SHAKEN AND DISTRACTED BY AN EARLIER ENCOUNTER WITH EXTREME TURBULENCE AND SEVERE AIRFRAME ICING; PILOT OF A PA34 BEGINS A VISUAL APCH TO THE WRONG AIRPORT. LOCAL CONTROLLER AT AIRPORT OF INTENDED LANDING ADVISES OF ERROR PRIOR TO LANDING.

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I HAD ACCEPTED A VISUAL APCH TO THE GTF ARPT; THINKING THAT THE ARPT I HAD SEEN WAS GTF. ON BEGINNING TO TURN BASE THE TWR CTLR INDICATED THAT IT APPEARED THAT I WAS TURNING BASE TO THE MIL BASE. HE WAS CORRECT. I DID NOT KNOW THERE WAS A LARGE MIL BASE IN THE AREA. IT IS NOT SHOWN ON THE ENRTE IFR CHART THAT I WAS USING. IN FACT NOW REVIEWING THE CHARTS I HAVE AVAILABLE; I STILL AM NOT SURE WHICH ARPT I HAD ORIGINALLY CHOSEN; AS IT IS NOT ON THE CHARTS. I HAD JUST DSNDED THROUGH VERY SEVERE TURB (THE WORST ENCOUNTER I HAD EVER SEEN IN 30+ YRS OF FLYING) AND VERY SEVERE ICING (3/4 INCH IN LESS THAN 1 MIN) ABOUT 15 MINS PRIOR; AND WAS STILL SHAKEN UP BY THAT; AND THEREFORE WAS NOT AS ALERT AND FOCUSED AS I SHOULD HAVE BEEN TO NAVING; AND THEREFORE THOUGHT I HAD THE GTF ARPT; WHEN IN FACT I DID NOT. I HAD BEEN TO GTF LESS THAN A WK BEFORE; AND THOUGHT I PROPERLY RECOGNIZED THE ARPT; BUT OBVIOUSLY I DID NOT. LESSONS TO BE LEARNED HERE ARE: 1) EVEN WHEN SHAKEN AND DISTR; ONE MUST STILL FLY AND NAV THE AIRPLANE. 2) WHEN ACCEPTING A VISUAL APCH; DO NOT STOP FLYING THE IFR PROC AND DO NOT STOP USING OTHER NAV TOOLS TO MAKE SURE YOU ARE FLYING THE PATTERN TO THE CORRECT ARPT; ESPECIALLY AT UNFAMILIAR ARPTS. 3) GOOD TWR CTLRS SURE ARE A BIG HELP; AS IT WAS THE TWR CTLR THAT ALERTED ME TO THE CORRECT ARPT. 4) ALL LARGE ARPTS MUST BE ON NAV CHARTS; THIS IS THE ONLY WAY PLTS HAVE TO IDENT WHERE THEY ARE; AND WHERE THEY ARE GOING. WHY IS IT NOT ON THE CHART?