Thanks for the replys guys.

@Final Fix,

When I did see the icing and I got worried, I actually grabbed the C-152 checklist that I use (general checklist for landing/taking off/cruise), and went right to the back where the emergency procedures are but I found none on icing. I did have my POH in the back but I guess I just didn't think to grab it.

I am glad I made it down safely but there is just one thing that really has been bugging me relentlessly ever since. I did see moisture on my wings. Not ice, but visible moisture which I knew was a bad sign. But in all that, once I got my windshield to melt and I landed at my own airport, i didn't think about the effects of ice on my wings. Even though it turned out ok, if I could do it over again, I would have used less flaps and came in faster, because I could have just as easily stalled and crashed had there been a lot of ice. But I was just so caught up with the windshield problem I didn't even think about it.

@N9373M
Umm I do know that there are 2 cylindrical looking vents that I can pull out on either side near where the wings meet the cabin, but I believe that's just air from outside? Maybe I'm wrong on that. Any other vents I am unaware of I'll have to check my POH.

It's funny that you mention the pitot heat. That was one of my first instincts but a funny thing happened. Our pitot heat switches are alligned with the fuse panel right next to our taxi, landing light, beacon, etc switches. I go to put it on, and I look at the label "Pitot heat", and there was no switch there. It was just an empty spot on the panel, so I had nothing to turn on. I will see my instructor tomorrow so I will ask him about it.


Again thanks for the responses guys.

 

I found a 152 POH online in PDF format. It's for the 1980 model.

Under Emergency procedures it states "turn on cabin heat to obtain maximum defroster air temperature".

In section 7, Airplane and Systems Descriptions, it shows a diagram where the cabin heat is sent to the windshield. Here's the actual text:

"Heated fresh air and outside air are blended in a cabin manifold just aft
of the firewall by adjustment of the heat and air controls; this air is then
vented into the cabin from outlets in the cabin manifold near the pilot's and
passenger's feet. Windshield defrost air is also supplied by a duct leading
from the manifold to a pair of outlets below the windshield."

 

Ah ok, well that definitely explains why it did defrost from cabin heat. At least now I know. Thank you for looking it up!

 

Yeah but this is for "defrost" which is for interior fogging of the windscreen. Let's be honest, a glazed over windscreen from in-flight icing is not something that melts easily without a real heated windscreen.

You entered icing conditions in an airplane not certified for icing and not equipped for it in any appreciable way. You must avoid this in the future at all costs. As PIC, you are obligated to per the FAR's and good sense.

You are lucky the ice accumulation was small, and that you re-entered conditions where the ice could sublimate off in a timely fashion over your airport. If the windscreen was glazed, the leading edges were undoubtedly iced as well. The airplane is now heavier, and the airfoil is compromised. Your pitot tube was probably icing over as well, unless your 152 has the heat option and you had the sense to turn it on. Imagine no forward visibility, loss of the A/S indicator and erroneous static instrument readings.

I strongly agree with chignutsak's comment above.

Also, keep an eye on your outside air temperature gauge! If you see precip/visible moisture and it's below freezing, stay out!

 

And also realize, with modern forecasting and all the weather products available to us us pilots, it's extremely rare to impossible to be faced with weather conditions that were unexpected. It usually either goes back to a lack of knowledge or understanding, or ignorance of the weather. Many times people just "get a brief" and try to shift it all on another entity, but a good thorough understanding and gathering of weather information is critical, more so if the weather is less than optimal.

 

This is just me thinking out loud but marginal weather isn't exactly the type of weather you should be launching into at this point in your training/career solo. From listening to the "weather update" you got from an instructor I don't think they need to be flying in that sort of weather either.

Aviation weather goes far beyond visibility and ceilings. Until you understand what you're flying into, don't do it. Don't ever feel pressured to do a flight. You'll learn quickly that in order to be successful in this game you have to be able to make your own decisions. I can see several hazardous attitudes from the parties involved in this situation and I think this would be a good time to go over those with your instructor.

 

IFR Certified 152's are supposed to have the pitot heat, but others will just have the hole where the switch goes.

As others have said the issue here is NOT the airplane's de-ice ability (it essentially has none) but the mission planning (and CFI supervision) that allowed this to happen in the first place. And 20 minutes is a very long time in certain weather conditions.

You did learn some lessons here. One of them is that a stock Cessna 152/172 will not instantly fall out of the sky if you get into some light ice. Plan carefully to avoid ice at all times but if it happens no need to panic and do something which might make the situation worse. Exit the icing conditions immediately and declare an emergency with ATC if you can't get out instantly...they will try to help. Follow your airplanes POH for anti-ice procedures...in a light ASEL it's typically pitot heat, carb heat, and cabin window defoggers/heat.

Be aware that if you land with ice, stall speed may be much higher than normal and stall may not occur in a predictable or symmetric manner. The stall warning may not work (it might be frozen solid or stall might occur at much lower AOA than it's setpoint). I personally would carry extra speed, select a very long runway if possible, and not deploy any flaps. In some case it might be better to fly circles for a while if you're in conditions where the ice can melt off (if you have the gas). Again keep the speed up and minimize bank angle. You're a test pilot at this point.