Narrative:

I departed W99, petersburg, wv, in route to crw, charleston, wv. The WX conditions at W99 were VFR with minimal haze layer to the west of the airport. Elkins automated FSS forecasted VFR conditions at crw after PM00Z. The en route WX conditions where clear with minimal valley fog or haze. The controller advised the current WX at crw. 'Aircraft X the current WX at charleston 2500 ft overcast, 1/4 mi, 6000 ft + RVR fog, say your intentions.' my response was that the fog extended just to the east of the crw airport, that I had good VFR conditions and that I would like to hold for improved conditions at crw. I was advised by approach 'unable to authorize special charleston WX 2500 ft overcast, 1/4 mi, 6000 ft + RVR turn right heading 330 degrees.' again having flown 330 degrees for approximately 2 to 3 mins the controller said 'stay clear of air traffic area and say intentions.' I once again responded, the conditions here are VFR, I would like to hold for clearance to land crw. 'If your aircraft is instrument equipped and certified, I would suggest that you accept the runway 23 ILS approach.' I was cleared the approach, shot the approach, maintaining VFR conditions, and landed safely at crw. Upon touch down, I advised the tower that I was on the ground and the tower gave me taxi instructions to executive ramp. Upon returning to executive, I was approached by mr xy of the FAA flight standards district office charleston. Mr xy ask to see my certificates and inspect the aircraft and it's records. Having reviewed same, mr xy advised that I had violated FAA regulations by accepting instrument approach and that I would be receiving a letter from him. I thanked him and later departed VFR to the W99 airport. Mr xy phoned me the following morning and advised that, having reviewed the tape from the previous morning, that he felt that while I had violated FAA regulations, that I was experienced to the point that I was able to intercept the localizer and fly it inbound and land, and that if I would agree to quickly obtain instrument rating that he would only send me a warning letter. The fact of the matter is that I contend that I was in VFR conditions and I did not violate FAA regulations. I maintained forward visibility and had good ground contact while proceeding inbound and landing at crw.

Related reports:

Google
 

Original NASA ASRS Text

Title: NON IFR RATED PLT MAKES IAP ILS APCH WHEN TERMINAL AREA WX BELOW SPECIAL VFR ARPT WX MINS FOR APCH.

Narrative: I DEPARTED W99, PETERSBURG, WV, IN RTE TO CRW, CHARLESTON, WV. THE WX CONDITIONS AT W99 WERE VFR WITH MINIMAL HAZE LAYER TO THE W OF THE ARPT. ELKINS AUTOMATED FSS FORECASTED VFR CONDITIONS AT CRW AFTER PM00Z. THE ENRTE WX CONDITIONS WHERE CLR WITH MINIMAL VALLEY FOG OR HAZE. THE CTLR ADVISED THE CURRENT WX AT CRW. 'ACFT X THE CURRENT WX AT CHARLESTON 2500 FT OVCST, 1/4 MI, 6000 FT + RVR FOG, SAY YOUR INTENTIONS.' MY RESPONSE WAS THAT THE FOG EXTENDED JUST TO THE E OF THE CRW ARPT, THAT I HAD GOOD VFR CONDITIONS AND THAT I WOULD LIKE TO HOLD FOR IMPROVED CONDITIONS AT CRW. I WAS ADVISED BY APCH 'UNABLE TO AUTHORIZE SPECIAL CHARLESTON WX 2500 FT OVCST, 1/4 MI, 6000 FT + RVR TURN R HDG 330 DEGS.' AGAIN HAVING FLOWN 330 DEGS FOR APPROX 2 TO 3 MINS THE CTLR SAID 'STAY CLR OF ATA AND SAY INTENTIONS.' I ONCE AGAIN RESPONDED, THE CONDITIONS HERE ARE VFR, I WOULD LIKE TO HOLD FOR CLRNC TO LAND CRW. 'IF YOUR ACFT IS INST EQUIPPED AND CERTIFIED, I WOULD SUGGEST THAT YOU ACCEPT THE RWY 23 ILS APCH.' I WAS CLRED THE APCH, SHOT THE APCH, MAINTAINING VFR CONDITIONS, AND LANDED SAFELY AT CRW. UPON TOUCH DOWN, I ADVISED THE TWR THAT I WAS ON THE GND AND THE TWR GAVE ME TAXI INSTRUCTIONS TO EXECUTIVE RAMP. UPON RETURNING TO EXECUTIVE, I WAS APCHED BY MR XY OF THE FAA FLT STANDARDS DISTRICT OFFICE CHARLESTON. MR XY ASK TO SEE MY CERTIFICATES AND INSPECT THE ACFT AND IT'S RECORDS. HAVING REVIEWED SAME, MR XY ADVISED THAT I HAD VIOLATED FAA REGS BY ACCEPTING INST APCH AND THAT I WOULD BE RECEIVING A LETTER FROM HIM. I THANKED HIM AND LATER DEPARTED VFR TO THE W99 ARPT. MR XY PHONED ME THE FOLLOWING MORNING AND ADVISED THAT, HAVING REVIEWED THE TAPE FROM THE PREVIOUS MORNING, THAT HE FELT THAT WHILE I HAD VIOLATED FAA REGS, THAT I WAS EXPERIENCED TO THE POINT THAT I WAS ABLE TO INTERCEPT THE LOC AND FLY IT INBOUND AND LAND, AND THAT IF I WOULD AGREE TO QUICKLY OBTAIN INST RATING THAT HE WOULD ONLY SEND ME A WARNING LETTER. THE FACT OF THE MATTER IS THAT I CONTEND THAT I WAS IN VFR CONDITIONS AND I DID NOT VIOLATE FAA REGS. I MAINTAINED FORWARD VISIBILITY AND HAD GOOD GND CONTACT WHILE PROCEEDING INBOUND AND LNDG AT CRW.

Data retrieved from NASA's ASRS site as of July 2007 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.