Above 10,000 ft in the US there is no speed limit and jets typically have sufficient ram air heating from speed alone. Speed also helps move through the affected area and altitudes quicker and faster ablation erodes the ice quicker when out of it. A turboprop is slower and spends more time at altitudes where ice is a problem. When I flew the DeHavilland Dash-8 we were constantly accumulating and shedding ice. American Eagle lost an ATR-72 from ice buildup RIP. Jets also tend to heat the leading edges with engine bleed air or electric elements (787) rather than using pneumatic boots to break it off. Heat is better IMHO. The move from turboprops to jets with more altitude and speed capability helped. Yet even recent GE GenX jet engines on the 747-8 had some problems with ice on the inlet guide vanes and the initial fix was to avoid medium or greater intensity radar returns leading us to joke that it was a VFR-only aircraft. I don't know what they're doing now. Unfortunately my current aircraft is the antique 757/767 and we have no ice detectors, but plenty of performance and an effective bleed air heating system. The 757 is the F-350 Super Duty of airplanes so no complaints there. Ice can also freeze the pitot tubes leading to erroneous airspeed indications and that lead to the Air France A330 upset that pancaked into the ocean RIP. It's still quite a treat to watch a modern automated system work, especially considering the history all the way back to axing it off a ship.