A PART 135 PLT FAILED TO RPT A FAF; AND LANDED WITHOUT A LNDG CLRNC.

Narrative

I WAS ENRTE FROM LOUISVILLE (LOU) TO PADUCAH (PAH) TO PICK UP A PART 135 AIR TAXI PAX. I WAS LEVEL AT 8000 FT IN VMC CONDITIONS ABOUT 1000 FT ABOVE A SOLID UNDERCAST. THERE WERE RPTS OF MODERATE MIXED ICING IN THE CLOUDS BELOW ME AS I NEARED PADUCAH. ZME GAVE ME PADUCAH WX AND PLT'S DISCRETION TO DSND TO 4000 FT. I WAITED A FEW MINS TO BEGIN MY DSCNT SO AS TO MINIMIZE MY EXPOSURE TO THE ICE. I WAS GIVEN MY CHOICE OF THE VOR/DME RWY 22 OR THE ILS RWY 4. I CHOSE TO SHOOT THE VOR/DME RWY 22 BECAUSE IT WOULD BE RELATIVELY STRAIGHT-IN AND MINIMIZE MY EXPOSURE TO ICE. CTR TOLD ME TO INTERCEPT THE 20 DME ARC AND CLRED ME TO SPENT INTXN TO HOLD NE R HAND TURNS WITH AND EXPECT FURTHER CLRNC TIME OF ABOUT 15 MIN. THE HOLD WAS UNEXPECTED; HOWEVER I WAS EXPERIENCING ONLY LIGHT MIXED ICING AND SAW NO REASON FOR CONCERN. I FLEW THE ARC AND TURNED INBOUND TOWARD SPENT AND ZME CLRED A COMMUTER AIRLINER FOR THE VOR/DME RWY 22 APCH. THE COMMUTER OVERTOOK ME AT HIS LOWER ALT WHILE WE WERE BOTH INBOUND TOWARD SPENT. (SPENT IS THE FINAL APCH FIX) I WAS THEN CLRED TO 3000 FT ABOUT THE TIME I ENTERED THE HOLD. AT 3000 FT THE ICE BECAME MODERATE MIXED. WHILE OUTBOUND IN THE HOLD THE COMMUTER LANDED. BY THIS TIME THE ICE WAS INCREASING SO AS TO BE OCCASIONALLY HVY. WITH THE ICE STARTING TO ACCUMULATE RAPIDLY IT BECAME NECESSARY TO USE THE DE-ICE BOOTS. THE BOOTS INFLATED PROPERLY; HOWEVER THEY ONLY PARTIALLY CLRED THE WINGS AND TAIL. ZME THEN CLRED ME TO 2500 FT TILL ESTABLISHED AND CLRED ME FOR THE APCH. CTR ALSO HANDED ME OFF TO PADUCAH TWR. TWR TOLD ME TO RPT SPENT (FINAL APCH FIX). DURING THE TRANSITION FROM THE HOLD TO THE INBOUND SEGMENT OF THE APCH THE ICE CONTINUED TO ACCUMULATE MODERATE TO HVY. THE AIRPLANE'S HANDLING WAS SOMEWHAT DEGRADED DUE TO THE ICE. I WAS VERY AWARE OF THE INCREASED WORKLOAD THIS SIT PLACED ON THE SINGLE PLT. BEING SINGLE PLT; IFR; AND MODERATE TO HVY ICE WHILE SHOOTING AN APCH; I WAS CONSCIOUSLY AWARE OF THE NEED TO FLY THE AIRPLANE WELL; RUN THE CHKLIST; AND DO EVERYTHING RIGHT. DSNDING TO 2100 FT ON THE INBOUND SEGMENT THE ICE CONTINUED AND I DECIDED ON A MAX FLAP SETTING OF 15 DEG (APCH) FOR LNDG DUE TO ICE ON THE AIRFRAME. AT THE FINAL APCH FIX (SPENT) I SELECTED GEAR DOWN AND FLAPS TO APCH THEN STARTED MY DSCNT PAYING CLOSE ATTN TO THE AIRSPD AND HANDLING CHARACTERISTICS OF THE PLANE IN LNDG CONFIGN. I BROKE OUT OF THE CLOUDS AT ABOUT 700 FT AGL AND SPOTTED THE RWY THROUGH THE SNOW. THE ONLY FORWARD VISIBILITY WAS THROUGH THE SMALL HOT PLATE ON THE CTR OF THE WINDSHIELD. ON SHORT FINAL THE ICE STARTED TO MELT RAPIDLY AND BY THE TIME MY WHEELS TOUCHED; THE AIR FRAME WAS VIRTUALLY CLEAN. I ASKED TWR FOR A SHORT; 180 DEG TO TAXI BACK. TWR REPLIED THAT HE DIDN'T EVEN KNOW I WAS ON THE RWY AND THAT I HAD FAILED TO RPT SPEND (FINAL APCH FIX) AND LANDED WITHOUT A LNDG CLRNC.