Originally Posted by
formulaben
Yeah, luckily we weren't the type of department that flew the rich guys and their golf clubs.
The 800XP I used to fly didn't do many golf outings either. However the steamer trunks some of the guests would show up with for an overnight was another matter!
TKS works fine in the Hawkersaurus as long as you use it often and use it early. Failing to do that is as bad as failing to keep the leading edges clean. A higher capacity tank and a universally accepted method of refilling it without spillage would have both be desirable though.
Boots on the other hand require somewhat less advance planning in order to use correctly. But read the King Air AFM regarding when and how to use them to achieve best results. The NTSB got it all wrong when they suggested some years ago (following a Citation crash in CO) that everyone should use pneumatic deicing boots in the continuous mode in all airplanes so equipped when in icing conditions. This is contrary to the AFM instructions and the certification testing that determined the nature of those instructions for several airplane types, including several models of the King Air.
The only time I ever lamented having hot bleed air anti-icing was during higher altitude icing conditions in the Lear 60. Like TKS systems, turning it on
before collecting any ice is highly recommended, as shedding ice into the engines is best avoided. But it feels like you're dragging the anchor when both engine/nacelle and airframe anti-ice are dragging the thrust down. Selecting both systems ON will cause the FADECs to reduce the N1 schedule by a surprising amount even though the PW 305s typically seem to have plenty of ITT margin to to spare.
King Air boots work very well.