Narrative:

I flew from to drop off my C182 at the avionics shop. It was VMC and clear skies but at my destination with a 700 ft. Ceiling. The ceiling was forecast to improve but I planned and filed an IFR flight. I checked all aspects of the weather; including dew point spread and icing; at the departure; enroute; alternate and destination. I reviewed all NOTAMS and the approaches and gave special attention to the fixes and altitudes for the RNAV approach. I am familiar with the restricted areas enroute and the restricted areas and runways at the airport. All of which I reviewed again before the flight. I ran through pave; imsafe and personal minimums with no red flags. I departed in VMC. I climbed to 5500 ft. And remained in VFR over the top with clouds below and clear skies above for about an hour. From time to time I could see the ground through openings in the clouds. I checked weather updates at my destination a few times on my ipad and garmin 530W. Although the ceiling had improved to MVFR at some point; I needed to descend through a few thousand feet of clouds to get there so I contacted approach and requested IFR clearance.I had already loaded the RNAV approach into the GPS. I was given clearance directly and to expect the ILS approach. I requested RNAV and it was granted. ATC directed me to descend and maintain 5000 ft. And I complied; I also turned off the autopilot. ATC directed further descent to and maintained 4000 ft. And a right turn to heading 180 degrees which I did. Somewhere around this time I was in the clouds and became spatially disoriented. I was in a descending right turn that resulted in an unusual attitude; and then into an upset. I recognized the situation on the vsi and then the attitude indicator. My mind flashed to my instrument training. I pulled the power; leveled the wings; pulled up on the yoke; and began to climb. At this point I was extremely thankful to my instrument instructor for the repetitive unusual attitude recovery training. The event was very unnerving. As I climbed; I went into another right turn. My focus at that point was to remain calm and fly to a safe stable altitude; navigate back on course; and communicate with ATC for a safe instrument approach and landing. ATC suggested a change to the ILS but I requested to stay on the RNAV. I broke out of the clouds around 900 ft. And landed. ATC was extraordinary professional and stayed with me on the radio the entire time. I am extremely grateful for all the help they gave me.there are several actions I plan to do immediately to prevent this in the future. Complete additional instrument flight training; particularly in actual IMC or using a hood (no foggles). Develop a training plan to specifically address areas that led to this pilot deviation; i.e. Hand-flying without the autopilot; unusual attitude recovery; and partial panel.complete upset prevention and recovery training. Take an ipc with a dpe. Review/update my personal minimums. Scan and cross check the instruments but return more often to the attitude indicator. It is easy to fixate on the avionics or other instruments.leave the autopilot on; it would have provided both heading and altitude control while entering the clouds. I believe I may have gotten spatially disoriented when I looked at the GPS while turning and descending. Always set the heading bug to the new heading. I didn't do this and it would have helped to more quickly identify the desired heading and an over turn to the right. Continue to actively participate in the FAA wings safety program. Share my experience at the IMC club meeting I attend monthly so others may learn from it. Attend additional training seminars and workshops hosted by organizations that I'm an active member. Strive to learn something new every day be it through flying; lessons; aviation articles and training magazines; online pilot tips and quizzes; fellow pilots and aviation enthusiasts; mechanics; and my local aviation community.

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Original NASA ASRS Text

Title: A C182 pilot reported they became disoriented in the clouds and temporarily lost control of the aircraft.

Narrative: I flew from to drop off my C182 at the avionics shop. It was VMC and clear skies but at my destination with a 700 ft. ceiling. The ceiling was forecast to improve but I planned and filed an IFR flight. I checked all aspects of the weather; including dew point spread and icing; at the departure; enroute; alternate and destination. I reviewed all NOTAMS and the approaches and gave special attention to the fixes and altitudes for the RNAV Approach. I am familiar with the restricted areas enroute and the restricted areas and runways at the airport. All of which I reviewed again before the flight. I ran through PAVE; IMSAFE and personal minimums with no red flags. I departed in VMC. I climbed to 5500 ft. and remained in VFR over the top with clouds below and clear skies above for about an hour. From time to time I could see the ground through openings in the clouds. I checked weather updates at my destination a few times on my iPad and Garmin 530W. Although the ceiling had improved to MVFR at some point; I needed to descend through a few thousand feet of clouds to get there so I contacted Approach and requested IFR clearance.I had already loaded the RNAV Approach into the GPS. I was given clearance directly and to expect the ILS Approach. I requested RNAV and it was granted. ATC directed me to descend and maintain 5000 ft. and I complied; I also turned off the autopilot. ATC directed further descent to and maintained 4000 ft. and a right turn to heading 180 degrees which I did. Somewhere around this time I was in the clouds and became spatially disoriented. I was in a descending right turn that resulted in an unusual attitude; and then into an upset. I recognized the situation on the VSI and then the attitude indicator. My mind flashed to my instrument training. I pulled the power; leveled the wings; pulled up on the yoke; and began to climb. At this point I was extremely thankful to my instrument instructor for the repetitive unusual attitude recovery training. The event was very unnerving. As I climbed; I went into another right turn. My focus at that point was to remain calm and fly to a safe stable altitude; navigate back on course; and communicate with ATC for a safe instrument approach and landing. ATC suggested a change to the ILS but I requested to stay on the RNAV. I broke out of the clouds around 900 ft. and landed. ATC was extraordinary professional and stayed with me on the radio the entire time. I am extremely grateful for all the help they gave me.There are several actions I plan to do immediately to prevent this in the future. Complete additional instrument flight training; particularly in actual IMC or using a hood (no foggles). Develop a training plan to specifically address areas that led to this pilot deviation; i.e. hand-flying without the autopilot; unusual attitude recovery; and partial panel.Complete Upset Prevention and Recovery Training. Take an IPC with a DPE. Review/Update my personal minimums. Scan and cross check the instruments but return more often to the attitude indicator. It is easy to fixate on the avionics or other instruments.Leave the autopilot on; it would have provided both heading and altitude control while entering the clouds. I believe I may have gotten spatially disoriented when I looked at the GPS while turning and descending. Always set the heading bug to the new heading. I didn't do this and it would have helped to more quickly identify the desired heading and an over turn to the right. Continue to actively participate in the FAA Wings Safety program. Share my experience at the IMC Club meeting I attend monthly so others may learn from it. Attend additional training seminars and workshops hosted by organizations that I'm an active member. Strive to learn something new every day be it through flying; lessons; aviation articles and training magazines; online pilot tips and quizzes; fellow pilots and aviation enthusiasts; mechanics; and my local aviation community.

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.