VFR general aviation aircraft; trying to avoid weather build-ups over terrain; and not in contact wi...

Narrative:

While headed from ZZZ to ZZZ1 I began the initial leg at 10 to 11 thousand feet but had to cross-terrain. Eastern airports were accepting VFR traffic and I had good visibility at departing airport. Cloud cover began 30 miles after departure but plenty of space between ground and clouds. Over ZZZ2 there was a large clear area that allowed me to get on top of the clouds at 14;000 feet with 29 minutes to destination and a 35-knot tailwind. Cloud top continued to increase as I progressed to ZZZ1 and drove me north of destination. As I saw that time above 12;000 feet would exceed 30 minutes I had to make a decision to proceed or return to ZZZ2. With 35-knot tailwind; best decision was to proceed to ZZZ1 as ATIS reporting indicated good visibility. Unfortunately cloud tops increased in altitude up to 19;000 so I had to stay on top. After extended stay at 19;000 feet I noticed slight onset of hypoxia even with deep breathing compressions. On my last flight to ZZZ1 area; ZZZ1 control told me they did not have time for private pilots; contact ZZZ3 control so I was concerned about contacting them; but certainly should have sooner. Flight control above 18;000 feet in high winds took precedence over that contact. As soon as I descended over ZZZ4 and reduced effects of hypoxia I contacted ZZZ1 flight center; then ZZZ3 tower. Was referred back to ZZZ1 flight center and notified of violation of class a airspace; and violation of ZZZ1 class D airspace. Both caused by emergency operation above a rising cloud cover over the terrain and the decision that proceeding to known clear destination would be quicker and more certain than deteriorating conditions behind me with a high head wind on return to ZZZ2. In retrospect I should have aborted the trip upon reaching ZZZ2 and returned to ZZZ even though I was able to complete the entire flight VFR. I did not realize how high the cloud tops would rise as weather reports for area the previous day were for clearing skies and high pressure system moving in. That high pressure system took an extra 14 hours to materialize. I did contact ZZZ1 control at the first safe opportunity; but should have contacted them as soon as it was obvious I would be entering class a airspace. They would have been invaluable in directing me through the ZZZ1 area.

Original NASA ASRS Text

Title: VFR general aviation aircraft; trying to avoid weather build-ups over terrain; and not in contact with ATC; entered Class A airspace and Class D airspace along with experiencing some hypoxia symptoms.

Narrative: While headed from ZZZ to ZZZ1 I began the initial leg at 10 to 11 thousand feet but had to cross-terrain. Eastern airports were accepting VFR traffic and I had good visibility at departing airport. Cloud cover began 30 miles after departure but plenty of space between ground and clouds. Over ZZZ2 there was a large clear area that allowed me to get on top of the clouds at 14;000 feet with 29 minutes to destination and a 35-knot tailwind. Cloud top continued to increase as I progressed to ZZZ1 and drove me north of destination. As I saw that time above 12;000 feet would exceed 30 minutes I had to make a decision to proceed or return to ZZZ2. With 35-knot tailwind; best decision was to proceed to ZZZ1 as ATIS reporting indicated good visibility. Unfortunately cloud tops increased in altitude up to 19;000 so I had to stay on top. After extended stay at 19;000 feet I noticed slight onset of hypoxia even with deep breathing compressions. On my last flight to ZZZ1 area; ZZZ1 control told me they did not have time for private pilots; contact ZZZ3 control so I was concerned about contacting them; but certainly should have sooner. Flight control above 18;000 feet in high winds took precedence over that contact. As soon as I descended over ZZZ4 and reduced effects of hypoxia I contacted ZZZ1 flight center; then ZZZ3 tower. Was referred back to ZZZ1 flight center and notified of violation of class A airspace; and violation of ZZZ1 class D airspace. Both caused by emergency operation above a rising cloud cover over the terrain and the decision that proceeding to known clear destination would be quicker and more certain than deteriorating conditions behind me with a high head wind on return to ZZZ2. In retrospect I should have aborted the trip upon reaching ZZZ2 and returned to ZZZ even though I was able to complete the entire flight VFR. I did not realize how high the cloud tops would rise as weather reports for area the previous day were for clearing skies and high pressure system moving in. That high pressure system took an extra 14 hours to materialize. I did contact ZZZ1 control at the first safe opportunity; but should have contacted them as soon as it was obvious I would be entering class A airspace. They would have been invaluable in directing me through the ZZZ1 area.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.

Attributes
ACN	834287
Time
Date	200905
Local Time Of Day	0601-1200
Place
Locale Reference	ZZZ.ARTCC
State Reference	US
Environment
Light	Daylight
Aircraft 1
Make Model Name	Small Aircraft Low Wing 1 Eng Fixed Gear
Operating Under FAR Part	Part 91
Flight Phase	Cruise Descent
Route In Use	Visual Approach
Flight Plan	None
Person 1
Function	Captain Single Pilot
Qualification	Flight Crew Private
Experience	Air Traffic Control Radar 20 Flight Crew Last 90 Days 15 Flight Crew Total 700 Flight Crew Type 500
Events
Anomaly	Airspace Violation All Types Deviation - Procedural FAR Inflight Event / Encounter Weather / Turbulence

VFR general aviation aircraft; trying to avoid weather build-ups over terrain; and not in contact with ATC; entered class a airspace and class D airspace along with experiencing some hypoxia symptoms.