The manual shows P21000225 as the first. I have a 1982 P210 POH here and it has all the options available but zero reference to FIKI.

might not be the start of FIKI planes, just the start of the sequenced boot setup. On the P210 if I recall correctly, the sequenced setup started at serial #140, but the FIKI planes came later, maybe serial #225? There were sequenced boot setup planes made that were not FIKI, and they were produced at the same time as FIKI planes, so you would have to look at each plane's equipment list to determine what equipment and approvals it had when it left the factory. I don't believe FIKI was retrofitted, but I suppose if you took the time and expense to do so it could be, but I am not sure if it would be "approved"

What would be helpful would be to know a part that was unique to FIKI from the beginning, then just cross reference it to the s/n applicability. I thought the decal might be such a part. (At least for the T210)

I dont think the service manual will tell you which SN are FIKI or not.

Maybe from which SN FIKI was an option. And what options were available from a certain SN and up.

All FIKIs will have the long hot plate.
There are other signs as well (like the 3 split battery/alt switch)

FIKI planes had a placard which said they were approved for FIKI if all the specified equipment was installed and working. Like the VFR IFR Day Night placard commonly seen on our aircraft.

Don't know about the Horton STOL, but the Flint Tip tanks definitely negates the factory FIKI certification.

I flew the T210N in ice several times, but admittedly never in anything more than light (maybe trending towards moderate). The boots, prop, and windshield all worked as advertised and at least kept me legal.

Robert

FYI, John Frank's 210 buyers guide (mine dates from the mid-90s) says that the T210Ns and P210Ns were the first to offer known ice certification.

He says this started with s/n 21063253 in that model year. The installed equipment (e.g., boots, windshield permanent panel, heated pitot, ice light, 95 amp alternator (dual 60 amp alternators starting with '83 model year, static wicks, etc.) ) must be installed in accordance with Cessna drawing 1200254....just as specified in the drawing.

And, a kit (AK210-162) can (could at one time) make a non-known-ice 210 that otherwise is post s/n 21053253 and make it known ice. All this was before TKS came on the scene for 210s of course.

John knew of one case (and only one case) when an owner of a '79 210N with a s/n below that number convinced the FAA to give FIKI certification after he installed all the required equipment in the manner specified...and he opined that FAA would likely never grant a post-OEM FIKI certification to a 210 earlier than the 1979 model year.

John was pretty darn good with these types of details, he really knew the 210 line.

Just to correct something, dual 60amp alternators started with the '82 P210s and some '81s had them retrofitted. Dual 400 series vacuum pumps started with the '83 models.

Don't know about the Horton STOL, but the Flint Tip tanks definitely negates the factory FIKI certification.

I flew the T210N in ice several times, but admittedly never in anything more than light (maybe trending towards moderate). The boots, prop, and windshield all worked as advertised and at least kept me legal.

Robert

I've owned 2 T210's, both had TKS. The second one had the FIKI system installed by Airnet II,LLc at KLCK in Columbus, Oh. The FIKI has 2 pumps instead of one for redundancy, and a new, hotter pitot tube. Either system has 5.3 gallons of fluid, which is plenty. Then I installed Flint tanks, knowing it would nullify the FIKI certification, but I still believe the more robust system was safer. The Flints added ~18" of unprotected leading edge. I'd usually spray that with de-ice fluid.

The system performed well in light, even moderate icing but I always had an escape planned. I believe it was better than boots, also no stressed-out vacuum pumps to worry about.

I never ventured into icing conditions if tops above 12K, or if more than 4-5K feet of potential icing conditions to climb through.

Hard to argue with Richard's points.