LBS of fuel on board. I over reacted by saying I had low fuel. I had plenty of fuel with reserve to return to Kona. I regret saying this. I normally was flying with 900 LBS of fuel on board for a round trip flight between Kona and Kahalui. I have had a few IPC's in the past few years enough to stay current. But my instrumentskills need a lot of work. I am currently back in flight training getting a multi engine rating and focusing on Instrument approaches. I clearly see that my previous flying experience in the last few years has not helped my instrument skills. I am working hard to improve my weak areas.
I was briefed that a C208 was on a Visual Approach to JHM when I took over on R4. A R4 trainee was sitting on D4. I saw a three way tie come up and told the D4 Controller that he could work my frequencies and work out that situation. He gave some control instructions to the three way tie. He then terminated RADAR on the C208; when the aircraft was past BOGIE; and told the aircraft to go to advisory frequency. At this time the pilot requested an IFR clearance for the approach because some rain cloud had blown in. The aircraft was at 1;500 FT and the MVA is 7;000 FT in that area. I took over the frequency immediately and advised the aircraft that he/she was below my MVA and would have to climb to 7;000 FT so I could issue a RADAR vector for the VR-A approach to JHM. The aircraft took a long time to climb to 7;000. I gave the aircraft a safety alert at some point. When the aircraft finally got to 7;000 FT; I cleared it to BOGIE and issued the VR-A Approach. The aircraft eventually shot a mis-approach. The aircraft delayed for a while; finally decided to go back to the departure airport. A company behind shot the VR-A Approach successfully and did not foolishly ask for a Visual Approach. We have been having bad weather in the Hawaiian Islands for some time. There are many GA pilots that only know how to fly in VFR conditions and do not know how to fly in IFR weather. They seem to take too many chances and assume they will break out and see the airport or will be able to continue VMC conditions to their destination. Many of them cheat. This puts them; their passengers and the other aircraft in the area in jeopardy. They need better refreshers on IFR flight conditions; or stricter screening before they get their pilot's license. 'Don't ask for a Visual Approach if you don't believe you will be able to see it all the way to the runway!'
Air Taxi pilot operating into OGG described attempts to operate VFR but encountered weather forcing a return to KOA; the report detailing both the ATC and pilot efforts to achieve a safe landing.