TKS Woes

[markfoster7700]

Hello fellow Mooniacs.  I am brand new to this forum, though I have been active on the MAPA list for some time now.  I have a 2008 M20R Ovation 3.  Up until last Oshkosh, it was the 3rd-to-the-last (My wife tells me, the "anti penultimate") plane to roll off the factory floor.  I must preface this rant with the fact that I am extremely upset right now, and fit to be tied.  So please excuse the length of this post and the "tone" of it.  I have thus far refrained from posting in a public forum as a courtesy to CAV to give them the opportunity to make things right, but I am past that now.

 

Immediately after taking possession of the plane (and going through my transition training -- owned a "Type B" for 20 years prior to getting the Mooney), I flew my first solo flight directly to the boys at CAV Aero (then in Salina, KS, now in KC).  I had the FIKI TKS system installed.

 

I flew the plane through all matter of snow and ice for 4 wonderful seasons (I live in Michigan, so, FIKI.) without an issue.  Then, approaching the 5th season (so, winter of 13-14), it started giving me issues where some panels would not wet out, and those that did were anemic compared to previous years.  I was religious about running the system every 30 days (at a minimum, usually I would run it about every 2 weeks) just to make sure nothing was drying out or going wrong.  I never had to put it on external power or run the engine to get full voltage to get it to completely wet out before this particular season.  

 

So, with it not seeming to want to flow properly, I contacted CAV to see if I could bring it by their facility and have them go through the system to ensure that it was in good working order.  BTW, I had already replaced the filter 2 times in the 4 previous seasons that I had it.  They went through it, deemed it in good working order, and I flew it away. They charged me $880 for that session. When I got home, it had the same issues for which I had taken it in.  Called CAV back, and arranged for them to look at it again.  They said that they would need it for an entire week.  This was on a Friday. I flew it to them that Sunday, left it there, airlined back home, and they had it for 2 weeks.  They did this one as "warranty" work, except for parts.  I went to pick it up, and it did not seem as though it was as bad as when I brought it in, but it certainly was not as good as the first 4 seasons.  I was assured that it was working fine, so I flew it home.  It didn't work fine.

 

Fast forward a bit to this season (14-15).  I struggled that entire season with it occasionally working, but mostly not.  One of the main reasons I went with this plane is for the FIKI, so I was not happy.  I spoke with CAV on several occasions, and met with them at OSH.  They told me that the only thing that they could do would be to go through the system again.  So I made arrangements to take it to them again.  This time I stayed with it while they worked on it.  They went through the system from stem to stern, purged all the panels, replaced all the seals, checked all the valves, rebuilt both the main pumps, bench tested the pumps, etc., etc.  We even bagged the panels to ensure that each one was putting out the spec amounts on both low ("normal") and high ("max") settings.  All was well.  They charged me $3,300.  It lasted a couple of weeks.  Back to the same crap as the last season.  Even worse, I flew to TX during their big ice storm this year, and it worked perfectly getting me in there.  I went to leave 3 days later (after it had gotten above freezing, but then a new storm was on it's way in), and then the entire right wing would not flow at all -- not a drop.  I called the mechanic at CAV to ask for advice and was essentially told there was nothing that could be done.  

 

I got the plane home, let it sit for a few days.  Went out to try to troubleshoot it again, and of course, it all worked fine.  Then, a couple of weeks later (after having used it in actual conditions on a couple of flights), I could not get the outboard 12 inches of the right wing, nor the outboard 8 inches of the horizontal stab to flow.

 

I brought it back to them again.  Just before taking it to them, I ran it on the ground at home.  The flow was anemic and several places did not flow at all.  I took it to them.  They ran it the next morning (without me present), and of course, it was all working fine, except for the outboard 8 inches of the right wing.  They did find a stall strip coming loose, and they replaced that while the plane was in their possession.  They also purged the right wing outboard panel.

 

I went to pick it up and test ran it on the ground -- everything flowed except for maybe the outboard 4 inches on the right horizontal stab.  They had not purged that panel, but they assured me that it had been flowing when they test ran it, and attributed its feeble performance to being on battery power rather than full bus power.  I then ran it with the engine running (full bus power) -- no change.  They said that it was as good as it was going to get.  I told them that I would fly it over the weekend, and that I had to come back to KC for work the next week anyway, and that I would be in contact with them if I had any further problems.  

 

Well, so I ran it at home during preflight to come down to KC yesterday.  The same outboard 4 inches of the right stab did not flow.  I flew through a small amount of icing leaving Michigan, and all was clear except for that 4 inches.  I landed at LXT yesterday afternoon, filled up with fuel, and while taxiing to a parking spot, ran the system (approximately 10 minutes).  Now the outboard 6 inches of the right stab, and a full 18-20 inches on the left stab would not flow.  I took pictures of the dry spots, texted them to the CAV mechanic, and here is the email reply to me:

 

I’m completely out of ideas as to why. I have done everything that I can think of to your plane and you still have intermittent issues. If you came over I don’t know what I could do to make anything different  than what I have already done. I wish that I had a solution that could solve your problems but it doesn’t make any sense to me.

 

So, as you can imagine (and as you can see by the length and tone of my post), I am at wit's end.  What am I supposed to do?  I paid $50k+ thus far for a FIKI system, and only got 4 seasons' (and a few random flights after that) worth of deicing out of it.  CAV is a monopoly, and they have written me off as no longer worth their time.  I am completely frustrated with them and their system, and according to them I am the *only* person on the planet who has *ever* had this issue.

 

Suggestions?

[Piloto]

Mark I am impress how well you can recall all these events, wish I had your memory. Looks like this may be an installation issue. Check the TKS lines routing in the fuselage. The lines may be getting kink or jam by the landing gear actuating tubes. This may be the reason why it works on the ground but not in-flight. Next time you have the plane on jacks take the belly panel off and check the lines with the gear retracted and also test the TKS.

José

[carusoam]

Welcome aboard, Mark.

Well written challenge for your first post.

Is there a way for you to post your plumbing diagram for your FIKI system? There are not as many FIKI systems as there are engineers and mechanics here.

Definitely sounds like a pressurization challenge.

Do you have any information on the exact fluid you are using?

How do they test the system to make sure it develops pressure throughout the system?

You may see some interesting questions come up. Bare with us all while we try to mount a helpful posse...

Best regards,

-a-

[Yooper Rocketman]

I've flown behind 3 different systems from CAV, one on my Rocket, one on a 1982 Bonanza (non FIKI) and our newer Bonanza is FIKI.  (I'm from the U.P of Michigan, so need TKS as badly as anyone).  A few questions come to mind.  First off, the time you flew in rain and the next time multiple panels didn't work.  Are you sure you didn't get some moisture in the panels and by the time you tried to use the TKS, the moisture was frozen at altitude?  Our local FedEx maintenance shop leaves the Caravans outside year round.  They recently had one plane flying in moisture and then parked on the ramp.  It got very cold that night and the panels froze and even damaged the LE of the wing badly.

 

Second concern, you are aware the TKS fluid has a life limit?  It really loses it's effectiveness as it ages. Also, I never install my fluid without running it through a paint filter.  Some in our mercy flight org thought it prudent to use a "stroke or lever pump" to get the fluid out of the barrel.  I warned them NOT TO, but they did it anyway.  Those pumps almost ALWAYS spit out some rubber off the seals when used.  I personally use a barrel stand that tips the barrel for gravity filling of my jugs, and never find debris in the filter.  

 

Jose touched on another issue.  You really need to have all your plumbing looked at.  I hate to say it, but those installs are quoted, and they look like a quoted job when you inspect them later.  I've found numerous leaking and badly worn tubing runs in the wings, fuselage, and tail area.  They can be cut, crimped, or about to fail because they were not secured to avoid problems.  It took me 5 annuals after the install on my Mooney to finally have all the tubing insulated to the level I was satisfied with.  

 

Finally, nothing against CAV, I have a system on order for my project plane right now.  But, there is really nothing that technical to the system that a good capable mechanic couldn't assess for a lot less money to you.  It's pretty simple fluid dynamics.  I don't mean to lessen your problem, as I truly feel for you.  Just think a good inspection by a capable and "interested" (likes a challenge) A&P or IA may get you farther than working with CAV.  Their main stream business is selling, not repairing.

[Awful_Charlie]

Welcome aboard Mark. Like you, FIKI is a necessity for me, and was the primary reason for me to change aircraft. 

 

As Yooper suggests, I would check the fluid as a starting point. It sounds like you are getting through a fair amount, so quite possibly this isn't the issue, but it is probably one of the easiest things to check and change,  As a possible theory, TKS is glycol, alcohol and water, if left in an unopened container, the alcohol will evaporate, and the glycol will absorb humidity, leaving you with a glycol/water mix. Although this is still unlikely to freeze (put a small bottle in the freezer, this will check it down to -20C or so) it will possibly be so viscous that the pump won't work with it. Of course, when you warm it up it behaves fine. I tested a couple of batches recently by putting a bottle of each in the freezer, an d then timing how long it took to drain a measured quantity through a syringe.- the 'suspect' batch took nearly three times as long to go through as a new one. I mean to ask CAV if I can add a load of IPA to the viscous batch to thin it down and save it rather than toss it out (it costs enough!)

 

I've had a couple of other duff batches of fluid too - one when TKS was new to me, and the fluid had a brown tinge to it. I don't know what it was, but now I know that the fluid should be clear. Another batch I had seemed to work as a bit of a paint remover, and started to lift the paint off the engine (the exterior of the aircraft was fine though). Both of these were the 'Aerosense' brand.

 

I've also had the case where the system worked fine on the way up, but after a couple of hours in the cruise at -35C or so, nothing (or very little) was seen on the way down. Fortunately I was only going through a freezing layer rather than landing in it, and again the system worked fine on the ground after warming up. I figure that the 'moisture in the panels' or old fluid are both possible causes for this.

 

To check the pipes, after a good use of TKS, drop the belly panels and the empennage inspection panels and examine every joint - if there is a leak they're most likely to be on the unions in my experience, as the hose is very tough. In my case I found bodged repairs with plastic tape in some unions, some just plain loose, and none were wire locked. A leak will show with either a trail of fluid, or a drop hanging. When I first bought the aircraft and got it home, after a long TKS fligh, half a pint of fluid would fall out of the belly when pushing it into the hangar due to all the loose and leaking unions, and the system works much better having fixed these.

 

Good luck getting this resolved - I feel your pain and envy your persistence with going to CAV - not an option for me over here! Do let us know how you get on please

 

Ben

[BorealOne]

As above, I'd suspect intermittent leaks. Check the joints at the belly and the slinger nozzle at the prop, which occasionally gets chewed off. That's been the answer to every TKS issue I've had. If the system has a low pressure point due to a leak, it will not work as designed.  

[carusoam]

Ben is hiding his chem eng experience under the IT eats flies banner....

Are the leaky fittings compression fittings that use an internal metal or plastic collar called a ferrule?

These are small dollar parts that are expected to be one time use. Installed once to never be needed to be replaced. If they come apart for maintenance, the internal parts may need to be replaced.

I imagine somebody trying to use Teflon tape to somehow fix used fitting parts...

This is Chem eng 102 type advice. I do not have any CAV experience.

Best regards,

-a-

[Guest]

TKS fluid coupling nuts use a special "O" ring to seal the line to the fitting. In most cases safety wire is not used, although it makes sense to use it to keep the nuts secure.

Clarence

[thinwing]

i had good luck with my system but entire panels intermittantly going dry means debris inside the feedlines.Could be kinked but that would divert flow all the time.Since all m20 installs use basically the same runs.....I am aware of any that gear or flap actuation would kink...unfortunately the cure may well mean affected panel removal and flushing out obstruction...

[FoxMike]

My Bravo is FIKI and when new worked well.  Several years ago the panels seemed to wet sporadically.  I found the tubing leaking in various places.  I safetied all the nuts after I torqued them properly.  That took care of the problem.  Leaks are evident, your problem seems different but you may look around for a leak.  Good luck!

[markfoster7700]

All, 

 

Thank you very much for your suggestions.  It seems that the consensus is pointing at potential leaks and quality of fluid.  I don't believe that it could be contamination (debris) in the lines because all the panels flow just fine when purged and if one panel of the other had debris, then it would always be the same panel that wouldn't flow.  I have only ever purchased the fluid in 55-gallon drums, except for a few times in the 2.5 gallon jugs (Kil-frost) directly from CAV.  I find it so hard to believe since CAV supposedly replaced every single seal more than once in this whole ordeal, but then again, they may have caused some while attempting to fix some.  At one point we did find a leak at the high pressure switch, which was replaced (at great expense).

 

So, of course I will take this maintenance task on myself now.  I have done the vast majority of my own maintenance over my 27 years of airplane ownership -- in conjunction with my IA, of course.  I am a mechanical engineer, and I know which way to turn a nut on a bolt (even the left-handed ones), and I can safety-wire.  So I believe that I am qualified to troubleshoot this problem, especially with the assistance from all the good folks on this forum.  My real peeve with the whole thing is that I felt like I had reached a place in my life where I could afford to pay the most knowledgeable people (those who designed and built the system) to fix it for me.  It is maddening and frustrating to hear from them (repeatedly), that I am just S.O.L. from their perspective.  They have just thrown in the towel and said (essentially), "Your problem now."

 

Incidentally, I ran the system today before leaving KC.  I had no flow on the left stab outboard 2 feet, no flow on the right stab outboard 6 inches, and no flow on the right wing outboard 1 foot.  I called the CAV mechanic and complained and pleaded for some direction/assistance/anything.  He stated again that there is nothing that he could think of that could help me.  He again blamed the lack of flow on the higher temperatures (it was about 72) and the fact that I was only on battery power.  I took off for home, and purposefully flew into icing conditions (knowing that it was above freezing below).  The system seemed to "wake up" on the right wing, so both wings kept up with it fairly well.  the tail did not clear the ice where it was not flowing, but after about 15 minutes, it was flowing further outboard than before.  It never did clear off the left stab outboard 1 foot until I was out of the icing conditions and was descending.  But all in all, it did better than I expected it to.  I have a trip planned to the west coast in May, and I sure would like to have more confidence in the system.

 

I will be checking things out over the next couple weeks as schedule allows.  To assist me further, can you all tell me how much fluid you normally go through before replacing the filter?  Also, do you ever get the "high pressure" indication (that will not extinguish with a reset) when operating in very cold temps, say -16 to -25C?  And finally, how wet is your aft belly panel compartment after using the system?  

 

I always have oodles of fluid inside that compartment.  The boys at CAV have always told me from day 1 that Mooneys "just do that" because of the opening at the root of the flaps.

 

Yooper, I graduated from MTU, and was just there for Winter Carnival this year with my three college roommates. There was no hangar space, so I parked on the ramp and wrapped my plane (the wings and tail) in plastic wrap.  It worked like a charm! :-)  The only problem was that I neglected to wrap the prop and the body, so we still had to knock a bunch of ice off before we could leave.  Next time, the whole plane gets wrapped.  1000 feet of "shipping" wrap for $20 from Lowes. :-)

 

Thanks all!

Mark 

[carusoam]

Mark,

Consider posting some pictures if you have any...

Especially of the oodles of fluid that CAV is claiming to be typical for Mooneys.

This way you can get a feeling if it is typical.

To best post photos on MS, it may help to use TapaTalk, an App available in the App Store....

Excess fluid in one area, and not enough fluid getting out to the extremes sounds a bit telling.

What is the viscosity of the fluid, similar to water..?

Does CAV publish a flow test that you can perform on the ground? I suspect that you could improvise one similar to a fuel injector balance test. Only with bigger catch jars...

The total flow rate of the system and the flow rate of each panel should meet the expected amount from the documentation. The oodles of excess, if it appears while not flying, will be attributed to a leak.

What type of pump is used by the system? Piston, diaphragm or centrifugal? (Order from most expensive to least accurate)

Do you have any technical drawings for the system? Things that show the tank, filter, pump(s), how the tank is vented...

Things that inhibit fluid flow: blocked tank vents, blocked filters, lack or loss of pressure, blocked lines, high viscosity (high pressure), pump problems...

Things that look like inhibited fluid flow, but aren't: leaks

Are you anywhere near NJ?

Note: I am a private pilot, not a mechanic. These details are intended to help a mechanic troubleshoot the system. follow the procedures from the POH...

Go engineers,

-a-

[Yooper Rocketman]

I flew the plane through all matter of snow and ice for 4 wonderful seasons (I live in Michigan, so, FIKI.) without an issue. 

 

He's from Michigan.

 

Mark,

 

You really do need TKS going into CMX in the winter (well, most of the time).  I sent both my sons to MTU, and am heading up tomorrow for the youngest ones graduation.  He was on the main page of their website last week, with a picture of him standing at the Nasdaq podium  His crew opened that day while in New York for a college investment contest (141 different college teams) that his team won (yep, MTU doesn't just graduate ME's).

 

My Rocket always pools fluid under it for quite a while after using the TKS.  None of the Bonanza's I've flown do.  I would say the statement is accurate about Mooney's prone to do that.  One advantage to that problem is we never have mice in the hangar.  Apparently the fluid is environmentally friendly, but still not "drinkable".

 

As far as the OEM's being the "experts", I'm a bit of a skeptic on that for sure.  I own a Western Star Truck Dealership, a very heavy duty construction, logging and plow truck.  I can't tell you how many times we've been told "it can't be done" when trying to get the manufacturer to build something for us, and then my shop is on it for a few hours after the truck arrives and remedies the problem.  We even had a top engineer come out once on issues getting plow equipment on after a major emissions change and look at how we were doing it so the factory could implement the change based on our work.  After 40 years at this, I just resign to the fact the only one that will fix difficult problems are the ones with the most motivation, which unfortunately is the owner a lot of the time.

 

If you ever get to KIMT, tell Chad and the boys at the FBO you are looking for me; they have all my contact numbers.  I can hangar you up and show you the town (and a really neat plane project).

 

BTW, where in MI are you based?  I do a lot of mercy flights into ARB, and with the dealership have been into a lot of airports in MI.

[markfoster7700]

I will be delving into the potential causes more deeply soon.  Obviously there has not been anything obvious, or we would have fixed it a long time ago.  I need to order more fluid as I am currently on my last 1/2-tank in the plane, and the 55-gallon drum is dry.  Anyone know the place with the best deal on fluid?  I've purchased from Davis, Kil-frost, and one other one that escapes me now.  My first drum cost me $495.  The second one $595, and the last one was just under $700.  I got two "free" ones from CAV for various things I did for them, like allowing them to use my plane as their display plane at the AOPA summit in California.

 

Tom (Yooper), I am based at Y47, New Hudson, just north of ARB.  Let me know if you are passing by.  I'll let you know if I get into IMT.  I was there working for a company about a dozen years ago, but haven't been back since.

[Awful_Charlie]

I can't make any good suggestions as to one brand over the other, as over here just getting the stuff is somewhat awkward. Most of the A&P shops over here carry the Aerosense brand, but I've picked up the odd 5litre/1.3gallon bottle of something else that I can't remember. I like the idea of getting a 55gallon drum, but that give me logistical problems to get it delivered or move it around, so normally end up getting multiple 20 litre/5+ gallon containers, which I can move about in the back of the aircraft if need be. Going rate is in the 9-10EUR/litre which is about 40USD/gallon, so you're doing much better than me on price. There was a chap in the vendor forum offering fluid so you could try him, but I have no personal experience to offer. I do wonder if the 55gall drum is part of the problem in the number of times you have to open it over its life, which would be worse if you don't leave it sealed.

 

I would suggest you establish a baseline for how thick it is when new though, and then if it is going off over time you have something to compare back to (I've only just started this, so it is unlikely we can compare direct numbers), and be very suspicious of any container which is not sealed or is leaking.

 

When the temperature gets up to about 25C of so on the ground, it takes my system a long time (say ~15 mins on 'Max') to get the fluid to the extremities, but it is coming out of the panels without there being a 'gusher' in one area (which I had in the past on one panel and was the reason for the replacement). The system is certainly quite temperature sensitive which is going to add to the troubleshooting difficulties.

 

I don't get too much in the belly after a TKS flight these days, and when I do it is often because I've forgotten to turn it off straight after landing - the vertical stab drains down into the empennage from where it runs forward under the avionics bay to the drain hole at the back of the baggage bay. If I take a belly panel off, there are drops scattered around in a random pattern which don't seem to bear any resemblance to where the hoses and joint fitting are. I'm a bit lax with filters, probably one every 3 or 4 years, and I'm doing between 50 and 100 litres a year of fluid. The high pressure light only comes on for me when it's -10 or colder, but I think it was coming on earlier with the duff 'thick' batch of fluid and prompted a replacement (another pricing excess!)

 

carusoam - you're raising a lot of good point that no-one is directly answering, in no particular order, the full system schematic and layout diagram is in the MM and there are some tests in there for the pumps and flow dividers along with flow rates - it doesn't describe the pump type, but I guess it has to be a displacement pump of some type. The unions look like dollar parts, but if you order them they have the aviation and then the  'super extra'  markup. The fluid is certainly thicker than water, but not as thick as 15W50. Guess something like Ribena concentrate(not sure if you get that over there, it's a sweet drink)

 

Rooting for you to get the problem resolved, please keep coming back with updates

[tascher]

Mark,

I have nothing to add on dry panels or leaks, but for an additional fluid source, you can try these people:

http://www.tksfluid.com

They ran an end of year special that included shipping on drums, so the listed prices were all on a delivered basis. They're currently posting a $100 coupon. Maybe that's enough to cover freight from STL to Y47, but given the weight of the stuff, it's probably worth calling to see if they'll throw in the freight.

Tom

[philiplane]

Low temperature is critical for the system to work. Don't expect it to wet all the panels unless the plane is cold soaked, in below freezing temperatures for at least an hour. 

 

It's due to the low viscosity of the TKS fluid. It is so thin that it simply flows out the closest ports if it's above freezing. I test planes by using dry ice bags on the panels, and TKS fluid that has been in a freezer overnight so the system is as cold as it's supposed to be in operation. 

 

Also, if the panels are not wetting all the way out in freezing temps, you need to do a panel purge. That is done by hooking up a specialized TKS purge unit to each panel individually, using cold fluid. That will fully wet the membranes in the panels so it will work as designed.

[carusoam]

Nice additional details Philliplane...

1) temperature sensitive viscosity...

2) generally high viscosity compared to water, at typical use temperatures...

------------------------------------

Additional thoughts that go with that...

Some pump types work best with high viscosity liquids, and they don't work at all with low viscosities. Gear pumps are good with engine oil. They don't work with water very well...

Warm thin fluids will have a tendency to leave the first micro holes they encounter with little back pressure...

Cold thick fluid will need to keep moving to the next open or available micro hole...(a bit simplified)

There is a plenum at the back behind the micro holes. This design works best with the low T, high vis fluid...

Warm fluid wil find the easiest way out and use it. Expect really warm fluid to have challenges building pressure and then escaping through the shortest route. A vertical challenge may become evident if the density of the fluid makes it a challenge to go against gravity up the tail.

I am trying to learn as much as I can about this particular system for the distant future.

Best regards,

-a-

[Piloto]

If you think you have TKS problems in a Mooney just imagine it on B747. It would need over 40 drums just to fill it up.

José

[markfoster7700]

Thanks guys,

 

I am fully aware of the varying viscosity of the fluid.  We have tested it in all temperature ranges.  I have had the panels purged many, many times.  I probably know the system and how it is "supposed" to function better than most by this time.  I think that the most plausible explanation is leaks and/or fluid quality.  The irony is that once the temp gets below -15C, I get the high pressure light, but I get flow (in the non-problem areas).  When it is warm, I get good flow except in the problem areas. When we purge the panels, I get good flow for a flight or two, then it goes bad again, but it is not always the same panels that are bad, though almost always it is the right wing and the horizontal stabilizers that are the most likely to fail.

 

Not sure how the B747 factoid helps, and not sure why a plane with turbine engines would ever need TKS, but who knows? :-)

 

Mark

[philiplane]

Fluid quality is highly variable. Unless you use industrial quantities, stay away from drums. The 2.5 gallon buckets are better. The fluid is perishable since it has alcohol and water in the mix. Once opened, you need to use the jug ASAP. Or dispense a little  nitrogen gas as a blanket in the jug, and reseal it. Keep it out of sunlight and heat. It is that perishable.

 

You also need to run the system at least once a month, preferably once a week for 15 minutes. I service dozens of TKS equipped airplanes and the panel wetting is always a problem among low utilization planes, and more so with cheap guys not wanting to puke some TKS out on every flight.

[markfoster7700]

Thanks Philiplane.  I just ordered another 55-gallon drum.  I use at least one drum per season, and I run the system a minimum of once per week.  I fly essentially every week, and I run the system every time I fly.  I have some of the 2.5-gallon buckets so that I can take some extra with me because so few FBOs actually have the stuff, and if they do, they charge through the nose for it.  I bought this plane specifically because it was FIKI, and it kills me (hopefully not literally) that I cannot trust it to work at this point.  It worked today.  We will see if it works on Monday.

[Yooper Rocketman]

Yooper, I graduated from MTU, and was just there for Winter Carnival this year with my three college roommates. There was no hangar space, so I parked on the ramp and wrapped my plane (the wings and tail) in plastic wrap.  It worked like a charm! :-)  The only problem was that I neglected to wrap the prop and the body, so we still had to knock a bunch of ice off before we could leave.  Next time, the whole plane gets wrapped.  1000 feet of "shipping" wrap for $20 from Lowes. :-)

 

Thanks all!

Mark 

 

I flew up the Houghton this AM to talk with the local EAA chapter about how our chapter 100 miles south is so successful in raising money.  During the local chapter meeting the airport manager showed up and the president of the chapter hit him up on numerous issues, one being no reasonably priced (or available) hangar space for transient aircraft.  Remembering your comment above, I asked him if he remembered a Mooney coming in this winter and being shrink wrapped up.  He said he did and thought it was a GREAT IDEA.  Guess you made an impression with the locals!!

 

Tom

 

http://flightaware.com/live/flight/N1017L/history/20150509/1230Z/KIMT/KCMX/tracklog