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#21
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"Tom Sixkiller" wrote in message ... Out west (I've only flown twice east of the Mississippi in 15 years flying) it means leaving at sunrise and being back before about 3:00PM. Exactly... same here if I need to be able to rely on getting back. That means I can't reliably do same-day business trips in the summer but I often can do so in the winter. -------------------- Richard Kaplan, CFII www.flyimc.com |
#22
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The weather data link (weather in the cockpit) would definitely help 'see'
what's ahead and around corners . My go-no go decisions are made based on the criteria mentioned above but the screen gives me a good path around the cells (stick to clear or light green). Case in point was Friday returning from Ft Myers, Fl to TN. Couldn't get away until 9pm due to solid lines across FL & GA but after dark, they died down with large holes to fly thru. We made it without a drop on the wings (save one little spot in GA) Having said (?) that, I'd get TKS in a heart beat, if it were available on my A36. -- Thx, {|;-) Victor J. (Jim) Osborne, Jr. take off my shoes to reply |
#23
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TKS is available on A-36 as well as the F-33 and V tail Bonanzas. Contact AS
and T in Salina, KS. |
#24
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I'll second the "fly pretty well" with a load of ice. I should not have
been there years ago.....but....... Another second...My two cents...I don't believe a 182 should have the TKS...might go when you shouldn't... John N3DR "Matt Whiting" wrote in message ... Andrew Gideon wrote: One of the members of my club has proposed that we add TKS de-ice to our two 182s. Apparently, such a system is to become available later this year. My reaction at first was negative. After all, in our near-NYC location, the utility of such a tool is limited to a few months a year. Surely we could spend money better (ie. on upgades that would be useful year round). His reply to this reasoning is that our aircraft utilization is much lower in the cold months than in the summer. If we can increase winter use, then we get better value from our investment. It's a good point. Of course, when I mentioned this to my wife, she asked how much of the lower use was due to the threat of ice, and how much was due to our lack of love for preflighting in subzero weather. Another good point grin. But it does have me wondering. The system would not be "known icing" compliant. So...what difference in utilization would it make? I'm curious what others - esp. that fly with de-ice - would reply. Without "known icing" certification, I don't think it buys you much at all from utilization perspective. It is insurance if you get caught in ice, but that is it. And if if DOES increase utilization it means that you have pilots flying in conditions they likely shouldn't be in anyway. And, I know from a hairy personal experience, a Skylane will carry a lot of ice and still fly pretty well. I'd invest the money and weight into something more useful. Matt |
#25
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#26
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"Richard Kaplan" wrote in message ws.com...
"Peter R." wrote in message ... Syracuse, NY. From what I understand about the system, the difference between the not known icing and the known icing TKS system has to do with redundancy, not functionality. In other words, known ice TKS system has a backup pump and, IIRC, requires backup electrical. Another difference is in-flight icing testing of a prototype airplane is required for known-ice certification. Another difference is that known-ice requires that the engine still run during ice encounter. A TKS system does not keep your fuel vents, etc from freezing. One of the differences between the Mooney 201 and 231 (the 231 has known ice as an option) is the fuel venting. -Robert |
#28
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#29
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"Michael" wrote in message om... I think you're dramatically different from experienced IFR pilots on the Gulf Coast. I suspect you're no different from the pilots in your neck of the woods. All the Gulf Coast IFR pilots I know who have equipment and experience comparable to mine have spherics and use it agressively. Do you think this is a function of the weather patterns in our geographic areas (i.e. scattered airmass storms vs. frontal storms)? In other words, if you were to move to Pennsylvania do you think you would retain more or less the same summer utilization of your airplane? My guess is that your thunderstorm philosophy would shift to that of Northeast pilots while you were flying here. I think part of this relates though to a definition of "cancelling" a flight. I fly to Florida fairly often and I do not think I have ever had to cancel a morning flight, yet more than once I have diverted somewhere due to afternoon thunderstorms. When I have had to divert and then I do some hangar flying with local pilots, usually the reply is, "You know down here you have to plan to get your flying done by 2PM" -- I've heard that from newly minted private pilots and from CFIIs who are "local" in Florida. Even in Pennsylvania I guess we need to consider what it means to "cancel" a flight. Earlier this week I returned from Mackinac Island Michigan to my home base in Western Pennsylvania with a stop in Eastern Ohio to drop off a passenger. There were thunderstorms enroute over the Great Lakes but I was able to use my radar/spherics/datalink to reroute myself about 50 miles out of the way on the first leg, thus completing the segment to Ohio by about 2PM. Yet by the time I was ready to complete the final 100-mile segment home there were storms building enroute and near by destination as the trailing edge of a frontal system. I "canceled" the flight until the following AM, although I suppose I could have just "delayed" it until 11PM when the storms had cleared -- clearly departing in the afternoon was not an option because it turned out that a group of cells was right over my departure airport between 6PM and 9PM. So I think in part it depends on our definition of "cancelling" a flight. If I lived in Florida and never "scheduled" a flight from 2PM to 8PM, then I guess I might never "cancel" a flight in Florida. -------------------- Richard Kaplan, CFII www.flyimc.com |
#30
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"Richard Kaplan" wrote
Do you think this is a function of the weather patterns in our geographic areas (i.e. scattered airmass storms vs. frontal storms)? No, although of course I can't rule that out. In other words, if you were to move to Pennsylvania do you think you would retain more or less the same summer utilization of your airplane? So far my (admittedly limited) experience indicates that I would. I have flown around frontal systems in the Midwest and Northeast and I have not been surprised. Getting the feel of what I could and could not do wasn't something that happened all at once. In Texas (and much of the Gulf Coast) we get airmass thunderstorms on an almost daily basis for half the year. Of course we also get frontal activity. I used to stay away from frontal activity, but over time, working closer and closer to it, I've found where the limits are. I think the fear of getting boxed in by T-storms is somewhat akin to the fear of getting trapped by a widespread region of freezing rain - not unfounded, but somewhat overblown. The only way to really get trapped is (1) to have a whole bunch of new, very closely spaced cells form too quickly to escape or land or (2) fly between two long lines that squeeze you in faster than you can escape or land. Since the Stormscope provides a good indication on general static discharge activity (not just cells) and visual contact (in my experience 85% of an IFR flight in such conditions will be flown in the clear) with developing clouds provides information on vertical development, you really have to ignore what's going on around you to get trapped. I also can't really think of any accidents within recent memory where a spherics-equipped airplane was trapped that way. Michael |
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