Narrative:

My brother; who is not a pilot; was my only passenger that day. Just before heading to the airport; I used my laptop to check the local sky conditions for the little rock area; and also phoned the automatic weather observation (ASOS) at nearby adam's field (lit). Just as I drove into the airport; I phoned ASOS again. The information from both sources indicated VFR (2;200 ft ceiling and 6 miles visibility). While preflighting the aircraft (piper cherokee 180); the sky conditions seemed to be improving by the minute. We departed [mid morning] with the intentions of heading to lake maumelle; and from there; subsequently; decide where and what direction we wanted to continue (not intending to stray too far from the local area). After flying near lake maumelle; we wound up heading in a southwesterly direction. After several minutes; we flew over a ridge and noticed that the ceiling was lower on the other side. At this time I believe I had transitioned from class east to class G airspace. I suddenly realized that a strong tail wind had been pushing us along about 20 KTS faster than normal thus causing me to be further out of the local area than I intended. A few short minutes later it became obvious that the ceiling was dropping at an alarming pace. I descended accordingly to keep clear of clouds and found myself at about 1;200 ft MSL (700 ft AGL). At that time; I decided to reverse course and head back to the airport. As I started my turn; I noticed a thin layer of fog was forming about 100 ft below me. After establishing my heading back toward the airport; the ceiling was continuing to drop rapidly; and a fine mist was forming on the windshield that was obscuring my vision straight ahead. Then my hand held GPS flashed an 'obstacle ahead' warning. My vision ahead was so obscured that we were not able to locate the obstacle (tower) and safely proceed over the rising terrain. So we begin to circle about 600 ft AGL just below the ceiling in somewhat of a valley. I then tried departing the area in other directions; but was unable due to other obstacle warnings popping up in every direction I attempted. I could see the ground below at all times; but was too low to cross over the rising terrain. I then made the decision to contact little rock approach. The controller answered immediately and I declared an emergency and quickly explained the situation. He gave me a squawk code; but I believe I was too low to show up on his radar screen. We also lost communication from time to time. I was then contacted by another pilot just a few miles away and at a higher altitude. He was able to relay communication from me to the controller and vise versa.just when I began to think that I was ultimately going to have to land on a two lane road below; I attempted one more direction to the south hoping to find interstate 30. I knew I could overfly the interstate safely at a lower altitude back to little rock. Thankfully; I didn't get any obstacle warning and a couple of minutes later I spotted the interstate below. As I flew over I-30 back toward little rock; the condition improved by the minute. Soon I spotted an airport and landed safely. I gave myself about 45 minutes to collect myself and reflect on the stressful ordeal we had just been through. I then took of for the short hop back to my initial airport. In retrospect; I owe a great deal of gratitude to the little rock approach controller who answered my call right away and went to great lengths to provide helpful information and assistance; as well as great comfort to me throughout the immensely stressful ordeal. I am also grateful for the 'good samaritan' pilot who chose to get involved and provide assistance with relaying communication between the controller and I. Words cannot adequately express my deepest thanks and appreciation for all the help I received that day. In conclusion I have learned that even though I didn't intend to leave the local (lit) area I should've checked conditions further away; such as hot springs (hot) to see the conditions there. Had I done so I would've known not to head that direction as we did. Also; I was so amazed at the rapid rate the ceiling dropped and the fog begin to form that I intend to purchase and study as much info I can to learn more about weather and weather phenomena.

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Original NASA ASRS Text

Title: PA28 pilot reports departing on a local pleasure flight after checking local weather only. Winds aloft push the reporter beyond the local area where lowering ceilings and reduced visibilities due to light rain are encountered. A hand held GPS with GPWS is used to avoid obstacles until Approach Control is contacted for assistance.

Narrative: My brother; who is not a pilot; was my only passenger that day. Just before heading to the airport; I used my laptop to check the local sky conditions for the Little Rock area; and also phoned the automatic weather observation (ASOS) at nearby Adam's Field (LIT). Just as I drove into the airport; I phoned ASOS again. The information from both sources indicated VFR (2;200 FT ceiling and 6 miles visibility). While preflighting the aircraft (Piper Cherokee 180); the sky conditions seemed to be improving by the minute. We departed [mid morning] with the intentions of heading to Lake Maumelle; and from there; subsequently; decide where and what direction we wanted to continue (not intending to stray too far from the local area). After flying near Lake Maumelle; we wound up heading in a southwesterly direction. After several minutes; we flew over a ridge and noticed that the ceiling was lower on the other side. At this time I believe I had transitioned from Class E to Class G airspace. I suddenly realized that a strong tail wind had been pushing us along about 20 KTS faster than normal thus causing me to be further out of the local area than I intended. A few short minutes later it became obvious that the ceiling was dropping at an alarming pace. I descended accordingly to keep clear of clouds and found myself at about 1;200 FT MSL (700 FT AGL). At that time; I decided to reverse course and head back to the airport. As I started my turn; I noticed a thin layer of fog was forming about 100 FT below me. After establishing my heading back toward the airport; the ceiling was continuing to drop rapidly; and a fine mist was forming on the windshield that was obscuring my vision straight ahead. Then my hand held GPS flashed an 'obstacle ahead' warning. My vision ahead was so obscured that we were not able to locate the obstacle (tower) and safely proceed over the rising terrain. So we begin to circle about 600 FT AGL just below the ceiling in somewhat of a valley. I then tried departing the area in other directions; but was unable due to other obstacle warnings popping up in every direction I attempted. I could see the ground below at all times; but was too low to cross over the rising terrain. I then made the decision to contact Little Rock Approach. The Controller answered immediately and I declared an emergency and quickly explained the situation. He gave me a squawk code; but I believe I was too low to show up on his radar screen. We also lost communication from time to time. I was then contacted by another pilot just a few miles away and at a higher altitude. He was able to relay communication from me to the Controller and vise versa.Just when I began to think that I was ultimately going to have to land on a two lane road below; I attempted one more direction to the South Hoping to find Interstate 30. I knew I could overfly the interstate safely at a lower altitude back to Little Rock. Thankfully; I didn't get any obstacle warning and a couple of minutes later I spotted the interstate below. As I flew over I-30 back toward Little Rock; the condition improved by the minute. Soon I spotted an airport and landed safely. I gave myself about 45 minutes to collect myself and reflect on the stressful ordeal we had just been through. I then took of for the short hop back to my initial airport. In retrospect; I owe a great deal of gratitude to the Little Rock Approach Controller who answered my call right away and went to great lengths to provide helpful information and assistance; as well as great comfort to me throughout the immensely stressful ordeal. I am also grateful for the 'Good Samaritan' pilot who chose to get involved and provide assistance with relaying communication between the Controller and I. Words cannot adequately express my deepest thanks and appreciation for all the help I received that day. In conclusion I have learned that even though I didn't intend to leave the local (LIT) area I should've checked conditions further away; such as Hot Springs (HOT) to see the conditions there. Had I done so I would've known not to head that direction as we did. Also; I was so amazed at the rapid rate the ceiling dropped and the fog begin to form that I intend to purchase and study as much info I can to learn more about weather and weather phenomena.

Data retrieved from NASA's ASRS site as of July 2013 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.