Date: 201902
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Icing
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Window Ice/Rain System
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Overcame Equipment Problem; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: While en route to ZZZ airport about 30 minutes out from the field. I was in IMC at 9000' and picking up light to moderate ice. There was an AIRMET for MOD ICE in the entire state and conditions were causing a large inversion in the region. During the flight from about 1000' AGL [after] departing through all altitude used during cruise light to moderate icing conditions were present producing clear/mixed ice. I first detected the problem when the windshield started to gather ice at an alarming rate. I looked down at the annunciation panel and the WINDSHIELD annunciation would not illuminate during cycles. Upon inspection of the panel the switch breaker had not tripped but further inspection revealed the system circuit breaker had 'popped.' I immediately grabbed the QRH as I knew there was a page for this abnormality. I referenced the QRH and read all safety box items. At that moment I contacted Center and told them my intentions. In compliance with the QRH I requested a higher altitude for warmer air above due to the inversion requesting 11000'. I contacted [Dispatch] and advised them of the situation. Based on the rapidly improving conditions and the proximity to ZZZ airport [x<20min] I elected my intentions to land at ZZZ airport. The QRH called for reset of the system circuit breaker which I did after approx 5min; greater than the suggested x>3min. This time the WINDSHIELD annunciation remained on for an abnormal amount of time not turning off until I heard the system circuit breaker 'pop.' At this point both Chief Pilots advised me to cover up one of the defrost vents to direct airflow onto the pilot window and brief me on the situation; which helped drastically clearing off more than 80% of the ice on the windshield. I advised ZZZ station and [Dispatch] of the emergency and the scrambling of emergency response vehicles for safety of the flight. When I had complied with ATC and QRH was complete I communicated with my passengers about the situation and to expect emergency vehicles in the airport environment. About 5 minutes from the IAP for runway favoring wind I was advised by Center that emergency vehicles were still en route and if available to hold if possible. I advised ATC of my souls on board and fuel available 02:23 FOB (Fuel on Board) that I was no longer taking on any more ice I was unable to climb maintain 11000' due to icing conditions and performance limitations in moderate icing I maintained '10000' wrong way;' with autopilot disengaged due to icing conditions. I wrote and read back clearance to hold at the IAF. I was notified by [Airport Operations] moment later that all vehicles had arrived and I requested to continue approach as I flew over the IAF as to reduce time in icing conditions that I had reentered. I elected to fly the approach up to the IF at 1500 FPM in an attempt to reduce ice exposure as I descended through a layer of icing and light snow. 2 miles prior to the FAF I stabilized the aircraft and continued with normal IFR stabilized approach only deviating to deploy initial flaps of 15 degrees and gear at greater than company policy but slower then Cessna manufacturing deployment limitations for both gear and flaps 15 degrees. I continued stabilized IFR approach until field in site and communicated frequently with ZZZ on declaring aircraft identification. With field in sight the field looked to be unplowed and hard to identify the runway itself so I made sure lights were on 7 click intensity inside FAF and used lights for reference of runway.  I elected to fly all speeds for approach 5-10kts fast due to moderate ice accumulation on airframe. On touchdown the aircraft drifted and I elected to not apply brakes until we had mostly decelerated due to MEDIUM-POOR braking action on the runway surface. Upon exciting the runway surface I continued taxi to stop at marshallers signal and debriefed passengers and asked if everyone was ok and needed any medical assistance. All passengers said they were OK. After deplaning I communicated with [Operations Control; Maintenance Control]; ARFF (Airport Rescue and Fire Fighting); [The airport manager]; and pax. I elected to write the aircraft up for a windshield Anti Ice system circuit breaker 'pop;' during flight. I spoke with the [Chief Pilot] post flight and elected to end flying for the day due to stressful situation in compliance with the IMSAFE checklist.  An electrical failure of the system causing the windshield to overheat causing the system breaker to 'pop' during flight. Try and request an altitude out of icing conditions earlier when a failure is detected in icing conditions.




Synopsis: C402 pilot reported a failure of the windshield anti-ice system in icing conditions.