Narrative:

Cruising east at 9;000 feet; we were instructed by ATC to climb 11;000 feet. In the climb we begin to pick up ice. We asked for lower but was told that 11;000 feet was the lowest for that route segment. We were offered we could remain at 10;000 feet. We entered heavier precipitation and ice accumulation increased. OAT was indicating +2 C. We requested vectors to the nearest airport with an instrument approach. We were offered an airport 18 miles northwest. The controller asked if we could accept an intermediate fix to runway 21. He did not answer our next three radio transmissions. Another aircraft on the frequency suggested I try the controller on guard and he would monitor us for a relay if necessary. At that time the controller came back on and said 'everybody just hold on; I had to go off line to get a clearence I'm back now; tell me what you need'. We requested direct to the airport and lower. He said he couldn't give us lower until within 4 miles of the airport and then about 8;000 feet was the best he could do unless we could pick up the support visually. At this point; the aircraft would no longer maintain altitude at full power. The controller asked and we repeated again that we are accumulating ice and could not maintain altitude. We descended to 8;000 feet and had intermittent ground contact. We descended to 7;000 feet where we broke out into good VFR; we spotted the airport; cancelled our IFR and radar service and landed visually on runway 21 without incident.the leading edges of the wings and stabilator were still significantly iced over.I do not understand why the controller went off the frequency to get a clearance when he had an aircraft in distress.

Related reports:

Google
 

Original NASA ASRS Text

Title: Cruising in a PA28-235 at 9;000 feet the ATC instruction was to climb to 11;000 feet where the aircraft began to accumulate ice. Requested a lower altitude but ATC denied the request due to altitude restrictions in that area. Temporarily lost communication with ATC and landed at the nearest airport. After landing; the leading edges of the wings and stabilator were still significantly iced over.

Narrative: Cruising east at 9;000 feet; we were instructed by ATC to climb 11;000 feet. In the climb we begin to pick up ice. We asked for lower but was told that 11;000 feet was the lowest for that route segment. We were offered we could remain at 10;000 feet. We entered heavier precipitation and ice accumulation increased. OAT was indicating +2 C. We requested vectors to the nearest airport with an instrument approach. We were offered an airport 18 miles northwest. The controller asked if we could accept an intermediate fix to runway 21. He did not answer our next three radio transmissions. Another aircraft on the frequency suggested I try the controller on guard and he would monitor us for a relay if necessary. At that time the controller came back on and said 'everybody just hold on; I had to go off line to get a Clearence I'm back now; tell me what you need'. We requested direct to the airport and lower. He said he couldn't give us lower until within 4 miles of the airport and then about 8;000 feet was the best he could do unless we could pick up the support visually. At this point; the aircraft would no longer maintain altitude at full power. The controller asked and we repeated again that we are accumulating ice and could not maintain altitude. We descended to 8;000 feet and had intermittent ground contact. We descended to 7;000 feet where we broke out into good VFR; we spotted the airport; cancelled our IFR and radar service and landed visually on runway 21 without incident.The leading edges of the wings and stabilator were still significantly iced over.I do not understand why the controller went off the frequency to get a clearance when he had an aircraft in distress.

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.