Narrative:

[A small aircraft] was VFR with the adjacent sector X at 65 with intentions to land a [class C airport] which is five northeast of [the class B airspace]. The aircraft was switched to my frequency and made a left turn back to sector X's airspace. I tried transmitting to the aircraft; but didn't get a reply. Sector X transmitted to the aircraft and the aircraft responded with sector X that he wanted an IFR clearance to [the class B airspace]. Sector X issued the aircraft the IFR clearance and handed him off to me heading 310 at 80; which was the MVA. I advised the aircraft that there was light to moderate precipitation from his present position to the airport with snow and rain reports. The aircraft acknowledged and continued. About 20 miles south; southeast of [the class B airspace] the aircraft made a slow right turn eastbound toward higher terrain. I advised the aircraft to turn left to get him back on course; but he kept turning right until he was westbound. The pilot continued to have multiple problems with headings and cardinal compass directions so I begin issuing him no-gyro vectors which he did well with. The pilot stated multiple times; 'I'm just trying to get level'. During the compass issues; the aircraft descended to as low as 75 in the 80 MVA and I issued a 'low altitude' alert to the aircraft. The pilot stated multiple times that he needed to descend and get into VMC. I advised the pilot that he should consider another landing airport due to weather and suggested an alternative because the weather was better. The pilot agreed and I issued him no-gyro vectors towards lower terrain; then towards [the class D airspace]. The pilot became VMC eight miles northwest of [the class D airspace] at 70 and reported [the class D airspace] in sight and cancelled IFR. The pilot landed at [the class D airspace] with no incident. When the pilot called my supervisor; he stated that the only IFR flying he has done in the past 1 1/2 years was simulation and admitted he probably shouldn't have tried the IFR pick-up. I ask that pilots who don't fly a lot in IMC; but are IFR rated; be more cautious and maybe re-think flying into IMC no matter how important getting to your destination may be. And please have all necessary charts; maps and equipment if you do make the risky attempt.

Related reports:

Google
 

Original NASA ASRS Text

Title: TRACON Controller described an 'aircraft in distress' event when an IFR qualified pilot requested IFR handling but was unable to comply with ATC instructions.

Narrative: [A small aircraft] was VFR with the adjacent Sector X at 65 with intentions to land a [Class C Airport] which is five northeast of [the Class B Airspace]. The aircraft was switched to my frequency and made a left turn back to Sector X's airspace. I tried transmitting to the aircraft; but didn't get a reply. Sector X transmitted to the aircraft and the aircraft responded with Sector X that he wanted an IFR clearance to [the Class B Airspace]. Sector X issued the aircraft the IFR clearance and handed him off to me heading 310 at 80; which was the MVA. I advised the aircraft that there was light to moderate precipitation from his present position to the airport with snow and rain reports. The aircraft acknowledged and continued. About 20 miles south; southeast of [the Class B Airspace] the aircraft made a slow right turn eastbound toward higher terrain. I advised the aircraft to turn left to get him back on course; but he kept turning right until he was westbound. The pilot continued to have multiple problems with headings and cardinal compass directions so I begin issuing him no-gyro vectors which he did well with. The pilot stated multiple times; 'I'm just trying to get level'. During the compass issues; the aircraft descended to as low as 75 in the 80 MVA and I issued a 'Low Altitude' alert to the aircraft. The pilot stated multiple times that he needed to descend and get into VMC. I advised the pilot that he should consider another landing airport due to weather and suggested an alternative because the weather was better. The pilot agreed and I issued him no-gyro vectors towards lower terrain; then towards [the Class D Airspace]. The pilot became VMC eight miles northwest of [the Class D Airspace] at 70 and reported [the Class D Airspace] in sight and cancelled IFR. The pilot landed at [the Class D Airspace] with no incident. When the pilot called my supervisor; he stated that the only IFR flying he has done in the past 1 1/2 years was simulation and admitted he probably shouldn't have tried the IFR pick-up. I ask that pilots who don't fly a lot in IMC; but are IFR rated; be more cautious and maybe re-think flying into IMC no matter how important getting to your destination may be. And please have all necessary charts; maps and equipment if you do make the risky attempt.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.