Narrative:

Conditions were VFR at ZZZ airport on a weekday evening. We were returning after completing an uneventful VFR flight earlier in the afternoon. Enroute conditions were forecast to be scattered IFR conditions with light to moderate rain; and no significant turbulence. Our destination was VFR. We were flying a friend's PA-28 and had originally planned a VFR flight; departing around sunset and returning at night. However; there was scattered light to moderate rain enroute and since it appeared to be a relatively easy IFR flight at our planned 4;000 feet altitude; it seemed like an opportunity to give my VFR pilot friend some experience in IMC conditions; as he is planning on starting his instrument training soon. He mentioned that he's done quite a bit of hood time and felt comfortable flying his aircraft from the left seat. Reluctant at first; I agreed that he could be left seat; but I would be PIC (pilot in command) as the IFR rated pilot; I would do radio and navigation work and his only job was to keep a good course and altitude while I advised him. I could fly from the right if I needed to. We talked through how the flight would go and then started the aircraft.departure was VFR and uneventful. We were switched to departure and given 6;000 feet direct jfk. We entered IMC during the climb. My friend at the controls was having some trouble reaching our target altitude and staying on heading. Departure switched us to the next sector. I was unable to pick them up on that frequency and switched back to the previous. They gave updated instructions and advised to try again on the next frequency. No luck again; so I tried the older radio 2 and that worked. ATC advised not to switch to radio 1! Traffic in the sector seemed moderately busy; so any radio issues would cause them issues.at 6000 feet; we were experiencing a bit of turbulence; but nothing out of the ordinary for me; however; my passenger pilot was having trouble keeping heading despite my instructions. We were off intended heading by as much as 40 degrees at times. Our altitude control was better; but we [were] off at least 200 feet at times; maybe more. It was clear that ATC was getting concerned with our situation. We corrected multiple times before ATC asked if we were having trouble and needed assistance. I only advised that we were correcting course; but after more deviations; the controller asked if we [wanted priority handling]. We were about 15 minutes into the flight; northeast of jfk. It was clear from the controller that we were not performing well at all; so after initial pause; I accepted [the priority handling]. When asked what I wanted to do; I suggested that we return to ZZZ. We were given vectors back and advised to expect a visual approach. The return was uneventful. We returned to the FBO to catch our breath and re-assess the weather; with the intent to return VFR when the rain cleared. An hour later or so; we departed on a northerly route around new york airspace and returned VFR uneventfully.lessons - it was a huge mistake letting a VFR pilot fly left seat in IFR conditions and in an airplane I was unfamiliar with flying in IFR from the right seat. I was very unprepared to take over so soon after departure and fly his aircraft; let alone from the right seat. Extenuating circumstances included unexpected radio issues and unexpected turbulence.I like to think that I take my IFR flights very seriously. At first; this seemed like a benign IFR flight and an opportunity to encourage another pilot. Had I been flying my own aircraft with my known equipment; the flight would likely have been uneventful. Had I been flying left seat in his aircraft; I probably would have performed ok; but radio issues and an unknown panel would have reduced my effectiveness. I feel fortunate that ATC suggested the [priority handling] and we returned rather than continuing into what would have been worsening conditions and likely worsening performance on our part.how the problem arose - unexpected weather deterioration providing opportunity for an IFR flight instead of intended VFR flight. Contributing factor - turbulence and radio issues; unknown aircraft; decision to fly right seat. How it was discovered - ATC altitude and course deviations. Corrective actions- accepted [priority handling] and returned to airport to wait out weather.perceptions; judgements; decisions - perception that weather was benign; perception of both pilot capabilities under the conditions and equipment. Factors affecting the quality of human performance - inexperienced pilot at controls in moderate turbulence; PIC inexperience at advising other pilot. Actions or inactions. Action - accepted [priority handling]; returned to airport and waited for better weather. ATC performed very professionally and recognized the issue. Inaction - did not immediately recognize the severity of the situation. Earlier; we could have taken weather conditions more serious and initially waited for better weather.

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Original NASA ASRS Text

Title: PA-28 pilot flying reported providing pilot instruction from the right seat despite lacking instructor rating to a non-instrument rated pilot in actual IFR conditions.

Narrative: Conditions were VFR at ZZZ airport on a weekday evening. We were returning after completing an uneventful VFR flight earlier in the afternoon. Enroute conditions were forecast to be scattered IFR conditions with light to moderate rain; and no significant turbulence. Our destination was VFR. We were flying a friend's PA-28 and had originally planned a VFR flight; departing around sunset and returning at night. However; there was scattered light to moderate rain enroute and since it appeared to be a relatively easy IFR flight at our planned 4;000 feet altitude; it seemed like an opportunity to give my VFR pilot friend some experience in IMC conditions; as he is planning on starting his instrument training soon. He mentioned that he's done quite a bit of hood time and felt comfortable flying his aircraft from the left seat. Reluctant at first; I agreed that he could be left seat; but I would be PIC (Pilot in Command) as the IFR rated pilot; I would do radio and navigation work and his only job was to keep a good course and altitude while I advised him. I could fly from the right if I needed to. We talked through how the flight would go and then started the aircraft.Departure was VFR and uneventful. We were switched to Departure and given 6;000 feet direct JFK. We entered IMC during the climb. My friend at the controls was having some trouble reaching our target altitude and staying on heading. Departure switched us to the next sector. I was unable to pick them up on that frequency and switched back to the previous. They gave updated instructions and advised to try again on the next frequency. No luck again; so I tried the older radio 2 and that worked. ATC advised not to switch to Radio 1! Traffic in the sector seemed moderately busy; so any radio issues would cause them issues.At 6000 feet; we were experiencing a bit of turbulence; but nothing out of the ordinary for me; however; my passenger pilot was having trouble keeping heading despite my instructions. We were off intended heading by as much as 40 degrees at times. Our altitude control was better; but we [were] off at least 200 feet at times; maybe more. It was clear that ATC was getting concerned with our situation. We corrected multiple times before ATC asked if we were having trouble and needed assistance. I only advised that we were correcting course; but after more deviations; the Controller asked if we [wanted priority handling]. We were about 15 minutes into the flight; northeast of JFK. It was clear from the Controller that we were not performing well at all; so after initial pause; I accepted [the priority handling]. When asked what I wanted to do; I suggested that we return to ZZZ. We were given vectors back and advised to expect a visual approach. The return was uneventful. We returned to the FBO to catch our breath and re-assess the weather; with the intent to return VFR when the rain cleared. An hour later or so; we departed on a northerly route around New York airspace and returned VFR uneventfully.Lessons - It was a huge mistake letting a VFR pilot fly left seat in IFR conditions and in an airplane I was unfamiliar with flying in IFR from the right seat. I was very unprepared to take over so soon after departure and fly his aircraft; let alone from the right seat. Extenuating circumstances included unexpected radio issues and unexpected turbulence.I like to think that I take my IFR flights very seriously. At first; this seemed like a benign IFR flight and an opportunity to encourage another pilot. Had I been flying my own aircraft with my known equipment; the flight would likely have been uneventful. Had I been flying left seat in his aircraft; I probably would have performed OK; but radio issues and an unknown panel would have reduced my effectiveness. I feel fortunate that ATC suggested the [priority handling] and we returned rather than continuing into what would have been worsening conditions and likely worsening performance on our part.How the problem arose - Unexpected weather deterioration providing opportunity for an IFR flight instead of intended VFR flight. Contributing factor - turbulence and radio issues; unknown aircraft; decision to fly right seat. How it was discovered - ATC altitude and course deviations. Corrective actions- accepted [priority handling] and returned to airport to wait out weather.Perceptions; judgements; decisions - perception that weather was benign; perception of both pilot capabilities under the conditions and equipment. Factors affecting the quality of human performance - inexperienced pilot at controls in moderate turbulence; PIC inexperience at advising other pilot. Actions or inactions. Action - accepted [priority handling]; returned to airport and waited for better weather. ATC performed very professionally and recognized the issue. Inaction - did not immediately recognize the severity of the situation. Earlier; we could have taken weather conditions more serious and initially waited for better weather.

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.