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Cessna Pilot's Association Magazine

FREQUENTLY ASKED DE-ICER QUESTIONS

When aplied, the repair patch alters the normal profile of the airfoil, which disrupts the flow of air over the airfoil and thus increases drag.
When repair patches are applied in this manner, the flow of air over the airfoil often tears the protruding patch loose over time, rendering this type of repair temporary, at best.
The conventional repair patch is deirectional since it can only stretch in one direction. Thus it must be applied with the proper orientation to be effective. In practice, human error causes a significant number of patches to be applied incorrectly with the wrong orientation, necessitating de-icer replacement or repair, when it is discovered; otherwise, the de-icer will fail to operate properly.

BootsEdge offers a travel service as a courtesy to our customers for money savings and convenience. Usually only one technician is sent for the de-icer repair and replacement services BootsEdge does not charge for the technician's travel time. Travel expenses include a mileage charge or airfare (depending on the aircraft location), $35 per diem, lodging , and courtesy or rental car (if travel is via airline), ect.

Pneumatic de-icers are repaired by first cleaning the surface of traditional patches, bugs and most surface containments, returning the de-cer to it's original aerodynamic condition. Each surface pinhile, crack. and split is then individually repaired utilizing the patch-less repair process as opposed to the traditional patch.* After the de-icer is repaired, conductive cement is applied to the de-icer trialing edges, as needed, if required. To finish the repair process, the de-icer is coated with a high glosss surface treament/wax.

The pneumatic de-icers on an aircraft can usually be repaired in one or two days at our facility. Most aircraft de-icers repaired away from our facility can be accomplished in two or three days, depending on the aircraft and location.

If a pneumatic de-icer is beyond repair, BootsEdge offers de-icer removal and replacement at below the suggested uninstalled list price on 85% of pneumatic de-iced aircraft.

A faulty static discharge system is a major cause of de-icer damage. It is essential that the static discharge system operates correctly before de-icer repair and replacement is performed. Some damage is caused by prop wash, dirt, or gravel but most de-icer damage can be associated with the static electric discharge system not functioning properly. Static electricity naturally builds up in the de-icer. The static electricity normally travels from the de-icer through the static discharge system and dissipates into the atomosphere via static wick. If there is a break anywhere in the static discharge system, (bad static wicks, static wicks or bonding straps not making good contact, mising conductive cement or paint, ect),the static electricity can discharge through the de-icer, causing holes and air leaks in a short period of time. Over time the pinholes grow and new pinholes appear and the cycle continues.

Most manufacturers recommend using a megohmeter to test the static discharge system. Avionic shops and repair facilities may have the megohmeter.

While the de-icer is inflated with a regulated air source, inspect the de-icers. If the de-icer "ballons out" look for one of two situations. If the air chambers are distinctly identifiable, the de-icer has probably seperated from the aircraft skin and usually can be reattached. If the de-icer air chambers are not distinctly seperated and look smooth like a balloon, the de-icer has internal seperation and the de-icer should be replaced.

The life expectancy is three to ten years. De-icers as new as six months have shown deterioration due to improper surface treatment that didn't allow the de-icer to flex properly. De-icers that have been kept clean of bugs and dirt, that have been treated (dressed) with a product specifically made for de-icers, and maintained by stowing the aircraft in a hangar, have in many cases lasted longer than ten years.

There are several ways to inspect for dry-rot. Inspect for crazing. Crazing is usually caused by dry-rot or aged surface treatment (wax). The best method to indicate dry-rot is to clean the area in question. If the crazing is removed then it was the old surface treatment. if the crazing is not removed by cleaning, the de-icer is probably dry-rotted. Inspect the de-icer by looking from the tip of the wing or horizontal towards the fuselage. It is normal to see the air chambers but there should not be any wrinkling or buckling in the de-icer. When touching the de-icer it is normal for some dirt or containments to appear on fingers or the palm of the hand and appear dirty. If after touching the de-icer, the palm or the finger tips appear very, very black, this is a sign of dry- rot. When applying pressure with your finger tips, the de-icer should have elasticity. If the rubber outer layer of the de-icer does not have elasticity, the de-icer is probably dry rotted.

The Ice Shield warranty states"All Ice Shield Pheumatic De-icers are warranted to be free from material and workmanship defects for twnety-four months, or 3000 flight hours from the date of sales to the end user, whichever occurs first, but not beyond eighty-four (84) months from date of manufacture (60 month storage).
The Goodrich warranty states"Twenty-four months or 3000 flight hours from date of sale to the aircraft user, whichever occurs first, but not beyond eighty-four (84) months from date of manufacture.

Ice Shield de-icers are an FAA STC/PMA approved, part-for-part replacement for Goodrich de-icers. The Ice Shield de-icers have the same look, weight, footprint, and air valve location as the Goodrich de-icers. The Ice Shiedl de-icers have Edge Guard (beveled edging), allowing for a better seal than traditional de-icers. Ice Shield guarantees 48-hour delivery within the continental United States.