A BE24 Instructor filed an IFR flight plan with an inexperienced student pilot. The student was unable to maintain altitude and heading in IMC. The instructor climbed to 7;500 FT without clearance which may have resulted in loss of separation.
Synopsis
A BE24 Instructor filed an IFR flight plan with an inexperienced student pilot. The student was unable to maintain altitude and heading in IMC. The instructor climbed to 7;500 FT without clearance which may have resulted in loss of separation.
Narrative
I was flying with a student pilot in the left seat who had zero hours in IMC. We had a brief on the enroute weather. Based on an online Fore-Flight weather application; along BR62V we would have ceilings of 3;500 FT and tops of 6;500-7;000 FT putting us on top of all weather at 7;000 FT. When we departed we were cleared as filed; climb 2;000 expect 7;000 in ten minutes. We were handed off to Miami Center at 1;500 FT and the Controller was very busy. We were sent on a heading of 145 degrees for ten minutes before being cleared to climb to 6;000 direct JAKEL Intersection on BR62V. My student was hand flying this portion in VFR conditions. When we leveled at 6;000 FT; in VFR conditions; I realized that we would be in IMC conditions in ten minutes. I requested 9;000 to remain outside of the IMC (which would have easily put me in VFR on Top) but was immediately denied and told clear 7;000 direct JAKEL. I knew from my visual at this time that I would be only a few hundred feet below the cloud tops. I accepted 7;000 to JAKEL and my student hand flew the aircraft for the first few minutes into IMC. In three minutes we were experiencing turbulence and windshear bumps of 200-400 FT per minute as indicated on the vertical speed indicator with heavy rain. My student was overwhelmed; we were off heading and altitude in a twenty five degree bank to the right. I took the controls and quickly leveled the plane as best I could between 7;000 and 7;500 on our heading direct to JAKEL. A passenger in the back who also knew the conditions were clear only a few hundred feet above asked me if we could go back on top and stated that she was not feeling well. At this time ATC was giving a directive to an EMB145 heading north to south three to five miles in front of us to descend through 8;500. I requested a VFR on Top clearance. I was asked my altitude at this point I reported 7;500 and was in and out of the tops of the clouds. I saw the other aircraft and should have reported not a factor but was back into the tops when ATC asked my altitude and if I had a visual on the EMB145. At this point I did not and reported no visual and was asked to take a number and to descend to 7;000 direct to JAKEL and did so. When I was unable to hold altitude I now realize that I should have requested a block altitude and should have reported the EMB145 as not a factor. I am currently working towards my Instrument Instructor rating and will be much more vigilant in the future while flying in IMC conditions.
Second reporter narrative
I amended the Beechcraft to a final of 7000 ft. I called traffic to both him and the air carrier. I then noticed the mode C was on Beechcraft off by 400 ft. I asked the pilot to verify leveled at 7;000 and the pilot stated that he was at 7;500 requesting VFR-on-top.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.