Narrative:

I was flying from omaha to amarillo. The midwest was experiencing its first strong cold snap of the season; and the flight service briefer reported a large area of light rain and snow moving from northwest kansas toward the east. No PIREPS were available. The forecast called for 10;000 scattered along the nebraska portion of my route; dropping to 6;000-7;000 broken with possible light rain and light snow in kansas; and 3;000-4;000 broken in texas. The briefer agreed with my interpretation that it would be best to stay low and stay away from precipitation. Although I had filed for 6;000; I requested 4;000 as I climbed out because it looked like a higher altitude could put me in the clouds. As I approached the kansas state line; the kansas city center controller suggested I take up a western heading. As I rolled out on the new heading; my satellite down link showed that I was moving towards a band of heavy precipitation. I requested and was issued a revised clearance; direct sln; direct ama. The controller also advised that I would have to climb higher as I flew southwest so he could keep me in radar contact.up to this point; I had been cruising in VMC under a broken-to-overcast layer; with an outside air temperature of 37 fahrenheit (as measured by my air data computer and displayed on my engine data monitor). About 50 NM southwest of sln; the controller asked me to climb to 6;000. If I remember the sequence correctly; I attempted to comply; but soon had to advise the controller that the OAT was dropping rapidly and 6;000 would probably put me in the clouds. He then cleared me to maintain 5;000 ft. (Up to this point; I'd been relying on my autopilot. Given the lower OAT and increased cloud proximity at 5;000; I decided to hand-fly the plane to improve my ability to sense and respond to inadvertent icing. Due to the increased workload; my notes regarding the rest of the trip are not very detailed; so I can't be certain of the exact sequence of events.) at some point; I must have requested lower; because I was cleared down to 4;200; which I believe was the off-route obstruction clearance altitude (oroca) [mora] in that area. Soon after that; the controller reported that radar contact was lost. While I would have gladly accepted an airways routing; one was never offered; and I forgot that radar contact is required for an off-route clearance. As I continued southwest; the controller again asked me to climb (I believe to 6;000 ft). I replied that I didn't think I would be able to avoid ice at that altitude; but would give it a try. Just as I feared; I inadvertently began to pick up ice. I told the controller I needed a lower altitude and suggested 5;200 (the oroca for that area). He cleared me down to that altitude and asked what kind of ice I had encountered. Since I don't have a lot of experience giving icing reports; all I could think to say was that it was clear ice; and inadvertently omitted any mention of severity. Sometime after that; radio reception deteriorated to the point that a passing aircraft had to relay messages to me. As I continued southwest; both the weather and the radio reception began to slowly improve. I asked the controller if he still needed me to climb to 6;000 and he said I could maintain 5;200 for the rest of my flight. He soon handed me off to ama approach. The remainder of my flight was uneventful. Lessons learned: in retrospect; I should have headed southeast from omaha to circumvent the precipitation and low ceilings in western kansas. When it looked like radar contact would be lost; I should have requested an airway routing. I should have respectfully declined the controller's request that I climb into a cloud layer with an OAT near freezing.

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Original NASA ASRS Text

Title: BE36 pilot encounters icing conditions on an IFR flight from OMA to AMA. With ATC assistance the route and altitude are adjusted to avoid most ice and the flight lands safely at AMA.

Narrative: I was flying from Omaha to Amarillo. The Midwest was experiencing its first strong cold snap of the season; and the Flight Service Briefer reported a large area of light rain and snow moving from northwest Kansas toward the east. No PIREPS were available. The forecast called for 10;000 scattered along the Nebraska portion of my route; dropping to 6;000-7;000 broken with possible light rain and light snow in Kansas; and 3;000-4;000 broken in Texas. The Briefer agreed with my interpretation that it would be best to stay low and stay away from precipitation. Although I had filed for 6;000; I requested 4;000 as I climbed out because it looked like a higher altitude could put me in the clouds. As I approached the Kansas state line; the Kansas City Center Controller suggested I take up a western heading. As I rolled out on the new heading; my satellite down link showed that I was moving towards a band of heavy precipitation. I requested and was issued a revised clearance; direct SLN; direct AMA. The Controller also advised that I would have to climb higher as I flew southwest so he could keep me in radar contact.Up to this point; I had been cruising in VMC under a broken-to-overcast layer; with an outside air temperature of 37 Fahrenheit (as measured by my air data computer and displayed on my engine data monitor). About 50 NM southwest of SLN; the Controller asked me to climb to 6;000. If I remember the sequence correctly; I attempted to comply; but soon had to advise the Controller that the OAT was dropping rapidly and 6;000 would probably put me in the clouds. He then cleared me to maintain 5;000 FT. (Up to this point; I'd been relying on my autopilot. Given the lower OAT and increased cloud proximity at 5;000; I decided to hand-fly the plane to improve my ability to sense and respond to inadvertent icing. Due to the increased workload; my notes regarding the rest of the trip are not very detailed; so I can't be certain of the exact sequence of events.) At some point; I must have requested lower; because I was cleared down to 4;200; which I believe was the off-route obstruction clearance altitude (OROCA) [MORA] in that area. Soon after that; the Controller reported that radar contact was lost. While I would have gladly accepted an airways routing; one was never offered; and I forgot that radar contact is required for an off-route clearance. As I continued southwest; the Controller again asked me to climb (I believe to 6;000 FT). I replied that I didn't think I would be able to avoid ice at that altitude; but would give it a try. Just as I feared; I inadvertently began to pick up ice. I told the Controller I needed a lower altitude and suggested 5;200 (the OROCA for that area). He cleared me down to that altitude and asked what kind of ice I had encountered. Since I don't have a lot of experience giving icing reports; all I could think to say was that it was clear ice; and inadvertently omitted any mention of severity. Sometime after that; radio reception deteriorated to the point that a passing aircraft had to relay messages to me. As I continued southwest; both the weather and the radio reception began to slowly improve. I asked the Controller if he still needed me to climb to 6;000 and he said I could maintain 5;200 for the rest of my flight. He soon handed me off to AMA Approach. The remainder of my flight was uneventful. Lessons learned: In retrospect; I should have headed southeast from Omaha to circumvent the precipitation and low ceilings in Western Kansas. When it looked like radar contact would be lost; I should have requested an airway routing. I should have respectfully declined the Controller's request that I climb into a cloud layer with an OAT near freezing.

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.