“FIKI” is applicable only to US wx services. It has no practical meaning in Europe, for example. So e.g. an N-reg TB20 is not “FIKI” but the POH of a G-reg TB20 does authorise flight in specified icing conditions (and the system is identical).
The SR22 is marketed with two kinds of TKS: “FIKI” and non “FIKI” and they do have different output and extent.
My “non FIKI” TKS is outstanding – report. I don’t think CAV support this kind of customer anymore. I find it quite amusing to re-read that writeup 
I know Ernie Gann had tall stories on the ice carrying ability of DC-3 and Beech 18s, but for the ME/IR crowd in their ‘FIKi’ piston twins flying in the north european winter, you soon develop a deep cynicism towards the concept of FIKI in piston airplanes. The TKS design in relatively moderate icing conditions (severe icing of the SCLD variety will knock out a piston airplane in minutes, FIKI or no FIKI) will develop the notorious ice bridges towards the tips, ahead of the ailerons. This system is used in the DA42, and to function correctly needs regular purging, which leads to fluid on the apron, so not frequently done. The types with inflatable boots are fine on the main wing, but on the thinner tailplane the boots might not be so effective. Again SCLD will knock these MEPs out in minutes, LOC-I being the result. The Beech Baron publishes an ice escape speed of a minimum of 130KIAS, which gives some sense of how low critical alpha is with contaminated wings.
I have not experienced it, although have experienced the tailplane stall buffet which is a sharper high frequency buffet through the control yoke, than the subtle light buffet designed in by the stall strips; but I do know colleagues who have had a tailplane stall in icing. The LOC-I is dramatic, an immediate nose high (30~45 degree pitch?) as the down force from the tailplane disappears, followed by a sharp pitch down (45 degrees down plus). Not a phugoid departure, and attempting to recover with elevator can lead to structural failure (recovery is not a training scenario).
Basically all these so called FIKI systems on piston airplanes should have a placard saying use to exit icing conditions. Even transport turboprops struggle in icing.
Yes you need to run the system periodically. I test mine once a month, preferably on the ground so I can see it all coming out properly.
I know the TB20 TKS will handle accretion rates of 1cm per minute (which is fairly fast icing, which would bring down say a PA28 in a matter of minutes) and it will run in that for an hour – as long as the fluid lasts.
RobertL18C wrote:
I have not experienced it, although have experienced the tailplane stall buffet which is a sharper high frequency buffet through the control yoke, than the subtle light buffet designed in by the stall strips; but I do know colleagues who have had a tailplane stall in icing. The LOC-I is dramatic, an immediate nose high (30~45 degree pitch?) as the down force from the tailplane disappears, followed by a sharp pitch down (45 degrees down plus). Not a phugoid departure, and attempting to recover with elevator can lead to structural failure (recovery is not a training scenario).
Pitchn down, yes. But why the initial pitch up?
This is an example of a tailplane stall crash. The CVR recording showed that control was lost as flaps were extended. Extending flaps generally moves the wing centre of pressure backwards, so additional downforce from the stabiliser is needed,. In this case it was not possible due to the ice.
A G3 has TKS but it is not FIKI. The G 6 is FIKI.
I don’t hang around in icing anymore than I have to, but I have to transit it and I’m quite happy to combine the forecasting of ForeFlight and understand the limitations of the system SCLD is a different animal to moderate icing. Hence you have to use both in tandem. Every system has its limitations and you work with that. I don’t think it makes one cynical, just aware.
A G3 has TKS but it is not FIKI. The G 6 is FIKI.
Ok that you’ve already written. But what’s the difference in construction, components, fluid output etc.?
Ah. Sorry.
The G3 has a single pump with on and high. No guage for TKS fluid level. Also no TKS strip on the vertical fin.
The G has a primer pump and two main pumps. Redundancy. It also has a normal , high and then a max mode. Additionally it has left and tank gauges, and you can manually select a side if you want It also has a windscreen squirt. The G1000 will tell you how much fluid you have on gallons, plus how long in all three modes. It’s very comprehensive. And of course a TKS strip on vertical fin.
I have landed with half an inch of ice on the spinner and three inches on the spats, without a trace in the wings except at the tips which were covered in hard ice.
The G has a primer pump and two main pumps. Redundancy. It also has a normal , high and then a max mode. Additionally it has left and tank gauges, and you can manually select a side if you want It also has a windscreen squirt. The G1000 will tell you how much fluid you have on gallons, plus how long in all three modes. It’s very comprehensive. And of course a TKS strip on vertical fin.
Ok, that’s the same like DA42/62 setup.
Thanks Snoopy. Forgot the G3 doesn’t have that
