Cirrus Aircraft Undifferentiated
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 7.5
Situational Awareness
ATC Issue All Types; Aircraft Equipment Problem Less Severe; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Weather
While conducting training on combined sectors RA14 and RA54; Aircraft X began to experience radio problems and reported mod icing at FL270. The aircraft requested immediate descent and priority handling. The R-side [advised] for the aircraft and soon after; issued a descent to FL240 for Aircraft X. Aircraft Y was 3.37 miles and increasing to the west at FL260 when the descent was issued. Aircraft X began the descent when the aircraft where 5.5 miles separated. When [advising]; M25 in ZME had track control of Aircraft X. Verbal coordination was completed concerning the [event] and descent for Aircraft X. Additional coordination was completed after the R-side changed the destination to a nearby airport; CGI. We also completed coordination with M05 after Aircraft X was cleared to CGI and issued further descent to 050. Aircraft X chose to continue on their current heading rather than turn towards CGI and reported an improvement in frequency and icing conditions. Aircraft X's communication was transferred to M05.No recommendation. Observed the situation handled in an appropriate and professional manner.
I was working the R-side at sectors 14/54. Aircraft X was in level flight at FL270. He reported light to moderate icing. Aircraft Y was in level flight also and was at FL260. Aircraft Y was deviating to the left around weather. I called traffic shortly after Aircraft X reported the icing. I then asked Aircraft X if he was getting out of the icing and he responded with standby we are getting a fault warning. I rogered him. He then said that he needed an immediate descent out of icing that his deicing equipment was overheating and failing. At this time he was right over Aircraft Y. I [advised] for Aircraft X so that I could descend him. When I knew the two aircraft would not hit; I descended Aircraft X to FL240. When I gave the clearance there was only 3.5 miles between them; but when he actually started to descend; there was more than 5 miles; so separation was never lost. When I gave the descent clearance; Sector M25 had track control. The D-side sitting with me immediately called them and said that Aircraft X was in icing and was a [priority]. He requested Aircraft X descending to FL240. At this time; I was still trying to see what Aircraft X needed and asked him if he needed to land. He said yes and I suggested CGI and told him that is was at his 11 o'clock and 30 miles. He said that sounded good. I then told him to fly a 090 heading and to descend to five thousand. The D-side heard this and called M05 he told them that Aircraft X needed to land. He also requested Aircraft X descending to five thousand and landing at CGI. While the D-side was coordinating this; Aircraft X said he was unable to turn to a 090 heading. I said that was fine and told him to do whatever he needs to and asked if he needed a different airport to land. He said he was looking for VFR conditions. The D-side heard this and called M05 and asked them if they had and airports that were VFR. They said yes but to put Aircraft X on them and they will help get him to VFR conditions in their airspace. I then asked Aircraft X if his radios were doing any better. He said yes and that big chunks of ice were falling off of the aircraft. I then asked Aircraft X if he would be able to take a frequency change. He said yes his radios were doing much better. I then switched Aircraft X. He took it and they were able to get him into VFR conditions. Nothing needs to be changed.
ZKC Center controllers reported an aircraft had icing problems; and what ensued to get the aircraft into VFR conditions.