Narrative:

I departed ZZZ [in the afternoon]. I had checked the weather and determined it was clear below 6;500 ft. To ZZZ1; with the exception of the area right around jfk; which reported MVFR conditions with multiple layers of clouds. No worries; I thought; I would request a route south of jfk; even if it meant I would be over the water more than I felt comfortable with. For some reason I felt a huge pressure to make this flight; I wanted to see the mechanic scheduled to do our annual in a few weeks and have him check the plane over quickly so he could get ahead of any part ordering. Whatever the urgency; I soon would reverse my position on how important it really was. Shortly after departing ZZZ; I called for flight following and requested 4;500 ft. I believe I expressed my hope to stay well south if possible to stay out of MVFR conditions. I was handed off to another controller and cleared into the bravo. This controller however instructed me to turn direct to kennedy (jfk) and climb to 6;500 ft. I should have simply replied unable; as I know the weather was sketchy toward kennedy but for some unexplainable reason I complied. Soon; I was struggling to maintain VFR conditions. The controller was quite busy and I was also quite busy trying to stay in legal conditions and control the aircraft. Then it all fell apart and I was truly in unacceptable visual conditions. Trying not panic; I used the autopilot to keep the plane in control and requested lower. ATC advised me I could not go lower and suggested I climb. I attempted to climb out of the poor visual conditions but things only became worse. It seemed like quite a long time; probably 10 minutes with truly inadequate visibility. Then the unthinkable happened; I became disoriented. I began to descend rapidly; airspeed increasing and although I recognized what was happening; I could not correct the situation without adequate visual cues. It was a life changing event. It could happen to me after all! I had never come close to losing control of my aircraft before. I am usually very conservative; both with my flight planning and in controlling 'get-there-itus'; and yet here I was endangering myself and probably others. I was furious and ashamed of myself (and scared too). I came out of the clouds around 2;400 ft. And brought the wings level and slowly pulled back. ATC admonished me and I told him 'I became disoriented'. He said; let's try again and directed me back to jfk; this time a little lower. I complied again and this time was lucky enough to remain clear of clouds and soon after was granted lower still and proceeded direct to ZZZ1 without incident. I did some serious thinking after this flight on how I got myself into the situation in the first place; and how I should have avoided it. I knew that below 3;000 ft. There was no problem with visibility. The first controller asked me if I wanted to go through the hudson river corridor and then low along the jersey shore. That would have been the obvious best choice given the weather. I was south of the ct coast at that point and he switched his suggestion a little asking if I knew where mcallister park was. I think he was going to just bring me low off the coast of ny; but I did not [know] that landmark and that's when I said I would go direct; hoping to keep south of the visibility. Terrible decision. I should have suggested I overfly hpn and enter the north side of the corridor at 1;300 ft. I was familiar with that route and landmarks. It would have been the safe decision. I learned that ATC does not have a clear picture of visibility conditions (or the controller would not have sent me direct to jfk). Controllers may be aware of convective events but visibility is purely the pilot's responsibility. I decided it was time to shake off complacency and went to my first faast meeting in a number of years. It was totally worthwhile. I clearly did not understand how compromised visibility was in the new york area that afternoon untilit was too late. I will never fail to call out 'unable' again.

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Original NASA ASRS Text

Title: Pilot reported becoming disoriented after entering IMC; resulting in loss of aircraft control and a rapid descent until clear of clouds.

Narrative: I departed ZZZ [in the afternoon]. I had checked the weather and determined it was clear below 6;500 ft. to ZZZ1; with the exception of the area right around JFK; which reported MVFR conditions with multiple layers of clouds. No worries; I thought; I would request a route south of JFK; even if it meant I would be over the water more than I felt comfortable with. For some reason I felt a huge pressure to make this flight; I wanted to see the mechanic scheduled to do our annual in a few weeks and have him check the plane over quickly so he could get ahead of any part ordering. Whatever the urgency; I soon would reverse my position on how important it really was. Shortly after departing ZZZ; I called for flight following and requested 4;500 ft. I believe I expressed my hope to stay well south if possible to stay out of MVFR conditions. I was handed off to another Controller and cleared into the Bravo. This Controller however instructed me to turn direct to Kennedy (JFK) and climb to 6;500 ft. I should have simply replied unable; as I know the weather was sketchy toward Kennedy but for some unexplainable reason I complied. Soon; I was struggling to maintain VFR conditions. The Controller was quite busy and I was also quite busy trying to stay in legal conditions and control the aircraft. Then it all fell apart and I was truly in unacceptable visual conditions. Trying not panic; I used the autopilot to keep the plane in control and requested lower. ATC advised me I could not go lower and suggested I climb. I attempted to climb out of the poor visual conditions but things only became worse. It seemed like quite a long time; probably 10 minutes with truly inadequate visibility. Then the unthinkable happened; I became disoriented. I began to descend rapidly; airspeed increasing and although I recognized what was happening; I could not correct the situation without adequate visual cues. It was a life changing event. It could happen to me after all! I had never come close to losing control of my aircraft before. I am usually very conservative; both with my flight planning and in controlling 'get-there-itus'; and yet here I was endangering myself and probably others. I was furious and ashamed of myself (and scared too). I came out of the clouds around 2;400 ft. and brought the wings level and slowly pulled back. ATC admonished me and I told him 'I became disoriented'. He said; let's try again and directed me back to JFK; this time a little lower. I complied again and this time was lucky enough to remain clear of clouds and soon after was granted lower still and proceeded direct to ZZZ1 without incident. I did some serious thinking after this flight on how I got myself into the situation in the first place; and how I should have avoided it. I knew that below 3;000 ft. there was no problem with visibility. The first Controller asked me if I wanted to go through the Hudson River corridor and then low along the Jersey shore. That would have been the obvious best choice given the weather. I was south of the CT coast at that point and he switched his suggestion a little asking if I knew where McAllister park was. I think he was going to just bring me low off the coast of NY; but I did not [know] that landmark and that's when I said I would go direct; hoping to keep south of the visibility. Terrible decision. I should have suggested I overfly HPN and enter the north side of the corridor at 1;300 ft. I was familiar with that route and landmarks. It would have been the safe decision. I learned that ATC does not have a clear picture of visibility conditions (or the Controller would not have sent me direct to JFK). Controllers may be aware of convective events but visibility is purely the pilot's responsibility. I decided it was time to shake off complacency and went to my first FAAST meeting in a number of years. It was totally worthwhile. I clearly did not understand how compromised visibility was in the New York Area that afternoon untilit was too late. I will never fail to call out 'unable' again.

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.