Date: 201203
Local time of day: 0001-0600
Location: HCF.TRACON, HI
Aircraft: Small Aircraft; High Wing; 1 Eng; Retractable Gear
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Flight phase: Initial Climb
Airspace: Class E HCF
ATC / advisory: TRACON HCF
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Second reporter function: Enroute
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter VFR In IMC; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued Advisory / Alert; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Weather; Human Factors
Primary problem: Ambiguous

Narrative: Aircraft X departed VFR from OGG en route to KOA. I took radar and advised Aircraft X to resume own navigation and altitude pilots discretion. When Aircraft X was on the south point of Maui; offshore of Big Beach; I advised about heavy and extreme precipitation at twelve o'clock; and south and west of that. I offered a suggested heading of 125 to clear the worst of the depicted weather. Aircraft X asked for a 'tops report' of which I had none. I coordinated with Sector 5; who had taken the hand off. I advised Aircraft X any southeast bound heading would clear the worst of the weather in 8 or 9 miles. I asked if they copied [but got] no response. Around 11 minutes after departure I switched communications to frequency 126.0; pilot immediately responded. Twenty two minutes after takeoff radar position 5 coordinated heading 290; to Maui. Aircraft X checked on; I gave a clearance to Kahului airport (OGG); heading 020 and maintain 9;000 FT. The response is heading 020. I knew the pilot was stressing on the weather situation; I asked the pilot to verify heading 020; and the pilot response is heading 011; back to 020. I advised the pilot that I would keep  altitude until the shoreline; and then descend; and that last two aircraft inbound shot visual approaches from about 10 to 15 miles from the field. After my conversation with the Tower on the status of Aircraft X inbound; I asked Aircraft X what heading it was on; and response is 029. I gave the pilot heading 330 and descent to 3;000 FT. Since Aircraft X was not descending very fast; I cleared an Air Carrier for approach. I asked Aircraft X a few times what approach was wanted/was able to fly. I gave the pilot direct KRANE Intersection; descending to 3;100 FT; and Aircraft X responded that they didn't have that; just MUNCY (both are on the approach) so I gave the pilot a heading to intercept the localizer backcourse. Aircraft X reports the shoreline in sight. Aircraft X seemed to turn toward the airport; my Supervisor advised to keep on heading to intercept the localizer; which I did. When the aircraft  appeared on the localizer; I cleared Aircraft X for the LOC BC RWY 20 approach. I coordinated with the Tower; and then switched communications over to the Tower.I think that the pilot should have been more prepared for the weather conditions; and the possibility of flying or encountering IFR conditions. There was a SIGMET and three AIRMET's out for the area; so the pilot should have been aware of the conditions. I think this pilot was taking a chance and not prepared for the conditions the aircraft encountered; and panicked and if the pilot had just taken the advice for the 125 heading; would have gotten to better weather and a visual approach to KOA. The situation may have happened on the return flight from KOA to OGG; regardless. The frequencies were not as good as they normally are; and I was having a hard time getting responses from Aircraft X and also other aircraft. It may be that the pilot was in a very stressful situation; and did not hear or fully comprehend the instructions; and was just trying to save the aircraft through very difficult weather situation; of which the pilot did not appear to be familiar with shooting instrument approaches to Runway 20; which is not used very often.


Second narrative: Maui Approach (R10) hands off VFR Aircraft X for flight following to Kona. R10 calls and coordinates he gave Aircraft X a suggested heading 125 to avoid extreme precipitation that Aircraft X was about to enter. Three minutes later Aircraft X checks in on the suggested heading from HCF (R10). Several seconds later Aircraft X ask for another vector for better weather. By this time it appeared that Aircraft X was circling on a 270 heading into weather. I advised reverse course make a one-eighty heading 090. Aircraft X reads back heading 180. I correct; negative heading 180; make a right turn heading 090. Aircraft X replies making a left turn which put Aircraft X closer to extreme precipitation. I let Aircraft X complete the turn to fly heading 090. It appeared Aircraft X was circling again. Aircraft X  going to need more help with a heading; I ask Aircraft X say present heading and Aircraft X replies 'south'. I ask Aircraft X again say heading and replies heading 200. I advise Aircraft X turn left 20 degrees to avoid weather. A minute later Aircraft X asked for another heading; I turn them left 30 degrees. No response; I advise Aircraft X appears be circling three-sixty. Aircraft X asks for another heading. At this time Aircraft X appeared north east bound toward Haleakala. I tell her turn left heading 300; no response. I repeat turn left heading 300; Aircraft X says I'm trying. It didn't look like Aircraft X was heading 300 so I ask say heading; no response. I repeat and Aircraft X says heading 010. I tell her the aircraft is headed towards the terrain and turn left heading 340. I ask Aircraft X flight conditions and says IMC. Aircraft X asks how's my current heading and I tell Aircraft X is still headed towards the terrain turn left 340. I ask if Aircraft X was IFR qualified and pilot said I am but lets not talk about it right now help me get out of this; how's my current heading. I asked Aircraft X verify your IFR qualified and Aircraft X says not with company and I just got in a little patch of IMC; I am an instrumented rated pilot. It appeared Aircraft X was clear of terrain but not weather. I suggested heading 320 and Aircraft X ask how far am I from Kona. I ask how's the weather and Aircraft X asks for vectors to the airport. I ask Aircraft X to Kona or Maui; Aircraft X says Kona. I tell Aircraft X is 20 miles south of Maui and 60 miles from Kona. Aircraft X decides to go back to Maui so I hand off to Maui Approach (R10) coordinate Aircraft X heading the R10 and switch frequency.Since this was a pilot deviation we need to take a look at Aircraft X company and see why the pilot was allowed to fly in bad weather knowing weather changes rapidly in Hawaii and past experience shows you can get saturated in IMC weather in matter of seconds. VFR pilots need to be retrained to ask for an IFR pickup and clearance before it gets to be an accident. In this situation the pilot was instrument rated but not certified by her company. So in a situation of life and death they need to accept responsibility and ask for and IFR clearance to get out of a bad situation that's about to happen and worry about the consequences once your safe.


Synopsis: Two HCF Controllers describe the assistance they provided to a Cessna pilot on a VFR flight from Maui to Kona when the aircraft inadvertently enters IMC.