Narrative:

I was flying with a student pilot in the left seat who had zero hours in IMC. We had a brief on the enroute weather. Based on an online fore-flight weather application; along BR62v we would have ceilings of 3;500 ft and tops of 6;500-7;000 ft putting us on top of all weather at 7;000 ft. When we departed we were cleared as filed; climb 2;000 expect 7;000 in ten minutes. We were handed off to miami center at 1;500 ft and the controller was very busy. We were sent on a heading of 145 degrees for ten minutes before being cleared to climb to 6;000 direct jakel intersection on BR62v. My student was hand flying this portion in VFR conditions. When we leveled at 6;000 ft; in VFR conditions; I realized that we would be in IMC conditions in ten minutes. I requested 9;000 to remain outside of the IMC (which would have easily put me in VFR on top) but was immediately denied and told clear 7;000 direct jakel. I knew from my visual at this time that I would be only a few hundred feet below the cloud tops. I accepted 7;000 to jakel and my student hand flew the aircraft for the first few minutes into IMC. In three minutes we were experiencing turbulence and windshear bumps of 200-400 ft per minute as indicated on the vertical speed indicator with heavy rain. My student was overwhelmed; we were off heading and altitude in a twenty five degree bank to the right. I took the controls and quickly leveled the plane as best I could between 7;000 and 7;500 on our heading direct to jakel. A passenger in the back who also knew the conditions were clear only a few hundred feet above asked me if we could go back on top and stated that she was not feeling well. At this time ATC was giving a directive to an EMB145 heading north to south three to five miles in front of us to descend through 8;500. I requested a VFR on top clearance. I was asked my altitude at this point I reported 7;500 and was in and out of the tops of the clouds. I saw the other aircraft and should have reported not a factor but was back into the tops when ATC asked my altitude and if I had a visual on the EMB145. At this point I did not and reported no visual and was asked to take a number and to descend to 7;000 direct to jakel and did so. When I was unable to hold altitude I now realize that I should have requested a block altitude and should have reported the EMB145 as not a factor. I am currently working towards my instrument instructor rating and will be much more vigilant in the future while flying in IMC conditions.

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Original NASA ASRS Text

Title: A BE24 Instructor filed an IFR flight plan with an inexperienced student pilot. The student was unable to maintain altitude and heading in IMC. The instructor climbed to 7;500 FT without clearance which may have resulted in loss of separation.

Narrative: I was flying with a student pilot in the left seat who had zero hours in IMC. We had a brief on the enroute weather. Based on an online Fore-Flight weather application; along BR62v we would have ceilings of 3;500 FT and tops of 6;500-7;000 FT putting us on top of all weather at 7;000 FT. When we departed we were cleared as filed; climb 2;000 expect 7;000 in ten minutes. We were handed off to Miami Center at 1;500 FT and the Controller was very busy. We were sent on a heading of 145 degrees for ten minutes before being cleared to climb to 6;000 direct JAKEL Intersection on BR62v. My student was hand flying this portion in VFR conditions. When we leveled at 6;000 FT; in VFR conditions; I realized that we would be in IMC conditions in ten minutes. I requested 9;000 to remain outside of the IMC (which would have easily put me in VFR on Top) but was immediately denied and told clear 7;000 direct JAKEL. I knew from my visual at this time that I would be only a few hundred feet below the cloud tops. I accepted 7;000 to JAKEL and my student hand flew the aircraft for the first few minutes into IMC. In three minutes we were experiencing turbulence and windshear bumps of 200-400 FT per minute as indicated on the vertical speed indicator with heavy rain. My student was overwhelmed; we were off heading and altitude in a twenty five degree bank to the right. I took the controls and quickly leveled the plane as best I could between 7;000 and 7;500 on our heading direct to JAKEL. A passenger in the back who also knew the conditions were clear only a few hundred feet above asked me if we could go back on top and stated that she was not feeling well. At this time ATC was giving a directive to an EMB145 heading north to south three to five miles in front of us to descend through 8;500. I requested a VFR on Top clearance. I was asked my altitude at this point I reported 7;500 and was in and out of the tops of the clouds. I saw the other aircraft and should have reported not a factor but was back into the tops when ATC asked my altitude and if I had a visual on the EMB145. At this point I did not and reported no visual and was asked to take a number and to descend to 7;000 direct to JAKEL and did so. When I was unable to hold altitude I now realize that I should have requested a block altitude and should have reported the EMB145 as not a factor. I am currently working towards my Instrument Instructor rating and will be much more vigilant in the future while flying in IMC conditions.

Data retrieved from NASA's ASRS site as of April 2012 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.