Narrative:

Bonanza 36 departed ZZZ IFR climbing to 3;000 [feet] on a coordinated 040 heading. Upon reaching 3;000 [feet]; the pilot requested higher stating he wanted to get out of the clouds. I told him I could send him direct at 3;000 [feet]; or turn him east and climb him to 4;000 [feet] shortly. He chose to fly the 040 heading and stay at 3;000 [feet]. At this point; I noticed on the stars he had turned to a northerly heading and was correcting back to 040. I also noticed his altitude was high. A B737-800; a departure off ZZZ1 was level at 4;000 [feet]; talking to departure south. Departure climbed the aircraft to 5;000 [feet] which is normal practice for some. At this point; I noticed the bonanza in a right turn northwest bound and climbing; conflicting with the B737-800. I told the pilot to descend back to 3;000 [feet] and turn back to the right. That is when the pilot told me he was having problems with his auto pilot. I informed departure south of the aircraft and they began working 'around' me. I told the pilot the only tops report I had which was 80 miles east of 8;000 [feet] and he said he wanted to go there. I issued a 090 heading and climbed the bonanza to 8;000 [feet]; coordinating with other sectors. The pilot continued a left turn back toward ZZZ1; so I stopped all departures off ZZZ1. I asked the pilot if was having problems with the directional gyro or the auto pilot. He restated the auto pilot; however he would not maintain an altitude; nor even a constant climb or descent. I asked if he wanted no-gyro vectors and he said yes. I issued a right turn; but he continued left. Assuming the pilot had spatial disorientation; I told the pilot to level the wings; and not look out the window. I told him once he was flying straight to see if his directional gyro and compass were aligned; which he said they were. We started to discuss options about returning to the airport; or any airport and the pilot agreed. However; he was still flying erratically. I got him level on a southwesterly heading and told him to descend; and that the bases would be about 3;000 [feet] or so; and that the highest obstruction was about 1;500 [feet] over downtown. With the help of a fellow pilot/controller; I told him to lower his gear and reduced manifold pressure to 18 (1800) to establish a gentle decent. About 7 miles north of ZZZ; he broke out of the clouds and I told him to fly southbound for a downwind to runway 4. At that point; the pilot asked if he could turn on course to ZZZ2 VFR! I told him he could; however; there was a line of storms extending [through the south] with low IFR ceilings and suggested he land at ZZZ to examine his options. He said he was fine and would continue on to ZZZ2. I told him to maintain VFR and fly on course. He was handed off to satellite. While I did everything I could think of to assist the pilot; and enjoyed the assistance of several other team members helping me and providing advice; this ultimately rests on the pilot. He was apparently capable of IFR flight; but when he realized he had an issue; he should have put the aircraft on the ground; reassessed his options; and determined if flying that day was appropriate. I am not sure there is anything else we as controllers could have done to assist him.

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Original NASA ASRS Text

Title: TRACON Controller described a pilot disorientation event when the pilot requested to get out of the clouds; was assisted to VMC conditions and then requested VFR to his destination.

Narrative: Bonanza 36 departed ZZZ IFR climbing to 3;000 [feet] on a coordinated 040 heading. Upon reaching 3;000 [feet]; the pilot requested higher stating he wanted to get out of the clouds. I told him I could send him direct at 3;000 [feet]; or turn him east and climb him to 4;000 [feet] shortly. He chose to fly the 040 heading and stay at 3;000 [feet]. At this point; I noticed on the STARS he had turned to a northerly heading and was correcting back to 040. I also noticed his altitude was high. A B737-800; a departure off ZZZ1 was level at 4;000 [feet]; talking to Departure South. Departure climbed the aircraft to 5;000 [feet] which is normal practice for some. At this point; I noticed the Bonanza in a right turn northwest bound and climbing; conflicting with the B737-800. I told the pilot to descend back to 3;000 [feet] and turn back to the right. That is when the pilot told me he was having problems with his auto pilot. I informed Departure South of the aircraft and they began working 'around' me. I told the pilot the only tops report I had which was 80 miles east of 8;000 [feet] and he said he wanted to go there. I issued a 090 heading and climbed the Bonanza to 8;000 [feet]; coordinating with other sectors. The pilot continued a left turn back toward ZZZ1; so I stopped all departures off ZZZ1. I asked the pilot if was having problems with the directional gyro or the auto pilot. He restated the auto pilot; however he would not maintain an altitude; nor even a constant climb or descent. I asked if he wanted no-gyro vectors and he said yes. I issued a right turn; but he continued left. Assuming the pilot had spatial disorientation; I told the pilot to level the wings; and not look out the window. I told him once he was flying straight to see if his directional gyro and compass were aligned; which he said they were. We started to discuss options about returning to the airport; or any airport and the pilot agreed. However; he was still flying erratically. I got him level on a southwesterly heading and told him to descend; and that the bases would be about 3;000 [feet] or so; and that the highest obstruction was about 1;500 [feet] over downtown. With the help of a fellow pilot/controller; I told him to lower his gear and reduced manifold pressure to 18 (1800) to establish a gentle decent. About 7 miles north of ZZZ; he broke out of the clouds and I told him to fly southbound for a downwind to Runway 4. At that point; the pilot asked if he could turn on course to ZZZ2 VFR! I told him he could; however; there was a line of storms extending [through the South] with low IFR ceilings and suggested he land at ZZZ to examine his options. He said he was fine and would continue on to ZZZ2. I told him to maintain VFR and fly on course. He was handed off to Satellite. While I did everything I could think of to assist the pilot; and enjoyed the assistance of several other team members helping me and providing advice; this ultimately rests on the pilot. He was apparently capable of IFR flight; but when he realized he had an issue; he should have put the aircraft on the ground; reassessed his options; and determined if flying that day was appropriate. I am not sure there is anything else we as controllers could have done to assist him.

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.