Pilots, I accepted a job offer, will be flying the BE-99, cargo , single pilot. Trying to find out as much as possible about operating in icing condition. Have been calling my mentors and reading about stuff online. My experience was a full year and then some in the Pacific NW doing my instrument training and commercial. However, the airplanes I was flying (Cessna , Seminole) do not have anti-icing capability so pretty much if there could possibly be any icing condition = no go. Easy decision to make... The BE-99 will be the first airplane I fly that has anti-icing capability and is certified for flights in known icing conditions. I have the whole summer ahead of me to figure out icing (will be released from IOE mid May to June and will probably be assigned to Phoenix base at first so not quite so dangerous, will be bidding for Seattle base and heard I will most likely get it sometime over the summer so gotta be careful in the fall and winter!). I understand that just because the airplane is certified for flights into known icing condition, does not mean it can handle ANY icing conditions. I have heard story about King Air picking up 3 inches of ice in three minutes (that is the worst I have heard so far...) in the PNW and have been told to avoid the upwind side of the cascade (been advised to climb high/get out of the clouds before crossing the Cascades, etc) I know my employer will train me but I would like to do my due diligence and research as much as possible. There is a member by the name of "Beech Boy" who had a few posts up about his experience and how his boss handled it (they wanted to suspend him for electing not to fly into -FZDZ, even though the manufacturer's tech support confirmed that the airplane could not handle it). His posts are very informative about the technicality and reasoning behind why SLDs are so dangerous. If any of you have anything to offer about flying in icing condition (especially in the kind of equipment I will be in --Turboprop with boots), and how well the BE-99 anti-ice works, I would appreciate it. My main concern now is that, since the BE-99 is certified the decision is not going to easy like I was when I flew the Skyhawk/Seminole (freezing level at 3000, cloud at 2000 up to 10000, we don't go , period). It is going to be more like---hmm okay there is a layer at 3000 and the temperature there is below freezing and oh also it is snowing. Can my aircraft handle that? How about these cloud layers, say one at 2000, 4000, and 6000 up to 10000. Let's say the temperature hits 0 at 3000 so it is a long climb to get above the cloud. Visibility is low and oh man, I will have to scan my instrument and scan my wings for ice accumulation too! How do I do that? Is it even a good idea? Etc. I know there is forecast and pireps there, but how do you know if the icing conditions you encounter is going to be beyond your airplane capability? You know, what you get when you are in the soup may not be what is forecasted or pirep'ed. things change. I need to know it is going to be beyond my aircraft's capability BEFORE I fall out of the sky so I can't just wait until I see 3" of clear ice on my windscreen to make that call. Anything you want to mention at all, even if they do not answer my original questions exactly, are more than welcome and will be appreciated. Thanks. Look forward to hearing from everyone.