TKS Deicing STC for Kingair 350
 

Is there an STC for the instalation of TKS anti-ice system for the Kingair 300/350.

The website says 100 different aircraft are approved but only lists smaller GA types.

Why would you want to have an STC to fit it to an aircraft that already has a perfectly good deicing system from the factory?

Why would anyone want that system at all ?

Why would you want to replace an “unlimited” duration system (boots) as long as the engines are running with a “limited” duration system (TKS) that will only last a tank?


https://cimg0.ibsrv.net/gimg/pprune....a74f8ac0f.jpeg

A TKS system de-ices the wing and tail not just the leading edge.

Doesn't seem to be an issue for all the private and commercial jets which utilize bleed air to heat the leading edges.

Certainly you jest? Look at what the knob says in your Hawker. It certainly doesn't say "de-ice."

I don't know a single Hawker pilot who loves the TKS system. You may be the first...

I flew HS125 for 28 years and was happy with the system. No engine power loss and sufficient enough. If you know how to use it.

And that's the rub, it shouldn't require a lot of skill or experience to use it. It's not de-ice, it's anti-ice, and as you note you absolutely must be proactive to use it properly. Unlike a real jet, you can't just flip the switch and smugly watch ice disappear in seconds. Sure, it works, but it's hardly the ideal system that I'd want on a high performance aircraft, and especially a jet given the silly speed limitations inherent to the system...if you do recall that?

Having said that, I loved flying the Hawker. It's a great machine given its age and its handling characteristics are quite impressive, especially when you consider the lack of any added hydraulics or electrics to the primary flight controls (rudder bias excepted, of course.) The aerodynamically boosted controls are very well balanced; a wonder given their size, weight, and lack of complexity. Its ability to decelerate after landing without touching the brakes is something to behold; I wish every airplane behaved that way. It is easily the best hand flying airframe in its class, but the TKS system is undoubtedly one of the most hated systems from the many Hawker pilots I've spoken with over the years (especially if you routinely flew in areas of moderate icing, which we did.) The baggage size/placement is a close second.

Ah yes. Baggage Tetris. Such fun.
The TKS was entertaining. Loved the expressions on our engineers faces when we said we needed a top up. They loved it. :D Not.

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.

They do, when maintained. Which includes periodical use, both to exercise the valves and get moisture out.

OTOH the mighty KingAir is able to carry huge loads of ice, should the system fail. Don´t ask me how I know...