Narrative:

Flight was to depart gld and go to hys then sln and ict. Multiple WX briefings were obtained for several hours prior to flight due to WX conditions. Although flight plans were filed for entire route, flight was going to terminate at hys due to forecast WX along route east of hys. Several pilot reports were received indicating WX was not as bad as forecast and there were no problems with icing. Tops were low along entire route and it would be possible to stay on top except for takeoff and landing. Enough fuel was on board to reach good VFR with about 2 hours reserve. Several aircraft had taken off and landed prior to departure, none made pilot reports of any icing. Last conditions reported at hys prior to departure I believe was ceiling 500 ft with visibility of 10 mi, both well above lowest minimums at hys. During departure from gld no ice was encountered, tops were low, exactly where they were reported to be by a pilot who few into gld several hours earlier. In order to obtain latest WX at hys the AWOS was monitored as soon as aircraft was at altitude. Both ceiling and visibility were below last reported by FSS but still above minimums. ZKC was monitored while en route to listen for departing and landing aircraft (at the time I was talking to den center). No adverse WX was reported. About 15 mins prior to landing an light transport aircraft took off from hys, no ice was reported. This was a good indication that WX that was forecast was not occurring. I was cleared to 4000 ft which would put me into the clouds and possible icing. An altitude of 5000 ft was requested so I could stay out of the clouds until the last min. About halfway through the arc a descent was made to 4000 ft, there was no icing at 4000 ft. When established on the final approach course a rapid descent to 3000 ft as published on the approach was made, no ice was encountered. At 4 DME a descent to minimums of 2340 ft can be made. Aircraft reached 3000 ft at 4 DME so the descent was continued and a final check for ice was made. At this point ice started to rapidly form on the wings and windshield. Since the ceiling had suddenly dropped while flying the approach, it was doubtful if a landing could be made. I elected to immediately make a missed approach and get out of the ice. Aircraft did not immediately start to climb, at 20 mph above vy a stall buffet was felt and the aircraft instantly stalled. Immediately a stall recovery was made and climb was made at a speed that gave maximum rate. I called center and declared a missed approach, they advised another aircraft was above me so I would have to stay at 4000 ft. This altitude would leave me in the clouds and risk picking up more ice. I then declared an emergency since aircraft was becoming uncontrollable and climb rate was decreasing rapidly. Aircraft would climb several hundred ft then descend several hundred ft. This happened several times, maximum altitude reached was 3600 ft, then the aircraft would not climb at all. Heading was varying left zero degrees, right 60 degrees or more. And aircraft ended up on an easterly heading. This heading took the aircraft out of the bad ice but it was still building. The heading also put the aircraft parallel to an interstate highway and towards russell airport. Prior to starting approach to hys WX was checked at rsl, sln and ict. No freezing precipitation was reported, ceiling was near minimums and visibility was above minimums at rsl. Terrain going west rises rapidly, to the east it lowers. As I flew east OAT also slowly rose. Aircraft would not climb at any airspeed so a speed that produced the minimum sink was selected. A heading that would put the aircraft on a course toward rsl was maintained as much as possible. Several times the aircraft started to loose some ice and would stop descending or climb slightly. As ice built up aircraft would start descending again. Finally most or all ice on the left wing came off but it did not come off the right wing. Aircraft rolled violently right and became uncontrollable. Maintaining a heading that would keep aircraft on course was impossible to maintain and aircraft drifted south of course. Aircraft was south of course and 100 to 150 ft below minimums when rsl airport was passed. No lights from city were seen, airport lights and beacon were not seen even though they were turned on with pilot controled light system. Interstate was never seen. Aircraft broke out of overcast 100 to 200 ft AGL. Due to low altitude and lack of control a turn back toward rsl was unsafe to make. An off airport landing was made full power, gear up at minimum sink just above stall speed.

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Original NASA ASRS Text

Title: ATX SMT ACFT ICED UP AND BECAME UNCONTROLLABLE DURING APCH TO LNDG RESULTING IN AN EMER OFF ARPT LNDG.

Narrative: FLT WAS TO DEPART GLD AND GO TO HYS THEN SLN AND ICT. MULTIPLE WX BRIEFINGS WERE OBTAINED FOR SEVERAL HRS PRIOR TO FLT DUE TO WX CONDITIONS. ALTHOUGH FLT PLANS WERE FILED FOR ENTIRE RTE, FLT WAS GOING TO TERMINATE AT HYS DUE TO FORECAST WX ALONG RTE E OF HYS. SEVERAL PLT RPTS WERE RECEIVED INDICATING WX WAS NOT AS BAD AS FORECAST AND THERE WERE NO PROBS WITH ICING. TOPS WERE LOW ALONG ENTIRE RTE AND IT WOULD BE POSSIBLE TO STAY ON TOP EXCEPT FOR TKOF AND LNDG. ENOUGH FUEL WAS ON BOARD TO REACH GOOD VFR WITH ABOUT 2 HRS RESERVE. SEVERAL ACFT HAD TAKEN OFF AND LANDED PRIOR TO DEP, NONE MADE PLT RPTS OF ANY ICING. LAST CONDITIONS RPTED AT HYS PRIOR TO DEP I BELIEVE WAS CEILING 500 FT WITH VISIBILITY OF 10 MI, BOTH WELL ABOVE LOWEST MINIMUMS AT HYS. DURING DEP FROM GLD NO ICE WAS ENCOUNTERED, TOPS WERE LOW, EXACTLY WHERE THEY WERE RPTED TO BE BY A PLT WHO FEW INTO GLD SEVERAL HRS EARLIER. IN ORDER TO OBTAIN LATEST WX AT HYS THE AWOS WAS MONITORED AS SOON AS ACFT WAS AT ALT. BOTH CEILING AND VISIBILITY WERE BELOW LAST RPTED BY FSS BUT STILL ABOVE MINIMUMS. ZKC WAS MONITORED WHILE ENRTE TO LISTEN FOR DEPARTING AND LNDG ACFT (AT THE TIME I WAS TALKING TO DEN CTR). NO ADVERSE WX WAS RPTED. ABOUT 15 MINS PRIOR TO LNDG AN LTT ACFT TOOK OFF FROM HYS, NO ICE WAS RPTED. THIS WAS A GOOD INDICATION THAT WX THAT WAS FORECAST WAS NOT OCCURRING. I WAS CLRED TO 4000 FT WHICH WOULD PUT ME INTO THE CLOUDS AND POSSIBLE ICING. AN ALT OF 5000 FT WAS REQUESTED SO I COULD STAY OUT OF THE CLOUDS UNTIL THE LAST MIN. ABOUT HALFWAY THROUGH THE ARC A DSCNT WAS MADE TO 4000 FT, THERE WAS NO ICING AT 4000 FT. WHEN ESTABLISHED ON THE FINAL APCH COURSE A RAPID DSCNT TO 3000 FT AS PUBLISHED ON THE APCH WAS MADE, NO ICE WAS ENCOUNTERED. AT 4 DME A DSCNT TO MINIMUMS OF 2340 FT CAN BE MADE. ACFT REACHED 3000 FT AT 4 DME SO THE DSCNT WAS CONTINUED AND A FINAL CHK FOR ICE WAS MADE. AT THIS POINT ICE STARTED TO RAPIDLY FORM ON THE WINGS AND WINDSHIELD. SINCE THE CEILING HAD SUDDENLY DROPPED WHILE FLYING THE APCH, IT WAS DOUBTFUL IF A LNDG COULD BE MADE. I ELECTED TO IMMEDIATELY MAKE A MISSED APCH AND GET OUT OF THE ICE. ACFT DID NOT IMMEDIATELY START TO CLB, AT 20 MPH ABOVE VY A STALL BUFFET WAS FELT AND THE ACFT INSTANTLY STALLED. IMMEDIATELY A STALL RECOVERY WAS MADE AND CLB WAS MADE AT A SPD THAT GAVE MAX RATE. I CALLED CTR AND DECLARED A MISSED APCH, THEY ADVISED ANOTHER ACFT WAS ABOVE ME SO I WOULD HAVE TO STAY AT 4000 FT. THIS ALT WOULD LEAVE ME IN THE CLOUDS AND RISK PICKING UP MORE ICE. I THEN DECLARED AN EMER SINCE ACFT WAS BECOMING UNCONTROLLABLE AND CLB RATE WAS DECREASING RAPIDLY. ACFT WOULD CLB SEVERAL HUNDRED FT THEN DSND SEVERAL HUNDRED FT. THIS HAPPENED SEVERAL TIMES, MAX ALT REACHED WAS 3600 FT, THEN THE ACFT WOULD NOT CLB AT ALL. HDG WAS VARYING L ZERO DEGS, R 60 DEGS OR MORE. AND ACFT ENDED UP ON AN EASTERLY HDG. THIS HDG TOOK THE ACFT OUT OF THE BAD ICE BUT IT WAS STILL BUILDING. THE HDG ALSO PUT THE ACFT PARALLEL TO AN INTERSTATE HIGHWAY AND TOWARDS RUSSELL ARPT. PRIOR TO STARTING APCH TO HYS WX WAS CHKED AT RSL, SLN AND ICT. NO FREEZING PRECIP WAS RPTED, CEILING WAS NEAR MINIMUMS AND VISIBILITY WAS ABOVE MINIMUMS AT RSL. TERRAIN GOING W RISES RAPIDLY, TO THE E IT LOWERS. AS I FLEW E OAT ALSO SLOWLY ROSE. ACFT WOULD NOT CLB AT ANY AIRSPD SO A SPD THAT PRODUCED THE MINIMUM SINK WAS SELECTED. A HDG THAT WOULD PUT THE ACFT ON A COURSE TOWARD RSL WAS MAINTAINED AS MUCH AS POSSIBLE. SEVERAL TIMES THE ACFT STARTED TO LOOSE SOME ICE AND WOULD STOP DSNDING OR CLB SLIGHTLY. AS ICE BUILT UP ACFT WOULD START DSNDING AGAIN. FINALLY MOST OR ALL ICE ON THE L WING CAME OFF BUT IT DID NOT COME OFF THE R WING. ACFT ROLLED VIOLENTLY R AND BECAME UNCONTROLLABLE. MAINTAINING A HDG THAT WOULD KEEP ACFT ON COURSE WAS IMPOSSIBLE TO MAINTAIN AND ACFT DRIFTED S OF COURSE. ACFT WAS S OF COURSE AND 100 TO 150 FT BELOW MINIMUMS WHEN RSL ARPT WAS PASSED. NO LIGHTS FROM CITY WERE SEEN, ARPT LIGHTS AND BEACON WERE NOT SEEN EVEN THOUGH THEY WERE TURNED ON WITH PLT CTLED LIGHT SYS. INTERSTATE WAS NEVER SEEN. ACFT BROKE OUT OF OVCST 100 TO 200 FT AGL. DUE TO LOW ALT AND LACK OF CTL A TURN BACK TOWARD RSL WAS UNSAFE TO MAKE. AN OFF ARPT LNDG WAS MADE FULL PWR, GEAR UP AT MINIMUM SINK JUST ABOVE STALL SPD.

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.