This article explains the different sorts of temperatures that are measured in faster aircraft--there's an analogy here to the different speeds we measure in light aircraft (TAS, IAS, CAS, GS). Jets aircraft are meaningfully heated by what is essentially air friction and, even in a slower jet, that can be 15 degrees C of heating.
It's fun to think about what that means for airframe icing. To get airframe icing, you need to have an aircraft whose temperature is below freezing striking liquid water--snow and ice pellets mostly bounce off. It's liquid water that's the big icing risk. This can happen because a freezing cold aircraft has descended into wet and warm air or because warm and wet air is over the top of the freezing cold aircraft--either because of an inversion layer or because the moisture is getting sucked up in a cumulus cloud.
Now suppose you're in a jet getting heated 20 degrees C by air friction, and suppose it's warmer than minus 10 C. That means there could be liquid moisture around, but the wing is going to be at least positive 10 C. It's not going to freeze on the wing. Now suppose it's colder than minus 10 C. Whatever is striking the wing is already frozen solid and tends to bounce off. There are exceptions--and it doesn't apply at low airspeeds--but this is why jet aircraft at cruise speeds are mostly exempt from icing risk. Pretty cool, right?
(The exception is that liquid water can be found in air as cold as minus 40 C, but that's somewhat exotic and mostly found in pretty nasty thunderstorms.)