PA-28R Cherokee Arrow All Series
Flight Crew Instrument; Flight Crew Commercial
Flight Crew Last 90 Days 24; Flight Crew Total 1003; Flight Crew Type 169
Communication Breakdown
ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter VFR In IMC
Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Weather; Human Factors
I arrived at COS and began flight planning for my flight. I filed a VFR flight plan and received a full weather brief from flight service. I planned for a VFR flight at 9;500 ft. This was my first flight departing the COS/DEN flight environment. The current and forecasted weather was VFR. I received over 8 hours of sleep the night before and was not under any pressure to get home. Ground Operations: No issues. Requested and received my takeoff and departure instructions as filed.Takeoff and Climb: No issues on takeoff. Checked in with Colorado Springs Departure. I was radar contact at 7;500 ft. and instructed to resume own navigation at appropriate VFR altitude eastbound. I proceeded to navigate along my filed flight plan. I continued my climb to 9;500 ft as I turned north towards BRK. As I crossed the BRK VOR and turned NW towards intersection LIMEX; I noticed an overcast layer above me and what seemed like a layer of haze in front of the nose. At this time; I started to think about what I needed to do to maintain VMC conditions. Inadvertent entry into IMC: I continued along my planned route of flight towards LIMEX. I did not want to descend due to the high elevations and obstacles below 7;700 ft. I began to level my nose at 8;500 ft. As I approached intersection LUFSE; I noticed that the conditions were worsening and began to consider an alternate route of flight. Around intersection LUFSE; I inadvertently entered a cloud layer somewhere between 8;500 ft and 9;000 ft. My first instinct was to establish an instrument scan; maintain control of the aircraft; and climb away from the terrain below. I considered a turn to the right; but was too close to Alert Area A639B and wanted to avoid. I considered a left turn but decided not to turn due to the Class B airspace and the mountain range to the west. I also remember seeing some rising hills/terrain below to the left and right; in the immediate vicinity of my aircraft. Turning to regain VMC conditions was not the safest option in my opinion. Approach was busy and I knew that the safest course of action was to climb and maintain a predictable route of flight as filed; as I also understood I was under radar contact. As soon as I was able (less than 1 min after entering IMC); I called approach and requested an IFR clearance due to experiencing IMC conditions. The controller acknowledged my radio call and I thought he requested that I provide the information necessary to file an IFR flight plan; inflight. The controller did not acknowledge the IFR plan I was trying to give him due to his workload. At this point; I leveled off at 9;500 ft. and remained on-track to LIMEX in IMC conditions. I began to worry that the controller did not understand that I was in IMC conditions. The controller provided a squawk. I acknowledged and asked for a request. Due to the workload; the controller instructed me to hold on. When the controller acknowledged my transponder squawk; he provided the local altimeter setting and told me to maintain VFR; which confirmed that he thought I was VMC when in actuality I was in IMC; as previously stated. I reiterated that I was in IMC conditions and then instructed to descend to 9000 ft. The controller also queried as to my destination. The controller asked how I got into IMC conditions and asked if I was able to maintain VFR where I was before. I reiterated that it was inadvertent and unavoidable. I began to get radar vectors to my destination. The controller questioned my decision to climb once I entered IMC conditions. I believe that the controller thought I entered IMC conditions intentionally prior to receiving an IFR clearance; which is false. The controller queried as to why I did not turn around. Something; that at the time I considered; but felt it was unsafe given the situation and location. I received a new transponder code and instructed to conduct one holding turn before getting clearance to my destination. Shortly after the turn; the controller informed me that I caused a lot of confusion and seemed very bothered by the entire situation. Once transferred to the next agency after Denver; I was instructed to call the controlling facility upon landing; which I did. The rest of the flight was uneventful. This was a case where lack of clear communications lead to much confusion. I felt that I was in control of the aircraft the entire time and that the situation did not warrant an emergency declaration. Looking back; declaring an emergency would have given my situation much more attention. Being more assertive in communicating my intentions and situation would have also cleared up the confusion. Of note; the querying and questioning of in-flight decision making by controllers may lead to future unsafe actions by less experienced pilots in order to avoid controller queries into a pilot's decision making while experiencing inadvertent IMC scenarios.Lesson learned: Communicate assertively and frequently once it is safe to do so; especially if there is confusion about a specific situation.
PA-28R pilot reported inadvertently entering IMC on a VFR flight.