Jim Posner – Beechcraft F33A Bonanza TKS Testimonial

Jim Posner lives in the Pacific Northwest and flies throughout the United States and Canada. His 1992 Beechcraft F33A Bonanza is equipped with a No-Hazard TKS Ice Protection System, which he has flown since 2005.

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How did you get started in aviation?

I started flying in the mid-1960s.

Why did you choose TKS?

I was convinced TKS was the best approach to ice protection.

What has TKS done for your mission?

TKS has reduced stress by providing a “get out of jail free” card and allows fewer canceled flights.

Learn more about TKS Ice Protection for the Beechcraft Bonanza

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François G. – Cessna 182T TKS Testimonial

François G. lives in France and flies in Europe and North America. His 2006 Cessna 182T is equipped with a No-Hazard TKS Ice Protection System, which he has flown since 2007.

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How did you get started in aviation? 

I started to fly 12 years ago.

Why did you choose TKS?

I need to fly extensively with the ability to exit inadvertent icing conditions.

What has TKS done for your mission?

TKS is a helpful and secure system. I have flown from Paris to New York via Iceland, Greenland and Canada. Flying over the Greenland ice cap at FL 150, we crossed an icing layer of cloud without picking up ice or losing speed.

The aircraft has also flown to Svalbard, one of the world’s most northernmost inhabited areas, located in the Arctic Ocean halfway between Norway and the North Pole.

Learn more about TKS Ice Protection for the Cessna 182

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H.C. – Beechcraft Baron FIKI TKS Testimonial

H.C. lives in the Midwest and flies from the Midwest to the Southeast. His (new to him) Beechcraft 55 Baron is equipped with a FIKI-certified TKS Ice Protection System

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How did you get started in aviation? 

One day I went out to the airport for fun. Now I’m a professional pilot flying the Airbus A330.

Why did you choose TKS?

I needed an ice protection system that wouldn’t wear out when sitting outside in the Southeast. The TKS system seems like it will last longer sitting in the sun.

What has TKS done for your mission?

Before this airplane, I had a twin-engine airplane that did not have de-ice capability. TKS has allowed me a lot more reliability to get where I need to go.

Have you flown aircraft with other ice protection systems and, if so, how does TKS compare?

The hot bleed air of the Airbus A330 is probably a step up, only because I’m not buying fluid. For GA, and piston aircraft in particular, I’m very happy with how it works. The system itself—the pump, the tank, how it’s distributed, the whole operation—works nice. It also does a good job of keeping the aircraft clean.

Learn more about TKS for the Beechcraft Baron FIKI.

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Tim Roehl – TKS Testimonial

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Tim Roehl is President of Tornado Alley Turbo, Inc. in Ada, Oklahoma. He lives in the Midwest and flies all over the United States. Two of his aircraft—a 1984 Beechcraft B36 TC Bonanza and a 2007 Cirrus SR22—are equipped with TKS Ice Protection Systems. Both are No-Hazard systems.

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How did you get started in aviation? 

I started in aviation by working for a family-owned aerospace manufacturing company.

Why did you choose TKS?

My company had the requirement to travel to Duluth, Minnesota on a regular basis, as we were building turbonormalizing kits for Cirrus Aircraft. In the winter time, that resulted in flying in inclement weather and Hard IFR which sometimes involved icing.

What has TKS done for your mission?

TKS absolutely improves the utility of the airplane and the opportunity to go when needed. The system is not a FIKI-approved system; nonetheless, it has been very effective when encountering icing conditions. For the most part, it meets all of our needs for de-icing the airplane and feeling safe in doing so.

Do you have any memorable experiences with TKS?

Soon after we installed the TKS system on our Bonanza, we had the opportunity of flying at around 17,000 feet where there was a clear area adjacent to an IFR area. There was icing in the clouds of the IFR area. We were able to go in and out of the icing conditions and test the effectiveness of the TKS system. I would add that the icing conditions were significant. We found that the TKS system worked exceptionally well in dealing with the airframe icing.

Learn more about TKS for the Beechcraft Bonanza.

Tim Roehl Cirrus SR22

Bonanza Install Part 5

With the plumbing and electrical wiring run, the installation moves to the windshield spraybar, the ice detection light and the prop.

The Windshield Spraybar Assembly

The windshield spraybar on the Bonanza is installed in front of the left side windscreen. The spraybar itself is a stainless steel tube with 12 holes drilled to jet TKS fluid onto the windscreen. The spraybar is bent to follow the rivet line of the lower windscreen.

1. Windshield spraybar mounted.

A deflector is riveted over the spraybar to ensure the fluid flows properly in flight.

2. Spraybar deflector assembly positioned.

3. The deflector is riveted and bonded prior to paint.

The windshield spraybar is not running when the rest of the TKS system is active. The spraybar has its own dedicated pump. When the spraybar is activated from the control panel, the fluid will spray for 4 seconds and stop automatically. After a 4 second delay, the spraybar may be activated again if necessary.

4. The windshield pump.

5. The windshield spraybar in action.

 

 

The Ice Detection Light Assembly

The ice detection light is installed in the lower left cowling in order to allow illumination of the left wing. The ice detection light bracket holds a light bulb which is angled to the middle section of the leading edge of the wing.

6. Ice detection light installed in cowling.

7. External view of the ice detection light assembly.

 

The TKS Slinger Ring Assembly

A predetermined flow of TKS ice-protection fluid is metered into a propeller slinger ring through an injection nozzle. Once the fluid enters the slinger ring, centrifugal force directs the fluid to the outermost portion of the ring. Holes mounted in the slinger ring provide a path for the fluid to travel, ultimately coming out of a tube positioned on the leading edge of the propeller. The propeller blade leading edges are fitted with a channeled boot, providing a flow path for the TKS fluid. The fluid passes out of the feed tube and onto the ribbed boot. Centrifugal force directs the fluid outward.

8 Prop boot. The ribs channel fluid along the prop blade.

 

The manufacturer of the prop will determine the build of slinger required.

A McCauley prop will have a slinger ring which is bonded to the prop hub. Scoops mounted in the slinger pick up the fluid and deliver it to the prop blades.

A Hartzell prop will have a slinger ring which is mounted in a stand-off position. Three hollow bolts are used to mount the slinger to the prop hub. The bolts pick up the fluid and deliver it to the prop blades.

MT manufactured props must have a MT manufactured slinger ring installed.

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9. A McCauley style slinger ring being mounted to the prop hub backplate.

10. The ring bonded and riveted.

11. The front of the backplate. The riveted scoops with feed tubes can be seen positioned to deliver fluid to each blade.

 

12. The backplate mounted to the prop hub.

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13 Hartzell props have a slinger ring bolted to the spinner backplate.

14 The bolts serve as a channel for the TKS fluid to flow from the slinger ring to the feed tubes.

15 A feed tube.

 

The propeller blades

After the propeller has been removed from the aircraft and placed in the prop shop, the prop blades are prepared for the TKS boot installation. If the aircraft was previously equipped with thermal propeller protection, the heated boot elements and all adhesive residues are removed. The prop blades are then cleaned and the area where the TKS boots will be installed is prepared.

16 The prepared propeller blades.

17 Application of the boots.


18 Taped off for edge seal.

19 Sealant applied and curing.

20 Completed boot installation.

21 The completed propeller installed on the Bonanza

The prop will be dynamically balanced after system testing is completed.

Look for Part 6 soon or subscribe to this blog and be updated when it is published.

Bonanza Install Part 4

The main pump draws fluid from a tank positioned in the right wing behind the main spar at WS 127. In order to install the tank two holes are cut in the wing skin. One hole will allow the insertion of the bladder style fluid receptacle and the other hole is cut for the filler port.

1. A template is used to locate the holes.

2. The access hole and filler port hole.

3. The bladder type fluid tank. The tank has a 7.5 gallon capacity with 7 gallons usable.

4. The fluid level sender with float.

Padding is installed to line the cavity prior to tank installation and doublers are installed to strengthen the structure supporting the filler port and access hatch.

5. Padding being installed.

6. Doubler being installed.

7. Doubler installation with tank flange in the background.

Both wing tips are removed and the aileron unhinged. A tank vent is installed in the right wing tip rib and a 3/16″ nylon tube is run from the tank to the vent.

8. Tank vent in right tip rib.

The tank installation is finished with the installation of the access hatch and filler port. A locking cap is installed in the filler port to lower the opportunity for foreign fluids or debris to enter the TKS system.

 

9. Filler port with locking cap.

When the fluid is drawn from the tank it passes through a strainer into nylon tubing designed for TKS fluid and the pressure requirements of the TKS system. The fluid is pulled through the main pump and then pushed through the filter to the proportioning units in each wing and the tail.

10. Nylon fluid line running through a grommet to the main pump.

11. A proportioning unit with fluid lines attached. The lines will split the fluid out to the porous panels in precisely metered amounts.

12. Fluid lines passing through main cabin to the proportioning unit in the left wing and tail. Separate lines split the fluid out to the prop slinger and windshield spraybar.

13. Tee fittings in the cabin splitting fluid flow to TKS components.

Look for Part 5 soon here or subscribe to this blog and be updated when it is published.

Bonanza Install Part 3

Fluid is supplied to the panels and propeller by a single positive displacement, constant volume metering pump. The pump provides various flow rates to the panels and propeller. The single two speed pump provides a range of flow rates for different icing conditions.

1. The TKS ice protection main pump.

The fluid passes through a 0.6μm – filter prior to distribution to the porous panels and propeller. The filter assures all contaminants are removed from the fluid and prevents panel blockage

2. The TKS filter assembly.

A network of nylon tubing carries the fluid to proportioning units located in the wings and tail of the aircraft. The proportioning units divide the flow into the volumetric requirements of each panel or device supplied through the unit. Each panel and device is fed again with nylon tubing.

3. A proportioning unit in the Bonanza’s tail section.

On an aircraft being certified for FIKI the system is configured with two metering pumps, each of which can be independently operated as the primary source of fluid delivery via a toggle switch on the control panel. This configuration provides required redundancy.

There are two modes of operation for Bonanza identified as NORMAL and MAXIMUM. Normal mode represents the design flow rate for the system and is achieved by running one pump continuously in its normal setting. Maximum mode is provided as a means to navigate the maximum intermittent icing envelope, and is enabled by running one pump continuously in its maximum setting. Maximum is twice the flow rate of Normal.

4. Control panel for the FIKI A36

The TKS system on the Bonanza includes two pressure switches. The High Pressure switch is located between the main pump and the filter. An indication of high Pressure indicates the system filter requires replacement. The Low Pressure switch is located between the filter and the proportioning units. When the TKS system is initially engaged the Low Pressure indicators will flash until the system has come up to pressure. Once the required pressure is achieved the low Pressure indicator will extinguish. An indication of low pressure after the indicator has extinguished is a serious fault and requires action is taken in accordance with procedures published in the Flight Manual Supplement.

5. high and low pressure switches.

Look for Part 4 here soon or subscribe to this blog and be updated when it is published.