Narrative:

I found myself in IMC conditions after executing a 180 degree turn to leave an area of building cumulus. I made the decision to turn around as I could no longer maintain VFR on top and headed towards one of two alternates I knew were clear of clouds. With my destination still in mind I began a descent to the west. I decided that lower was better as the ground was visible and the route clear of clouds when the decision was made. At some point during the descent; I found myself in IMC without a solid idea where cloud clearances could be maintained. I am training for; but am not instrument rated. I did not obtain an 'official' weather briefing before departing and had not been receiving flight following prior to my course reversal. After being given the center frequency by the local flight service; I made contact to ask for assistance. To complicate matters; I was not set up for these frequencies and I believe that this contributed to finding myself in IMC for an uncomfortable amount of time and not trusting my instrumentation while initially in those conditions. As the flight progressed I thought that my heading indicator was malfunctioning so I forced myself to rely on my backup steam [analog] gauges forgoing the information on my pfd (primary flight display) and GPS. In doing so; I believe I made two complete 360-degree turns with varying angles of pitch and bank while searching for the first frequency and diverting my attention to enter the second. I recall at one point asking center for 'a way out' and receiving the response of; 'sorry; center cannot see clouds.' although the controller was very helpful; his response didn't register with me while flying. Once I was safely on the ground; I realized that I had not been clear. What I didn't convey was that I was seeing precipitation and was looking for any alternative. Thankfully; another VFR pilot who was having similar difficulty with the same weather system was also talking to center and indicated that there were VFR conditions north of my position; but that it was 'closing in on him so he was diverting.' as it turned out the other aircraft was diverting to my home airport which was VFR. If it had not been for the information this other pilot conveyed; I cannot say if my flight would have had the same outcome. I am extremely lucky that I finally broke through the barriers in my head and regained trust in my instrumentation. Had it not been for that and the report from the other pilot; I strongly believe that I would have had great difficulty finding VFR conditions as night was upon me by the time I broke out of the clouds. My future decision making will forever change as a result of this flight by simply not: waiting another five minutes and then another five minutes before deciding to turn towards more positive VFR conditions and; mistrusting my instruments without compelling reasons. A small part of me wishes I could see the radar track of my flight to analyze how I flew. [I am] fortunate that I can still be with my family...

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Original NASA ASRS Text

Title: Non-instrument rated RV-9 pilot inadvertently entered IMC and became disoriented. With ATC assistance and advisory from another aircraft; pilot was able to locate VMC and land without further incident.

Narrative: I found myself in IMC conditions after executing a 180 degree turn to leave an area of building cumulus. I made the decision to turn around as I could no longer maintain VFR on top and headed towards one of two alternates I knew were clear of clouds. With my destination still in mind I began a descent to the west. I decided that lower was better as the ground was visible and the route clear of clouds when the decision was made. At some point during the descent; I found myself in IMC without a solid idea where cloud clearances could be maintained. I am training for; but am not instrument rated. I did not obtain an 'official' weather briefing before departing and had not been receiving Flight Following prior to my course reversal. After being given the Center frequency by the local Flight Service; I made contact to ask for assistance. To complicate matters; I was not set up for these frequencies and I believe that this contributed to finding myself in IMC for an uncomfortable amount of time and not trusting my instrumentation while initially in those conditions. As the flight progressed I thought that my heading indicator was malfunctioning so I forced myself to rely on my backup steam [analog] gauges forgoing the information on my PFD (Primary Flight Display) and GPS. In doing so; I believe I made two complete 360-degree turns with varying angles of pitch and bank while searching for the first frequency and diverting my attention to enter the second. I recall at one point asking center for 'a way out' and receiving the response of; 'Sorry; Center cannot see clouds.' Although the controller was very helpful; his response didn't register with me while flying. Once I was safely on the ground; I realized that I had not been clear. What I didn't convey was that I was seeing precipitation and was looking for any alternative. Thankfully; another VFR pilot who was having similar difficulty with the same weather system was also talking to center and indicated that there were VFR conditions north of my position; but that it was 'closing in on him so he was diverting.' As it turned out the other aircraft was diverting to my home airport which was VFR. If it had not been for the information this other pilot conveyed; I cannot say if my flight would have had the same outcome. I am extremely lucky that I finally broke through the barriers in my head and regained trust in my instrumentation. Had it not been for that and the report from the other pilot; I strongly believe that I would have had great difficulty finding VFR conditions as night was upon me by the time I broke out of the clouds. My future decision making will forever change as a result of this flight by simply not: waiting another five minutes and then another five minutes before deciding to turn towards more positive VFR conditions and; mistrusting my instruments without compelling reasons. A small part of me wishes I could see the radar track of my flight to analyze how I flew. [I am] fortunate that I can still be with my family...

Data retrieved from NASA's ASRS site 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.