LITTLE FLIGHT BIG FRIGHT

Twas to be a quick run from Archerfield to Redcliffe, change a couple of tyres and return. The weather was pretty ordinary but it is only a 15 min run and I could see the TV towers on Mt Coot-tha, well most of the time anyway. Being a- cautious PPL I rang Redcliffe for a weather appraisal, yep there was someone doing circuits, should be OK.
Grabbed a handful of tools, tyres and tubes and headed for AF, the scene was completed by the thongs, stubbies, 1960's T-shirt and a VTC tucked firmly under the arm. Daily inspection complete, 300 min endurance, probably enough! Off I went to the wild blue, oops, gray yonder.
Climbed out to 1500' in the lane to the North, whats this! maybe I shall descend just a smidge to maintain cloud separation. Gave the 10 mile inbound call to Redcliffe but what is this I see on track, nothing really just a small rainshower, descend a little and stooge on through.
About 900, enter the 'shower' but hold the phone; someone has very unkindly taken the world away. Sure enough the ground, the horizon all gone , (expletive deleted), what now? Not a prob a gentle turn to the left cos BN CTR just to the right and we shall pop straight back out. Well of course we will pop straight back out after all we have only just entered this minor inconvenience, OK we have done well, we haven't believed our brain that says the aircraft is in a steep descending turn cos we remember our instructors saying "Fly the bloody aeroplane and believe your instruments!", so after a few seconds of mental gymnastics we realize that the aircraft is under control and on a reciprocal heading so we shall pop out of this any time now, well it really will happen any time now, won't it? Let me re-appraise my situation, I am heading toward Mt Coot-tha at about 1000' in cloud, to the East is BN CTR to the West are even higher hills to the North the wx was very sad indeed and BN CTA is beginning at 2000'above my head, (expletive deleted). Another fine mess you've got me into 011ie. Well at least I can climb to 1800' and that will miss the hills, but now I know I am really in IMC. Hang on all is not lost I read in all the crash comics where the gang from BASI said we are there to help and when you need it ask for lt don't be a hero! OK here goes. "Brisbane this is ??? request radar vectoring due somewhat sad visibility ".
"??? are you in VMC, and what is your position?"
"Negative and to the South of Lakeside racetrack"
"Squawk code 6000 with ident". Feverish turning on of transponder, changing code and identing. Keep the bloody scan going, 15 deg bank even in that short interruption.
"??? identified, climb to 2500' heading 220, contact BN approach on 124.7 do you have instrument experience?"
" 2500' heading 220 and experience is night VFR, ???"
"??? keep the wings level, we shall bring you over BN into clearer skies"
"??? descend to radar lowest safe 1800' and track 110"
"??? 1800 leaving 2500" (might as well sound professional!)
As I reached 1800 the world returned, well maybe not the world but BN did.
"??? can you maintain visual to 1500?"
"Affirmative, by the way I can see that Redcliffe looks OK can I return there?"
"Negative due conflicting traffic, track direct to AF visual at 1500" "1500 direct AF, thanks for your help ???"
An uneventful return to AF followed, thought may as well own up straight away so reported to briefing and suggested that maybe the SOC may want to have a word in my pinky. He was busy so left name and number for later. 2200hrs that evening phone rings, sleepy hello, "CAA here I believe you were the pilot in command of an aircraft that went IMC in BN control!" So then when MY brain regained consciousness a rather long discourse followed with I may add a very pleasant and realistic guy from the CAA:. The following day there was some more communication and then I was advised that CAA would advise BASI 'and that whilst it was regretted that I was silly enough to press on when the weather deteriorated, it was greatly appreciated that I had owned up and asked for help before there was a major drama. I have subsequently received a letter to this effect.
In summing up, I would recommend that my experience be a lesson for other novices like myself, and firstly avoid the situation, BUT should you find yourself inadvertently in IMC believe the instruments and not your head, because I can assure you that disorientation is very real.
Also my experience of the helpfulness of the CAA was very encouraging and therefore if you need help, ask for it!
SAFE FLYING Jonathon Livingston Seagull.
PPL provisional pilot licence: Private pilot licence
Bn ctr: Brisbane control zone
Wx: Weather
Imc: Instrument meteorological conditions
Basi: Brisbane Air service info/Bureau of air safety investigation
Vmc: Visual meteorological conditions
Squark code 6000 with ident: Dial up 6000 on the transponder and press the identify button (so that you are identified on radar)
Vfr: Visual flight rules
Soc: Senior operations controller