RV-10
Flight Crew Instrument; Flight Crew Private
Flight Crew Last 90 Days 43; Flight Crew Total 1076; Flight Crew Type 81
Situational Awareness; Time Pressure
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter VFR In IMC
Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Aircraft; Human Factors; Weather; Procedure
Was flying to ZZZ from ZZZ1 for aerial sightseeing trip in newly built (72 hrs) RV-10. Have always wanted to fly over the Canyon. Approximately 75% of the way there; conditions began to slowly deteriorate. Reported ceilings at destination were fine; and from nearest weather reporting airport (ZZZ2). But no weather reported in between on my route. Clouds kept getting lower and terrain kept rising. About 40 miles from ZZZ; I should have turned back to ZZZ2 and landed. But; I was under the clouds and could see the ground just fine. Conditions kept getting worse; then better; then worse then better. I pressed on. At one point; I found myself getting too close to ground (about 1;000 ft AGL) when the clouds 'engulfed me'. I was now in IMC. I should have turned around; but decided that I could see some sunlight peeking through and decided to climb up to get on top of clouds and out of possible rising terrain. At 10;300 [ft.] I still was in IMC conditions. Decided then to get an air-born clearance for IFR into ZZZ. I contacted ZZZ3 Center; and proceeded to get clearance for RNAV [Runway] XX into ZZZ. I was being vectored for entry into approach when auto pilot suddenly disengaged; I lost airspeed indication and my AOA stall warning buzzer was going off! When I informed controller of the situation that just erupted; he [provided assistance] to help get me down. It was VERY unsettling! It took a good 4 minutes to realize that these things were happening due to a frozen pitot tube! I live in [the] south and NEVER have to worry about freezing temps. In the current situation; I didn't' realize outside temps had fallen to 27 degrees. When I finally realized what happened; I turned on pitot heat; and airspeed indication was restored within 10 seconds. I was then vectored for a visual approach and landed safely at ZZZ.What led to situation? Bad decision making. I should have turned around before getting into full bore IMC. I think my instrument rating gave me TOO MUCH confidence. Entering IMC unexpectedly; put me behind the airplane and my situational awareness deteriorated to near zero! I also found myself overwhelmed when alarms went off and auto pilot kicked off and in trying to figure out why; I failed to 'aviate' the airplane. At one point I realized I was in a steep left turn (about 45 degrees) which could have led to more problems. Once I saw this; I did correct; but it could have ended in a loss of control quickly!Another lesson is to WATCH the temps! A frozen pitot might not have become my only problem. I realize now I was also at risk for ice on wings. Another dangerous situation. Many lessons learned; but main one is to not push limits in unfamiliar terrain. I should have turned around and avoided the layering of consequences that followed from that one bad decision.
Pilot reported loss of situational awareness and entering an unusual attitude after inadvertently entering unforecast IMC conditions and icing.