Opps, I am in the clouds!

[earl1937]

  Lets say, just for the sake of discussion, that you own something like a Cessna 182, a 1984 model, and we are on a cross country flight to somewhere. You are not instrument rated, but have had the usual basic instrument flight training and you are able to keep the thing right side up! All your instruments are working properly!
Lets assume that you because of distractions of looking at your map or radio's or what ever, you accidently fly into the clouds!
Now you must return to visual flight rule conditions, what steps should you take to insure that you can safely return to visual flight rule conditions?
(hint, there are only three instruments which will safely return you to visual flight rules)

[Zimme83]

Artificial Horizon, directional gyro (and compass), Altimeter (and variometer)
Best way is generally to do a 180 degree turn, u know the conditions in the direction u came from.
An over optimistic me did a similar thing in a C150, tried to squeeze under a weak front (no cb:s and stuffs but low stratus). Ended up in cloud at 500 AGL... Pulled a hard 180 and flew back out the same way i came.

[icepac]

If you accidently flew into clouds, then you are probably not aware of the "depth" of said cloud.

Saying that, It would be prudent to enter a standard rate 180 degree turn.......unless the pilot has trouble keeping it upright during the turn.

[Zimme83]

Stratus has no "depth" or structure. its impossible to see were they start so if u fly right below them u can quickly end up in them.
But VFR flights into clouds is almost always caused by a pilot error. Pilot is pushing it too far.

[cobia38]

enter 3 times then .ef   problem solved 

[colmbo]

Power to idle, back pressure until stall then full back and full left rudder to enter the spin.  Recover when below the cloud.👹👹👹👹

I'm going to use the entire panel...attitude indicator, turn and bank, altimeter, visit, and Asi.

Stop any turn and center ball, note heading, then standard rate 180.  Breathe

I always wondered about that vfr into imc scenario, how does that happen?  Then one crappy day just west of Slave Lake Alberta I dang near did that.  My wife is the worlds bravest airplane passenger.

[Zimme83]

Keywords in most cases is "im almost there". its how the human brain works, we want it to be possible to fly trough the bad weather and therefore we neglect the warning signs.

In my case there was no time for standard rate turn etc. The surronding terrain was already higher than me, i had a road as only landmark and i didnt want to loose it. It worked but back up plan was to climb to a safe altitude and fly out the way i came.

[earl1937]

Power to idle, back pressure until stall then full back and full left rudder to enter the spin.  Recover when below the cloud.👹👹👹👹

I'm going to use the entire panel...attitude indicator, turn and bank, altimeter, visit, and Asi.

Stop any turn and center ball, note heading, then standard rate 180.  Breathe

I always wondered about that vfr into imc scenario, how does that happen?  Then one crappy day just west of Slave Lake Alberta I dang near did that.  My wife is the worlds bravest airplane passenger.

Some good replies, but the best thng to do is what Columbo had to say:

Stop any turn and center ball, note heading, then standard rate 180.

Since you had been following a heading before you entered the clouds, you should know what the 180 degree heading is and so there fore, you should start a "standard rate" turn by placing the vertical needle on the turn and bank indicator, on one of the little "dog" houses, which would tell you that is the bank angle for a 3 degree per second turn, which is a standard rate.
As you start your turn, make note of the altimeter and if it shows any movement, correct at once!
as you turn, scan only the instruments which will keep you flying safely, the altimeter, turn and bank indicator, and if you have one, the attitude indicator, or artificial horizon. Of course, you would also want to scan the clock, as it will tell you when to roll out of the turn, 60 seconds, which will give you the 180 degree turn heading that you want. If you have one, the directional gyo will be helpful in returning to the 180 degree turn heading.
When I was a pilot designated examiner, I expected the private pilot applicant to be able to demonstrate this via the old "hood" and if he/she couldn't, they needed more training!
What I really looked for were the "tale, tale", signs that he/she was master of the aircraft.