The following article appeared in the October 2017 edition of CESSNA OWNER magazine, the official publication of the Cessna Owner Organization.

Whether for business or pleasure, the Official Publication of the Cessna Owner Organization Since 1975 Cessna Owner Organization is dedicated to assisting CESSNA>> October 2017 owners in OWNER MAGAZINE their continual pursuit to become better, TKS smarter and safer rotection owners and pilots. Ice P Since 1975, the Liquid Armor for the collective knowledge War on Icing and experience of its members has saved owners countless hours of downtime and thousands of dollars in operational expenses.

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Not a member? Learn more at www.CessnaOwner.org TKS Ice Protection Liquid Armor for the War on Icing

By Scott Sherer

here are many people out accumulation before launching. I wind is strong and the wind chill there who really like snow also have a heavy-duty tug for get- is very low. The winter cloud in Tsports; things like skiing, ting my bird in and out of the han- Wisconsin is dark and grey. (I say snowboarding, ice skating, hockey, gar quickly, and the Janitrol fur- “cloud” and not “clouds” because we snowmobiling and all of those other nace, along with an assortment of seem to have only one cloud here sports that you typically see during other engine and interior warming and it covers the entire state from the winter Olympics. I’m sure that contraptions, helps to get my plane November well into January!) many aviators enjoy some of these warm and ready fast. Personally, I prefer flying in the activities as well, and they may ac- However, when the time comes to grey, as opposed to others who fly tually look forward to doing them, actually take off and it’s cold and only in sunshine. I find that when it’s too. I, however, am not one of them. grey outside, I do have to think clear and sunny, it is often very cold Sure, every once in a while my about ice – and for good reason. and windy. As we in Wisconsin say, wife will make me fly her to Vail to Here in Wisconsin and in other far “If it weren’t for the dark, cold, wind ski, but I’m more likely to head to north locations, especially those and snow, I’d really like winter!” the bar or a hot tub than I am to hit near the Great Lakes, we get ice Anyway, from time to time, I the slopes. That’s not to say that I quite often. While I can usually fly hear pilots say, “I’ll just pop up don’t enjoy winter, but as a winter to California and back and never through the clouds to VFR on top.” pilot, I view ice, snow and winter need to turn on my de-icing sys- Have you heard that? It’s -10°C rains as impediments to my favor- tem, it’s an entirely different story outside and some well-intentioned ite pastime – flying. As far as I’m within 100 miles of my home plate. but naive winter pilot thinks he’ll concerned, ice belongs in a glass! A typical winter ceiling can be turn on his pitot heat and defroster Thankfully, my twin resides in 800 to 2,000 feet overcast with and launch into the grey, ice-laden a hangar, so I don’t have to worry tops between 5,000 and 10,000 feet murk above. “Not to worry, at a about clearing off any snow or ice AGL, and more often than not, the 500-feet-per-minute climb rate, I’ll 1 be through this in just a couple of So what is it designed for? FIKI Similarly, if ice begins to accumu- minutes,” he thinks. is primarily intended to allow you late or has already accumulated on Most of the time, he’s right and enough time to climb to an on- the plane, the fluid will break down able to get through it. Then again, top or between-layers flight level the bond between the ice and the every rule has exceptions, and in where there is no ice. It can also be aircraft, allowing natural aerody- aviation it’s the exceptions that used for landing when you need to namic forces to shed the ice away. can kill you. descend slowly from cruise altitude Unlike pneumatic boot systems, When I take off or land through to an approach. This latter scenario there are no boots or air pressure the winter murk, I have to admit can be a rather hair-raising ordeal, pumps to fail, so there’s no risk that my forehead and palms get as you’re beginning the descent of the system not working due to sweaty. Even though my pitot heat, 100 or so miles out and may end up a blown pressure pump. Conse- hot props, and heated windshield spending 30 or more minutes flying quently, there’s also no risk of los- are on, I always check the wings ev- through ice-laden clouds. ing your flight instruments either. ery couple of minutes for ice build- FIKI is good, but it’s certainly not The system is electrically-driven up. If there’s ice on the leading edg- a fail-safe. A couple of years ago, a and doesn’t require much in the es of my wings, I’ll pop the boots. Beech King Air, a FIKI-approved, way of power. medium-sized, turbo-prop aircraft, TKS is an excellent alternative Traditional De-icing crashed in Minnesota due to ice. anti-ice/de-ice system for your Boots and FIKI Shockingly, the time from takeoff aircraft. You can install an after- to an attempted emergency land- market version on your 182 and De-ice boots inflate via air pres- ing was less than 10 minutes. The other models and be as safe in ic- sure pumps on the engines. For plane did not make it back. ing conditions as is possible, giv- those of you not familiar with this Booted airplanes have worked en the risks outlined above. setup, these are the vacuum pumps well for decades, but having boots Of course, we all know that to which all of your vacuum instru- and FIKI approval does not guaran- there’s no such thing as zero risk. ments are connected backwards. tee zero risk. On top of that, boots It’s also worth noting that TKS is The boots and instruments run on are terribly expensive so they don’t not FIKI-approved on all models pump pressure, rather than vacu- get replaced but maybe once every of aircraft. Nevertheless, you can um – same thing, only backwards. 10 or 20 years. What if a boot fails in still legally install it on your air- If you’ve never heard of this, it’s flight? Think of how your airplane is craft whether it is FIKI-approved typical for booted airplanes. going to handle with one wing clear or not. I’ve been in icing conditions at of ice and the other completely cov- 10,000 feet – even while on my way ered. Frankly, I’d rather not. How TKS works south to Florida. On one such trip Bottom line: If you have de-icing The TKS system is amazingly – solid IMC, bumpy ride, and with equipment on board, FIKI or other, simple in concept. family in the back – I had one of it’s a huge improvement over an First, you have a TKS fluid stor- the pressure (backward vacuum) aircraft with just a heated pitot, pumps fail. Down to one functional but none will guarantee risk-free age tank that must be strategically pump and with ice building on the flight in icing conditions. positioned in the aircraft for weight wings, I could not use the boots, as and balance considerations. More using just one pump would expo- The TKS Alternative specifically, if you have too big a nentially increase the risk of blow- tank, you’ll severely cut into your ing the remaining pump. I was al- So what do you do if you want or useful load. need ice protection and your airplane ready in a pickle, but flying IMC The location of the tank is equal- isn’t equipped with boots, hot props with two blown pumps and no atti- ly important. At 9.2 pounds per tude or heading indicators would’ve or a heated windshield? Well, if you gallon, this stuff weighs a lot, and been far worse. Flight Into Known fly a 182, 210 or one of several other you don’t want to bust your flight Icing (FIKI) certification is great, models, there’s another outstanding envelope. The manufacturer’s STC but try to think about risk reduc- option for you. It’s called TKS. takes this into very careful consid- tion when you’re in that situation! TKS is a fluid-based freezing Remember, FIKI is a certification point depressant system that eration (see “Weight and Endur- for de-icing equipment. My twin is coats your aircraft’s flight-critical ance Information” sidebar). FIKI approved, which means that I surfaces with an ice inhibiting With the flip of a switch to the can legally launch when there’s ice and eliminating liquid called DTD “Normal” position, the fluid is in the forecast. On the other hand, 406B (often referred to as “TKS pumped from the tank through it is not intended for extreme icing fluid” by your local FBO). This your wings’ leading edges (and/ (and maybe not even for moderate ethylene glycol-based fluid chemi- or your prop and windshield) to icing), and you can’t fly it all day cally prevents the formation of ice prevent ice from adhering to your long; it’s not designed for that. in light icing conditions. airplane. This is called anti-ice. 2 An uninstalled TKS equipment pallet for a Cessna 206. The light green box TKS plumbing is installed aft of the baggage compartment in the is the fluid tank. Cessna 206. Note how the pallet is installed vertically. WEIGHT AND ENDURANCE INFORMATION: Cessna 182: Cessna 206: Cessna 210: Fluid Capacity: 5 gallons (2 hours in “Normal” mode) Fluid Capacity: 7.5 gallons (3 hours in “Normal” mode) Fluid Capacity: 6.2 gallons (about 2 hours in “Normal” mode) Weight without Fluid: 40 pounds Weight without Fluid: 38 pounds Weight without Fluid: 51 pounds Weight with Fluid: 86 pounds Weight with Fluid: 105 pounds Weight with Fluid: 109 pounds Electrical Consumption: 1.5 amps @ 28V DC in Electrical Consumption: 1.5 amps @ 28V DC in Electrical Consumption: 1.5 amps @ 28V DC in “Normal” “Normal” mode “Normal” mode mode Specific Models: 182P, 182Q, R182, TR182, T182, Specific Models: U206F, TU206F, U206G, TU206G, Specific Models: 210L, 210M, 210N, P210N, T210L, T210M, 182S, 182T, T182T S/N 18264296 and up 206H, T206H T210N

Should you find a growing layer of ice on the plane, you flip the switch TKS switch panel. If the other way to “Maximum” and a you’re entering visible moisture – specifically higher volume of fluid is pumped. clouds and fog – and it This is the de-ice position and it is cold out, flip the TKS will hopefully shed already accret- switch to “Normal.” If ice ed ice from the airplane. is actually forming on the airplane, put it on “Maxi- Of course, the fluid isn’t infi- mum.” Again, be sure to nite, so like fuel in your fuel tanks, keep a close eye on the you’d better have enough TKS fluid fluid quantity gauge; it’s just as important as fuel aboard for your trip. As such, it’s if you’re IMC and in icing important that you monitor the flu- conditions. id level as part of your flight plan- ning routine. As described above, the Normal/ tioning units. Usually placed in welded to the front panel to create Maximum switch on your panel the wings and tail of the aircraft, a reservoir of sorts with a porous determines the speed of the pump these units determine where and membrane positioned between the and the volume of fluid it distrib- how much fluid will be supplied to two skins. The panels themselves utes. The fluid is pumped from the the respective TKS panels affixed are typically affixed to the tank and through a filter that re- to the leading edges of the plane’s using a supple, two-part adhesive. moves any contaminants. Chang- wings, wing (when applica- For added protection, props can ing the filter at factory recom- ble) and stabilizers. be fitted with a traditional fluid mended times will become a crucial The outer skins of the TKS panels “slinger ring,” and dependent on part of your annual inspection pro- are made of titanium and the front whether the TKS Ice Protection sys- cedure, so be sure that you discuss panel features miniscule, laser- tem is either No-Hazard or FIKI- this with your A&P at annual time. etched micro-holes from which the certified, the windshield is protect- After the filter, the fluid pushes TKS fluid is dispersed to coat and ed by either one or two on-demand on through nylon tubing and a protect the various surfaces. The pumps (a backup mode is provided number of splitters called propor- back of each panel is robotically for FIKI-certified systems).

3 Here you can see that TKS panels have been installed on the of this Cessna 182’s wing as well as on its wing .

TKS panels are installed on the vertical and horizontal stabilizers of the Cessna 206. A windshield spray bar installed on a 2016 Cessna T206H.

The slinger feed tube deliv- ers fluid to the prop blade.

4 A cross-section of a TKS panel. The front plate is perforated with thou- sands of laser-drilled holes (800 per square inch) and each is just .00025 inches in diameter. The back plate is then welded to the front plate with a porous membrane sealed between the two panels. This membrane ensures that the fluid is evenly distrib- uted throughout the entire panel.

A close-up view of a laser-welded, porous TKS panel. You can’t afford to have even the smallest amount of particulate contamination in the TKS system or it will clog these tiny holes and the system will not work. For that reason, any particulates large enough for the system to fail are blocked by the TKS filter. Bugs or dirt, for example, are not an issue, and though it is possible to have contamination downstream of the filter, that could only happen during installation or maintenance.

A TKS system fluid schematic for a Cessna 182.

5 TKS Deployment Procedures

Preflight the system. Turn the If you think that you’re in a potential icing 1 switch to both “Maximum” and “Nor- 3 environment, turn the switch to “Normal” and mal” to listen to the pump. Pumps do look for an out. This usually means climbing if fail, but if you’re lucky you should hear it on the you’re in departure or cruise mode. ground first. Listen for bad bearings grinding If you notice ice on the airplane, turn the TKS away or a sluggish or irregular pump. 4 switch to “Maximum.” If you don’t catch the ic- ing condition early enough, this may not remove Remember to turn on pitot heat, ice from your airplane. Keep an eagle eye out when IMC 2 cabin heat, defrost and (this is really and it’s between +5 and -10°C outside. important) monitor your . Frequently turn it off while having a firm grip Increase airspeed by 15 knots if possible. The air- on the yoke. If there’s ice accumulation on the 5 plane will at a higher airspeed with ice on it.* airplane and a flight control imbalance, this is *NOTE: This is a popular pilot opinion, not something CAV Ice the only way you’re going to find it. Protection calls out in their manual.

During my trip to Wichita last year, Cessna gave me a brand-spanking new TTx to fly for a day (see August 2016). I consider the TTx to be the Ferrari of single-engine, fixed-gear aircraft – even more so than the Cirrus and right up there with Mooney. The TTx is sleek, super-fast and it comes equipped with a Garmin G-2000 panel and, of course, a state-of-the-art, FIKI-certified TKS .

6 Does it work? of current fluid quantity and pric- (a Citation comes to mind), but ing options with shipping included: that’s not what he wants. In fact, You’re darn tootin’ it works! he has owned airplanes of higher When you’re on top in the bright •  2 containers (2.5 gallons each): capability and performance in the sunshine cruising along on your $115 past but he discarded them all in trip and you know that you favor of his trusty 1979 182 that have to descend to your desti- • 1 container of 5 gallons: $109 he has owned since 1994. nation through the grey murk, Mike loves this airplane, and if • 1 container of 30 gallons: $542 TKS gives you the peace of mind it were not for the threat of icing to know that you can pull it • 1 container of 55 gallons: $795 conditions during his commute to off safely. and from his ranch in Nevada to Of course, if the forecast men- his primary residence in Menlo tions moderate (or worse) ice or Is it worth it? Park, Calif., it was perfect for his needs. So back in 2012, Mike de- freezing rain, it’s best to rethink Personally, it’s tough for me to cided to resolve his icing concern your plans, But if the forecast is for justify TKS for my already-booted issue once and for all by having light icing and 5,000-foot tops and airplane, but it’s certainly much a TKS system installed. He cur- you have TKS, it’s time to get out to less expensive than the cost of rently flies his bird between 100 the airport and fly! buying a new (or newer) “de-iced” and 225 hours per year and uses airplane. It may also be a real bar- How much his TKS system an average of gain for someone who is planning twice per year – about the same does it cost? to keep their airplane for the next number of times I use the boot The system itself costs some- decade or so. system in my twin. where between $30,000 and Of course, there are also plenty According to Mike, the installa- of owners out there who will tell $55,000 depending on the applica- tion cost just over $30,000 in 2012, you that the system only needs tion, so TKS is not an inexpensive so I asked him if he considered his to work once to be worth the in- investment a good value. “Yes, it proposition. However, if you love vestment. I spoke with one such was,” he said. And when I asked if your airplane and plan to keep it, owner, Mike Powell, PhD, who he would do it again, he emphati- and ice is a constant threat where has a TKS system installed on cally replied, “Absolutely!” you live, then TKS is a very wor- his 182. TKS Ice Protection Systems are thy consideration. As a partner in a venture capital available for the Cessna 182, 206, As for the fluid, it can be pur- firm specializing in funding phar- 208, 210, 350, 400, and TTx, as well chased from CAV Ice Protection maceutical development, Mike is as a number of other manufactur- (www.caviceprotection.com), the no slouch in the corporate world. ers’ models. For more information, TKS manufacturer, and stored in He could probably afford any air- visit the CAV Ice Protection website your hangar. Here’s a breakdown plane that he had a desire to own at www.caviceprotection.com.

Did you know?

TKS (Aircraft De-icing) Ltd. was formed in 1942 with the merger of the following three companies, each having a specific expertise and each contributing a letter to the TKS moniker:

T – Tecalemit, Ltd. manufactured metering pumps for multi-point lubrication systems. The company designed and produced multi-outlet (6, 10 or 12 outlets depending on the aircraft) metering pumps and filters for the system.

K – Kilfrost, Ltd. specialized in de-icing chemicals and was the primary protagonist for the system in the early stages.

S - Sheepbridge Stokes, Ltd. produced the newly-invented, sintered-powder metal components. The company manufactured the tubes called de-icing strips.

For a complete history of the company, visit www.caviceprotection.com.

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