Skyhawk 172/Cutlass 172
Air Traffic Control Fully Certified
Situational Awareness
ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter VFR In IMC
Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification; General Declared Emergency
ATC Equipment / Nav Facility / Buildings; Weather; Procedure
I was working combined sectors. There was a lot of weather in the airspace; particularly low altitude IMC conditions. I had a LJ35 going to an airport without a functioning instrument approach that I was having to vector. I had a VFR at 6500 who was trying to get an IFR clearance; another that was at 6500 that I lost radar on; and an IFR clearance request through FSS. I took a handoff on [C172]; VFR at 10000; level. Shortly after she checked in; she said she was in IMC conditions and was looking for help. I didn't have anyone in that area and told her that I didn't know what the conditions were in that area. I asked her if she was qualified and capable of IFR flight; she said yes. I gave her an IFR clearance at 11000 (the altitude she was level at the time) and present heading because she was tracking on about a 100 heading or so. She acknowledged the clearance. I saw her start to track more to the SE; which made me wonder what she was doing; although I assumed it was because she was in a turn that I missed due to the slow radar update. Shortly after that she said she was in the middle of a storm and needed help. I had absolutely no NEXRAD depiction on the scope; at least not in that area. I asked her if she could climb to 12000; which she said yes to. I had an IFR aircraft right above her at 13000 going east who I got a PIREP from. He said it was basically VMC at 13000; and that he was between layers; and that it was better back behind him. I told the C172 about the traffic. She said she couldn't make 13000. I gave her additional vectors back to the west based on the information of the weather being better. I saw she was having trouble making 12000; so I gave her a block 11000 to 12000. Subsequently she started accumulating ice and I did everything I could think of to get her to lower MEA areas. I suggested she go back [east] instead of trying to head [west]; which she accepted. I gave her the VOR frequency and TACAN channel for ZZZ VORTAC (she didn't have GPS). I gave her a new short range clearance and gave her the current weather observation. I gave her a descent to 8000; but she was still picking up ice. I then lost her on radar; but had her report level at 8000 and reset her transponder; assuming her workload could support it. She rest the transponder; but she showed 300-400 feet low.... I gave her a 210 heading; gave her a descent to 6000; and turned her more westerly to get her lined up with final at ZZZ. Just below 7000 she said she was in VMC. I asked her if the ice was flaking off the wings; she said yes. I told the FLM [of the assistance I gave] for her (after the first couple of problems); but that I never really told her because I didn't want her freaking out. She was already scared enough. As to the actual issue with the emergency and icing; there isn't much I can do to provide a recommendation on that. However; the storm she reported being inside showed up on NEXRAD about 15 minutes after she ended up inside it. Without more real time updates in NEXRAD; this kind of thing will continue to happen. I can't guide aircraft to miss weather that isn't going to show up on the scope until 15 minutes after it shows up in the sky.
Center Controller assisted a C172 pilot by providing vectors and altitude changes to get the aircraft out of IMC and icing and eventually to an alternate airport. Controller noted that his NEXRAD data lagged real time storm data by 15 minutes.