That was a very good Article on Inflight Icing that was in the Business & 
Commercial Aviation Magazine.
I thought Dan Mannigham did a good job on putting it together.  Also,  I 
think these same problems have been around for a long time because of the FAA 
PART 25 Appendix C  requirements.  FAA Part 25 appendix C,  in my opinion, 
was put together by someone who probably never flew one minute in ice.  
Whatever though,  the FAA used it to Certify Aircraft for a long time mainly 
because no one knew how to combat Part 25.  Well I should qualify that.  I 
saw one letter from a Mfg. to another and the question was asked,  just how 
do we handle this
"icing requirment on Certification"?  The answer went back, "the Region you 
are in doesn't have much, if any, experience in Certifying aircraft under 
art
25, so get by with what ever you can".  This aircraft was certified by a 
Designee and the FAA stamped it off.
Dan Manningham did point out the hazards of HOLDING with the AutoPilot on in 
icing conditions.  This is a NO, NO.  I have been an advocate for a long time 
to be aware of the TRIM and to not get suckered into feeding in trim to hold 
what you have.  The Auto Pilot can do this until there is no more available,
then as he said, "flap extension can ruin the day", in so many words.
The best Policy is to not be at that altitude if at all possible and if not 
possible keep up extra airspeed to keep it on the nose with out feeding in 
trim.
I agree with him about the last few feet out towards the wing tip as being 
more critical to de-ice.  My experience with the King Air 200 is one airplane 
that can have a problem with about the last eight feet out there on the wing 
under heavy icing.  Better yet don't get into HEAVY with it.  Oh yes,  first 
you have to read Bob Buck's book on icing before you fly it in ice,  
according the Flight Manual.
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