Narrative:

ATC vectored me on a downwind for runway xy; expecting to change to runway xz. We were vectored northwest of the airport and toward the lake. We had not encountered any ice up to this point at 11;000 ft MSL. Upon receiving an update that we would be using runway xz we continued our vectored heading. We were in IMC conditions at the time. Shortly afterwards I began to encounter moderate turbulence as I changed frequency. Shortly after the frequency change and call up the aircraft began picking up a substantial amount of clear ice and the aircraft began to make cracking noises (sounded like ice flinging off of props onto the aircraft). I looked out the window and saw that the engine cowling was completely covered with ice and the windshield was covered with clear ice as well. I made a call to ATC notifying them I was accumulating large amounts of clear ice and needed immediate vectors to the runway. They cleared me to 8;000 feet as an aircraft had just reported the bottoms there. I received a vector to the airport and rapidly descended with throttle at idle to the altitude; still seeing ice and IMC we were cleared down to 6;000; I began to see the terrain and that I was clear. As I looked at my altitude I realized that I was below 6;000 MSL as ATC announced the same. They asked if I could clear terrain; and I confirmed I could; we were then given vectors to the ILS and cleared to land visual on runway xz. The loss of situational awareness with altitude I connect with the priority to fly the aircraft to a safe non-icing altitude and the fact that I had disconnected the autopilot when I identified the icing condition. My mistake was to allow myself to be vectored over the lake in an aircraft that did not have anti-ice or deicing equipment in an area close to where a PIREP had reported intermittent light rime at 15;000 MSL.

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Original NASA ASRS Text

Title: While on vectors for landing; a pilot encountered an area where he picked up a substantial amount of clear ice and turbulence. He received a vector for the airport and a descent to get below the weather. However; he inadvertently descended below the cleared altitude. Fortunately; he was able to see the terrain and received clearance to land at his destination.

Narrative: ATC vectored me on a downwind for RWY XY; expecting to change to RWY XZ. We were vectored northwest of the airport and toward the lake. We had not encountered any ice up to this point at 11;000 FT MSL. Upon receiving an update that we would be using RWY XZ we continued our vectored heading. We were in IMC conditions at the time. Shortly afterwards I began to encounter moderate turbulence as I changed frequency. Shortly after the frequency change and call up the aircraft began picking up a substantial amount of clear ice and the aircraft began to make cracking noises (sounded like ice flinging off of props onto the aircraft). I looked out the window and saw that the engine cowling was completely covered with ice and the windshield was covered with clear ice as well. I made a call to ATC notifying them I was accumulating large amounts of clear ice and needed immediate vectors to the runway. They cleared me to 8;000 feet as an aircraft had just reported the bottoms there. I received a vector to the airport and rapidly descended with throttle at idle to the altitude; still seeing ice and IMC we were cleared down to 6;000; I began to see the terrain and that I was clear. As I looked at my altitude I realized that I was below 6;000 MSL as ATC announced the same. They asked if I could clear terrain; and I confirmed I could; we were then given vectors to the ILS and cleared to land visual on RWY XZ. The loss of situational awareness with altitude I connect with the priority to fly the aircraft to a safe non-icing altitude and the fact that I had disconnected the autopilot when I identified the icing condition. My mistake was to allow myself to be vectored over the lake in an aircraft that did not have anti-ice or deicing equipment in an area close to where a PIREP had reported intermittent light rime at 15;000 MSL.

Data retrieved from NASA's ASRS site 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.