Narrative:

I was working as a single pilot VFR captain. This particular night was stormy. Storms with thunderstorm activity as well as associated turbulence had been in the area for more than a week. This particular flight began in kona with passengers. I had been checking radar as well as metars and calling the ASOS number at kahalui to observe trends. Kahalui had been MVFR off and on throughout the evening. I weather warned the passengers; letting them know that the flight may have to return to kona due to weather. Shortly after departure; I contacted hcf to get a squawk code and advisories back to kahahlui. Hcf advised me that kahahlui was now IFR. Hcf asked me 'do you have a flight plan?' I said no; I was a VFR restricted captain. I returned back to kona. I was still on downwind; so I simply switched back to CTAF (kona tower was closed) and returned to kona. The passengers decided to fly in the morning or with another airline after some more weather delays. I decided to fly back part 91 with no passengers and file an IFR flight plan. I have very little IFR actual experience. But my skills flying at night and comfort level with the avionics on board including a garmin 530; 430; TCAS and autopilot gave me some additional confidence. I checked my weather several times. It didn't seem to be getting better or worse. I researched the flight plan that was pre stored as a company IFR flight plan. It seemed straightforward. I looked over the approach plate for the ILS runway 2 into ogg. I had never flown IFR in hawaii single pilot. The last time I flew IFR was also in a similar situation except I was second in command and the PIC and myself worked together. It was also daytime and I was better rested. This flight seemed easy in comparison because I remember instructions of both vectors and step down altitudes to be very clear. I filed with the briefer and departed kona. I contacted hcf and picked up my IFR squawk and proceeded to camps intersection as instructed. I was cleared direct to camps as I remember. My IFR assigned altitude was 8;000. I proceeded to camps at 8;000 ft. I was expecting to get a descent close to camps. I did not. I passed camps as I asked hcf when I could descend. The hcf controller was very annoyed and I believe this is when various vectoring along with a lot of scolding started to happen. I remember the controller put me in the published hold at camps. I eventually got the clearance down to 3;000 and I was cleared for the ILS runway 2 approach at that time. On the final approach course there was some heavy precipitation; IMC conditions and turbulence. My autopilot kicked off in the turbulence eventually and I was hand flying; however the downdrafts and updrafts made it very difficult to control the aircraft. I lost the localizer course and was working hard to get it back. I did not want to increase my descent rate too much due to turbulence. I did not want to pick up too much speed. Hcf warned me I was 2.5 miles from the field. At that point I was 3;000 ft and a landing would not have been possible. I should have gone missed. I broke out of the clouds on the north side of the airport and asked to be cleared for a visual approach on any runway. I wanted to remain VMC and land as soon as possible. Hcf did not allow this request. Hcf had contacted my company. I was instructed by my company and hcf to return to kona. I believe at some points hcf thought I was in danger of a CFIT accident. I was aware of my surroundings and using the terrain avoidance on board. I did not feel this was a danger. I returned to kona after cancelling IFR and remained in VFR conditions for the return flight. I had about 500 pounds of fuel on board. I over reacted by saying I had low fuel. I had plenty of fuel with reserve to return to kona. I regret saying this. I normally was flying with 900 pounds of fuel on board for a round trip flight between kona and kahalui. I have had a few ipc's in the past few years enough to stay current. But my instrumentskills need a lot of work. I am currently back in flight training getting a multi engine rating and focusing on instrument approaches. I clearly see that my previous flying experience in the last few years has not helped my instrument skills. I am working hard to improve my weak areas.

Related reports:

Google
 

Original NASA ASRS Text

Title: Air Taxi pilot operating into OGG described attempts to operate VFR but encountered weather forcing a return to KOA; the report detailing both the ATC and pilot efforts to achieve a safe landing.

Narrative: I was working as a single pilot VFR Captain. This particular night was stormy. Storms with thunderstorm activity as well as associated turbulence had been in the area for more than a week. This particular flight began in Kona with passengers. I had been checking RADAR as well as METARS and calling the ASOS number at Kahalui to observe trends. Kahalui had been MVFR off and on throughout the evening. I weather warned the passengers; letting them know that the flight may have to return to Kona due to weather. Shortly after departure; I contacted HCF to get a squawk code and advisories back to Kahahlui. HCF advised me that Kahahlui was now IFR. HCF asked me 'do you have a flight plan?' I said no; I was a VFR restricted captain. I returned back to Kona. I was still on downwind; so I simply switched back to CTAF (KONA Tower was closed) and returned to Kona. The passengers decided to fly in the morning or with another airline after some more weather delays. I decided to fly back Part 91 with no passengers and file an IFR flight plan. I have very little IFR actual experience. But my skills flying at night and comfort level with the Avionics on board including a Garmin 530; 430; TCAS and autopilot gave me some additional confidence. I checked my weather several times. It didn't seem to be getting better or worse. I researched the flight plan that was pre stored as a company IFR flight plan. It seemed straightforward. I looked over the approach plate for the ILS Runway 2 into OGG. I had never flown IFR in Hawaii single pilot. The last time I flew IFR was also in a similar situation except I was Second in Command and the PIC and myself worked together. It was also daytime and I was better rested. This flight seemed easy in comparison because I remember instructions of both vectors and step down altitudes to be very clear. I filed with the briefer and departed Kona. I contacted HCF and picked up my IFR squawk and proceeded to CAMPS Intersection as instructed. I was cleared direct to CAMPS as I remember. My IFR assigned altitude was 8;000. I proceeded to CAMPS at 8;000 FT. I was expecting to get a descent close to CAMPS. I did not. I passed CAMPS as I asked HCF when I could descend. The HCF Controller was very annoyed and I believe this is when various vectoring along with a lot of scolding started to happen. I remember the Controller put me in the published hold at CAMPS. I eventually got the clearance down to 3;000 and I was cleared for the ILS Runway 2 approach at that time. On the final approach course there was some heavy precipitation; IMC conditions and turbulence. My autopilot kicked off in the turbulence eventually and I was hand flying; however the downdrafts and updrafts made it very difficult to control the aircraft. I lost the localizer course and was working hard to get it back. I did not want to increase my descent rate too much due to turbulence. I did not want to pick up too much speed. HCF warned me I was 2.5 miles from the field. At that point I was 3;000 FT and a landing would not have been possible. I should have gone missed. I broke out of the clouds on the north side of the airport and asked to be cleared for a Visual Approach on any runway. I wanted to remain VMC and land as soon as possible. HCF did not allow this request. HCF had contacted my company. I was instructed by my company and HCF to return to Kona. I believe at some points HCF thought I was in danger of a CFIT accident. I was aware of my surroundings and using the Terrain Avoidance on board. I did not feel this was a danger. I returned to Kona after cancelling IFR and remained in VFR conditions for the return flight. I had about 500 LBS of fuel on board. I over reacted by saying I had low fuel. I had plenty of fuel with reserve to return to Kona. I regret saying this. I normally was flying with 900 LBS of fuel on board for a round trip flight between Kona and Kahalui. I have had a few IPC's in the past few years enough to stay current. But my instrumentskills need a lot of work. I am currently back in flight training getting a multi engine rating and focusing on Instrument approaches. I clearly see that my previous flying experience in the last few years has not helped my instrument skills. I am working hard to improve my weak areas.

Data retrieved from NASA's ASRS site as of July 2013 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.