Narrative:

At 6000 ft MSL, OAT -18 C, in and out of the clouds. The forecast was for alternate IFR and MVFR in ZZZ with surface temperatures -10 C and below, and numerous PIREPS of ice above 10000 ft MSL. Approximately 50 mi from ZZZ, I began to pick up light rime ice on the wings and windshield. I had turned on all anti-ice system before takeoff from alb, and had left them on for the duration of the flight. However, the temperature was so cold that the windshield deice was unable to remove the accumulation. The ice was very smooth, I only lost 5 KTS of airspeed, until I popped the boots. At that point, about half the ice on the wings shed, and the other half dropped my airspeed another 10 KTS. I was still getting 170 KIAS, maintaining altitude and control was never a problem. 5 mins later, I reported that the ice was now moderate, and ATC gave me a descent to 4000 ft. I was VMC at 4000 ft, and was handed off to approach about 30 mi out. On the initial contact approach advised me of light to moderate rime in the area, and I soon re-entered the clouds and started picking up ice again. The ZZZ ATIS was reporting ceilings about 1000 ft, with the runway 5 ILS in use. Approximately 15 mi from the OM, I noticed that my windshield was now completely frozen over. I verified that the compass was swinging, indicating proper operation of the windshield deice, both during the preflight and in-flight, but the system had been unable to prevent the accumulation and there was no visible indication that the ice was melting at all. Given the temperature, I felt that the ice wasn't going to melt even if I got out of the clouds, and so chose to continue. When I checked with tower, they reported winds of 310 degrees at 5 knots, but I did not need any crosswind correction on the approach or landing. I flew the ILS very slow and stable, and broke out about 1000 ft, with 10 mi visibility. I kicked the rudder momentarily, and immediately picked up the field visually out the side window. I stayed on the ILS until over the runway with no problems, but then tried to go visual using the view out the side, and drifted to the left. I touched down with the left wheel just off the runway, and hit an edge light with the propeller. The ground was frozen hard, so I had no difficulty in steering back onto the runway once I realized where I was. In retrospect, I should have stayed on the ILS all the way to the ground, or at least devoted the bulk of my attention to the localizer with a quick peek out the side to see when to flare. In a scenario where an ILS is not available, I wonder if it would be easier to land visually on a runway with only edge lights? Runway 5 at ZZZ has edge, centerline, and touchdown zone lighting. While that is certainly very nice for a low visibility approach, I think it did not help in this case, because I tried to line up on the centerline, but there were too many lines of lights, and somehow I lined up on the edge lights instead. In the future, I will also consider radical action to avoid ice in very cold conditions.

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Original NASA ASRS Text

Title: BE58 PLT HAS RWY EXCURSION ON LNDG AT ZZZ.

Narrative: AT 6000 FT MSL, OAT -18 C, IN AND OUT OF THE CLOUDS. THE FORECAST WAS FOR ALTERNATE IFR AND MVFR IN ZZZ WITH SURFACE TEMPS -10 C AND BELOW, AND NUMEROUS PIREPS OF ICE ABOVE 10000 FT MSL. APPROX 50 MI FROM ZZZ, I BEGAN TO PICK UP LIGHT RIME ICE ON THE WINGS AND WINDSHIELD. I HAD TURNED ON ALL ANTI-ICE SYS BEFORE TKOF FROM ALB, AND HAD LEFT THEM ON FOR THE DURATION OF THE FLT. HOWEVER, THE TEMP WAS SO COLD THAT THE WINDSHIELD DEICE WAS UNABLE TO REMOVE THE ACCUMULATION. THE ICE WAS VERY SMOOTH, I ONLY LOST 5 KTS OF AIRSPD, UNTIL I POPPED THE BOOTS. AT THAT POINT, ABOUT HALF THE ICE ON THE WINGS SHED, AND THE OTHER HALF DROPPED MY AIRSPD ANOTHER 10 KTS. I WAS STILL GETTING 170 KIAS, MAINTAINING ALT AND CTL WAS NEVER A PROB. 5 MINS LATER, I RPTED THAT THE ICE WAS NOW MODERATE, AND ATC GAVE ME A DSCNT TO 4000 FT. I WAS VMC AT 4000 FT, AND WAS HANDED OFF TO APCH ABOUT 30 MI OUT. ON THE INITIAL CONTACT APCH ADVISED ME OF LIGHT TO MODERATE RIME IN THE AREA, AND I SOON RE-ENTERED THE CLOUDS AND STARTED PICKING UP ICE AGAIN. THE ZZZ ATIS WAS RPTING CEILINGS ABOUT 1000 FT, WITH THE RWY 5 ILS IN USE. APPROX 15 MI FROM THE OM, I NOTICED THAT MY WINDSHIELD WAS NOW COMPLETELY FROZEN OVER. I VERIFIED THAT THE COMPASS WAS SWINGING, INDICATING PROPER OP OF THE WINDSHIELD DEICE, BOTH DURING THE PREFLT AND INFLT, BUT THE SYS HAD BEEN UNABLE TO PREVENT THE ACCUMULATION AND THERE WAS NO VISIBLE INDICATION THAT THE ICE WAS MELTING AT ALL. GIVEN THE TEMP, I FELT THAT THE ICE WASN'T GOING TO MELT EVEN IF I GOT OUT OF THE CLOUDS, AND SO CHOSE TO CONTINUE. WHEN I CHKED WITH TWR, THEY RPTED WINDS OF 310 DEGS AT 5 KNOTS, BUT I DID NOT NEED ANY XWIND CORRECTION ON THE APCH OR LNDG. I FLEW THE ILS VERY SLOW AND STABLE, AND BROKE OUT ABOUT 1000 FT, WITH 10 MI VISIBILITY. I KICKED THE RUDDER MOMENTARILY, AND IMMEDIATELY PICKED UP THE FIELD VISUALLY OUT THE SIDE WINDOW. I STAYED ON THE ILS UNTIL OVER THE RWY WITH NO PROBS, BUT THEN TRIED TO GO VISUAL USING THE VIEW OUT THE SIDE, AND DRIFTED TO THE L. I TOUCHED DOWN WITH THE L WHEEL JUST OFF THE RWY, AND HIT AN EDGE LIGHT WITH THE PROP. THE GND WAS FROZEN HARD, SO I HAD NO DIFFICULTY IN STEERING BACK ONTO THE RWY ONCE I REALIZED WHERE I WAS. IN RETROSPECT, I SHOULD HAVE STAYED ON THE ILS ALL THE WAY TO THE GND, OR AT LEAST DEVOTED THE BULK OF MY ATTN TO THE LOC WITH A QUICK PEEK OUT THE SIDE TO SEE WHEN TO FLARE. IN A SCENARIO WHERE AN ILS IS NOT AVAILABLE, I WONDER IF IT WOULD BE EASIER TO LAND VISUALLY ON A RWY WITH ONLY EDGE LIGHTS? RWY 5 AT ZZZ HAS EDGE, CTRLINE, AND TOUCHDOWN ZONE LIGHTING. WHILE THAT IS CERTAINLY VERY NICE FOR A LOW VISIBILITY APCH, I THINK IT DID NOT HELP IN THIS CASE, BECAUSE I TRIED TO LINE UP ON THE CTRLINE, BUT THERE WERE TOO MANY LINES OF LIGHTS, AND SOMEHOW I LINED UP ON THE EDGE LIGHTS INSTEAD. IN THE FUTURE, I WILL ALSO CONSIDER RADICAL ACTION TO AVOID ICE IN VERY COLD CONDITIONS.

Data retrieved from NASA's ASRS site as of July 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.