(And, a brief absence of precaution can do 'ya in...)
The product on the right is Prist fuel additive- mostly for our turbine power friends, although they make a product for avgas too ("Prist Hi-Flash...for aircraft operating in extremely cold climates or in aircraft that are flying in freezing temperature for extended periods of time").
I'm a piston-head guy, and plead indulgence (and solicit correction) regarding this topic, but with the intent of promoting safety, we proceed. There is some suspicion that fuel icing might have been a factor (perhaps a human factor) in a turbine-powered aircraft accident earlier this year.
I had always assumed jet fuel had anti-ice ingredients mixed in "from the refinery", but I have been informed, such is not always the case.
While Prist is not the only brand of fuel additive available, it seems to be what the "Kleenex" brand name is to paper tissues. Prist's home page has a nice history of their fuel additive product (they also make transparancy cleaners).
Of interest to those of us less familiar with the product, "PRIST® Hi-Flash™ Fuel Additive must be injected into a stream of fuel and not “poured” or “splash blended” into a tank." (However, "For fueling from slower flowing fueling systems (ie: remote or hand pumps), or into aircraft requiring slower fueling (ie: helicopters); PRIST HI-FLASH comes in a ‘LO-FLO’ version specifically designed to mix properly under these fueling conditions. PRIST HI-FLASH LO-FLO comes in 8 oz aerosol cans."). The Prist web site has an informative details of handling the additive.
In addition to anti-icing benefits, Prist (and other fuel additives) have biocidal/antifungal properties to keep your fuel tanks from becoming amusing Petri dishes.
While most turbine airframes have engine oil/fuel heat exchangers which cool the engine lubricating oil, and heat the fuel to prevent jelling -and perhaps ice formation- and do not require fuel additives, it seems it is mandatory for some (from the FAQ section of Prist's web site):
- Aerospatiale/Mooney - TBM 700
- Beechcraft Raytheon - Beechjet 400 & Starship’s
- Bombardier Learjet - 23-24-25-28-29 & 35/36 Series
- Cessna Citation – Caravan, Corsair/Conquest, Citation I & II
- Hansa – HFB-320
- Mitsubishi - MU-2 Series & MU-300 Series
- Piaggio - Avanti
- An ever increasing number of Very Light Jets (VLJs)
For additional general reading on fuel systems:
Jet Fuel Quality: Flying Clean and Dry
Not to leave our piston friends out on the topic of engine intake icing...
The picture of the Piper in a tree was addressed with a helpful email, cautioning the use of carburetor heat to prevent more visits with tree doctors, (and other doctors). As a piston driver, the correspondent's letter had great impact, and we all thank him for his helpful information:
"I am Writing your Blog with a simple message, based on your picture, to use Carburetor Heat with the lycoming engine, as a habit on all landings. Maybe it will save someone an Airplane, or maybe a picture on a Blog.
"I fly out of our local field- It is dry here, were it not for the mountain Range to the west of us, this place would be a desert.
"I know what I am saying will upset many pilots, but I feel it might do some good.
"I have no connection to the manufacturing or inside tales to give, but I have read your Blog, hoping for the best for Eclipse and the future of aviation. I belong to a small flying club with a few piston aircraft. We try to fly the aircraft by the "book". Our Instructor is from the local FBO, and is a very good instructor.
"Three years ago on a nice warm day, like today, a member was up in our Cherokee 235, it had just been refurbished, we were proud of it., and he was flying it by the "book"." APPROACH AND LANDING, 5. carburetor heat -off [unless icing conditions exist ]". It was a warm dry day and we had learned with the lycoming engine to use carb heat, as needed. As he entered the pattern he lost power. Carb heat only made matters worse [as it should], and with the heavy 540 in front, he was on his way down before he had time to do anything but find a road to land on. Our new shoulder harness left him with only a sore shoulder ,but the plane was a total loss.
"A year later our FBO rented out his Cherokee 180, as the Pilot went around the field, He also lost Power, as he came into land, He wasn't able to make the field, and so lined with the road running in front of the airport at Meadowlake Airport. No Carb Heat, as he was about to flare he faced a car coming down the road, and a head on collision, so at the last moment, he turned into the field to avoid hitting the car, and landed in a tree, Your Picture.
"From these experiences we have learned with the lycoming engine, GET IN THE HABIT, ALWAYS USE CARBURETOR HEAT ON LANDING, I hope these story's do some good for someone, and keep someone from landing in a tree.
We certainly are thankful for the inputs, regarding the importance of fuel additives for turbines, and carb heat for Lycomings.