Here are a couple more videos that are very informative on icing.
As dispatchers do... I was looking at the weather during that time.. some of the graphics I have show that the area was ripe with liquid moisture from 12k down to 4K.. just north of BUF where is was light snow the waether was actually freezing rain and warmer than at the BUF airport.. so It seems to me that it may have been warmer in that 12k down to 4 k areas that they just decended thru.. once they got below 4K the air got colder and possibly run back water froze and the leading edges were fully contaiminated.. of course we know that they where using the autopilot for the apch so they would not have had any feel of impending control issues, once they got low and slow, and the auto pilot was kicked off when they lowered the flaps, the control forces where HUGH and maynot have been able to recover, they certainly were up against it being that they were low on the aproach.. prob no time to do much but try to fly out of the tail stall, thus the nose up, or Flat belly crash on that House....
In my opinion, unfortunately airline pilots in the "regional" category more often than not do not have available adequate weather analysis information.
There is often little time available between turns. The 'release' is focused on the destination airport only (for the most part) and doesn't show the "big picture" of the region into which operating. Pilots don't have available to them what may be available to their dispatchers and rarely speak directly with dispatch - unless something really goes wrong.
Dispatchers for the most part do an excellent job but it takes two to tango and often they are not consulted. Even if they are, a great many are very inexperienced. They would like to help but don't know how. Many may even be unlicensed individuals crunching out paper work under the supervision of a single licensed individual.
Rarely do weather reports contain the phrase 'severe incing' or 'heavy icing' - regardless of their origin. You may see 'moderate to severe' pridictions but that still permits the aircraft to depart. Predictions of 'severe' or 'heavy' icing (by themselves) would shut down the system - an economic penalty that is studiously avoided where possible.
We can easily justify that with a simple explanation - weather forecasting, at its best, is not an exact science.
Of course I don't know, but I would educatedly guess that the crew of the accident aircraft did not have any consultations with dispatch (regarding weather) while enroute to BUF. If I am right, they never saw the graphics that you did and were most likely completely unaware of the potential for severe icing in the general area of their destination. They just did what 99% of us do. The result is greatly diminished situational awareness - when the chips are down.
For instance - can you imagine LGA shutting down every time birds are reported in the vicinity of the airport? Likewise, how many flights to BUF would have been canceled that night if the weather report read "severe icing in clouds" in the BUF area?
That is NOT a critique of the flight crew, it's just 'standard procedure'. Unfortunately it is also hazardous procedure and this time it apparently turned out to be fatal procedure.
Of course it is possible that had they been aware before the fact - events may have turned out differently. It is equally possible that nothing at all would have changed. We can only conjecture about that - reality is we'll never know.
As with all accidents a single event is seldom the true cause. Instead a chain of little things progressively accumulate and reduce the margain for error. Sometimes the chain breaks suddenly - and the result is catastrophic.
Hindsight is always 20/20 and Fate is the Hunter.