PA24 PLT VFR IN IMC.

Narrative

WHEN I DID MY RUNUP AND WAS READY TO GET MY CLRNC; THE WX LOOKED LIKE IT WAS IMPROVING; SO I DID NOT OPEN MY IFR FLT PLAN; BUT I FLEW VFR TO ROOSEVELT. AFTER PASSING ONE OF THE FAR RIDGES TO ROOSEVELT; I FOUND I COULD NOT MAKE IT VFR; SO I TURNED AROUND AND PROCEEDED TO PROVO. HOWEVER; I FOUND THAT IT HAD CLOSED IN ON ME. I THEN TRIED TO CLB THROUGH THE CLOUDS AND CONTACT ZLC. I COULD NOT GET ZLC; SO I CLBED THROUGH THE CLOUDS. AS SOON AS I ENTERED THE CLOUDS; THE ICE STARTED TO BUILD UP. AT THIS TIME; I STILL COULD SEE THE GND BUT NOTHING IN FRONT OF ME; SO I DID A 180 DEG TURN AND DSNDED THROUGH THE STUFF. I LOOKED AROUND FOR ANY WAY TO GET TO PROVO OR HEBER OR DUCHENE. I COULD NOT MAKE IT. THE MOUNTAINS WERE OBSCURED AND I COULD NOT GO SAFELY; SO I EXAMINED THE AREA FOR A SUITABLE LNDG SPOT AND FOUND HWY 40 AS THE ONLY LOGICAL LNDG SPOT THAT I COULD GET INTO SAFELY. I THEN DID ONE PASS TO LOOK FOR OBSTRUCTIONS AND CARS -- THERE WERE NONE; SO I PROCEEDED TO LAND THE ACFT ON HWY 40. DURING THIS TIME THE WX HAD MOVED INTO A CEILING OF ABOUT 800 FT AND 6 MI VISIBILITY. DURING THE ENTIRE FLT; I DID NOT VIOLATE ANY FARS. THE LNDG WAS SUCCESSFUL AND THERE WAS NO DAMAGE TO THE ACFT; MYSELF; OR THE HWY. I NOTIFIED AUTHS AND THEY CAME TO EVALUATE THE SIT. THERE WAS ALSO AN FAA INSPECTOR THAT WAS DRIVING BY AND STOPPED. HE TOOK MY NAME AND CERTIFICATE NUMBER; AIRWORTHINESS CERTIFICATE; AND REGISTRATION AND FILED IT JUST FOR THEIR RECORDS. I MADE A COUPLE OF BAD DECISIONS THAT DAY THAT MADE ME HAVE TO LAND THE ACFT ON THE HWY -- ONE OF WHICH WAS TRYING TO GO VFR INTO AN AREA OF BAD WX. ANOTHER WAS NOT TO HAVE OPENED MY IFR FLT PLAN. IT IS BETTER TO WAIT THE WX OUT INSTEAD OF GETTING INTO A SIT THAT COULD OFTEN TIMES BE FATAL OR LEAD TO AN ACCIDENT. AFTER THIS SIT; I HAVE LEARNED A LOT ABOUT WX AND FLYING THE 'HARD' WAY.