Narrative:

ZLC called and requested approval for aircraft X direct ogd landing slc at 16;000 feet. I approved it. They called back and said that aircraft X was struggling to hold altitude and requested 12;000 feet. I stated that I would rather try 14;000 feet in case I had departures that I would have to take over terrain; but under the aircraft. I was aware of icing reports north of the area at 13;000 feet.it took a while for me to establish communications with aircraft X due to terrain. When I finally got him; he stated that he was having a hard time holding speed. I asked him if he was in icing. He stated that he was in 'hard' icing. I descended him to 13;000 feet. He was still in icing. I descended him to 12;000 feet. The minimum vectoring altitude (MVA) is 11;800 feet in that area. He was still in icing. He stated that he was no longer able to hold altitude. I vectored him towards a canyon using the emergency terrain obstruction map. He was observed below the MVA by about 400 feet. When he was over the canyon he stated that he was still in severe icing and turbulence. The MVA dropped to 11;000 feet so I descended him. I started to turn him towards the localizer for runway 17. There was traffic converging at the same altitude going to runway 16 right. I coordinated with the controller handling that aircraft and then gave aircraft X a heading to join and descended him as low as I could reference the terrain and shipped him to the final sector.I filled out a PIREP form and then handed it to the controller in charge (controller in charge). Just then; the supervisor entered the room. I was not sure how to properly categorize 'hard' icing. We had a discussion across the room with the supervisor engaged. I told both the controller in charge and the supervisor that I did not know if the icing was rime or clear. I did not want to bother the pilot while he was trying to keep his aircraft in control with severe icing and turbulence. Within a minute; the supervisor walked over to me while I was on position and asked again what kind of icing it was. I stated 'you've got to be kidding me!' I stated this because the supervisor was standing right next to the controller in charge and was engaged in the conversation while it was discussed and I admitted that I did not get the information from the pilot. He then told me that if I was going to be like that; then I did not do my job. I told him that I didn't think it was a good idea to bother the pilot with such a matter when he was being vectored through a canyon and having trouble controlling his aircraft. I was relieved and when I walked up to the desk; the supervisor (who was not in the room when the incident happened and had not even asked me what happened); told me that I should've got the information in order to help the next pilot. I told him again of my position on the matter. The discussion started to get heated so I asked if I could go on break. He kept going on stating that I did not do my job. There was statements being made within the control room that we were being a distraction. I asked again if I could just go on break. He again engaged in a heated statement that I didn't do my job. I eventually convinced him that I needed to leave the room because we were being a distraction.

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Original NASA ASRS Text

Title: S56 Tracon Controller reported vectoring an aircraft encountering icing and unable to maintain altitude and airspeed into lower terrain and out of the conditions.

Narrative: ZLC called and requested approval for Aircraft X Direct OGD landing SLC at 16;000 feet. I approved it. They called back and said that Aircraft X was struggling to hold altitude and requested 12;000 feet. I stated that I would rather try 14;000 feet in case I had departures that I would have to take over terrain; but under the aircraft. I was aware of icing reports north of the area at 13;000 feet.It took a while for me to establish communications with Aircraft X due to terrain. When I finally got him; he stated that he was having a hard time holding speed. I asked him if he was in icing. He stated that he was in 'hard' icing. I descended him to 13;000 feet. He was still in icing. I descended him to 12;000 feet. The Minimum Vectoring Altitude (MVA) is 11;800 feet in that area. He was still in icing. He stated that he was no longer able to hold altitude. I vectored him towards a canyon using the emergency terrain obstruction map. He was observed below the MVA by about 400 feet. When he was over the canyon he stated that he was still in severe icing and turbulence. The MVA dropped to 11;000 feet so I descended him. I started to turn him towards the localizer for Runway 17. There was traffic converging at the same altitude going to Runway 16 Right. I coordinated with the controller handling that aircraft and then gave Aircraft X a heading to join and descended him as low as I could reference the terrain and shipped him to the Final sector.I filled out a PIREP form and then handed it to the Controller in Charge (CIC). Just then; the Supervisor entered the room. I was not sure how to properly categorize 'hard' icing. We had a discussion across the room with the Supervisor engaged. I told both the CIC and the supervisor that I did not know if the icing was Rime or Clear. I did not want to bother the pilot while he was trying to keep his aircraft in control with severe icing and turbulence. Within a minute; the supervisor walked over to me while I was on position and asked again what kind of icing it was. I stated 'you've got to be kidding me!' I stated this because the Supervisor was standing right next to the CIC and was engaged in the conversation while it was discussed and I admitted that I did not get the information from the pilot. He then told me that If I was going to be like that; then I did not do my job. I told him that I didn't think it was a good idea to bother the pilot with such a matter when he was being vectored through a canyon and having trouble controlling his aircraft. I was relieved and when I walked up to the desk; the Supervisor (who was not in the room when the incident happened and had not even asked me what happened); told me that I should've got the information in order to help the next pilot. I told him again of my position on the matter. The discussion started to get heated so I asked if I could go on break. He kept going on stating that I did not do my job. There was statements being made within the control room that we were being a distraction. I asked again if I could just go on break. He again engaged in a heated statement that I didn't do my job. I eventually convinced him that I needed to leave the room because we were being a distraction.

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.