Narrative:

At approximately XA30, myself and 2 students departed bvi south to gso. After being cleared to 5000 ft MSL, the aircraft was picking up trace ice on the outside air temperature gauge and later on the leading edge of the wings. I informed ATC numerous times that I would like to go to my filed altitude of 9000 ft MSL. I was denied all of my requests. After approximately 15 mins, I was cleared to 9000 ft MSL. Once I initiated my climb and the engine started to pick up carburetor ice, the carburetor heat was put on, and the engine ran normally. Because of the decreased performance of the engine from the carburetor heat, we could not maintain a positive rate of climb. We were level at 8500 ft MSL, 170 ft from being on top. The control agency (pit departure 124.75) told me that I was not climbing. I responded that I could not climb due to ice and would like to declare an emergency and descend out of the clouds. I was cleared to descend and was given a vector back to bvi. I was asked from pit if I was still in an emergency state. I replied negative and landed without incident at bvi. The icing was unforecast. Myself and other instructors received numerous WX briefings. Another warrior flown by the same FBO made it through to 9000 ft before I attempted my climb from 5000 ft MSL. The aircraft reported trace ice, and was not delayed at 5000 ft MSL like myself. Callback conversation with reporter revealed the following information: reporter stated that he had received notice from the FAA that he may be in violation of the FARS by going into forecast icing conditions. He further stated that he had learned a lot about not going beyond the capability of the aircraft ability and performance. He also learned to ask ATC for help at once when unexpected problems arise in flight.

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Original NASA ASRS Text

Title: INSTRUCTOR PLT, WITH 2 TRAINEES, IN A PA28 PICKED UP CARB AND WING ICE AT AN INTERMEDIATE CLB ALT AT THE START OF AN IFR FLT. THEY DECLARED AN EMER AND A RETURN TO LAND SINCE THE ACFT COULD NOT CLB TO ASSIGNED CRUISE ALT.

Narrative: AT APPROX XA30, MYSELF AND 2 STUDENTS DEPARTED BVI S TO GSO. AFTER BEING CLRED TO 5000 FT MSL, THE ACFT WAS PICKING UP TRACE ICE ON THE OUTSIDE AIR TEMP GAUGE AND LATER ON THE LEADING EDGE OF THE WINGS. I INFORMED ATC NUMEROUS TIMES THAT I WOULD LIKE TO GO TO MY FILED ALT OF 9000 FT MSL. I WAS DENIED ALL OF MY REQUESTS. AFTER APPROX 15 MINS, I WAS CLRED TO 9000 FT MSL. ONCE I INITIATED MY CLB AND THE ENG STARTED TO PICK UP CARB ICE, THE CARB HEAT WAS PUT ON, AND THE ENG RAN NORMALLY. BECAUSE OF THE DECREASED PERFORMANCE OF THE ENG FROM THE CARB HEAT, WE COULD NOT MAINTAIN A POSITIVE RATE OF CLB. WE WERE LEVEL AT 8500 FT MSL, 170 FT FROM BEING ON TOP. THE CTL AGENCY (PIT DEP 124.75) TOLD ME THAT I WAS NOT CLBING. I RESPONDED THAT I COULD NOT CLB DUE TO ICE AND WOULD LIKE TO DECLARE AN EMER AND DSND OUT OF THE CLOUDS. I WAS CLRED TO DSND AND WAS GIVEN A VECTOR BACK TO BVI. I WAS ASKED FROM PIT IF I WAS STILL IN AN EMER STATE. I REPLIED NEGATIVE AND LANDED WITHOUT INCIDENT AT BVI. THE ICING WAS UNFORECAST. MYSELF AND OTHER INSTRUCTORS RECEIVED NUMEROUS WX BRIEFINGS. ANOTHER WARRIOR FLOWN BY THE SAME FBO MADE IT THROUGH TO 9000 FT BEFORE I ATTEMPTED MY CLB FROM 5000 FT MSL. THE ACFT RPTED TRACE ICE, AND WAS NOT DELAYED AT 5000 FT MSL LIKE MYSELF. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATED THAT HE HAD RECEIVED NOTICE FROM THE FAA THAT HE MAY BE IN VIOLATION OF THE FARS BY GOING INTO FORECAST ICING CONDITIONS. HE FURTHER STATED THAT HE HAD LEARNED A LOT ABOUT NOT GOING BEYOND THE CAPABILITY OF THE ACFT ABILITY AND PERFORMANCE. HE ALSO LEARNED TO ASK ATC FOR HELP AT ONCE WHEN UNEXPECTED PROBS ARISE IN FLT.

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.