Narrative:

I departed las; VFR; with a final destination of mkc. The cessna 172N contained full fuel; 40 gallons usable and one passenger. The planned route was las to pgs VOR to E80 where the first fuel stop was planned. The calculated time enroute was 2 hours 45. We initially climbed to 11;500 MSL and later continued to 13;500 to fly over the scattered clouds and maintain VFR. Approximately 1 hour into the flight I realized continuing on to my destination VFR was not possible as the cloud tops were building faster than expected and the clouds were broken to overcast. Initially a 180 degree turn to the west was proposed; but the cloud tops looked to be building above my current altitude. The clouds below and to the north were now broken and a VFR descent was possible. High clouds appeared to block my route to my planned alternate. I decided to descend below the clouds; and possibly land at gcn or airports to the west as visual contact had been made earlier during the flight. Upon descending below the cloud layer; continuing VFR was not possible. I requested landing at gcn with an instrument approach and was advised that the ILS approach had a greater than 25 knot tail wind and sky conditions were 200 overcast. I then declared an emergency; climbed to the IFR MDA of 9;000 since I expected severe icing; and requested vectors for the ILS approach into gcn. At 8;000 MSL and entering IMC the ice accumulation was rapid. The localizer 03 approach was flown and a missed approach was made. Upon climb out the missed approach procedure could not be flown due to degraded aircraft performance. I was able to make visual ground contact and turned back toward the airport while staying clear of clouds. I located the airport visually and landed without further incident. Looking back; I should have never made the decision to descend since I was in VMC; maintaining VFR. Instead I should have consulted with ATC/FSS and made a more informed decision with updated weather. Once I realized that that continuing on VFR was not possible I could have also opened an IFR flight plan to continue on to my destination or diverted south to flagstaff/phoenix where weather was predicted to be better. I did not want to fly into IMC since I suspected icing in the clouds.a contributing factor to my quick decision to descend was my passenger began experiencing symptoms of severe motion sickness and I may have rushed my decision to land at the closest field.

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Original NASA ASRS Text

Title: An inexperienced Private pilot with one passenger aboard the C-172 found himself unable to continue his cross country flight VFR and diverted to fly an ILS to a nearby airport where tail winds and low clouds forced a go around during which he was unable to climb due to ice accumulation. Fortuitously; he broke out of the clouds and was able to make a scud run return to the airport where he and his sick passenger landed safely.

Narrative: I departed LAS; VFR; with a final destination of MKC. The Cessna 172N contained full fuel; 40 gallons usable and one passenger. The planned route was LAS to PGS VOR to E80 where the first fuel stop was planned. The calculated time enroute was 2 hours 45. We initially climbed to 11;500 MSL and later continued to 13;500 to fly over the scattered clouds and maintain VFR. Approximately 1 hour into the flight I realized continuing on to my destination VFR was not possible as the cloud tops were building faster than expected and the clouds were broken to overcast. Initially a 180 degree turn to the west was proposed; but the cloud tops looked to be building above my current altitude. The clouds below and to the north were now broken and a VFR descent was possible. High clouds appeared to block my route to my planned alternate. I decided to descend below the clouds; and possibly land at GCN or airports to the west as visual contact had been made earlier during the flight. Upon descending below the cloud layer; continuing VFR was not possible. I requested landing at GCN with an instrument approach and was advised that the ILS approach had a greater than 25 knot tail wind and sky conditions were 200 overcast. I then declared an emergency; climbed to the IFR MDA of 9;000 since I expected severe icing; and requested vectors for the ILS approach into GCN. At 8;000 MSL and entering IMC the ice accumulation was rapid. The LOC 03 approach was flown and a missed approach was made. Upon climb out the missed approach procedure could not be flown due to degraded aircraft performance. I was able to make visual ground contact and turned back toward the airport while staying clear of clouds. I located the airport visually and landed without further incident. Looking back; I should have never made the decision to descend since I was in VMC; maintaining VFR. Instead I should have consulted with ATC/FSS and made a more informed decision with updated weather. Once I realized that that continuing on VFR was not possible I could have also opened an IFR flight plan to continue on to my destination or diverted south to Flagstaff/Phoenix where weather was predicted to be better. I did not want to fly into IMC since I suspected icing in the clouds.A contributing factor to my quick decision to descend was my passenger began experiencing symptoms of severe motion sickness and I may have rushed my decision to land at the closest field.

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.