Narrative:

The predicted weather for the return; planned for afternoon; was VFR but a front was moving in with predicted arrival shortly after. After lunch; I noticed that the weather was deteriorating more rapidly than predicted. I contacted flight service which confirmed that the front was advancing more rapidly than predicted earlier. The briefer noted that we had good VFR reported at mdt; and clear north and east of that point. We returned to hgr; with the AWOS was indicating that we had marginal VFR with a ceiling of 1;500 ft. My wife was with me; and she is an experienced passenger. We agreed that the flight toward mdt could be safely done if we proceeded north along I-81 to clear VFR. My aircraft is equipped with a garmin 430; I am instrument rated; but do not ordinarily file IFR in the winter because the aircraft ices easily and we have no deicing; and IFR routes are frequently in the freezing levels. After departing hgr; we proceeded north along I-81; keeping the highway in sight; and staying at about 1;300 ft MSL. However; I had not thought through the problem of towers and the GPS started flashing terrain warnings. When I went to terrain page; the towers popped up. When I altered the course to avoid the tower; we lost sight of I-81. Using the GPS I was able to return to I-81; but the problem recurred again and again; and I found myself in IMC with no sign of the highway; and with the rain intensifying. At that point; I contacted the harrisburg approach frequency and asked for an IFR clearance. I described my situation and location; and another pilot; who was flying in VFR near N94; broke in and told the controller (and myself) that clear air was near. The controller gave me vectors; I climbed to 2;000 ft and flew in the appropriate direction and was in the clear in two minutes. We flew VFR back to our home airport without incident. I was very grateful both to the other pilot and to ATC. I was happy that I had the IFR clearance alternative; but was sorry that I had not thought through the problem of ubiquitous towers and the possibility that the weather would be worse than marginal VFR en route.

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Original NASA ASRS Text

Title: PA28 pilot reports entering IMC inadvertently at low altitude and requesting an IFR clearance from ATC. With the aid of another pilot ATC is quickly able to vector the reporter to visual conditions allowing the flight to continue to destination.

Narrative: The predicted weather for the return; planned for afternoon; was VFR but a front was moving in with predicted arrival shortly after. After lunch; I noticed that the weather was deteriorating more rapidly than predicted. I contacted flight service which confirmed that the front was advancing more rapidly than predicted earlier. The briefer noted that we had good VFR reported at MDT; and clear north and east of that point. We returned to HGR; with the AWOS was indicating that we had marginal VFR with a ceiling of 1;500 FT. My wife was with me; and she is an experienced passenger. We agreed that the flight toward MDT could be safely done if we proceeded north along I-81 to clear VFR. My aircraft is equipped with a Garmin 430; I am instrument rated; but do not ordinarily file IFR in the winter because the aircraft ices easily and we have no deicing; and IFR routes are frequently in the freezing levels. After departing HGR; we proceeded north along I-81; keeping the highway in sight; and staying at about 1;300 FT MSL. However; I had not thought through the problem of towers and the GPS started flashing terrain warnings. When I went to terrain page; the towers popped up. When I altered the course to avoid the tower; we lost sight of I-81. Using the GPS I was able to return to I-81; but the problem recurred again and again; and I found myself in IMC with no sign of the highway; and with the rain intensifying. At that point; I contacted the Harrisburg Approach frequency and asked for an IFR clearance. I described my situation and location; and another pilot; who was flying in VFR near N94; broke in and told the Controller (and myself) that clear air was near. The Controller gave me vectors; I climbed to 2;000 FT and flew in the appropriate direction and was in the clear in two minutes. We flew VFR back to our home airport without incident. I was very grateful both to the other pilot and to ATC. I was happy that I had the IFR clearance alternative; but was sorry that I had not thought through the problem of ubiquitous towers and the possibility that the weather would be worse than marginal VFR en route.

Data retrieved from NASA's ASRS site as of July 2013 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.