Narrative:

I obtained the required flight planning information from duats on the evening before the flight and then again on the morning of the flight. The taf all along indicated a VFR departure at my scheduled time of departure so we confidently headed to the airport. However; when I got there; metar reports indicated IFR conditions with low broken clouds. We therefore decided to delay the flight by an hour and waited at the airport; frequently monitoring metar and taf from the computer at the terminal. The following metar indicated VFR conditions at [destination] with scattered low clouds. Outside the FBO blue sky was visible in many areas of the airport particularly towards the south (my intended direction of flight); with patches of fog and clouds in places particularly towards the north and east. We therefore decided to depart to complete our planned flight.I took off with good visibility. However; shortly after departure; I realized that the base of the fog was lower than expected and at 500 ft AGL downward visibility already started decreasing. A semi-transparent patch of fog seemed prevalent above and ahead of me. I leveled off at around 450 ft AGL and initiated a right turn on course (south) which was also consistent with the direction where I had observed most of the blue sky from the terminal. However at this time; conditions did not appear to improve. I informed the tower that I was encountering low visibility and was going to attempt to stay clear of clouds by heading east towards the ocean. The turn improved visibility slightly with buildings consistently visible below me. This changed towards a more foggy view of the ground after a few seconds; indicating an even lower base of the patch of fog than expected. At some point ATC asked me whether I was instrument capable and I answered that I; as a pilot; was not. At this point I was very uncomfortable with my very low altitude (around 450 ft) and the marginal visibility. I could not distinguish any features laterally (horizon; etc.) and the features on the ground below me were visible but partly obstructed through a thin veil of fog so I informed ATC that I believed [I was] encountering instrument conditions. I continued navigating towards the best observed visibility by turning towards the northeast and then again towards the east/southeast; still at an altitude around 500 ft; monitoring my GPS moving map to make sure that I was not approaching any potential hidden obstacles. Tower offered me the option to return towards the airport for a landing on runways 11 or even possibly 29. I prepared mentally for this. Considering the risks of a turn at low altitude with limited visibility (I remembered my instrument flight instructor reminding me that 'altitude is your friend'). I contacted the tower to ask; 'would it make more sense to climb out towards better visibility?' they asked me to standby and came back informing me that pireps had reported tops around 1;300 ft AGL; and approved this approach. I initiated a positive climb and within a few seconds visibility improved dramatically. I reached the end of the patch of fog with good vertical and horizontal visibility on the sky; the ocean; and [ground]. At maybe 800-900 ft AGL and after adjusting my engine settings; etc. I contacted ATC to inform them that I now had very good visibility. They asked me to confirm that I was 'on top' which I confirmed. Indeed the thin veil of fog at the end of runway 11 was clearly visible behind me. From this point on I continued the climb and resumed normal flight direct to [destination] and encountered no further weather concerns. After this very unpleasant departure; I will certainly increase my personal minimums and apply more conservative judgment around rapidly evolving weather such as what took place here. In hindsight; I would cancel the flight outright. I would also like to take the opportunity to highlight here the exceptional quality of the support provided by ATC. They remained very composed and provided me with helpful options and advice as these events unfolded. This truly helped me remain calm and focused on the tasks at hand-aviate; navigate; communicate.

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Original NASA ASRS Text

Title: PA-32 pilot on a VFR flight encountered unforcast weather on climb out and remained at low altitude in marginal conditions until able to climb to VFR On Top and proceed to destination.

Narrative: I obtained the required flight planning information from DUATS on the evening before the flight and then again on the morning of the flight. The TAF all along indicated a VFR departure at my scheduled time of departure so we confidently headed to the airport. However; when I got there; METAR reports indicated IFR conditions with low broken clouds. We therefore decided to delay the flight by an hour and waited at the airport; frequently monitoring METAR and TAF from the computer at the terminal. The following METAR indicated VFR conditions at [destination] with scattered low clouds. Outside the FBO blue sky was visible in many areas of the airport particularly towards the South (my intended direction of flight); with patches of fog and clouds in places particularly towards the north and east. We therefore decided to depart to complete our planned flight.I took off with good visibility. However; shortly after departure; I realized that the base of the fog was lower than expected and at 500 FT AGL downward visibility already started decreasing. A semi-transparent patch of fog seemed prevalent above and ahead of me. I leveled off at around 450 FT AGL and initiated a right turn on course (south) which was also consistent with the direction where I had observed most of the blue sky from the terminal. However at this time; conditions did not appear to improve. I informed the Tower that I was encountering low visibility and was going to attempt to stay clear of clouds by heading east towards the ocean. The turn improved visibility slightly with buildings consistently visible below me. This changed towards a more foggy view of the ground after a few seconds; indicating an even lower base of the patch of fog than expected. At some point ATC asked me whether I was instrument capable and I answered that I; as a pilot; was not. At this point I was very uncomfortable with my very low altitude (around 450 FT) and the marginal visibility. I could not distinguish any features laterally (horizon; etc.) and the features on the ground below me were visible but partly obstructed through a thin veil of fog so I informed ATC that I believed [I was] encountering instrument conditions. I continued navigating towards the best observed visibility by turning towards the northeast and then again towards the east/southeast; still at an altitude around 500 FT; monitoring my GPS moving map to make sure that I was not approaching any potential hidden obstacles. Tower offered me the option to return towards the airport for a landing on Runways 11 or even possibly 29. I prepared mentally for this. Considering the risks of a turn at low altitude with limited visibility (I remembered my instrument flight instructor reminding me that 'altitude is your friend'). I contacted the Tower to ask; 'Would it make more sense to climb out towards better visibility?' They asked me to standby and came back informing me that PIREPs had reported tops around 1;300 FT AGL; and approved this approach. I initiated a positive climb and within a few seconds visibility improved dramatically. I reached the end of the patch of fog with good vertical and horizontal visibility on the sky; the ocean; and [ground]. At maybe 800-900 FT AGL and after adjusting my engine settings; etc. I contacted ATC to inform them that I now had very good visibility. They asked me to confirm that I was 'on top' which I confirmed. Indeed the thin veil of fog at the end of Runway 11 was clearly visible behind me. From this point on I continued the climb and resumed normal flight direct to [destination] and encountered no further weather concerns. After this very unpleasant departure; I will certainly increase my personal minimums and apply more conservative judgment around rapidly evolving weather such as what took place here. In hindsight; I would cancel the flight outright. I would also like to take the opportunity to highlight here the exceptional quality of the support provided by ATC. They remained very composed and provided me with helpful options and advice as these events unfolded. This truly helped me remain calm and focused on the tasks at hand-aviate; navigate; communicate.

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.