Small GA aircraft have made use of electric anti-ice systems on the wing and tailplanes. The most common one being ThermaWing, which consists of electrically heated laminate adhered to the leading edges of the wings and tailplane. They are powered by a separate alternator driven by the engine. They have an advantage over chemical deicing methods like TKS in that they are not time limited by the quantity of deicing chemical which can be carried at the cost of a lowered useful load due to the weight of the additional alternator plus the wing cuffs and other equipment. As to the best of my knowledge ThermaWing is an STC aftermarket kit and does not provide certified Flight Into Known Icing (FIKI) unlike some TKS applications. Columbia aircraft used to offer ThermaWing as optional on their 350 and 400 series aircraft prior to their bankruptcy and acquisition by Cessna.
Electric propeller deicing - hot props - consist of a rubber sleeve applied to the inboard most sections of the propller blade leading edge, each one containing an electric heating element underneath which could melt accumulated ice. Again it competes directly with chemical deicing systems which sling deicing fluid over the length of the propeller blade to melt ice and has similar benefits and drawbacks to the ThermaWing system.
Windshield deicing and defogging is usually done with cabin heat air coming from either outside air passed over the exhaust manifold then vented into the cabin or from a dedicated fuel burning cabin heater, common on twins. Still some light aircraft eg the BE58 Baron make use of electriccally heated windshield sections consisting of a finely woven heating element mesh applied in the transparency laminate and can be powered by the airplane’s electrical system.
Pitot-static ports, stall warning vanes, and fuel vents also often make use of electric heating elements to prevent accretion of ice which could block these ports and cause primary flight instruments to malfunction or cause fuel starvation of the engines.