Pilot of a beech twin bonanza on a maintenance ferry permit requests and receives an IFR clearance d...

Attributes
ACN	514918
Time
Date	200106
Day	Sat
Local Time Of Day	1201 To 1800
Place
State Reference	CT
Altitude	msl single value : 4000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : n90.tracon
Operator	general aviation : personal
Make Model Name	Twin Bonanza 50
Operating Under FAR Part	Part 91
Flight Phase	cruise : level
Route In Use	enroute : on vectors
Flight Plan	None
Person 1
Affiliation	other
Function	flight crew : single pilot
Qualification	pilot : instrument pilot : multi engine pilot : private
Experience	flight time last 90 days : 15 flight time total : 4253 flight time type : 453
ASRS Report	514918
Person 2
Affiliation	government : faa
Function	controller : radar
Events
Anomaly	aircraft equipment problem : less severe inflight encounter : weather maintenance problem : non compliance with mel non adherence : far non adherence : published procedure other anomaly other
Independent Detector	other controllera other flight crewa
Resolutory Action	controller : issued new clearance controller : separated traffic flight crew : exited adverse environment
Consequence	faa : investigated faa : reviewed incident with flight crew other
Supplementary
Problem Areas	Flight Crew Human Performance Weather Aircraft ATC Human Performance
Primary Problem	Flight Crew Human Performance

Narrative:

I received 2 WX briefings from the williamsport FSS. Ms Y said that 'the WX between avp and fok was not recommended for VFR flight. However, there is a window of opportunity for VFR with the departure time after XA00 and landing after xboo.' she was exactly right. I was able to stay clear of clouds all the way to bridgeport. It was a short flight across long island sound to fok. I was then informed that fok was IFR and would not let me in VFR. They were 700 ft broken. I then asked for an IFR clearance, expecting an IFR pick-up. The controller informed me 'I must file with FSS.' I then asked for a good frequency (FSS) and got it with some trepidation on the controller's part. I finally got the IFR from approach. He started vectoring me in the climb to 4000 ft. I noticed that my directional gyro precessed and tried to set it to the compass but had trouble because of turbulence. He then told me to turn left to 155 degrees, but it was closer to turn. I followed his instruction and turned left. This left me disoriented. He then told me to go to the new haven VOR, another frequency change. At this point, I popped out into severe VFR just as FSS predicted. I told the controller to cancel IFR and descended VFR to 2000 ft, the MSA. At that point he vectored me to chester airport and asked me to call him. He asked if I got a WX briefing, I said yes. He called the williamsport FSS to see if we did and they answered I did but VFR was not recommended, but said nothing about the window of opportunity. The controller said 'we were the only VFR flight in the area,' and that obviously annoyed him. I do believe that the VFR only restr on the ferry permit can be unsafe in sits like this. It would be far safer to file IFR for this trip and new york approach would know that I was coming and there would be fewer vectors that are disorienting.

Original NASA ASRS Text

Title: PLT OF A BEECH TWIN BONANZA ON A MAINT FERRY PERMIT REQUESTS AND RECEIVES AN IFR CLRNC DUE TO BELOW VFR WX AT HIS DEST ARPT CONTRARY TO HIS VFR RESTR ON HIS FERRY PERMIT. IN ADDITION, HE IS ANNOYED THAT ATC DOES NOT READILY HANDLE HIS 'IFR POP-UP' REQUEST.

Narrative: I RECEIVED 2 WX BRIEFINGS FROM THE WILLIAMSPORT FSS. MS Y SAID THAT 'THE WX BTWN AVP AND FOK WAS NOT RECOMMENDED FOR VFR FLT. HOWEVER, THERE IS A WINDOW OF OPPORTUNITY FOR VFR WITH THE DEP TIME AFTER XA00 AND LNDG AFTER XBOO.' SHE WAS EXACTLY RIGHT. I WAS ABLE TO STAY CLR OF CLOUDS ALL THE WAY TO BRIDGEPORT. IT WAS A SHORT FLT ACROSS LONG ISLAND SOUND TO FOK. I WAS THEN INFORMED THAT FOK WAS IFR AND WOULD NOT LET ME IN VFR. THEY WERE 700 FT BROKEN. I THEN ASKED FOR AN IFR CLRNC, EXPECTING AN IFR PICK-UP. THE CTLR INFORMED ME 'I MUST FILE WITH FSS.' I THEN ASKED FOR A GOOD FREQ (FSS) AND GOT IT WITH SOME TREPIDATION ON THE CTLR'S PART. I FINALLY GOT THE IFR FROM APCH. HE STARTED VECTORING ME IN THE CLB TO 4000 FT. I NOTICED THAT MY DIRECTIONAL GYRO PRECESSED AND TRIED TO SET IT TO THE COMPASS BUT HAD TROUBLE BECAUSE OF TURB. HE THEN TOLD ME TO TURN L TO 155 DEGS, BUT IT WAS CLOSER TO TURN. I FOLLOWED HIS INSTRUCTION AND TURNED L. THIS LEFT ME DISORIENTED. HE THEN TOLD ME TO GO TO THE NEW HAVEN VOR, ANOTHER FREQ CHANGE. AT THIS POINT, I POPPED OUT INTO SEVERE VFR JUST AS FSS PREDICTED. I TOLD THE CTLR TO CANCEL IFR AND DSNDED VFR TO 2000 FT, THE MSA. AT THAT POINT HE VECTORED ME TO CHESTER ARPT AND ASKED ME TO CALL HIM. HE ASKED IF I GOT A WX BRIEFING, I SAID YES. HE CALLED THE WILLIAMSPORT FSS TO SEE IF WE DID AND THEY ANSWERED I DID BUT VFR WAS NOT RECOMMENDED, BUT SAID NOTHING ABOUT THE WINDOW OF OPPORTUNITY. THE CTLR SAID 'WE WERE THE ONLY VFR FLT IN THE AREA,' AND THAT OBVIOUSLY ANNOYED HIM. I DO BELIEVE THAT THE VFR ONLY RESTR ON THE FERRY PERMIT CAN BE UNSAFE IN SITS LIKE THIS. IT WOULD BE FAR SAFER TO FILE IFR FOR THIS TRIP AND NEW YORK APCH WOULD KNOW THAT I WAS COMING AND THERE WOULD BE FEWER VECTORS THAT ARE DISORIENTING.

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.

Pilot of a beech twin bonanza on a maintenance ferry permit requests and receives an IFR clearance due to below VFR WX at his destination airport contrary to his VFR restr on his ferry permit. In addition, he is annoyed that ATC does not readily handle his 'IFR pop-up' request.