Narrative:

This morning I almost overran the runway. The mistakes I made were mental and procedural. I was not mentally prepared to land, in fact, I had no intention to land, and was ill prepared and poorly positioned to land. I put it down, and only barely got it stopped in time. How did it happen? I am a VFR pilot taking IFR instruction. Solo, I left emt shortly after dawn in an small aircraft. I reported to ont approach, requesting multiple practice ILS approachs at cno in VFR conditions. My call to flight service earlier in the morning indicated the area to be VFR. Arriving over pdz VORTAC, I was advised that cno was IFR with visibility of 1/16 mi. En route I was in VFR conditions, and I could see a patchy ground fog in sections of farmland below. I obtained permission to make an ILS approach in VFR conditions, and was twice given VFR climb out instructions. Cno was visible from the air, under a thin wispy layer at 1500 ft and a light radiating ground fog. I established on the GS and proceeded down to my decision ht in VFR conditions, the field being always in sight in the dispersing ground fog. Unfortunately, I had failed to pre-set the tower frequency on my next radio, and when directed to contact cno tower, I got fouled up looking for frequencys. I failed to check in in a timely fashion. By the MM, I had reached decision ht, applied full power, and was establishing a positive rate of climb, pursuant to the VFR climb out instructions. On contacting the tower, I was directed to land, due to a developing traffic conflict situation involving a missed approach at ont. By then, I was high, hot, and almost over the fence. Visibility was never a factor, but speed and altitude were. Touchdown was midfield, and I got the plane stopped, but it wasn't pretty. The tower inquired if I had received a late handoff, and I accepted the blame for not reporting timely. They asked if I wanted an IFR back to met, and seemed surprised when I asked for a VFR back to emt. Evidently, they were unaware that I was a VFR pilot who had been directed to land while the airport was still technically IFR. I had no intention to land, and I certainly had no intention to set down in IFR. Rising to the situation, the tower revised the WX observation and raised the visibility to 1 mi, allowing me to take off SVFR back to emt without incident. I accept the blame for not changing my frequency in time. Had I been told to land upon timely handoff, I would not have been hot and fast. The blame is my own. I wonder, though, if cno tower would have called upon me to change my plans, and would have directed me to land in technically IFR conditions, if they had realized that I was a VFR pilot flying a practice ILS approach in VFR conditions. What was I supposed to do? I make no complaint. I accept the blame for my conduct. Maybe someone else can learn something from my mistakes.

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Original NASA ASRS Text

Title: SMA WITH INST STUDENT SOLO, PRACTICING ILS APCH IS ASKED TO LAND, CTL ZONE IS IFR.

Narrative: THIS MORNING I ALMOST OVERRAN THE RWY. THE MISTAKES I MADE WERE MENTAL AND PROCEDURAL. I WAS NOT MENTALLY PREPARED TO LAND, IN FACT, I HAD NO INTENTION TO LAND, AND WAS ILL PREPARED AND POORLY POSITIONED TO LAND. I PUT IT DOWN, AND ONLY BARELY GOT IT STOPPED IN TIME. HOW DID IT HAPPEN? I AM A VFR PLT TAKING IFR INSTRUCTION. SOLO, I LEFT EMT SHORTLY AFTER DAWN IN AN SMA. I RPTED TO ONT APCH, REQUESTING MULTIPLE PRACTICE ILS APCHS AT CNO IN VFR CONDITIONS. MY CALL TO FLT SVC EARLIER IN THE MORNING INDICATED THE AREA TO BE VFR. ARRIVING OVER PDZ VORTAC, I WAS ADVISED THAT CNO WAS IFR WITH VISIBILITY OF 1/16 MI. ENRTE I WAS IN VFR CONDITIONS, AND I COULD SEE A PATCHY GND FOG IN SECTIONS OF FARMLAND BELOW. I OBTAINED PERMISSION TO MAKE AN ILS APCH IN VFR CONDITIONS, AND WAS TWICE GIVEN VFR CLBOUT INSTRUCTIONS. CNO WAS VISIBLE FROM THE AIR, UNDER A THIN WISPY LAYER AT 1500 FT AND A LIGHT RADIATING GND FOG. I ESTABLISHED ON THE GS AND PROCEEDED DOWN TO MY DECISION HT IN VFR CONDITIONS, THE FIELD BEING ALWAYS IN SIGHT IN THE DISPERSING GND FOG. UNFORTUNATELY, I HAD FAILED TO PRE-SET THE TWR FREQ ON MY NEXT RADIO, AND WHEN DIRECTED TO CONTACT CNO TWR, I GOT FOULED UP LOOKING FOR FREQS. I FAILED TO CHK IN IN A TIMELY FASHION. BY THE MM, I HAD REACHED DECISION HT, APPLIED FULL PWR, AND WAS ESTABLISHING A POSITIVE RATE OF CLB, PURSUANT TO THE VFR CLBOUT INSTRUCTIONS. ON CONTACTING THE TWR, I WAS DIRECTED TO LAND, DUE TO A DEVELOPING TFC CONFLICT SIT INVOLVING A MISSED APCH AT ONT. BY THEN, I WAS HIGH, HOT, AND ALMOST OVER THE FENCE. VISIBILITY WAS NEVER A FACTOR, BUT SPD AND ALT WERE. TOUCHDOWN WAS MIDFIELD, AND I GOT THE PLANE STOPPED, BUT IT WASN'T PRETTY. THE TWR INQUIRED IF I HAD RECEIVED A LATE HDOF, AND I ACCEPTED THE BLAME FOR NOT RPTING TIMELY. THEY ASKED IF I WANTED AN IFR BACK TO MET, AND SEEMED SURPRISED WHEN I ASKED FOR A VFR BACK TO EMT. EVIDENTLY, THEY WERE UNAWARE THAT I WAS A VFR PLT WHO HAD BEEN DIRECTED TO LAND WHILE THE ARPT WAS STILL TECHNICALLY IFR. I HAD NO INTENTION TO LAND, AND I CERTAINLY HAD NO INTENTION TO SET DOWN IN IFR. RISING TO THE SIT, THE TWR REVISED THE WX OBSERVATION AND RAISED THE VISIBILITY TO 1 MI, ALLOWING ME TO TAKE OFF SVFR BACK TO EMT WITHOUT INCIDENT. I ACCEPT THE BLAME FOR NOT CHANGING MY FREQ IN TIME. HAD I BEEN TOLD TO LAND UPON TIMELY HDOF, I WOULD NOT HAVE BEEN HOT AND FAST. THE BLAME IS MY OWN. I WONDER, THOUGH, IF CNO TWR WOULD HAVE CALLED UPON ME TO CHANGE MY PLANS, AND WOULD HAVE DIRECTED ME TO LAND IN TECHNICALLY IFR CONDITIONS, IF THEY HAD REALIZED THAT I WAS A VFR PLT FLYING A PRACTICE ILS APCH IN VFR CONDITIONS. WHAT WAS I SUPPOSED TO DO? I MAKE NO COMPLAINT. I ACCEPT THE BLAME FOR MY CONDUCT. MAYBE SOMEONE ELSE CAN LEARN SOMETHING FROM MY MISTAKES.

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.