X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 15 Nov 2013 07:24:21 -0500 Message-ID: X-Original-Return-Path: Received: from p3plex2out01.prod.phx3.secureserver.net ([184.168.131.12] verified) by logan.com (CommuniGate Pro SMTP 6.0.7) with ESMTP id 6600204 for lml@lancaironline.net; Thu, 14 Nov 2013 20:43:13 -0500 Received-SPF: none receiver=logan.com; client-ip=184.168.131.12; envelope-from=pete@leapfrogventures.com Received: from P3PW5EX1HT002.EX1.SECURESERVER.NET ([72.167.180.20]) by p3plex2out01.prod.phx3.secureserver.net with secureserver.net id pdif1m0030SoFT401difur; Thu, 14 Nov 2013 18:42:39 -0700 Received: from P3PW5EX1MB14.EX1.SECURESERVER.NET ([10.6.135.86]) by P3PW5EX1HT002.EX1.SECURESERVER.NET ([72.167.180.20]) with mapi; Thu, 14 Nov 2013 18:42:39 -0700 From: "pete@leapfrogventures.com" X-Original-To: "lml@lancaironline.net" X-Original-Date: Thu, 14 Nov 2013 18:42:38 -0700 Subject: Kelly/RDD Electric vs TKS deicing Thread-Topic: Kelly/RDD Electric vs TKS deicing Thread-Index: Ac7hozgJvw3DE+zxTNWwkHln0uICnw== X-Original-Message-ID: <2A14E6258A8534418F5498D73CCA51EF225AB47560@P3PW5EX1MB14.EX1.SECURESERVER.NET> Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: acceptlanguage: en-US Content-Type: multipart/alternative; boundary="_000_2A14E6258A8534418F5498D73CCA51EF225AB47560P3PW5EX1MB14E_" MIME-Version: 1.0 --_000_2A14E6258A8534418F5498D73CCA51EF225AB47560P3PW5EX1MB14E_ Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable I have hundreds of hours in both a TKS equipped Cirrus and an RDD equipped = ES-P. TKS works well so long as it is turned on at least 5 minutes prior to an ic= ing encounter. The cirrus uses a spinner ring to put TKS fluid on the prop= , which also helps keep the windscreen clear of ice. The TKS fluid bleeds = back, providing icing protection far back from the leading edges. The down= side is you have a messy plane when you land, you have to carry the weight = of the fluid, and anticipation is required, as it takes quite a few minutes= for the panels to fully charge themselves and bleed out over their entire = length. The initial Kelly/RDD electric de-ice system would never work for more than= 15 minutes before failing (just like Ronald's experience). This persisted= for a couple of years until I replaced the electronics with the next gener= ation from Kelly. So far the new components have worked flawlessly for two= years going. The electric system will shed ice even if turned on after ic= ing starts, a benefit over TKS. The only disadvantage is that it does not = protect the surfaces behind the heated leading edge, and you need to add a = glycol spray for the windshield ($500) and a heated prop. I started picking up icing on a flight to Southern Cal last winter. I deci= ded to stay in the icing layer for a few minutes to see how the RDD system = would perform because I knew I had warm conditions a few thousand feet belo= w me and the cloud layer was pretty thin. The RDD system kept the leading = edges perfectly ice free, but there was a buildup of a ridge of bumpy froze= n drops just aft of the heating panels after about 15 minutes. I did not n= otice any measurable loss in speed due to the accumulation, and it quickly = shed once temps warmed up. While the electric system requires a heavy sec= ond alternator, I configured that alternator to be my backup alternator, so= there is no weight penalty. My bottom line. I would choose the RDD electrical de-ice system (with the = new electrical components). No fluid to worry about, unlimited duration, = a clean airplane when landing, and no need to anticipate icing conditions (= which don't occur most of the time, so I just ended up wasting TKS fluid an= d ended up with a dirty plane turning it on every time I was about to enter= menacing looking clouds). Pete --_000_2A14E6258A8534418F5498D73CCA51EF225AB47560P3PW5EX1MB14E_ Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

I have hundreds of hours in = both a TKS equipped Cirrus and an RDD equipped ES-P.

=  

TKS works well so long as it i= s turned on at least 5 minutes prior to an icing encounter.  The cirru= s uses a spinner ring to put TKS fluid on the prop, which also helps keep t= he windscreen clear of ice.  The TKS fluid bleeds back, providing icin= g protection far back from the leading edges.  The downside is you hav= e a messy plane when you land, you have to carry the weight of the fluid, a= nd anticipation is required, as it takes quite a few minutes for the panels= to fully charge themselves and bleed out over their entire length.

 

The initial Kelly= /RDD electric de-ice system would never work for more than 15 minutes befor= e failing (just like Ronald’s experience).  This persisted for a= couple of years until I replaced the electronics with the next generation = from Kelly.  So far the new components have worked flawlessly for two = years going.  The electric system will shed ice even if turned on afte= r icing starts, a benefit over TKS.  The only disadvantage is that it = does not protect the surfaces behind the heated leading edge, and you need = to add a glycol spray for the windshield ($500) and a heated prop. 

 

I started p= icking up icing on a flight to Southern Cal last winter.  I decided to= stay in the icing layer for a few minutes to see how the RDD system would = perform because I knew I had warm conditions a few thousand feet below me a= nd the cloud layer was pretty thin.  The RDD system kept the leading e= dges perfectly ice free, but there was a buildup of a ridge of bumpy frozen= drops just aft of the heating panels after about 15 minutes.  I did n= ot notice any measurable loss in speed due to the accumulation, and it quic= kly shed once temps warmed up.   While the electric system requir= es a heavy second alternator, I configured that alternator to be my backup = alternator, so there is no weight penalty.

 

My bottom line.  I would choose the= RDD electrical de-ice system (with the new electrical components).  &= nbsp;No fluid to worry about, unlimited duration, a clean airplane when lan= ding, and no need to anticipate icing conditions (which don’t occur m= ost of the time, so I just ended up wasting TKS fluid and ended up with a d= irty plane turning it on every time I was about to enter menacing looking c= louds).

 

Pete

 

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