Cftt in IMC conditions after small aircraft starts picking up in-flight icing.

Attributes
ACN	228112
Time
Date	199212
Day	Sun
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : dyr
State Reference	TN
Altitude	msl bound lower : 2100 msl bound upper : 2100
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zme artcc : zhu
Operator	general aviation : personal
Make Model Name	Small Aircraft
Flight Phase	descent other
Route In Use	approach : contact approach : straight in enroute : direct
Flight Plan	IFR
Person 1
Affiliation	Other
Function	flight crew : single pilot
Qualification	pilot : atp
Experience	flight time last 90 days : 40 flight time total : 20000 flight time type : 40
ASRS Report	228112
Person 2
Affiliation	government : faa
Function	controller : radar
Qualification	controller : radar
Events
Anomaly	altitude deviation : excursion from assigned altitude inflight encounter : weather non adherence : clearance non adherence : far other spatial deviation
Independent Detector	other flight crewa
Resolutory Action	other
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

On an IFR flight from hou to dyr cruising altitude 9000 ft, WX was checked from FSS in shv area and the dyr WX was given as 10000 south with that I decided to continue onto dyr. At the gilmore VOR I again checked with FSS and was told the dyr WX was 2200 overcast and approximately 8 mi visibility. I then asked the ATC controller about any icing conditions, he checked with other aircraft and controllers and there were no reports of any icing. 30 mi southwest dyr at 9000 ft I requested a descent and was cleared to 4000 ft and shortly thereafter cleared to 2300 ft to report field in sight for visual approach. Out of 3-4000 ft was cleared to 2100 ft. Descending through 3000 ft, I started picking up some ice, so I pushed down to 2100 ft expecting to be visual. Ice appeared to be building quite rapidly and I asked the controller for lower to get visual, he couldn't give lower (MVA). At this time I was approximately 5 mi from the airport (decision time). I was close to the VOR/DME runway 4 approach and the chart showed no obstructions, my decision was to push rapidly to VFR conditions. I felt that this would be much safer than taking a vector back around for an approach in these conditions. The controller was giving direction and distance to the airport and this was greatly appreciated.

Original NASA ASRS Text

Title: CFTT IN IMC CONDITIONS AFTER SMA STARTS PICKING UP INFLT ICING.

Narrative: ON AN IFR FLT FROM HOU TO DYR CRUISING ALT 9000 FT, WX WAS CHKED FROM FSS IN SHV AREA AND THE DYR WX WAS GIVEN AS 10000 S WITH THAT I DECIDED TO CONTINUE ONTO DYR. AT THE GILMORE VOR I AGAIN CHKED WITH FSS AND WAS TOLD THE DYR WX WAS 2200 OVCST AND APPROX 8 MI VISIBILITY. I THEN ASKED THE ATC CTLR ABOUT ANY ICING CONDITIONS, HE CHKED WITH OTHER ACFT AND CTLRS AND THERE WERE NO RPTS OF ANY ICING. 30 MI SW DYR AT 9000 FT I REQUESTED A DSCNT AND WAS CLRED TO 4000 FT AND SHORTLY THEREAFTER CLRED TO 2300 FT TO RPT FIELD IN SIGHT FOR VISUAL APCH. OUT OF 3-4000 FT WAS CLRED TO 2100 FT. DSNDING THROUGH 3000 FT, I STARTED PICKING UP SOME ICE, SO I PUSHED DOWN TO 2100 FT EXPECTING TO BE VISUAL. ICE APPEARED TO BE BUILDING QUITE RAPIDLY AND I ASKED THE CTLR FOR LOWER TO GET VISUAL, HE COULDN'T GIVE LOWER (MVA). AT THIS TIME I WAS APPROX 5 MI FROM THE ARPT (DECISION TIME). I WAS CLOSE TO THE VOR/DME RWY 4 APCH AND THE CHART SHOWED NO OBSTRUCTIONS, MY DECISION WAS TO PUSH RAPIDLY TO VFR CONDITIONS. I FELT THAT THIS WOULD BE MUCH SAFER THAN TAKING A VECTOR BACK AROUND FOR AN APCH IN THESE CONDITIONS. THE CTLR WAS GIVING DIRECTION AND DISTANCE TO THE ARPT AND THIS WAS GREATLY APPRECIATED.

Data retrieved from NASA's ASRS site as of July 2007 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.