Narrative:

We were en route from mfr to acv direct vectors to acv. At 10000 ft over mountainous terrain we accumulated a moderate amount of ice and were expecting the VOR 14 approach which would put us over the ocean at 3000 ft where we could shed the ice easily due to warmer air below. ATC advised vectors to ILS 32 which would not allow us to descend and meant another 10-15 mins in icing. After requesting the VOR 14, they gave us a 90 degree intercept to V27. We were descending rapidly as ATC would allow to 4000 ft. At approximately 2 NM from wheel intersection, we were issued holding instructions to hold at wheel on the 311 degree radial acv northwest. This gave us less than a min to get situated. The captain was flying and I was navigating and setting him up for the hold. Looking at the VOR 14 approach plate coming from the north on V27 there is wheel and trial intersection with a published hold at trial. I mistook the holding pattern on the chart for the one we were actually issued. At 1 or 2 NM past wheel intersection, ATC queried us to verify entering the hold. The captain turned right and turned to a heading of 341 degrees at which point ATC cleared us for the approach. We were east of V27 as we turned inbound and intercepted to 311 degree radial to acv and descending out of 4000 ft to 2000 ft. When I went to call out light intersection, the FAF, we were already at 3 NM from acv and about 2500 ft. We broke out right over the VOR (the missed approach) and advised acv FSS to cancel IFR and would be circling for a right traffic back to runway 14. Upon landing, FSS advised they would cancel our IFR. I don't think they canceled it when we asked, therefore, our circle back to runway 14 held up IFR traffic on the ground. After considering this whole situation with the captain, we have decided that, when icing conditions prevail, we won't take any vector shortcuts over the mountains and that the airway would be much safer especially at night when cloud levels can't be seen. It also lessens the chance of wild 90 degree intercepts and last min holding fiascos. We are learning in a trial by fire so to speak that the ba-3100 jetstream is awfully inadequate in even light icing. During our flight, the aircraft vibrated quite a bit and wouldn't climb above 13000 ft without buffeting which can't be distinguished from a stall buffet. It shouldn't be certified for more than light icing.

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Original NASA ASRS Text

Title: ACR LTT FLEW PAST ITS HOLD POINT.

Narrative: WE WERE ENRTE FROM MFR TO ACV DIRECT VECTORS TO ACV. AT 10000 FT OVER MOUNTAINOUS TERRAIN WE ACCUMULATED A MODERATE AMOUNT OF ICE AND WERE EXPECTING THE VOR 14 APCH WHICH WOULD PUT US OVER THE OCEAN AT 3000 FT WHERE WE COULD SHED THE ICE EASILY DUE TO WARMER AIR BELOW. ATC ADVISED VECTORS TO ILS 32 WHICH WOULD NOT ALLOW US TO DSND AND MEANT ANOTHER 10-15 MINS IN ICING. AFTER REQUESTING THE VOR 14, THEY GAVE US A 90 DEG INTERCEPT TO V27. WE WERE DSNDING RAPIDLY AS ATC WOULD ALLOW TO 4000 FT. AT APPROX 2 NM FROM WHEEL INTXN, WE WERE ISSUED HOLDING INSTRUCTIONS TO HOLD AT WHEEL ON THE 311 DEG RADIAL ACV NW. THIS GAVE US LESS THAN A MIN TO GET SITUATED. THE CAPT WAS FLYING AND I WAS NAVING AND SETTING HIM UP FOR THE HOLD. LOOKING AT THE VOR 14 APCH PLATE COMING FROM THE N ON V27 THERE IS WHEEL AND TRIAL INTXN WITH A PUBLISHED HOLD AT TRIAL. I MISTOOK THE HOLDING PATTERN ON THE CHART FOR THE ONE WE WERE ACTUALLY ISSUED. AT 1 OR 2 NM PAST WHEEL INTXN, ATC QUERIED US TO VERIFY ENTERING THE HOLD. THE CAPT TURNED R AND TURNED TO A HDG OF 341 DEGS AT WHICH POINT ATC CLRED US FOR THE APCH. WE WERE E OF V27 AS WE TURNED INBOUND AND INTERCEPTED TO 311 DEG RADIAL TO ACV AND DSNDING OUT OF 4000 FT TO 2000 FT. WHEN I WENT TO CALL OUT LIGHT INTXN, THE FAF, WE WERE ALREADY AT 3 NM FROM ACV AND ABOUT 2500 FT. WE BROKE OUT RIGHT OVER THE VOR (THE MISSED APCH) AND ADVISED ACV FSS TO CANCEL IFR AND WOULD BE CIRCLING FOR A R TFC BACK TO RWY 14. UPON LNDG, FSS ADVISED THEY WOULD CANCEL OUR IFR. I DON'T THINK THEY CANCELED IT WHEN WE ASKED, THEREFORE, OUR CIRCLE BACK TO RWY 14 HELD UP IFR TFC ON THE GND. AFTER CONSIDERING THIS WHOLE SIT WITH THE CAPT, WE HAVE DECIDED THAT, WHEN ICING CONDITIONS PREVAIL, WE WON'T TAKE ANY VECTOR SHORTCUTS OVER THE MOUNTAINS AND THAT THE AIRWAY WOULD BE MUCH SAFER ESPECIALLY AT NIGHT WHEN CLOUD LEVELS CAN'T BE SEEN. IT ALSO LESSENS THE CHANCE OF WILD 90 DEG INTERCEPTS AND LAST MIN HOLDING FIASCOS. WE ARE LEARNING IN A TRIAL BY FIRE SO TO SPEAK THAT THE BA-3100 JETSTREAM IS AWFULLY INADEQUATE IN EVEN LIGHT ICING. DURING OUR FLT, THE ACFT VIBRATED QUITE A BIT AND WOULDN'T CLB ABOVE 13000 FT WITHOUT BUFFETING WHICH CAN'T BE DISTINGUISHED FROM A STALL BUFFET. IT SHOULDN'T BE CERTIFIED FOR MORE THAN LIGHT ICING.

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.