Narrative:

On my initial descent out of 4000' MSL, into azo, I encountered moderate/severe mixed icing within a very short period of time. I was approximately 20 NM out from azo when I picked up the ice and notified the approach controller of my problem. He offered me the ILS runway 35 circle to land runway 17 because he said it would cut off 20 mi. I accepted the ILS runway 35 and began being vectored. I was in a slip, so I could see the runway all the way down final. When I was approximately 30' above the runway, I straightened the aircraft out, but could not determine how far down the runway I was--and for fear of rolling off the end, I did a go around. I then asked the tower if I could circle for a while in order to attempt to clear my windshield. He agreed, handed me over to approach who began to vector me for the localizer backcourse runway 17. During the vectoring sequence, the windshield began to clear and I had some visibility out the front. With help from the tower and an aircraft on the ground, they were able to call out my vertical distance and relationship to the centerline. I landed west/O incident. The airport elected to call out the equipment. I never declared an emergency and was not given priority on my approach or landing. I received a standard WX briefing from cle FSS. At that time azo was not reporting. The closest airport reporting was south bend and grand rapids.

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Original NASA ASRS Text

Title: GA SMA INFLT ENCOUNTER WITH ICE. PLT FORWARD VISIBILITY REDUCED DUE ICE ON WINDSHIELD MADE GO AROUND FROM 30' OVER RWY.

Narrative: ON MY INITIAL DSCNT OUT OF 4000' MSL, INTO AZO, I ENCOUNTERED MODERATE/SEVERE MIXED ICING WITHIN A VERY SHORT PERIOD OF TIME. I WAS APPROX 20 NM OUT FROM AZO WHEN I PICKED UP THE ICE AND NOTIFIED THE APCH CTLR OF MY PROB. HE OFFERED ME THE ILS RWY 35 CIRCLE TO LAND RWY 17 BECAUSE HE SAID IT WOULD CUT OFF 20 MI. I ACCEPTED THE ILS RWY 35 AND BEGAN BEING VECTORED. I WAS IN A SLIP, SO I COULD SEE THE RWY ALL THE WAY DOWN FINAL. WHEN I WAS APPROX 30' ABOVE THE RWY, I STRAIGHTENED THE ACFT OUT, BUT COULD NOT DETERMINE HOW FAR DOWN THE RWY I WAS--AND FOR FEAR OF ROLLING OFF THE END, I DID A GAR. I THEN ASKED THE TWR IF I COULD CIRCLE FOR A WHILE IN ORDER TO ATTEMPT TO CLR MY WINDSHIELD. HE AGREED, HANDED ME OVER TO APCH WHO BEGAN TO VECTOR ME FOR THE LOC BACKCOURSE RWY 17. DURING THE VECTORING SEQUENCE, THE WINDSHIELD BEGAN TO CLR AND I HAD SOME VISIBILITY OUT THE FRONT. WITH HELP FROM THE TWR AND AN ACFT ON THE GND, THEY WERE ABLE TO CALL OUT MY VERT DISTANCE AND RELATIONSHIP TO THE CENTERLINE. I LANDED W/O INCIDENT. THE ARPT ELECTED TO CALL OUT THE EQUIPMENT. I NEVER DECLARED AN EMER AND WAS NOT GIVEN PRIORITY ON MY APCH OR LNDG. I RECEIVED A STANDARD WX BRIEFING FROM CLE FSS. AT THAT TIME AZO WAS NOT RPTING. THE CLOSEST ARPT RPTING WAS SOUTH BEND AND GRAND RAPIDS.

Data retrieved from NASA's ASRS site as of August 2007 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.