Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Flight Crew Private; Flight Crew Multiengine; Flight Crew Instrument
Flight Crew Last 90 Days 45; Flight Crew Total 1117; Flight Crew Type 998
Situational Awareness
Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter VFR In IMC; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Human Factors; Weather
Pre-flight planning with ForeFlight didn't show icing conditions where I encountered them in flight. The ZZZ1 live weather cams looked promising too. I should've used multiple resources instead of just ForeFlight. Years of multiple flights on this route gave me a false sense security. I was aware of a small storm moving in. I pushed my limits; trying to arrive before the storm while taking advantage of tail winds.These are all examples of what lead up to my problem. I encountered MVFR conditions over the mountains approximately 40 miles southwest of ZZZ2 at approximately 14;500 ft. I noticed light rime icing; air temp -20c. I climbed and notified ATC I would return to ZZZ due to weather. This was a safe decision. While Heading back at 17;500 ft.; it appeared I could make it safely over the top of the weather. I planned to overfly ZZZ2 and look for a safe opening in the weather. I had done this many times before and was still feeling complacent and confident. I informed ATC of my plans to turn around. This was NOT a safe or intelligent decision and caused my problem. I should have acknowledged my original weather concerns and continued back home. While close to ZZZ2 clouds built up vertically rapidly. I started icing up and informed ATC of my situation and needed to climb to FL 18;500 ft. I was at my service ceiling; with few options. Despite pitot heat and MVFR; my pitot tube froze up. I lost all primary instruments; switched to secondary steam gauges; also my O2 tank malfunctioned. This all happened in a matter of minutes. Lack of practice on partial instrument panel failures did not help my situation. I informed ATC I was unable to copy IFR clearances at this time.Maneuvering around building IMC icing conditions; on steam gauges; at my service ceiling; without O2; and now fighting headwinds was very challenging. Flying the plane had to be my sole focus and ATC understood. ATC made me a priority aircraft for me due to my unwillingness to copy my IFR clearance. As I headed southwest my instruments came back online and the weather improved. I subsequently picked up an IFR clearance. I requested lower; plus cancellation of IFR from ZZZ Center. ZZZ Center asked if I was still in distress. I assured ATC everything was fine now. I was no longer considered an aircraft in a priority handling situation. As a preventative safety measure; planes without deicing equipment should not fly near icing conditions even in VMC. Traditional VFR cloud separation rules; while legal are not always safe; especially when potentially hazardous conditions exist. A good preventative measure would have been not to fly at all that day.
GA pilot reported inadvertent VFR flight into IMC that resulted in an airspace incursion.