How Quickly Things Can Turn!

Y'All,
A friend of mine wanted to get his plane from Concord CA to Auburn CA a bit
early for his annual to avoid a series of storms shortly to arrive in
Northern CA. He called me at 9 A. M and we were ready to depart at 11AM.
We planned to make separate departures using ATC radar advisories while
monitoring 122.85 if something came up.

I got started out first and waited in the runup areas until my friend
appeared to make my
departure. We had agreed to fly below 3000' AGL. He flew at 2700 and I
flew at 2900 AGL We did not tell ATC that we were together.

At one point I was quired by ATC as to why I chose to fly at 2900. My
response was that not very many pilots make a practice of flying such an
altitude. and it becamse apparent as we encountered any number of other
aircraft flying at 2000;.500 and 3000. It soon became apparent that our
altlitude selection was a good idea.

Between Sacramento and Auburn there was a bank of cumulus what got in the
way. Since I was in front I made the choice of flying over insead of below
the clouds even though the one-minute-weather out of Auburn gave bases of
1500. My choice was based upon the
probability of greater turbulence below the clouds while flying into rising
terrain. My friend, a few miles behind made the same choice. He had GPS
while I was strickly pilotage. Things did not get much better so I advised
ATC that I would descend in VFR and my
friend behind did likewise. The GPS made it possible for him to do so right
over Auburn
but I was about three miles away to the North.

Now we come to the point of my contribution. In my descent I became totally
disoriented
as to where to find Auburn. I immediately advised ATC that I would require
vectors on descent below the clouds. I was giving a heading of 264-degrees.
Usually a vector is not so precise so I quired for a repeat. He was right
on. With excellent visibility 10-15 miles too low to see the airport runway
but I did see the buildings, I continued on that heading. Almost
immediately ATC gave me a terrain alert and a collision alert. I was at
about 500'AGL and in conflict with my friend who was on downwind. I did not
see him until I came out of the ATC recommended left climbing turn for
avoidance. When I came out of my turn I was on left base for 25 and my
friend was on final. We both proceeded to land with no problem

What I am getting at is that a major block facing most pilots who get into
problem situation is not knowing how or when to ask for and get help. My
friend with his GPS had no problem. Pilotage alone was not going to work
for me under the low ceilings so I used
ATC as my 'GPS' and had no problem either.

We met at the restaurant, had lunch and did the planning for the annual soon
to depart back to Concord in my plane. I let him fly right seat for the
experience. We probably saved him a week's delay in getting his annual.

Moral: You don't need to know everything or to solve all flying problems on
your own. The more you know the more willing you will be to ask for help.

Gene Whitt