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De-icing on experimental aircraft

I came across this on reddit and it got me thinking: should we install a deiced prop on the RV-14 we’re building?

I do have every intention of getting it “permitted” for IFR, and do very much plan to fly it in clouds, so it seems like a good thing to have. I’m amazed at how little cost it adds. Looks like VR Avionics are the people to go to for a controller. Current looks like something on the order of 30Amps, which I should have capacity for if I install a dual electrical system (planned anyway, for reliability in an all-electric aeroplane).

I can’t find a TKS alternative…

Also, I think we can all agree that that is just a beautiful looking propeller!

EGEO

I think a de-iced prop is the best single thing you can have on a plane, for the cost.

No matter how bad things get ice-wise, you know you have full engine power, and (with TKS) you get a de-iced front window.

Pic from above link:

Is that TKS on his wings and elevator?

Administrator
Shoreham EGKA, United Kingdom

we have an electric prop and your AMP estimeate is reasonable
if you have a choice, I would go with the TKS, though; having a clear windscreen reduces stress in the cockpit a lot when you get out of the clouds; and you can run that on battery for a while, too (unlike electric prop)

a VERY experienced US A &P discouraged me from an MT wooden prop (shown on the picture) because it is much lighter than metal props and the engine does not like the lower inertia; if MT is on your list, you may want to spend some time researching this (and please tell us back here what you found)

CenturionFlyer
LKLT

a VERY experienced US A &P discouraged me from an MT wooden prop (shown on the picture) because it is much lighter than metal props and the engine does not like the lower inertia; if MT is on your list, you may want to spend some time researching this (and please tell us back here what you found)

So it seems someone told you a VERY nice OWT story.
Which is mainly a making of Hartzell making. It is called the prop-wars.

EGBE - Coventry, United Kingdom

@Centurion_Flyer
Yep, MT propellers seem to generate a lot of controversy. There are lots of for and against arguments, but few are backed up with much data (in either direction, to be fair). In the lancair world, they are very popular, the Vans world leans towards Hartzell and a whole range of specialised composite fixed pitch propellers, but quite a few RV10s are flying with MT propellers and the RV-14 will be similar in terms of speed. Personally I’m not wholly convinced either way, but I do love the way the MT props look!

Peter wrote:

Is that TKS on his wings and elevator?

I think it’s Therm-X, have asked him Edit: Yes it is

Are CAV the only people who make TKS systems, even for props?

Last Edited by jwoolard at 07 Apr 21:58
EGEO

Centurion_Flyer wrote:

a VERY experienced US A &P discouraged me from an MT wooden prop

VERY experienced at telling fairy tales by the looks of it. A wooden propeller is always better than metal or composite. The reason is it is lighter and the wood has inherit damping that no other material has. The problem with wood is it is not as durable, and has to be taken more care of, and wood can usually not be shaped as efficient as metal/composites. Regarding flywheel, even the lightest wooden propeller has orders of magnitude more than is needed. If it didn’t it would stop on idle. The rotating energy in the propeller increases with the square of the RPM, but even so, a lighter propeller will always create smaller forces on the engine than an equal but heavier propeller.

Regarding vibrations/oscillations, the worst thing possible is a metal or composite two bladed propeller. The best is 3 or more blades wooden propeller. The reason is the less damping, and that a two bladed propeller has rather large oscillating gyroscopic forces, that only 3 or more blades will solve. It’s a pure geometric effect.

Balancing is important, balancing of the propeller/engine as one system.

Last Edited by LeSving at 08 Apr 06:54
ENVA ENOP ENMO, Norway
6 Posts
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