Catastrophe over Bakersfield (5 dead with NO survivors)
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- เผยแพร่เมื่อ 4 พ.ค. 2024
- The private pilot downloaded official weather briefings onto his tablet computer the night before and again on the morning of the planned cross-country personal flight. The forecast conditions were not conducive to visual flight and included a series of storms passing through the intended flight route, which resulted in instrument meteorological conditions (IMC), high cloud tops, and the potential for icing and mountain obscuration. Despite these forecasts, the low-time, noninstrument-rated private pilot departed with his wife and their three children for the intended vacation, which included a surprise party later that night.
According to Federal Aviation Administration radar tracking data, shortly after departure, the flight began to encounter the forecast weather conditions, and the flightpath and altitude began to change as the pilot repeatedly deviated to avoid clouds. Air traffic control (ATC) personnel provided the pilot with regular reports of bands of precipitation and the potential for airframe icing along the intended direction of flight. However, the pilot chose to continue the flight, and the cloud tops ahead continued to rise. The pilot kept climbing the airplane to remain clear of the cloud tops and eventually reached an altitude close to Class A airspace, where an instrument flight rules (IFR) clearance would be required, and close to the airplane's approved operating ceiling of 20,000 ft. The flight continued, but the airplane then began descending, and shortly after, the airplane likely entered the clouds.
An air traffic controller then offered the pilot the option to obtain an IFR clearance and continue the flight. Despite his lack of both an instrument rating and his limited experience flying in IMC, the pilot accepted. Radar data indicated that, during this period, the airplane turned abruptly left, directly toward a region of heavy precipitation. Then, shortly after accepting the IFR clearance, and likely while the pilot was distracted from controlling the airplane as he configured the airplane's avionics, the flightpath became erratic. The airplane performed a rapid descending left turn, after which the pilot transmitted a distress call. The flight continued to progress erratically, and the pilot made another distress call, after which the controller provided the pilot vectors to a nearby airport; however, no response was received. Subsequently, an alert notice was issued for the airplane, and the wreckage was located a few hours later.
Analysis of the debris field, airplane component damage patterns, and fracture surfaces indicated that both wings and stabilator halves separated from the fuselage in flight due to overstress resulting from excessive air loads. These air loads were likely induced by the pilot during his attempt to regain airplane control, which he lost shortly after the airplane entered the clouds. All persons on board were ejected from the airplane during the breakup sequence and sustained fatal injuries.
The reasons for the loss of control were likely the pilot's inability to maintain airplane control in IMC; his spatial disorientation, as evidenced by the erratic flightpath; airframe icing; pitot-static system icing; or some combination thereof. Icing could not be ruled out because the airplane was in visible moisture and flew directly into and toward precipitation just before the diversion.
Although the airplane was equipped with an autopilot, variations in heading and altitude throughout major portions of the flight suggested that the pilot was likely hand-flying the airplane. According to one of the airplane's owners, the autopilot was operational. However, the primary autopilot components were destroyed during the accident; thus, its operational status could not be determined.
The pilot had planned for the flight to last just over 2 hours and, based on his departure time, would have landed just before sunset. However, because of the weather deviations, the airplane had only reached the half-way point when the accident occurred, with about 30 minutes remain
Probable Cause: The noninstrument-rated pilot's decision to conduct and continue the flight despite forecast and en route instrument meteorological conditions (IMC), which were not conducive to safe operation under visual flight rules. Also causal to the accident was the pilot's decision to accept an instrument flight rules clearance and fly into IMC during cruise flight, which led to his spatial disorientation and a resultant loss of control and an in-flight breakup. Contributing to the accident was the pilot's self-induced pressure to arrive at the destination for a party that night.
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I am really sick of these incompetent pilots taking their families to their graves with them. They trust that their husband and father is not only competent to fly, but just as important will use good judgement when it comes to knowing when to fly and when not to. That plane IMO should have never left the ground. I cannot imagine the sheer terror his wife and children must have experienced before during and after the plane broke apart. I believe that being 64 years of age I would have died from a heart attack.
I have to agree
If you turn up your phone volume on the final mayday call, I wish I hadn't. You can hear his children and the sound of the engine screaming in a dive. He knowingly flew after getting the weather and it showed the only place clear was his destination. Had he knew how to operate the autopilot which was not inop like he thought they probably would have made it according to the investigation. In the full investigation video he had multiple opportunities for ways out. He kept doing unannounced climbs but atc was busy thats why initially they raised the wrong pilot in the audio.
@@Darkvirgo88xx Thank you so much for that additional information. I cannot bring myself to listen to that last mayday call again with the volume up.
Agree. A small single engine airplane is not an airliner, and even with an instrument rating there are severe limitations. Deicing equipment is very limited and really is a escape-the-ice measure only, also small airplanes build up ice quicker than jets which fly a lot faster. Mountain, IFR, icing, t-storms, night, any one of those seriously consider getting an airline flight. Mountain flying should be day VFR only if you have experience and are familiar with the route and airports you are using. From the sound of the weather, I would have cancelled and got a hotel room.
Reminds me of a flight I once gave a wx briefing to back in early 80s. The pilot was flying his wife and 2 of his kids and just had to get there that day. I gave him a solid line of TS along his route. I thought he had canceled his flight but just at the end of my shift the ops guy across the room told me ATC said he was down. He evidently got sucked into a TS because the wreckage and bodies were scattered over many miles. I do not remember what he looked like but I can still see his kid that was with him when I gave him his briefing.
Getthereitis has killed many folks
I'm an IFR rated pilot with around 1100 hrs. I fly a lot of IMC and keep my Instrument rating current.
A couple years ago, I was VFR at night on a cross country flight when I mistakenly entered some unexpected clouds. I was hand flying the airplane and almost immediately lost control. I quickly recognized what was happening, corrected the attitude and turned myself around to get back out of the clouds.
I almost killed myself that night. I can't imagine an untrained pilot doing that on purpose. Crazy.
I only fly vfr, good weather to insure my wife enjoys flying. One thing amazes me about the “ rules” is I can legally fly at night where I can easily get disoriented on a dark night where the horizon disappears ( think JFK Jr) or inadvertently fly into clouds but I can’t legally fly into clouds in the daytime. ( I avoid both ). Flying to me has to be fun, not dangerous
@@arthurbrumagem3844 Every pilot needs to respect their own personal minimums. I've flown some very very dark nights that were no different than IMC. The rules should be kept at a minimum. We're all adults and pay the consequences for our own adult decisions.
@@rubiconbaron9662 absolutely. I have been flying for 22 yrs and safety is my utmost concern . There are days I go to my hangar to fly and once I get there I just don’t feel mentally ready, I find something else to do
It's good you turned around. I just have to ask...if you fly a lot in IMC, why were you losing control?
My grandfather told me the week I got my pilot lic in 1991 at 17. He said the hardest turn to make is 180 degrees and the hardest decision is to not go. I was confused at the time because he didn't elaborate. His words would slowly make sense and be a part of me making good decisions when flying.
Gee, a non-IFR rated pilot accepting a clearance in to IMC, what could possibly go wrong?
It did.
@@bruceabrahamsen221It had all gone wrong before his run-up.
Not to mention he accepted an ifr Clarence when he had no idea how to do it. I understand they wanted to get to that party but come on you can't fly in the clouds don't.
"Getthereitis" is merely a symptom of a larger problem just as coughing can be a symptom of pneumonia. I'd bet a forensic psychologist would discover the pilot you briefed had numerous concomitant issues.
I flew corporate years ago in 340A, one of the owners wanted to go across the Oregon Cascades. I told that I would not fly into moderate to severe icing conditions. He said can we go to Klamath Falls which had better weather and I appreciated that he respected my decision!
I use to be a controller at that sector and we'd only get IMC weather and icing like that maybe 5-10 days a year total. Recreational pilots in SoCal could easily go decades never having to deal with it or ever considering the idea of cancelling a flight or diverting due to weather, so any time weather did occur there would be a lot of dumb decisions made. Really horrible that an entire family was wiped out and the pilot had to watch his plane break up and kids fall out. I had to deal with handling a crash like that once too (also due to icing) and it's the most jarring feeling looking around at everybody else joking and laughing while this horror is going on in your ear.
Sorry. 😕 I can’t imagine the absolute heartbreak, mental anguish and hopelessness a controller working a similar scenario must have. As a pilot, I am thankful for ATC. Thank you! I hope you never experience something like that again.
Can't imagine the thoughts of this pilot as he fell through the air. Hearing the screams of your wife and kids. Knowing you messed up. Knowing you've just killed your entire family. Knowing that you fell victim to get-there-itis and that your stubbornness and invincibility has just cost you, your wife, and your kids everything. Lord help me to never fall victim to this kind of ADM.
That's awful to think about.
Can you imagine him looking at wife and she had a tear in her eye? Can you imagine at same time he wets his pants? Can you imagine he told the kids to shut up. Can you imagine such a dumb comment?
I have watched this years ago. It had a autopilot he just didnt know how to use it. They were going to a suprise party. Also the aircraft only had 3 supplemental oxygen mask so thats why he stopped climbing. I have looked at the docket and it has photos from one of the passengers ipad of them on top of the clouds. Below them it is a solid blanket of clouds. It was the pilot, his wife and their 3 children. The plane was scattered throughout a almond orchard and everyone was ejected during the dive and breakup. The biggest piece I saw left was the prop and cowling. It literally broke up into small pieces only distinguishable part of the pieces is the metallic green paint since a picture prior to the crash is shown on air safety institute. Bad decisions by the pilot. He only had 2 hours simulated ifr training and I believe around only a few hundred hours of total flight time.
Horrific
@@amorl4520 Absolutely the pilots jacket was found hanging in a tree also.
Awful! That poor mother and children. I never took my children up in weather like that ever, and I was IFR rated.
Very sad, and eerily similar to a Pilatus crash in Florida, where the pilot flew his family into a thunderstorm, and the plane broke apart in mid air and killed everyone. Just heartbreaking...
The problem with these in flight IFR filings… the planned fuel and alternate, etc…
And not being instrument rated doesn’t help things…
He turned right into weather. Don't get that. Extending condolences to all.
As a air Force FE/flight mech I at the time attended a week of physiological training at Wright Patterson . Covered stuff probably all pilots should be made aware of . Especially spatial disorientation ,and hypoxia . So sad about the children and wife whom experienced the terror before impact and ended up as fatalities .
I had a close friend who did almost an identical thing near Downing. Missouri in 2004 killing himself and two others. He flew into a nighttime thunderstorm while on a three hour flight from Winner S.D. to Anderson, Indiana. 11 minute before he went down an FAA controller in K.C (while in communication with him). failed to even mention the Cat 4-5 storm directly ahead. But hey, he was the pilot in charge. He did not have weather radar aboard but was on a filed flight plan.
Flew to solo status at school - 17 years old. Never pursued it but did hundreds of hours mainly in choppers on filming assignments. After losing several friends my decision was to fly with professional pilots only. Certain people don't have the temperament to be left in charge of an airplane. Almost all fatals are absolutely avoidable.
Thank you for the video.
You're welcome ☺️
Air Safety Institute - Accident Case Study: Blind Over Bakersfield
Thank you for sharing. The channel analyzed the incident nicely 👍
@mgclark46 I was about to type that here!!
IMC is why they build motels.
Underrated comment. If only people heeded this advice.
I often get the “small planes are dangerous” response when I offer to take friends and family flying. I typically respond…”planes don’t kill people. Bad pilots do.” Guys like this give GA a bad name. I have an IFR rating but I would not use it to make a poor decision and put my family at risk. IFR is for safety and proficiency. No one should knowingly fly into poor weather conditions regardless of their training and certifications. RIP to the victims of these poor decisions.
Completely agree. I have my IFR and during training I flew through worse weather with a certified instructor. It surely humbled me and I will never willingly fly through severe IMC again until I’m in the airlines
Piper Lance….chasing the clouds?? FL 180? Note to family members that are forced to fly with family pilots…..most of these pilots are not competent in other than weather good enough for a Duffy boat. Don’t get on their plane, even if it means a divorce.
The issue wasn’t the aircraft - it was a well-equipped Turbo Lance II
The issue wasn’t the Flight Level. While the Turbo Lance II has a ceiling of FL20, he was flying well below that, and given a clearance to descend.
The issue was poor judgement. It began with the judgement to get to a vacation - complete with a surprise party - that evening. The pressure of a ‘must arrive by’ trip set the ball in motion. Had the route been VFR the entire path, the bad judgement would probably not led to the next item of bad judgement.
The next item - the next bad decision - also did not kill him. His route was supposed to take about 2 hours from San Jose to Hendersonville, NV. However, as he encountered those forecast storms, he was about 30 minutes behind schedule due to various diversions for weather - this probably weighed heavily on his mind as he was edging closer to the time of that surprise party planned later that evening, adding to the chain of decisions.
Another bad decision - but probably, in and of itself, did not contribute to the accident - was the lack of supplemental oxygen that his family should have been receiving. The pilot appears to have been using supplemental oxygen, but the fact that his family was not, and was required to be for a majority of the trip at the altitude they were flying, indicates a severe lack of good judgement.
The next item of bad judgement - the next link in the chain - was the weather. Along his intended route, a series of storms was forecast. With these storms came the forecast of Instrument meteorological conditions (IMC), high vertical IMC with tops above his aircraft’s rated ceiling, mountain obscuration (denoting flight in mountainous areas), and airframe icing likelihood. These are challenging conditions even for experienced Instrument Rated pilots, which led to the next item of bad judgement - lack of an Instrument Rating, and thus, lack of currency or proficiency in IMC.
The fact that he wasn’t an IFR pilot was not the thing that killed him and his family. Most likely, he could have turned around once he encountered no path forward without entering IMC, and returning to San Jose - or asked ATC for a diversion airport with VFR conditions. However, his decision to accept a IFR clearance, knowing he was not Instrument Rated, pushed him further along the chain of events that would kill him and his family.
Even after accepting the Clearance, he still had a moment to snap back to good decision-making. But like most bad decisions, the pressure of past bad decisions tends to drive a bad decision-maker further along the chain of bad decisions. He had, from all indications, a working auto-pilot. Rather than use the AP, however, he manually turned to the north - probably while attempting to manipulate the Avionics with the IFR route clearance. This took him directly into a high cloud - tops between FL180 and FL210 - with moderate to heavy precipitation (and light rime ice reported by a Cessna 414 30 miles to the east).
So - he entered IMC. He probably iced up quickly. His pitot tube probably iced up first, rendering the Airspeed Indicator, the Vertical Speed Indicator, and the Altimeter inop. Remember - he was just given a clearance to descend, and was probably aware that he should be descending; yet his Airspeed indicator probably showed he was slowing down - completely at odds with his expectation as he descended.
One of the most disorienting things about flying in the clouds in the loss of an external frame of reference while feeling motion. All people experience various degrees and sensations related to this disorientation - I (and my child) experience yawing - a ‘twisting’ sensation. Not a roll, not a pitch, but unless I am flying on instruments, I want to ‘correct’ for this sensation that really isn’t occurring. And it could very easily put me in danger. Now, I know this about myself, and that it is completely overcome by trusting and flying the instruments, along with proficiency and currency in IMC. But, it is extremely hard (and unlikely) for a non-current and -proficient pilot to be prepared for the disorientation, plus a probable loss of instruments due to icing, when entering IMC. And the immediacy of him flying VFR, to entering IMC, to the hard left descending spiral, to aircraft breakup and passenger ejection, to impact with the ground denotes just how quickly that spatial disorientation and uncontrolled flight occurs.
He chose to continue on his bad decision pathway - External and Internal pressure to get to a destination, forecast and encountered bad weather, VFR pilot into IMC, his reluctance to declare an emergency and enter above FL19, his inability to return to San Jose or find a diversion airport, his choice to not equip his family with required supplemental oxygen, his choice to act like an Instrument Rated Pilot - The Conglomeration of ALL these bad decisions led to this accident.
So, contrary to your inference that ‘most of these pilots are not competent…’ is factually untrue. For most of us that fly IFR, we take it seriously. Good IFR pilots maintain currency AND proficiency, and seriously consider as many factors as possible - aircraft, personal minimums, personal health assessments, medical prescriptions and OTC meds that may impede our flying, weather (both forecast and in-flight), timing, and options for diversions along the route (including turning around and going back) - and continually assess these while flying. I would agree with you regarding incompetent pilots and pilots with Hazardous Attitudes - if a spouse or significant other would like to identify what to be mindful of for their particular pilot, the AOPA (and others) have a great set of articles to review. Being a secondary voice in that decision making process could save your life (and keep you from a divorce, too…)
www.aopa.org/news-and-media/all-news/1999/september/flight-training-magazine/hazardous-attitudes
@@arctain1you had nothing more important to do tonight
@@JH-in5oq - nope.. airplane is in annual hehhe
@@arctain1 dude, any light aircraft contending with wx that tops out above FL200 is going to be a big challenge even for Chuck Yeager. And I doubt he was using O2. Not prepared, underskilled and in wx that would be challenging for a light aircraft. Probably icing conditions. Didn’t sound like he did any extensive flight prep.
@@arctain1 you need your own aviation crash analysis channel❤🎉
Incredibly sad....
That was sad. On the last transmission....I thought I heard screaming in the background.
I was watching another channel where they talked about this crash. That channel said on an unedited ATC transmission of this flight, you can hear the kids screaming in the background. Most of the recordings on TH-cam has the screaming edited out.
RIP to the whole family 😢
Why? Why? 🤦🏻♀️ That’s awful!
I read this stuff to much lately. High performance aircraft an low time pilots it’s just sad.Even as an airline type I can tell you to be ready for anything. IFR flying isn’t a weekend game..
Low performance pilots.
This is the 2nd fatal GA in the last month and a half where a pilot decided to fly in IMC conditions in inclement weather that included possible icing conditions. Condolences to the surviving family of the deceased.
Such a tragic and avoidable loss of innocent lives. When you take passengers flying, your tolerance of risk needs to be at zero.
On January 12 1999 i went to the airport to shovel snow since it was 38 degrees in Indianapolis so my hangar would not be an ice rink! Well one thing ked to another i thought a good run up would be good my neighbor took off and said he was in and out of low clouds so i took off just for a quick pattern and landing. Well on the crosswind i was in a solid cloud so i went on guages i had the localizer already set for Eagle Creek when i got to decision height no visiual so go around and that is when i called Indy for help 3 approaches later landed in Columbus Indiana after 2 hours and 20 minutes of solid IFR flying without an instrument rating i had no problem kissing the ground in front of the tower got a call from Indy they could not believe i was not an IFR rated!! No doubt if i had non flying passengers i would not be here! Because i went into the graveyard spiral and recovered twice ! Looking at back seat for charts!
I hate to say it, but these things make me outright angry. Why would you do that? What were you thinking?! This is borderline "murder-suicide", to put it drastically. You wipe out yourself and your entire family, for what? Hubris? Getthereitis? Dunning-Kruger?!?! Something similar (in terms of family tragedy) happened a few years ago, and made headlines down here because it involved an Australian family living in Florida. Low time pilot took his entire family for a joyride to dinner, except for one daughter staying with a friend. Took off at dusk into setting sun over the open water of the Gulf, crashed mere minutes after take-off. They never even recovered the father's (pilot's) body.
😭😞. So sad. How about the Pilatus pilot that was messing with the autopilot and it disconnected and the plane fell out of the sky. Killed everyone. Horrible
Same thing happened to a Ukrainian family living in Ontario, Canada. An old used plane, Inexperience, fatigue, and Gettheritis
Pilots EGO thinking that he was good enough killed everybody , it clouded his judgment from making intelligent decisions
@@MrJONES925 I taught flying for years. Many people, especially those with lots of money, think they can do anything. They buy expensive planes they don't have the time or skill to fly and end up killing themselves and others. Ego is the great killer.
I would agree, why put your family in danger. Get your self the skills to handle the weather or make good safe decisions. Its your family at risk.
When did this happen??
December 2015.
Airplanes are like motorcycles. Almost anyone can learn to operate one but most people shouldn't.
Retired Air Force & Airlines. 37 years. I heard a naval aviator say that aviation is a like self cleaning oven. Cold, but true. Too bad he took his whole family with him.
I saw the video of pic of his family and his home ..very sad
This is a textbook PPL situation that we are warned about. Flying into known bad weather, flying in IMC when not instrument rated, and performing a flight to a surprise party further putting pressure on the pilot. May the pilot and his family rest in peace
RIP
people shouldn’t be judged based on their biggest mistake
Why are you showing a Beech Baron in the thumbnail? Try and get the details right, like the Lance being made by a different manufacturer and having half the number of engines! 🙄
some people never learn...costing their lives and their family's
Gaining a pilot license does not necessarily mean you are a good pilot though. Many pilots are complacent in the cockpit and lack the required situational awareness to fly a safe flight ✈️ envelope.
Wrong picture.
Wasn’t IFR rated
Make good decisions folks.
The problem is personal mins! Folks think piloting and being a pilot is just how you shoot a nice approach to a greaser… it’s not! It’s your decision making process when you’re sitting at home and about to go to the airport and fly. RIP this guy had zero TEM (threat error management. Private pilot w no instrument rating flying his whole family on a flight that clearly was gonna be turbulent and would encounter IMC and worst icing!
I feel really bad for the family members this father murdered. As to the pilot himself, just contempt.
This is what happens when you don't align your perceptions with reality. Of course I will accept a IFR clearance where I will have to follow routes, altitudes, restrictions, without any outside visual references. Oh ya, throw in virtually no training to do it! I really wish I could find out what his thought analysis was at each stage of this nightmare.
I tell everyone that if you own your own plane you must get a IFR rating and keep current. Unless you're flying a Piper Cub and only do it in your local area. If you want to use your plane. If you want to travel with your plane and carry passengers you really can't get much use out of a plane VFR. You will be completely at the mercy of the weather and all plans could be cancelled at a moments notice. And worse yet even mild weather could keep you stuck somewhere for days until you can fly back home. Or you will end up scud running and if the weather fills in behind you, you will have no way out.
You also don't want to fly at night cross country over unlighted areas because you may not even be able to see the clouds to avoid them. Once I had to get a pop up clearance in west Texas because there were no lights and no moon. It was just scattered clouds but I couldn't avoid them.
Of course, even with the rating you could still get stuck. This is why I tell all my passengers that this is not the airlines and if you have anywhere you absolutely have to be you may have to make arrangements to fly commercial if flying back isn't safe. Too many fatal mishaps due to weather are investigated in perfectly good weather the next day.
I was working patrol and we found this in the orchards just west of where I lived. Seeing the crash scene was truly disturbing not only as a Deputy, but also pilot aircraft mechanic and shop owner. This guy killed his family due to gotta get there he was going to a Surprise Christmas party in Palm Springs..................Surprise..........were dead.
December 19, 2015,
Yes
OXYGEN??
When you don't possess the proper fear of flying... mayday mayday mayday.
What good is Mayday?
No good because at that point he was in the deadly spiral dive. In the last transmission if you turn up your volume you hear the plane engine roaring and the children screaming.
JFK jr all over again
When he wanted to scrub flight, the wife probably said:
“The kids have school tomorrow!
I have a turkey thawing on the counter!
We need to feed the cat!”
How many of your bad choices do you blame on other people?
@@spades9048 Not many, I’m good at introspection
This crash happened some time ago, but their weather conditions were most likely the same as ours yesterday. It was a terrible day for turbulence and ice all along the western U.S. We left Paine Field in the Seattle area in an SW4 and, twice, couldn’t get higher than twelve thousand feet before severe ice forced us back down to seven thousand feet. We had to navigate our way south over lower, flat terrain before we could climb to altitude and continue on our way to El Paso. There were sigmets for severe turbulence in many areas at various altitudes; it was not the day for cross-country travel in the western states in small airplanes. I’m very saddened that this group got caught up in the maelstrom which prevailed back then. I can’t wrap my head around the idea of not approaching flying with the utmost in seriousness. And to realize this guy wasn’t even instrument rated..?? It’s idiocy. How can you reach and reason with such senselessness?
It wasn’t due to weather. It was due to overconfidence, perceived invincibility, and stubborn masculinity.
Not masculinity.
Just ego.
Not masculinity - I think the Hazardous Attitude you are looking for is ‘Macho-ism’
@@davecrupel2817 females have a lot of ego, then, you reckon? You see them risking their entire family’s lives very often, pushing the limit, taking extreme risks, gambling with their safety, unwilling to back down, divert or admit defeat? This was 100% about masculinity.
So, this guy is DESCENDING to 15,500 feet and I can tell from from his speach that he is not wearing an oxygen mask. Not legal or safe.
Ripped the wings off, everyone ejected, falling through the air...and I bet he was still shouting "Mayday mayday mayday" all the way down.
😂😂😂
Stop criticizing and chattering. That in any case you arrive at this life and, It is not known how, when, or in what way you will return, you are immediately born, the feline of death stalks you.
He was probably a doctor. He ran out of airspeed, attitude, and ideas at the same time.
On January 12 1999 i went to the airport to shovel snow since it was 38 degrees in Indianapolis so my hangar would not be an ice rink! Well one thing ked to another i thought a good run up would be good my neighbor took off and said he was in and out of low clouds so i took off just for a quick pattern and landing. Well on the crosswind i was in a solid cloud so i went on guages i had the localizer already set for Eagle Creek when i got to decision height no visiual so go around and that is when i called Indy for help 3 approaches later landed in Columbus Indiana after 2 hours and 20 minutes of solid IFR flying without an instrument rating i had no problem kissing the ground in front of the tower got a call from Indy they could not believe i was not an IFR rated!! No doubt if i had non flying passengers i would not be here! Because i went into the graveyard spiral and recovered twice ! Looking at back seat for charts!