AC680 PLT HAS TOTAL ELECTRICAL FAILURE AFTER TKOF IN IMC. HAD BEEN DEICED PRIOR TO DEP AND EXCESSIVE AMOUNTS OF FLUID WERE FOUND EVERYWHERE; ON ALTERNATORS; IN AFT COMPARTMENT WHERE BATTERY IS LOCATED; IN ENG NACELLES; ETC.

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PREFLT SETUP; BEFORE TAXI; BEFORE TKOF CHKS; ALL NORMAL. ONLY OUT OF ORDINARY (OR NOT SO OUT OF ORDINARY FOR THIS ACFT) HEATER DID NOT IGNITE WHILE HOLDING SHORT OF RWY AND IT HAD WHILE TAXIING AND DOING MORNING RUNUP/REPOS. CLRED INTO POS AND HOLD RWY 34R. XMISSION RECEPTION CAUSED ME TO ASK HOW THEY HEARD ME -- IT WAS NOT VERY CLR. HOWEVER THEIR READBACK WAS LOUD AND CLR AND THEY ALSO READ ME LOUD AND CLR. SO I ASSUMED ALL NORMAL -- PERHAPS JUST POS OR THIS PARTICULAR RADIO. CLRED FOR TKOF. AFTER BEING AIRBORNE ALL SEEMED NORMAL EXCEPT HEATER BLOWER (HARD TO DESCRIBE) BLEW MUCH MORE THAN IT USUALLY DOES. NOTICED BECAUSE IT WAS MUCH MORE COLD AIR THAN NORMAL (AND NOISIER). AT THE TIME; IT DIDN'T APPEAR TO BE A SAFETY OF FLT CONCERN SO I CONCENTRATED ON FLYING THE AIRPLANE (I COULD HAVE ONLY BEEN 100-200 FT AGL). DID NOT RECEIVE ANY FURTHER XMISSIONS. FIRST INDICATION OF SERIOUS PROB; BECAUSE CONTACT DEP WAS EXPECTED. TESTED RADIOS (BOTH) -- NOTHING. INITIALLY THOUGHT IT WAS A LOST COMS PROB. BEGAN TURN BACK TOWARDS ARPT; HAD LOST SIGHT OF IT. BEGAN LOST COM PROC FOR SALT LAKE 5 DEP. THEN NOTICED NO NAV EQUIP. WENT TO SQUAWK 7700; NOTICED NO XPONDER. THEN LOOKED AND SAW I HAD NO ELECTRICAL; AMP/ALT INDICATED ZERO. BIG PROB BECAUSE I HAD LOST SIGHT OF THE ARPT AND BECAUSE OF LACK OF FAMILIARITY TO SUCH CLOSE PROX TO THE SLC ARPT; I KNEW APPROX WHERE I WAS BUT NOT EXACTLY. CIRCLED OVER FIELD WITH ROAD UNTIL I FELT MORE SURE OF POS; LOCATED ARPT AND LANDED ON RWY 34L. REGAINED SOME COM ABILITY -- COULDN'T UNDERSTAND TWR BUT EVIDENTLY THEY UNDERSTOOD ME. TOLD THEM ABOUT THE NATURE OF MY EMER AND REQUESTED ASSISTANCE TO TAXI BACK TO BASE. FOLLOWED ARPT MGR TO HANGAR; SPOKE WITH TWR AND MY COMPANY. POSTFLT INSPECTION FOUND EXCESSIVE AMOUNTS OF DEICING FLUID EVERYWHERE -- ALTERNATORS; IN AFT COMPARTMENT (WHERE BATTERY LOCATED) ENG NACELLES; ETC. TWR AND COMPANY MECH BOTH SAID THERE HAD BEEN REPEATED PROBS WITH THIS PARTICULAR ACFT. MECH INDICATED ELECTRICAL PROBS. COMBINATION OF ACFT HISTORY AND IMPROPER APPLICATION OF DEICING FLUID BY FBO. 76.6 GALLONS WERE USED TO DEICE 1 COMMANDER. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATES THE FAA WAS AT THE ARPT WITHIN 1/2 HR AFTER THE INCIDENT. RPTR WAS EXTREMELY SHAKEN BY THE EXPERIENCE AND DID NOT CHOOSE TO TALK TO THE FAA AT COMPANY RECOMMENDATION. THE COMPANY HAS DONE FOLLOW-UP WITH THE FBO WHO APPLIED THE DE-ICE FLUID. IT WAS TYPE 1 AND HEATED. RPTR STATES THAT THE PROC WAS NOT GOOD. THE FLUID WAS APPLIED BY DUMPING IT ON AT VARIOUS SPOTS AND THEN MOVING ON TO ANOTHER PLACE. NOT A CONTINUOUS APPLICATION WHICH WOULD HAVE BEEN BETTER. IN RETROSPECT RPTR FEELS THERE WAS PROBABLY TOO MUCH FLUID USED AS IT WAS STILL DRIPPING FROM THE ACFT THE NEXT DAY. AS INDICATED THIS ACFT HAS HAD ELECTRICAL PROBS; BUT NOT NECESSARILY RELATED TO THE DE-ICE SIT. THESE WERE MOSTLY GREMLIN TYPE PROBS AND THE ALTERNATOR WAS CHANGED THE PREVIOUS SUMMER. THE HEATER PROB WAS STILL ANOTHER ASPECT; THESE HEATERS ARE KNOWN TO BE TEMPERAMENTAL. WITHOUT THE HEATER RPTR STATES 'IT WAS PRETTY COLD UP THERE' ALONG WITH ALL THE OTHER PROBS.