Narrative:

The sequential breaking of the chain scenario is glaringly obvious in this situation. The plane is a club plane. A very complete pre-flight was completed prior to obtaining the IFR clearance. At the run up pad; it was discovered that the data card for the garmin 430 was corrupted and rendered the GPS function inoperable although the com and nav functions for the VOR capabilities were working satisfactorily. There is a second nav/com (sl30) that was also working properly. This was the first go/no go decision point and the first link in the chain that broke. This being a medical transport (blood run); the pressure to continue to flight was succumbed to. An IFR clearance was obtained but amended from what was filed. Being based in the local area; the amendment was familiar but still added to the stress of the moment. The second link in the chain. Takeoff was normal; climb out was normal and cruise was set at 7000 feet on heading. South of ZZZ VOR I requested of center a 20 degree course change to the east to avoid a buildup that extended several thousand feet above me. At that time I was VFR over the cloud layer. The request was granted and I changed course. The controller then advised that I should now turn direct zzzzz (GPS waypoint) to get back to the airway. It was at this point I realized that I had failed to change my equipment designator from 'G' to 'U'. Third link in the chain. Before I could confess and get the designator changed; ATC gave me a heading and told me to acquire the victor airway and disregard the prior order to fly direct zzzzz. As I got close to the airway and adjusting course to 151 degrees center handed me off to approach. At almost the same time I went full IMC and almost immediately started noticing ice on the windscreen and the wheel pants. I also encountered moderate turbulence and reduced power to protect the airplane structurally. I verified pitot heat; carb heat and defrost was engaged. The power adjustment required a trim adjustment to maintain altitude. My lack of attention to the heading drew the attention of ATC who reminded me of the desired heading. ATC also inquired as to my intentions for landing at ZZZ airport. The icing became worse as did the turbulence and I was becoming more and more alarmed at my seeming inability to keep the wings level and maintain heading and altitude. At one point I wondered if the icing was affecting lift on the wing which was causing the turn. I became more than worried (scared) as my heading had actually gone to 270 degrees while I was attempting to keep wings level and maintain altitude. ATC became concerned and verified my current heading and advised that I needed to get back to 151 degrees. I should have advised ATC of the situation but did not. Fourth link in the chain. I believe ATC surmised what was going on. Once I got the plane back on heading; ATC ordered a descent from 7000 to 5000. Soon thereafter I was ordered to 4000 and then to 3000. When I reached 3000 I went VFR. The ice began shedding from the plane and the turbulence ceased. ATC wanted me to advise when I had the [airport] weather. I was unable to get the weather before ATC told me the weather. ATC then guided me to the airport. I was able to see the airport when I was about 5 miles away at which point IFR was cancelled and I landed. Problems that were subsequently identified over and above the problems noted above include a failure to interpret and dig deeper when checking weather for the flight. Additional training on weather interpretation will be completed. More complete disclosure to ATC about the situation needed to be made. In this case it would not have changed the outcome; just the manner in which it could have been handled.

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Original NASA ASRS Text

Title: C182 pilot reported encountering turbulence and icing conditions during the flight that led to altitude and heading deviations. ATC helped with a clearance to a lower altitude where VFR conditions prevailed.

Narrative: The sequential breaking of the chain scenario is glaringly obvious in this situation. The plane is a club plane. A very complete pre-flight was completed prior to obtaining the IFR clearance. At the run up pad; it was discovered that the data card for the Garmin 430 was corrupted and rendered the GPS function inoperable although the com and nav functions for the VOR capabilities were working satisfactorily. There is a second nav/com (sl30) that was also working properly. This was the first go/no go decision point and the first link in the chain that broke. This being a medical transport (blood run); the pressure to continue to flight was succumbed to. An IFR clearance was obtained but amended from what was filed. Being based in the local area; the amendment was familiar but still added to the stress of the moment. The second link in the chain. Takeoff was normal; climb out was normal and cruise was set at 7000 feet on heading. South of ZZZ VOR I requested of Center a 20 degree course change to the east to avoid a buildup that extended several thousand feet above me. At that time I was VFR over the cloud layer. The request was granted and I changed course. The controller then advised that I should now turn direct ZZZZZ (GPS waypoint) to get back to the airway. It was at this point I realized that I had failed to change my equipment designator from 'G' to 'U'. Third Link in the Chain. Before I could confess and get the designator changed; ATC gave me a heading and told me to acquire the victor airway and disregard the prior order to fly direct ZZZZZ. As I got close to the airway and adjusting course to 151 degrees Center handed me off to Approach. At almost the same time I went full IMC and almost immediately started noticing ice on the windscreen and the wheel pants. I also encountered moderate turbulence and reduced power to protect the airplane structurally. I verified pitot heat; carb heat and defrost was engaged. The power adjustment required a trim adjustment to maintain altitude. My lack of attention to the heading drew the attention of ATC who reminded me of the desired heading. ATC also inquired as to my intentions for landing at ZZZ airport. The icing became worse as did the turbulence and I was becoming more and more alarmed at my seeming inability to keep the wings level and maintain heading and altitude. At one point I wondered if the icing was affecting lift on the wing which was causing the turn. I became more than worried (scared) as my heading had actually gone to 270 degrees while I was attempting to keep wings level and maintain altitude. ATC became concerned and verified my current heading and advised that I needed to get back to 151 degrees. I should have advised ATC of the situation but did not. Fourth Link in the Chain. I believe ATC surmised what was going on. Once I got the plane back on heading; ATC ordered a descent from 7000 to 5000. Soon thereafter I was ordered to 4000 and then to 3000. When I reached 3000 I went VFR. The ice began shedding from the plane and the turbulence ceased. ATC wanted me to advise when I had the [airport] weather. I was unable to get the weather before ATC told me the weather. ATC then guided me to the airport. I was able to see the airport when I was about 5 miles away at which point IFR was cancelled and I landed. Problems that were subsequently identified over and above the problems noted above include a failure to interpret and dig deeper when checking weather for the flight. Additional training on weather interpretation will be completed. More complete disclosure to ATC about the situation needed to be made. In this case it would not have changed the outcome; just the manner in which it could have been handled.

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.