Narrative:

With my student flying we departed runway xx. After takeoff; tower advised us of two light-moderate rain cells. Not having flown this route before I did not know if they were on our route of flight; but I believed them to be. I stated that we would return to ZZZ1; our original departure point. We were told to fly our current heading; await further clearance; and switched to departure. With my student flying I researched the likely new route. I looked up to see that we were 90 degrees or so left of our assigned heading. I took controls; righted our course; and continued climbing. We received our new clearance and a vector to intercept vx. At this time we had been in IMC with light turbulence for all of the time I had controls and some of the time prior to my taking them.when given a second vector to intercept vx; and 2;000+ FPM descent. My vsi maxes out at 2;000 fpm and it was pinned to that number. I reduced power to idle only to have my airspeed decrease. I returned to cruise power and slowly re-obtained 80 KIAS. I requested priority handling and requested vectors direct to ZZZ. I could not raise my left wing. I instructed my student to give me airspeed call-outs. While descending I was very aware of the oddity of my vsi and airspeed disagreement. I believe I was caught in a severe downdraft of a weather cell. At approximately 4;000 feet MSL I started regaining control of my bank and leveled at approximately 3;600 feet on my 090 vector. I had turned two 360's and lost about 3;000 feet of altitude. I was; mostly; between layers of clouds and followed vectors for a visual approach. I landed runway xx.human performance considerationsmy student initially struggled to maintain heading. I believe she was fixated on airspeed.after the spiral dive was initiated I decided to maintain 80-90 KIAS; between Vs1+bank and va. I based my unusual attitude recovery power setting based on maintaining this airspeed with wings level being my first priority.I decided I was not going to die at that time.the stress of the situation degraded the clarity of my communication with ATC.I was later informed the controller decided I was no longer in an emergency and told his supervisor I had stated I was no longer in an emergency. I have the audio archive to disprove this.I believe my error in this situation is that I choose to fly a new route with a private pilot/instrument student at night. I do not intend to repeat this error and have adjusted my personal minimums to reflect that.

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Original NASA ASRS Text

Title: Pilot reported a loss of control and downward spiral in weather conditions until safely recovering the aircraft.

Narrative: With my student flying we departed Runway XX. After takeoff; Tower advised us of two Light-Moderate rain cells. Not having flown this route before I did not know if they were on our route of flight; but I believed them to be. I stated that we would return to ZZZ1; our original departure point. We were told to fly our current heading; await further clearance; and switched to Departure. With my student flying I researched the likely new route. I looked up to see that we were 90 degrees or so left of our assigned heading. I took controls; righted our course; and continued climbing. We received our new clearance and a vector to intercept VX. At this time we had been in IMC with light turbulence for all of the time I had controls and some of the time prior to my taking them.When given a second vector to intercept VX; and 2;000+ FPM descent. My VSI maxes out at 2;000 fpm and it was pinned to that number. I reduced power to idle only to have my airspeed decrease. I returned to cruise power and slowly re-obtained 80 KIAS. I requested priority handling and requested vectors direct to ZZZ. I could not raise my left wing. I instructed my student to give me airspeed call-outs. While descending I was very aware of the oddity of my VSI and Airspeed disagreement. I believe I was caught in a severe downdraft of a weather cell. At approximately 4;000 feet MSL I started regaining control of my bank and leveled at approximately 3;600 feet on my 090 vector. I had turned two 360's and lost about 3;000 feet of altitude. I was; mostly; between layers of clouds and followed vectors for a visual approach. I landed Runway XX.Human Performance ConsiderationsMy student initially struggled to maintain heading. I believe she was fixated on airspeed.After the spiral dive was initiated I decided to maintain 80-90 KIAS; between Vs1+bank and Va. I based my unusual attitude recovery power setting based on maintaining this airspeed with wings level being my first priority.I decided I was not going to die at that time.The stress of the situation degraded the clarity of my communication with ATC.I was later informed the Controller decided I was no longer in an emergency and told his supervisor I had stated I was no longer in an emergency. I have the audio archive to disprove this.I believe my error in this situation is that I choose to fly a new route with a private pilot/instrument student at night. I do not intend to repeat this error and have adjusted my personal minimums to reflect that.

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.