![]() ![]() Once the ice has departed, the flow rate often can be reduced so that the system functions in the anti-ice mode.Ġ.0025-inch diameter holes are laser-drilled at a rate of 800 per square inch into 0.7 to 1.2 mm thick titanium panels, which either replace the existing leading edge or are attached over an existing leading edge. The relative wind then carries away the ice. The fluid chemically breaks down the bond that has formed between the ice and the airframe. TKS is designed to act as an anti-icing agent and, at a higher flow rate, as a de-icer. TKS works as a freezing point depressant-the fluid has a freezing point of -60 degrees C and mixes with the supercooled water in the cloud through which the airplane is flying and allows the resulting mixture to flow off of the airframe without freezing. ![]() A slinger ring dispenses the fluid onto the prop and the windshield is protected by a fluid dispenser. FIKI certification does not make an airplane into a go anywhere, anytime machine.Įvolved from a system used by the Royal Air Force in the icy skies above Europe in World War II, CAV Ice Protection‘s TKS ice protection system exudes an ethylene glycol-based fluid from thousands of laser-drilled holes in titanium panels on the leading edges of an airplane’s wings and tail. Getting FIKI certification is a big deal nevertheless, a FIKI airplane will not handle severe icing conditions-such as freezing rain-for any length of time. ![]() A FIKI system generally has to have two sources of power, an ice-inspection light, a heated stall-warning vane and heated static source(s). Testing for ice-shedding in icing conditions is limited.Ī FIKI-certified system-flight into known icing-goes through rigorous testing designed to show that the airplane can deal with most, not all, icing conditions for a period of 45 minutes. The performance testing is done in dry air-there is no performance testing in icing conditions. Non-hazard icing certification only requires that the system perform its intended function-shed some ice-and that the system does not affect stall performance, controllability, stability and trim. They are not certified for flight into known icing conditions. Non-hazard systems are designed (and certified) simply to buy time for pilots to get out of ice, not linger in it. We did a survey of what’s available for retrofit and found, to our surprise and pleasure, that some form of retrofit de-icing system is available for just about any high-performance piston single or twin.īefore we run through what we found, we’ll note that the retrofit systems come in one of two flavors, “non-hazard” and FIKI. But life isn’t fair and any pilot who flies IFR in the winter or at high altitude faces the very real possibility of decorating the airplane with ice no matter how carefully she or he plans, plots and schemes.įor pilots who regularly use their airplanes to travel, having ice protection beyond a heated pitot tube often goes from the “nice to have” column to the “I really need it” column when considering upgrades to the family machine-especially if there’s recently been a pucker-inducing encounter. If life were fair, no pilot would ever have to fly in conditions in which airframe icing becomes a reality. ![]()
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