Narrative:

I was on a flight from wyoming to arizona. Online awc radar did not indicate precipitation problem in my course line but some MVFR airports were indicated in southwestern utah. On course at about 35 miles from price; utah (puc); I diverted westerly in an attempt to circumnavigate mountain obscuration by clouds. Near green river; utah (U34); cloud coverage lessened and I resumed navigation toward my destination. As I traveled; some isolated clusters of ground-fog/low clouds appeared below my flight path but did not concern me. As I checked instruments; maps; etc.; I flew over a solid cloud layer below me. I thought it was an isolated layer but as I progressed it forced me to gain altitude. I considered turning 180 but the cloud coverage seemed to dissipate several miles ahead on my course. However; as I neared the apparent opening it was became apparent that it was only sunlight illuminating the cloud in my path. I turned 180 and flew into zero visibility. Because of the bright appearance of the cloud I thought I could climb out of the cloud layer. However; as I gained altitude to approximately 13;000 ft my canopy became covered with ice. At this time; I contacted flight watch for ATC assistance; I don't remember if I declared an emergency. The flight watch person gave me the frequency for denver center. I contacted denver center and described my situation as a VFR pilot in IFR with icing conditions to the controller and approximate location. He gave me a transponder squawk code; which I made an error on the last digit and re-entered. While I was communicating with the controller I also descended; in attempt to lessen the aircraft icing. The controller informed me that I was below the MEA for my location and I attempted a best angle of climb at 85 KTS indicated. However; the ice affected the canard aerodynamics and it began to show early stall buffeting. I changed the climb speed to best rate of climb; 110 KTS; and the airplane gained 500 ft per minute back to 13;000 ft. The controller directed me toward the moab/canyonland VOR and allowed me to descend when the lower terrain allowed. At about 9;000 ft; the ice began to melt and depart the airplane. At 8;500 broken areas of the clouds were visible and I descended through the ceiling. I reported VFR conditions and the controller directed to squawk VFR. I thanked the controller for saving the life of a stupid pilot. The controller did not direct further contact at the end of our communication and approved a frequency change for moab. I landed the airplane at the canyonland (cny) airport. The aircraft is equipped with altimeter; vsi; compass; airspeed; digital dynon artificial horizon; terra transponder/encoder and a GPS. The controller's calm professionalism instilled confidence and allowed me to fully concentrate on my situation. He should be commended. I owe him my life.

Related reports:

Google
 

Original NASA ASRS Text

Title: Private pilot on cross country flight over Utah enters IMC inadvertently and requests assistance from Denver Center. Center provides vectors and terrain clearance until it is safe to descend into VMC.

Narrative: I was on a flight from Wyoming to Arizona. Online AWC Radar did not indicate precipitation problem in my course line but some MVFR airports were indicated in southwestern Utah. On course at about 35 miles from Price; Utah (PUC); I diverted westerly in an attempt to circumnavigate mountain obscuration by clouds. Near Green River; Utah (U34); cloud coverage lessened and I resumed navigation toward my destination. As I traveled; some isolated clusters of ground-fog/low clouds appeared below my flight path but did not concern me. As I checked instruments; maps; etc.; I flew over a solid cloud layer below me. I thought it was an isolated layer but as I progressed it forced me to gain altitude. I considered turning 180 but the cloud coverage seemed to dissipate several miles ahead on my course. However; as I neared the apparent opening it was became apparent that it was only sunlight illuminating the cloud in my path. I turned 180 and flew into zero visibility. Because of the bright appearance of the cloud I thought I could climb out of the cloud layer. However; as I gained altitude to approximately 13;000 FT my canopy became covered with ice. At this time; I contacted flight watch for ATC assistance; I don't remember if I declared an emergency. The flight watch person gave me the frequency for Denver Center. I contacted Denver Center and described my situation as a VFR pilot in IFR with icing conditions to the Controller and approximate location. He gave me a transponder squawk code; which I made an error on the last digit and re-entered. While I was communicating with the Controller I also descended; in attempt to lessen the aircraft icing. The Controller informed me that I was below the MEA for my location and I attempted a best angle of climb at 85 KTS indicated. However; the ice affected the canard aerodynamics and it began to show early stall buffeting. I changed the climb speed to best rate of climb; 110 KTS; and the airplane gained 500 FT per minute back to 13;000 FT. The Controller directed me toward the Moab/Canyonland VOR and allowed me to descend when the lower terrain allowed. At about 9;000 FT; the ice began to melt and depart the airplane. At 8;500 broken areas of the clouds were visible and I descended through the ceiling. I reported VFR conditions and the Controller directed to squawk VFR. I thanked the Controller for saving the life of a stupid pilot. The Controller did not direct further contact at the end of our communication and approved a frequency change for Moab. I landed the airplane at the Canyonland (CNY) airport. The aircraft is equipped with altimeter; VSI; compass; airspeed; digital Dynon artificial horizon; Terra transponder/encoder and a GPS. The Controller's calm professionalism instilled confidence and allowed me to fully concentrate on my situation. He should be commended. I owe him my life.

Data retrieved from NASA's ASRS site as of April 2012 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.