Narrative:

Upon arrival in the vicinity of ikk the AWOS was reporting 600 ft overcast, visibility 4 mi, temperature 58 degrees, dewpoint 51 degrees, wind 050 degrees at 11 KTS gusting to 20 KTS, altimeter 29.85. ZAU cleared me for the ILS approach to runway 4 and cleared me to unicom frequency. Just prior to the frequency change, center advised me of eastbound traffic 10 mi west of the airport. I made a traffic call at the OM and again at approximately 3 mi on final. After the second call, X advised me that he, too, was on the left base for runway 4. I was still IMC and my TCASII had traffic 300 ft below me and 1.1 mi. I advised him of the ceiling and visibility situation and he said, 'I know. That's why I am landing.' he advised me that he would circle on the base leg and let me land ahead of him. I never saw the other aircraft until after I had landed and cleared the runway and he was on short final. After landing I rechked the AWOS and it was still reporting the same 600 ft overcast and 4 mi. At the time of the event, I thought of a number of corrective actions, any one of which would most likely have resulted in my arrest. Perhaps an FAA enforcement action would encourage the pilot of X to pay closer attention to the meaning of IFR, VFR, IMC, and VMC before he kills himself and someone else.

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Original NASA ASRS Text

Title: SMT ACFT ON IFR FLT PLAN AND LNDG IN INST CONDITIONS. RPTR PLT FAULTS ANOTHER PLT FOR LNDG IMC WHEN NOT ON AN IFR FLT PLAN.

Narrative: UPON ARR IN THE VICINITY OF IKK THE AWOS WAS RPTING 600 FT OVCST, VISIBILITY 4 MI, TEMP 58 DEGS, DEWPOINT 51 DEGS, WIND 050 DEGS AT 11 KTS GUSTING TO 20 KTS, ALTIMETER 29.85. ZAU CLRED ME FOR THE ILS APCH TO RWY 4 AND CLRED ME TO UNICOM FREQ. JUST PRIOR TO THE FREQ CHANGE, CTR ADVISED ME OF EBOUND TFC 10 MI W OF THE ARPT. I MADE A TFC CALL AT THE OM AND AGAIN AT APPROX 3 MI ON FINAL. AFTER THE SECOND CALL, X ADVISED ME THAT HE, TOO, WAS ON THE L BASE FOR RWY 4. I WAS STILL IMC AND MY TCASII HAD TFC 300 FT BELOW ME AND 1.1 MI. I ADVISED HIM OF THE CEILING AND VISIBILITY SIT AND HE SAID, 'I KNOW. THAT'S WHY I AM LNDG.' HE ADVISED ME THAT HE WOULD CIRCLE ON THE BASE LEG AND LET ME LAND AHEAD OF HIM. I NEVER SAW THE OTHER ACFT UNTIL AFTER I HAD LANDED AND CLRED THE RWY AND HE WAS ON SHORT FINAL. AFTER LNDG I RECHKED THE AWOS AND IT WAS STILL RPTING THE SAME 600 FT OVCST AND 4 MI. AT THE TIME OF THE EVENT, I THOUGHT OF A NUMBER OF CORRECTIVE ACTIONS, ANY ONE OF WHICH WOULD MOST LIKELY HAVE RESULTED IN MY ARREST. PERHAPS AN FAA ENFORCEMENT ACTION WOULD ENCOURAGE THE PLT OF X TO PAY CLOSER ATTN TO THE MEANING OF IFR, VFR, IMC, AND VMC BEFORE HE KILLS HIMSELF AND SOMEONE ELSE.

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.