Here's the ultimate question you need to ask yourself, "Do you feel lucky punk?"
Haha, JK.
The posting I would like to see here would be someone from a manufacturer that has been through the certification process of aircraft de-ice/anti-ice equipment. It is my impression that no aircraft are certified for Severe Icing conditions, hence the definition of the term by the NWS:
"The rate of ice accumulation on an aircraft is such that de-icing/anti-icing equipment fails to reduce or control the hazard. Immediate diversion is necessary. This standard of reporting this type of icing was based on a recommendation set forth by the subcommittee for Aviation Meteorological Services in the Office of the Federal Coordinator for Meteorology in November 1968. The convection has been to designate icing intensity in terms of its operational effect upon reciprocating engine, straight wing transport aircraft as used by commuter operators." It's a tough argument to make that you are operating in accordance within the certification of the aircraft when intentionally flying in any meteorological condition that constitutes severe icing. I also don't buy the argument that it's okay if the freezing precip is only the first 1000' or whatever due to the increased weight hazard from ice adhering to the underside belly. They only certify aircraft to withstand a limited water droplet size striking the deice surfaces. SLD's are more than 1000's bigger than the certification level. Again, just a tough argument to make no matter what company documentation you provide (AFM/GOM/OPS SPECS... ETC). The AFM seems to me to be the first and foremost governing document for the pilot.
Feewwww! I'm glad I got that off my chest. With that said, we all know pilots operate in the stuff. Is it possible to do without running into problems? Apparently, which of course depends on the quality of aircraft you fly. If you choose not to, you have a perfectly good reason for refusing to do it- it is outside the certification of the aircraft.
Fin.
