Twin Beech 18
Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Glider
Flight Crew Last 90 Days 40; Flight Crew Total 7000; Flight Crew Type 20
Confusion; Situational Awareness
Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter VFR In IMC
Flight Crew Became Reoriented; Flight Crew Exited Penetrated Airspace
Aircraft; Weather; Procedure; Human Factors
I am instrument rated and current. The aircraft I was flying is equipped for instrument flight; but did not have a current altimeter and static system inspection; which prevented filing an IFR flight plan. The weather at [in the area] was generally IMC with low ceilings; good visibility and occasional light rain showers. I completed a detailed analysis of the weather which indicated a thin overcast layer with bases that varied between 500 and 900 above ground level with a second overcast layer at around 7;000 FT. Good VMC conditions existed 30 NM to the northeast; the direction of my flight. The forecast indicated the low cloud layer would dissipate leaving good VMC conditions before the layer would reform with IMC persisting for the remained of the day and upcoming night. My plan was to be ready to go when the low cloud layer opened up and allowed a VMC climb. I was comfortable with the fact that I could end up between layers because there was plenty of cloud clearance and visibility for VFR flight between layers that would allow flight to clear weather along my course. I am quite familiar with FAR 91.119; Minimum Safe Altitudes and FAR 91.155; Basic VFR Weather Minimums and intended to comply with both. I considered the area I would be flying over to be 'other than congested' and so I just needed to be 500 FT above the ground. I was also going to be in Class G airspace which only required me to be clear of clouds. When the lower layer opened up; the clouds became scattered at 500 FT. The higher layer was visible at around 7;000 FT with good visibilities. I saw this as my chance to depart before the weather returned to IMC. I got into the airplane; started up and called Ground Control. I asked them if they had updated the weather to reflect the improved conditions. They indicated they had not because they could see the opening would not last long. I felt the conditions were adequate for a VFR departure and so I asked for; and was granted; a Special VFR clearance in accordance with FAR 91.157. Moments prior to takeoff; the lower layer closed back up and the Tower advised the ceiling was 700 broken. I thought that I could takeoff; remain clear of the clouds; fly to the open area (which I thought had moved east) safely and climb above the lower layer all while complying with FARs. I was wrong. After takeoff; I headed generally east out of the Class D airspace. However; I was flying at low altitude; navigating visually and trying to fly toward the area where the lower cloud layer was open. As a result; I'm sure that my heading wandered quite a bit. As I pressed on; I realized that the open area I intended to climb through was gone. However; I felt okay as I was still 600 to 700 FT above the ground and clear of clouds. That didn't last long. The ceiling began to lower and my comfort level rapidly decreased. A realistic assessment showed I was unable to maintain a minimum safe altitude and remain clear of the clouds. I had lost track of where to turn toward better weather. While I was high enough that I was not concerned about flying into terrain; I became very concerned about radio towers that could rise higher than I was flying. I realized that I could become a VFR into IMC statistic. My only remaining option was to initiate a climb through the lower layer up to good VMC which I knew was above. As I entered the clouds; I began to think about calling center to confess my predicament and declare an emergency if necessary. The good news is that after climbing 500 FT; I broke out between layers in good VMC. Since I was still below any usable IFR altitudes and no longer needing any assistance; I did not call Center. I determined my position by referencing VOR and GPS and proceeded on course. In reviewing the airspace around I realized that I probably went through the edges of their Class D and Class E as I searched for the opening in the lower layer. I have flown many years and I am very comfortable flying VFR and IFR; even VFR when the ceiling is low as long as the visibility is good as it was this day. However; I let my comfort level lull me into departing without a viable Plan A and no Plan B.
C-45 pilot took off on a Special VFR clearance and encountered deteriorating conditions in which he was unable to maintain Minimum Safe Altitude and remain clear of clouds. Pilot climbed through overcast into VFR conditions.