Narrative:

I made some very poor decisions during my long cross country solo. I had preplanned a solo cross country flight from mcclellan to fresno and then on to watsonville the night before. The only information I needed was the current WX conditions. Prior to departing, I called the rancho murieta FSS and obtained a standard WX briefing. The WX looked great throughout the entire sacramento valley and the monterey taf forecasted clear skies and 25 mi visibilities (when I would be arriving). After the WX briefing, I met with my instructor and we discussed the flight. He verified the WX via the duats, and warned me of the usual stuff -- close out your flight plan, get a new WX briefing in fresno, and make sure I refuel on both stops. Neither one of us thought to discuss diverting for WX because we didn't see any need -- the day was gorgeous, and the forecast called for nothing but great flying WX. I completed my flight plan, preflted aircraft and flew to fresno uneventfully. Upon landing in fresno, I again called FSS to close out my flight plan, obtain the most recent WX, and open a new flight plan for the watsonville leg. This time I asked for an abbreviated WX brief. To the best of my knowledge, I recall the briefer stating that monterey was showing a 5500 ft overcast, 4500 ft broken. Visibility was 7 mi. The only warning I received was for mountain obscurities. At this point, I was a little concerned about the WX because I knew I had to fly over mountains to get to watsonville. However, the conditions were within the VFR minimums so I didn't feel the need to call my instructor for advice. I decided to press on thinking that I could check things out when I got there. I left fresno, climbed to 6500 ft, and headed towards watsonville. About 30 mins into my flight, things started to go downhill. I noticed I was heading straight for a cloud layer that seemed to be right above the mountains before watsonville. I continued my flight and instituted a climb to 9500 ft right after I crossed I-5. I was navigating via ground reference and xchking using vors. At this point, the ground was becoming very difficult to see. The last ground reference point I saw was san luis reservoir near la veaga and cathedral peaks. I made the decision to continue on rather than to turn back because I thought the cloud layer would break up after I crossed the mountains. Then I could land uneventfully in watsonville. I couldn't have been more wrong. I continued towards watsonville navigating using vors (primarily the salinas and mercy hot springs VOR). Based on the vors, I knew I was getting close to watsonville. I called monterey approach (ATC) and asked for my location. I believe they told me I was 3 mi northeast of the airport. ATC reported watsonville WX from a pilot who had just landed. They reported 3 mi visibility and a 1200 ft ceiling. I was starting to get anxious. I called ATC, told them my altitude, destination, and that I didn't see a break in the clouds. I then asked for suggestions. I never mentioned anything about what type of pilot or ratings I held. ATC responded by offering me an IFR clearance. I was hesitant to take this at first, and told them I'd get back to them. Several things began racing through my mind. I really wanted to complete this mission to watsonville. I was desperately trying to obtain my ppl since the last day to update my application was 3 days away. I felt trapped. If I turned back at this point, I thought I would have to redo the mission. I didn't have time for that. The WX had been against me for the past month. I knew that the IFR clearance could get me through the clouds and into watsonville. I rationalized taking the clearance just to get through the clouds. After exiting the clouds, I could just land VFR in watsonville. I was confident that I could fly on instruments just to get down from the clouds. I wasn't thinking about the risks at this point. I radioed back to ATC and asked if I could take the IFR clearance to get down through the clouds and then shoot a visual approach. They asked if I wanted the clearance or not. I accepted. Enormous mistake. I began a descent as instructedby ATC. I flew to the headings and altitudes as instructed by ATC. I was on those instruments using the hub and spoke technique I kept the plane as level as I could. And besides getting kicked around a bit, everything seemed ok. I was in control. The only problem was that as I descended I didn't see any breaks in the clouds. I continued on as instructed by ATC until I was at about 2000 ft. ATC cleared me for the ILS localizer approach into watsonville. I realized I needed the ILS approach plates and localizer frequency -- neither of which I had. ATC radioed back saying that I was off course. I asked for a vector back to course. I think this is when ATC began to get suspicious of my capabilities. The controller radioed back confused saying that she wasn't sure what I meant. I asked for a vector and she again asked what I meant. Now confused, off course, and around 2000 ft, I realized the situation was getting out of my control. I made the decision to seek help and admitted that I was only a student pilot who shouldn't be on this type of approach. I could tell the controller was upset, but she didn't panic. She instructed me to climb. I climbed to about 2500 ft. She then instructed me to avoid all clouds and level off. I couldn't avoid the clouds. She called back with a heading that would give me VFR conditions. I flew to the heading and saw the ground. I followed her instructions to avoid the clouds. Basically, I circled for about 10-15 mins. She called back with the locations of several airports -- salinas, monterey, and marina. I still couldn't locate any of them. I continued to circle when I finally saw marina airport after the controller relayed it was at my 4 O'clock. She instructed me to land VFR at marina, and then to call back on the same frequency (133.0) for further instructions. I landed at marina airport. I called back to monterey approach, and they gave me a phone number to call. I called the number and reported the incident. I wish I could go back and change what I did. I made some really, really poor decisions that could have cost me my life. I learned a valuable lessonthe hard way. This event will remain with me for the rest of my life. I can only hope it doesn't ruin my chance at a future flying career.

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Original NASA ASRS Text

Title: SPI ON XCOUNTRY SOLO FLIES INTO LOWERING WX SIT. HE REQUESTS A DSCNT THROUGH CLOUD LAYER BUT DOES NOT FIND VMC. ASSIGNED AN INST APCH, HE MUST CONFESS THAT HE HAS NO CHARTS AND IS NOT RATED. CTLR VECTORS HIM TO A VFR ARPT FOR LNDG.

Narrative: I MADE SOME VERY POOR DECISIONS DURING MY LONG XCOUNTRY SOLO. I HAD PREPLANNED A SOLO XCOUNTRY FLT FROM MCCLELLAN TO FRESNO AND THEN ON TO WATSONVILLE THE NIGHT BEFORE. THE ONLY INFO I NEEDED WAS THE CURRENT WX CONDITIONS. PRIOR TO DEPARTING, I CALLED THE RANCHO MURIETA FSS AND OBTAINED A STANDARD WX BRIEFING. THE WX LOOKED GREAT THROUGHOUT THE ENTIRE SACRAMENTO VALLEY AND THE MONTEREY TAF FORECASTED CLR SKIES AND 25 MI VISIBILITIES (WHEN I WOULD BE ARRIVING). AFTER THE WX BRIEFING, I MET WITH MY INSTRUCTOR AND WE DISCUSSED THE FLT. HE VERIFIED THE WX VIA THE DUATS, AND WARNED ME OF THE USUAL STUFF -- CLOSE OUT YOUR FLT PLAN, GET A NEW WX BRIEFING IN FRESNO, AND MAKE SURE I REFUEL ON BOTH STOPS. NEITHER ONE OF US THOUGHT TO DISCUSS DIVERTING FOR WX BECAUSE WE DIDN'T SEE ANY NEED -- THE DAY WAS GORGEOUS, AND THE FORECAST CALLED FOR NOTHING BUT GREAT FLYING WX. I COMPLETED MY FLT PLAN, PREFLTED ACFT AND FLEW TO FRESNO UNEVENTFULLY. UPON LNDG IN FRESNO, I AGAIN CALLED FSS TO CLOSE OUT MY FLT PLAN, OBTAIN THE MOST RECENT WX, AND OPEN A NEW FLT PLAN FOR THE WATSONVILLE LEG. THIS TIME I ASKED FOR AN ABBREVIATED WX BRIEF. TO THE BEST OF MY KNOWLEDGE, I RECALL THE BRIEFER STATING THAT MONTEREY WAS SHOWING A 5500 FT OVCST, 4500 FT BROKEN. VISIBILITY WAS 7 MI. THE ONLY WARNING I RECEIVED WAS FOR MOUNTAIN OBSCURITIES. AT THIS POINT, I WAS A LITTLE CONCERNED ABOUT THE WX BECAUSE I KNEW I HAD TO FLY OVER MOUNTAINS TO GET TO WATSONVILLE. HOWEVER, THE CONDITIONS WERE WITHIN THE VFR MINIMUMS SO I DIDN'T FEEL THE NEED TO CALL MY INSTRUCTOR FOR ADVICE. I DECIDED TO PRESS ON THINKING THAT I COULD CHK THINGS OUT WHEN I GOT THERE. I LEFT FRESNO, CLBED TO 6500 FT, AND HEADED TOWARDS WATSONVILLE. ABOUT 30 MINS INTO MY FLT, THINGS STARTED TO GO DOWNHILL. I NOTICED I WAS HDG STRAIGHT FOR A CLOUD LAYER THAT SEEMED TO BE RIGHT ABOVE THE MOUNTAINS BEFORE WATSONVILLE. I CONTINUED MY FLT AND INSTITUTED A CLB TO 9500 FT RIGHT AFTER I CROSSED I-5. I WAS NAVING VIA GND REF AND XCHKING USING VORS. AT THIS POINT, THE GND WAS BECOMING VERY DIFFICULT TO SEE. THE LAST GND REF POINT I SAW WAS SAN LUIS RESERVOIR NEAR LA VEAGA AND CATHEDRAL PEAKS. I MADE THE DECISION TO CONTINUE ON RATHER THAN TO TURN BACK BECAUSE I THOUGHT THE CLOUD LAYER WOULD BREAK UP AFTER I CROSSED THE MOUNTAINS. THEN I COULD LAND UNEVENTFULLY IN WATSONVILLE. I COULDN'T HAVE BEEN MORE WRONG. I CONTINUED TOWARDS WATSONVILLE NAVING USING VORS (PRIMARILY THE SALINAS AND MERCY HOT SPRINGS VOR). BASED ON THE VORS, I KNEW I WAS GETTING CLOSE TO WATSONVILLE. I CALLED MONTEREY APCH (ATC) AND ASKED FOR MY LOCATION. I BELIEVE THEY TOLD ME I WAS 3 MI NE OF THE ARPT. ATC RPTED WATSONVILLE WX FROM A PLT WHO HAD JUST LANDED. THEY RPTED 3 MI VISIBILITY AND A 1200 FT CEILING. I WAS STARTING TO GET ANXIOUS. I CALLED ATC, TOLD THEM MY ALT, DEST, AND THAT I DIDN'T SEE A BREAK IN THE CLOUDS. I THEN ASKED FOR SUGGESTIONS. I NEVER MENTIONED ANYTHING ABOUT WHAT TYPE OF PLT OR RATINGS I HELD. ATC RESPONDED BY OFFERING ME AN IFR CLRNC. I WAS HESITANT TO TAKE THIS AT FIRST, AND TOLD THEM I'D GET BACK TO THEM. SEVERAL THINGS BEGAN RACING THROUGH MY MIND. I REALLY WANTED TO COMPLETE THIS MISSION TO WATSONVILLE. I WAS DESPERATELY TRYING TO OBTAIN MY PPL SINCE THE LAST DAY TO UPDATE MY APPLICATION WAS 3 DAYS AWAY. I FELT TRAPPED. IF I TURNED BACK AT THIS POINT, I THOUGHT I WOULD HAVE TO REDO THE MISSION. I DIDN'T HAVE TIME FOR THAT. THE WX HAD BEEN AGAINST ME FOR THE PAST MONTH. I KNEW THAT THE IFR CLRNC COULD GET ME THROUGH THE CLOUDS AND INTO WATSONVILLE. I RATIONALIZED TAKING THE CLRNC JUST TO GET THROUGH THE CLOUDS. AFTER EXITING THE CLOUDS, I COULD JUST LAND VFR IN WATSONVILLE. I WAS CONFIDENT THAT I COULD FLY ON INSTS JUST TO GET DOWN FROM THE CLOUDS. I WASN'T THINKING ABOUT THE RISKS AT THIS POINT. I RADIOED BACK TO ATC AND ASKED IF I COULD TAKE THE IFR CLRNC TO GET DOWN THROUGH THE CLOUDS AND THEN SHOOT A VISUAL APCH. THEY ASKED IF I WANTED THE CLRNC OR NOT. I ACCEPTED. ENORMOUS MISTAKE. I BEGAN A DSCNT AS INSTRUCTEDBY ATC. I FLEW TO THE HDGS AND ALTS AS INSTRUCTED BY ATC. I WAS ON THOSE INSTS USING THE HUB AND SPOKE TECHNIQUE I KEPT THE PLANE AS LEVEL AS I COULD. AND BESIDES GETTING KICKED AROUND A BIT, EVERYTHING SEEMED OK. I WAS IN CTL. THE ONLY PROB WAS THAT AS I DSNDED I DIDN'T SEE ANY BREAKS IN THE CLOUDS. I CONTINUED ON AS INSTRUCTED BY ATC UNTIL I WAS AT ABOUT 2000 FT. ATC CLRED ME FOR THE ILS LOC APCH INTO WATSONVILLE. I REALIZED I NEEDED THE ILS APCH PLATES AND LOC FREQ -- NEITHER OF WHICH I HAD. ATC RADIOED BACK SAYING THAT I WAS OFF COURSE. I ASKED FOR A VECTOR BACK TO COURSE. I THINK THIS IS WHEN ATC BEGAN TO GET SUSPICIOUS OF MY CAPABILITIES. THE CTLR RADIOED BACK CONFUSED SAYING THAT SHE WASN'T SURE WHAT I MEANT. I ASKED FOR A VECTOR AND SHE AGAIN ASKED WHAT I MEANT. NOW CONFUSED, OFF COURSE, AND AROUND 2000 FT, I REALIZED THE SIT WAS GETTING OUT OF MY CTL. I MADE THE DECISION TO SEEK HELP AND ADMITTED THAT I WAS ONLY A STUDENT PLT WHO SHOULDN'T BE ON THIS TYPE OF APCH. I COULD TELL THE CTLR WAS UPSET, BUT SHE DIDN'T PANIC. SHE INSTRUCTED ME TO CLB. I CLBED TO ABOUT 2500 FT. SHE THEN INSTRUCTED ME TO AVOID ALL CLOUDS AND LEVEL OFF. I COULDN'T AVOID THE CLOUDS. SHE CALLED BACK WITH A HDG THAT WOULD GIVE ME VFR CONDITIONS. I FLEW TO THE HDG AND SAW THE GND. I FOLLOWED HER INSTRUCTIONS TO AVOID THE CLOUDS. BASICALLY, I CIRCLED FOR ABOUT 10-15 MINS. SHE CALLED BACK WITH THE LOCATIONS OF SEVERAL ARPTS -- SALINAS, MONTEREY, AND MARINA. I STILL COULDN'T LOCATE ANY OF THEM. I CONTINUED TO CIRCLE WHEN I FINALLY SAW MARINA ARPT AFTER THE CTLR RELAYED IT WAS AT MY 4 O'CLOCK. SHE INSTRUCTED ME TO LAND VFR AT MARINA, AND THEN TO CALL BACK ON THE SAME FREQ (133.0) FOR FURTHER INSTRUCTIONS. I LANDED AT MARINA ARPT. I CALLED BACK TO MONTEREY APCH, AND THEY GAVE ME A PHONE NUMBER TO CALL. I CALLED THE NUMBER AND RPTED THE INCIDENT. I WISH I COULD GO BACK AND CHANGE WHAT I DID. I MADE SOME REALLY, REALLY POOR DECISIONS THAT COULD HAVE COST ME MY LIFE. I LEARNED A VALUABLE LESSONTHE HARD WAY. THIS EVENT WILL REMAIN WITH ME FOR THE REST OF MY LIFE. I CAN ONLY HOPE IT DOESN'T RUIN MY CHANCE AT A FUTURE FLYING CAREER.

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.