Narrative:

Enroute weather was VFR and I was in and out of a few cloud bases; I had filed for 3;000 ft; mostly VFR no icing. For the return flight I checked weather radar and all metars via internet prior to departing. Area of snow was less; ceilings/visibility reported about the same. My understanding was the lower ceiling areas had a broken layer. I expected the flight to be a repeat of earlier flight. I filed an IFR flight plan and departed. I checked in with center a few minutes into the flight. [I was] cleared as filed 3;000 ft. About 2;800 ft entered cloud bases. I noticed I was about 20 degrees off course and was x-checking instruments and radios while getting back on course. I discovered that my autopilot wasn't holding heading; everything else was set properly. I was distracted with this problem and felt not completely confident I understood the problem. About this time I noticed ice was forming on the temperature probe rapidly. I had a conversation with ATC as to my flight conditions and explained that I better land. ATC helped me select an airport and gave me a vector. I had only been in icing conditions a couple minutes and was alarmed at the rate it was forming. I have never had much experience with ice always successfully avoiding it; just a trace when climbing near the top of an overcast layer. I fully expected to break out of the overcast as the bases were irregular like my earlier flight. Not irregular enough as it turned out. Now I was getting set up an unplanned approach; dealing with rapid ice formation; wanting to use the autopilot to decrease workload but wary of it. ATC advised me that I should climb to avoid a tower. I was aware of the tower because it was depicted clearly on my terrain database. Now I was getting a strong vibration from the prop; it was forming ice. ATC advised I need to climb for the tower but I asked if I couldn't stay lower. The controller gave me 3;200 ft and a vector of 180 to avoid the tower. I was relieved because with the prop vibrating so; I didn't want to put the plane in climb configuration and increase the rate of ice pick up; as I have read. I was unnerved by all of this and was very happy to have ATC's help with setting up for the approach.I was slow to pull up the correct approach plate but the localizer came in nicely and then the guide slope for an uneventful landing; though at a higher speed than usual and minimal flaps. ATC was great and very professional through all of this. One other distraction I became aware of is that with all my dual GPS; satellite weather; electronic approach plates; it messed up my scan and made it almost harder. I was very glad to have a paper approach plate. The one thing I did right I believe is that I immediately realized my error and asked for ATC's help to land as soon as possible. I realize I just didn't appreciate how fast ice could form and while my flight planning was to keep me out of ice by staying under the clouds I didn't have enough margin for error or unexpected weather. I need more hood time with an instructor training with my electronics and how I use them. It seems like most of my training is back to basics; while good; in most situations you are trying to use all the information available; but if you haven't trained your scan to include these devices they can be distracting. I was upset that I got myself into this and felt this added to my stress and probably reduced my performance. I've learned an important lesson.

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Original NASA ASRS Text

Title: PA28 pilot reports encountering unexpected icing at 3;000 FT and requests vectors to the nearest airport.

Narrative: Enroute weather was VFR and I was in and out of a few cloud bases; I had filed for 3;000 FT; mostly VFR no icing. For the return flight I checked weather Radar and all Metars via Internet prior to departing. Area of snow was less; ceilings/visibility reported about the same. My understanding was the lower ceiling areas had a broken layer. I expected the flight to be a repeat of earlier flight. I filed an IFR flight plan and departed. I checked in with Center a few minutes into the flight. [I was] cleared as filed 3;000 FT. About 2;800 FT entered cloud bases. I noticed I was about 20 degrees off course and was x-checking instruments and radios while getting back on course. I discovered that my autopilot wasn't holding heading; everything else was set properly. I was distracted with this problem and felt not completely confident I understood the problem. About this time I noticed ice was forming on the temperature probe rapidly. I had a conversation with ATC as to my flight conditions and explained that I better land. ATC helped me select an airport and gave me a vector. I had only been in icing conditions a couple minutes and was alarmed at the rate it was forming. I have never had much experience with ice always successfully avoiding it; just a trace when climbing near the top of an overcast layer. I fully expected to break out of the overcast as the bases were irregular like my earlier flight. Not irregular enough as it turned out. Now I was getting set up an unplanned approach; dealing with rapid ice formation; wanting to use the autopilot to decrease workload but wary of it. ATC advised me that I should climb to avoid a tower. I was aware of the tower because it was depicted clearly on my terrain database. Now I was getting a strong vibration from the prop; it was forming ice. ATC advised I need to climb for the tower but I asked if I couldn't stay lower. The Controller gave me 3;200 FT and a vector of 180 to avoid the tower. I was relieved because with the prop vibrating so; I didn't want to put the plane in climb configuration and increase the rate of ice pick up; as I have read. I was unnerved by all of this and was very happy to have ATC's help with setting up for the approach.I was slow to pull up the correct approach plate but the localizer came in nicely and then the guide slope for an uneventful landing; though at a higher speed than usual and minimal flaps. ATC was great and very professional through all of this. One other distraction I became aware of is that with all my dual GPS; satellite weather; electronic approach plates; it messed up my scan and made it almost harder. I was very glad to have a paper approach plate. The one thing I did right I believe is that I immediately realized my error and asked for ATC's help to land ASAP. I realize I just didn't appreciate how fast ice could form and while my flight planning was to keep me out of ice by staying under the clouds I didn't have enough margin for error or unexpected weather. I need more hood time with an instructor training with my electronics and how I use them. It seems like most of my training is back to basics; while good; in most situations you are trying to use all the information available; but if you haven't trained your scan to include these devices they can be distracting. I was upset that I got myself into this and felt this added to my stress and probably reduced my performance. I've learned an important lesson.

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.