ATA 30. Ice and Rain Protection As-05-02 (PLAN-08)

ATITA AIRFRAME STUDY PLAN: 08
MODULE AS-05-02 REVISION: 00
BOOKLET:01
CONTENTS
Objectives/Advice 2
Introduction 2
Hot Air Anti-Ice 2
Heated Air Sources 3
Activity 1 5
Thermal Anti-Ice Ducting 6
Activity 2 7
Thermal Anti-Ice Operation 8
Self Assessment 12
Self Assessment Review 13
Summary 13
Suggested Practical Activities 13
Essential Reading 13
Page 1 of 67
OBJECTIVES/ADVICE
This booklet has been written to explain hot air anti-ice systems,
their control, indications and built-in safety devices. When you have
completed this booklet you will be able to:-
 Describe the general layout and operation of hot air anti-ice

systems.
 State the precautions required when ground testing the

system.
 Identify the indications available to the crew to monitor correct

system operation.
This booklet will take you about an hour of study time to complete.
INTRODUCTION
The hot air anti-ice system is one of the most efficient methods of
removing ice formation from an aircraft's aerofoil sections. It is not
only efficient in use, but it contains very few moving parts when
compared with other types of de-ice/anti-ice systems. Hot air anti-ice
can be used with combustion heaters to produce the hot air, or more
commonly, bleed air is tapped off a gas turbine engine compressor
where the air is already hot.
HOT AIR ANTI-ICE
Hot air anti-ice or thermal anti-ice (TAI) systems are designed to

prevent the formation of ice build up or for de-icing essential areas of
the aircraft after the ice has formed.
TAI allows heated air to gain access to areas that are prone to ice
formation, such as:-
 The leading edge of the main planes.

 The engine intakes.
 The leading edge lifts devices (slats and flaps).
 The leading edges of tail plane and fin.
 Windscreens.
Page 2 of 67
The first four items have a double skin construction to allow the
heated air to pass between the skins to increase the skin
temperature and disperse or prevent the formation of ice. After the
air has been used it is ducted overboard. Fig. 1 shows the double
skin and hot air passages for a typical leading edge.
OVERBOARD VENT
DOUBLE SKIN
AIRFLOW PATH CONSTRUCTION
Fig. 1 DOUBLE SKIN AND AIR FLOW
HEATED AIR SOURCES
The method of producing the hot air depends on the aircraft's design.
On aircraft with gas turbine engines the air is usually provided from
the bleed air pneumatic system. On piston and turbo prop engined
aircraft the exhaust heat is usually used to supply a regulated
amount of heat to the air. Ram air that has been used for engine
cooling is passed down a sleeve so heat can be added to the air from
the engine exhaust system. The temperature of the air is regulated
by thermostatically controlled flap valves to maintain predetermined
limits. Fig. 2 over the page shows the hot air flow through a turbo
prop engine.
Page 3 of 67
EXHAUST MANIFOLD
ENGINE
EXHAUST
THERMAL VALVE
OFF TAKE TO ANTI-

ICE DUCTING
Fig. 2 HOT AIR FLOW THROUGH TURBO PROP ENGINE
On some piston and turbo-prop aircraft the air may be heated by a

combustion heater.
The most common method of producing hot air in the quantities

required for TAI is to make use of the bleed air extracted from a gas
turbine compressor. The heated air is ported via an ON/OFF valve to
the leading edge of the aerofoil.
Page 4 of 67
ACTIVITY 1 3 Minutes
1. State three methods of obtaining the heated air sources for

TAI.
2. What is the difference between an anti-ice system and a de-

icing system?
1. (a)
(b)
(c)
2. (a)
(b)
Page 5 of 67
COMMENTS ON ACTIVITY 1
The answers you should have are:-
1. (a) Combustion heaters.
(b) Heat exchanger from engine exhaust.
(c) Compressor bleed.
2. (a) Anti-ice prevents the build-up of ice.
(b) De-ice removes ice once formed.
THERMAL ANTI-ICE DUCTING
Apart from the differences in the source of air, thermal anti-ice

systems all work in basically the same manner, that is an anti-ice
ON/OFF valve restricts or allows the flow of heated air to be
discharged into the leading edges of the aerofoil sections. This valve
normally contains a pressure regulation device to moderate the
pressure from the bleed air system.
Because of the high temperature of the air expansion devices must

be built into the ducting to allow for the changes in the length of a
duct. A typical expansion joint is shown in Fig. 3.
‘V’ BAND CLAMP

PRESSURE
OUTER DUCT SWITCH ‘OFF’
TAKE
CLIP
EXPANSION
BELLOWS
Fig. 3 A TYPICAL GYMBAL JOINT
Page 6 of 67
This particular type of joint is called gimbals joint. Where the ducts
are installed in the fuselage, i.e., a wing crossover duct or tail anti-
ice ducts, protection must be incorporated in case of hot air leaks.
The ducting shown in Fig. 3 is double skinned with an insulation gap
between the two sleeves, on some installations this gap is filled with
a glass fiber insulation material.
There may be a pressure switch fitted in the outer ducting so that if a

leakage occurs in the inner air carrying duct the pressure will rise in
the outer ducting. This will cause a light on the flight deck to
illuminate which will indicate that the leaking hot air is being
contained by the outer sleeve.
1. Why are ducts that run through the fuselage double

skinned?
2. How can a leak in the inner duct be detected?
3. Why do we need to know if the inner duct is leaking?
Page 7 of 67
Your answers should be similar to these:-
1. To prevent a duct leak or rupture endangering the pressurized

structure or inhabitants of the aircraft.
2. Pressure switches are used to detect the leak and will

illuminate a warning light when a leak occurs.
3. If the inner duct is ruptured or leaking, the outer duct is all

that is preventing the escape of hot air; therefore this safety
factor must be restored as quickly as possible. The inner duct
of course cannot be visually inspected without a major strip
down.
Let's move on to hot air anti-ice operation.
THERMAL ANTI-ICE OPERATION
Many TAI systems are only available for use in the air mode and TAI
valve operation is via the weight on/weight off system. To enable the
system to be tested on the ground a test position on the switch will
bypass the requirement for the air mode. Because of the possibility
of heat damage to the skin of the aerofoil sections when the aircraft
is stationary (no airflow') an over temperature switch is fitted which
will close the TAI valves. Fig. 4 shows a typical ground test switch.
LIGHT ON
L VALVE R VALVE
WHEN TAI
OPEN OPEN
VALVE OPEN
WING ANTI-ICE
TAI CONTROL SWITCH

VALVE
H0T AIR DUCTING
OVERTEMPERATURE SWITCH
Fig. 4 GROUND TEST CONTROL SWITCH
Page 8 of 67
When a flight engineer is a permanent member of the flight crew the

TAI system can be manually operated when required from a panel in
the flight deck. The temperatures of the leading edges are monitored
on gauges on this panel. The system panel shown in Fig. 5 can be
automatically or manually controlled.
LEADING EDGE TEMPERATURE AUTO/MANUL/OFF SWITCHES

GAUGES
INCREASE/DECREASE TEMPERATURE SWITCHES IN MANUAL MODE
Fig. 5 ANTI-ICE CONTROL PANEL
Automatic operation will open the TAI valve when icing conditions are
encountered with no action from the flight crew, provided that the
selection of automatic mode is made at the beginning of the flight.
Aircraft fitted with leading edge lift devices (flaps and slats), have
these devices heated by the anti-ice system instead of the fixed
leading edges. Because allowance must be made for slat and flap
movement, a telescoping duct is fitted between the fixed duct and
each leading edge device as shown in Fig. 6 over the page.
Page 9 of 67
SWIVEL JOINT
FIXED
LEADING
EDGE
HOT
AIR
DUCT
TELESCOPING DUCT
SLAT RETRACTED
LEADING EDGE SLAT
HOLLOW
HOT AIR DUCT SLAT
HOT SLAT EXTENDED

AIR
DUCT
Fig. 6 THERMAL ANTI-ICE DUCTING FOR LEADING EDGE SLATS
A slat is constructed to a hollow design and at its forward edge a

drilled anti-ice duct runs its full length, after warming the slat the air
is jettisoned overboard, heating the fixed leading edge on its way.
In the case of leading edge flaps, during their manufacture, a duct is

cast into the flap and a swivel joint carries the hot air from the fixed
duct to the flap and after use the air is allowed to vent to
atmosphere. This is shown in Fig. 7 over the page.
Page 10 of 67
SWIVEL JOINT
HOT AIR DUCT
HOLLOW
CASTING
BULLNOSE
Fig. 7 LEADING EDGE KRUGER FLAP - HOT AIR DUCTING
Page 11 of 67
SELF ASSESSMENT
1. What is the purpose of a gimbal joint?
2. Where would twin wall ducting be used in a TAI system?
3. In an automatic/manual system when in auto, when will the

TAI valves open?
4. How is hot air ducted to moveable leading edge lift devices,

and how is the air distributed to the nose of the lift devices?
Page 12 of 67
SELF ASSESSMENT REVIEW
These are the answers you should have:-
1. Gimbal joints allow for expansion and contraction of the

ducting.
2. Twin wall ducting is used in the pressurized fuselage section of

the aircraft.
3. The TAI valves will open when automatic is selected when icing
conditions exist.
4. Air is ducted via telescoping ducts for slats, or swivel joints on

leading edge flaps, hollow tubes with holes or a tube cast into
the device distributes the air where required.
SUMMARY
Ice build-up on aircraft and particularly the aerofoil surfaces is

extremely hazardous to the safe operation .in flight. Ice formation
must be dispersed and thermal anti-ice is an extremely efficient
method of removing or preventing ice on the aerofoil sections.
Various system designs are in operation, many aircraft only use anti-
ice systems on the main planes, the other surfaces, tail plane and fin
are aerodynamically designed to reject ice formation. In the next
booklet in this Study Plan, we shall be seeing how ice is detected.
SUGGESTED PRACTICAL ACTIVITIES
Go to an engine shop and look at an engine which is not installed and

identify the hot air bleed from the compressor, or look at the
combustion heaters used to provide anti-ice hot air.
Look at the anti-ice ducting on an aircraft. Familiarize yourself with

the anti-ice controls on the flight deck. If at all possible, try to see
how the air is supplied to the leading edge of the aerofoil or leading
edge high lift devices.
ESSENTIAL READING
For more information on the subject of hot air de-icing you should
read the following book:-
CAIPs Book 2 (Aircraft).

Leaflet AL/11-2.
Page 13 of 67
BOOKLET:02
CONTENTS
Objectives/Advice 15
Introduction 15
Ice Detection Methods 16
Activity 1 17
Automatic Ice Detection Systems 18
Activity 2 21
Visual Ice Detection Systems 22
Activity 3 24
Maintenance Practices 25
Self Assessment 27
Summary 28
Suggested Practical Activities 28
Page 14 of 67
OBJECTIVES/ADVICE
The objective of this booklet is to introduce you to the various types

of ice detection system used on aircraft. When you have completed
this booklet you should be able to:-
 Identify the methods used for ice detection.
 Understand the principles used on various ice detector

systems.
 State the maintenance procedures to be followed when testing

ice detectors.
This booklet will take you about one hour of study time.
INTRODUCTION
The purpose of the ice detection system is to inform the flight crews
of an impending ice build up on the airframe. The build up of ice can
have a severe detrimental effect on the aircraft's performance, in
terms of extra weight and loss of lift, and also the freezing or
unbalancing of the control surfaces. Either of these events, if severe
enough can, and has caused fatal accidents. Fig. 1 shows the effect
of ice build up on the four forces felt by an aircraft in flight.
LIFT LESSENS
DRAG INCREASES
THRUST FALLS
WEIGHT INCREASES
Fig. 1 EFFECT OF ICE
Page 15 of 67
ICE DETECTION METHODS
Ice detector heads are normally fitted to an area of the aircraft which
is particularly susceptible to the build up of ice. The detector senses
an accumulation of ice as soon as it occurs and gives a warning to
the flight crew usually in the form of an ice warning lamp. Remedial
action can then be taken, which would be to turn on the anti-ice
system. Some aircraft have an automatic anti-ice system and this
system would be initiated automatically by the ice detector when it
senses the presence of ice.
The formation of ice on an aircraft can occur even if the surrounding

temperature is above freezing point; this is mainly due to the drop in
temperature that occurs as the pressure reduces around the aerofoil
surfaces, and to the impingement of high speed air onto forward
facing surfaces. For the formation of ice, moisture or moisture laden
air is required. As a rule ice does not form at altitudes above 40,000
ft (12,000 m). This is because at these altitudes all water in the air is
in the form of ice crystals which will not adhere to the surface of the
aircraft.
Types of Ice Detector
There are a number of ice detectors in common use, they are:
 Pressure operated
 Vibrating rod.
 Serrated rotor.
All the above ice detectors are automatic in operation and will
operate a warning system should ice be present.
Visual Methods
For some aircraft the flight crew must monitor the ice build up on the
airframe or on a sacrificial aerofoil surface. Such a visual method can
only be used if visible moisture is evident by:-
 Falling rain.
 Fog.
 Clouds.
Page 16 of 67
When ice is detected by the flight crew the anti-icing system is

switched on. Visual methods are sometimes the only method of ice
detection installed on an aircraft.
The usual methods of visual ice detection are:-
 Hot rod ice detector.
 Ice detection spot lights.
Let's stop there and try these questions before looking at the
detectors we've mentioned.
1. What is the difference between automatic and visual ice

detector systems?
2. When would the crew be especially vigilant of ice build

up?
Page 17 of 67
1. Automatic systems will illuminate a light or switch on the

automatic de-icing system (where fitted); visual detectors need
monitoring by the crew.
2. In conditions of prevalent moisture and at lower temperatures

(not necessarily freezing point).
Let's move on and look at these methods in turn. We will start with
automatic systems and the pressure operated ice detector.
AUTOMATIC ICE DETECTION SYSTEMS
Pressure Operated Ice Detectors

PROBE HEATER
INLET HOLE
INLET HOLE
MOUNTING
STUDS
ELECTRICAL CONNECTIONS
Fig. 2 PRESSURE OPERATED ICE DETECTOR
The pressure operated ice detector shown in Fig. 2 consists of an

elliptically shaped tube made of stainless steel or chromium plated
brass, it is sealed at the outer end. Mounted on the base is a
sensitive pressure switch which will operate an electrical relay. The
unit is mounted so that the tube projects into the air stream. In the
leading edge of the tube 4 small holes are drilled, 2 small holes are
drilled in the trailing edge. The total area of the holes in the leading
edge exceeds the total area of the holes in the trailing edge.
Page 18 of 67
When the airflow is passing around the tube in flight an air pressure
is built up in the tube because more air is allowed in through the 4
holes in the leading edge than is being exhausted. This build up of
pressure operates a pressure switch which in turn keeps the ice
warning light extinguished.
If ice is present the leading edge holes will become blocked, and the
pressure in the tube will be exhausted, the loss of air pressure will
break the switch and illuminate the ice warning light. A heater is
installed to melt the ice to enable the detector to operate again. The
heater is normally energized by the pressure switch in the detector
head.
Vibrating Rod Ice Detector
This ice detector uses a probe in the airflow that vibrates

ultrasonically at a set frequency (about 40 kHz). The vibration is
monitored in flight by using a reference oscillator; if the vibration
remains the same as the reference vibration the ice warning lamp
will remain extinguished.
If however ice builds up on the probe the weight of the probe

changes and so will the frequency of vibration. A specified difference
between the actual frequency and the reference frequency will
activate the ice warning light, at the same time an internal heater
will be switched on to disperse the ice formed on the detector. Once
the frequencies are the same (no ice present) the warning will
extinguish and the internal heater will switch off. The detector is now
ready to operate again when icing conditions are encountered.
Page 19 of 67
Serrated Rotor Ice Detector

AIRCRAFT
SKIN
VENT
ELECTRICAL
CONTACTS
KNIFE EDGE
CUTTER
ROTOR
Fig. 3 SERRATED ROTOR ICE DETECTORS
This type of ice detector consists of a serrated rotor driven by a small

electric motor through a reduction gearbox. The detector is mounted
in the fuselage with the rotor projecting through the fuselage skin.
The rotor rotates in close proximity to a fixed knife edge cutter.
When no ice is present the motor will turn with very little resistance
as only bearing friction is present.
If icing conditions exist, ice will form on the rotor and gradually it will
fill the gap between the rotor and knife edge. As the knife edge
cutter starts to shave the ice on the rotor, the torque required to
drive the rotor will increase to maintain the rotation. Any increase in
the torque is detected by a torque switch and the ice warning light
will illuminate. When icing conditions no longer exist the gap will
return, the torque required to drive the rotor will again be negligible,
and the ice warning light will be extinguished.
Page 20 of 67
1. Why are heater elements incorporated in some ice detector

heads?
2. When are the head heaters switched on?
1.
2.
Page 21 of 67
Your answers should be similar to the following:-
1. Heaters are used to remove the ice after the warning has been
given; this then allows ice detection to be reactivated ready for
use again.
2. The heaters are switched on at the same time as the ice

warning light that is after the detector has done its job.
Let's now move on to the visual types of ice detector.
VISUAL ICE DETECTION SYSTEMS
As we have already mentioned some aircraft rely on flight crew

alertness to monitor the build up of ice on the aircraft. An outside air
temperature (OAT) gauge is fitted to the instrument panel and is
monitored throughout the flight. If a low temperature is recorded,
usually less than +100C, and visual moisture is present the visual
detector is monitored for ice build up.
Hot Rod Ice Detector
MAST
HEADER
LENS
LAMP
BASE
REFLECTOR
Fig. 4 HOT ROD ICE DETECTOR
Page 22 of 67
This detector consists of a steel mast of aerofoil section mounted on

a base, the mast is angled backwards approximately 300 from the
vertical. The mast is in a position that can be clearly seen from the
flight deck, for night time operation the mast is illuminated by a
lamp. When icing conditions are met, ice builds up on the mast, and
the crew can then turn on the de-icing system. The mast can be
cleared by using a heater, a switch for which is provided on the flight
deck; the mast can then be used again for further observation.
Ice Detection Spotlight
This visual method of detection is illustrated in Fig. 5.
SPOTLIGHT
SPOTLIGHT
INSTALLATION
FUSELAGE SKIN
ILLUMINATION
AREA
Fig. 5 ICE DETECTOR SPOTLIGHT
Spotlights are mounted in the fuselage, one on each side to

illuminate the leading edges of the wings. Both spotlights are
normally controlled by a switch on the flight deck.
The lights allow visual inspection for ice build up on the leading
edges during periods of darkness.
Page 23 of 67
1. When should visual methods be monitored?
2. If ice build up was detected what would be the crew's action?
3. Name two visual types of ice detection.
1.
2.
3.
Page 24 of 67
The answers you should have are these:-
1. Visual detectors are monitored when moisture is present and

the temperature falls below 100C.
2. The crew's action would be to turn on the de-icing system.
3. (a) Hot rod detector.
(b) Ice detection spot light.
Let's now look at the maintenance practices for ice detector systems.
These are of a general nature; the Maintenance Manual must be
referred to prior to commencing any work.
MAINTENANCE PRACTICES
 New components should be examined prior to fitment for

damage and the correct part number.
 When carrying out functional checks ensure that no automatic

de-icing systems are activated as over heating will occur.
 Use blanks when pressure testing not tapes.
 Heater operation can be checked but do not leave on for long

periods or the element will burn out.
 Gaskets and seals must be replaced when probes are replaced.
 Torque checks can be carried out on the rotor using a torque

tester, as shown in Fig. 6, the rotor should not be stopped or
the motor could be damaged.
Page 25 of 67
TORQUE TESTER
ROTATION
Fig. 6 TORQUE TESTING A SERRATED ROTOR ICE DETECTOR
Holes in pressure sensitive detectors should not be cleared with

tools that are likely to enlarge them as they are
aerodynamically critical.
Page 26 of 67
SELF ASSESSMENT
1. Name three types of automatic ice detector.
(a)
(b)
(c)
2. What conditions exist to indicate visible moisture?
(a)
(b)
(c)
3. What is the purpose of the knife edge cutter on a serrated rotor

ice detector?
4. What is activated by the automatic ice detector?
Page 27 of 67
1. (a) Pressure operated ice detector.
(b) Vibrating rod ice detector.
(c) Serrated rotor ice detector.
2. (a) Falling rain.
(b) Fog.
(c) Clouds.
3. To shave the ice from the spinning rotor so increasing the

torque.
4. (a) The de- icing system if automatic is selected.
(b) An ice warning light.
SUMMARY
We have looked at the various methods of ice detection and the

principles used in each type. Although many different methods are
used they all give the same result that is they inform the crew of a
dangerous situation in its early stages so remedial action can be
taken.
In this booklet we dealt with the different methods used for both
visual and automatic ice detection. We then covered the maintenance
practices associated with ice detection methods.
SUGGESTED PRACTICAL ACTIVITIES
Have a look at the ice detector controls on the flight deck. Then walk
around the aircraft and identify the ice detector method used on the
aircraft.
ESSENTIAL READING
For more detailed information on ice detection systems and their

maintenance you should read:-
CAIPs, Book 2,' Leaflet AL/11-6.
Page 28 of 67
BOOKLET:03
CONTENTS
Introduction 30
Windscreen Wip 30
Activity 1 34
Rain Repellent 35
Activity 2 37
Maintenance Practices and Precautions 38
Self Assessment 40
Summary 41
Recommended Reading 41
Page 29 of 67
OBJECTIVES/ADVICE
When you have completed this booklet you should be able to:-
 State the reasons for windscreen wiper and rain repellent

systems.
 Be aware of the precautions to be taken when operating

windscreen wiper and rain repellent systems during
maintenance.
 Describe methods of windscreen wiper operation.
This booklet contains activities, completing them will help you with
your license examination. It will take you about one hour of study
time to complete this booklet.
INTRODUCTION
This booklet is the final booklet in this Study plan. We shall consider
the various methods used to remove rain from an aircraft's
windscreen.
The method used depends upon the speed of the aircraft, for
example, at low speeds such as during the approach, windscreen
wipers are used. When the speeds are higher the rain is blown off by
the airflow. To assist the airflow, the film of rain on the windscreen is
broken down into droplets by the use of a rain repellent fluid.
WINDSCREEN WIPERS
Windscreen wipers are fitted to the forward facing windscreens to

clear the screens of water. A motor is used to power a rubber
covered blade across the windscreen. The three main sources of
power used to drive the blades are:-
 An electric motor.
 Hydraulic pressure.
 Electro/hydraulic (combination of the above).
Page 30 of 67
Electric Motor Driven Windscreen Wipers
Fig. 1 represents a typical windscreen wiper system driven by an

electric motor.
CONTROL SWITCH
BLADE LOAD
ADJUSTMENT
SERRATED BLADE SWEEP

SLEEVE SEGEMENT
WIPER ARM
RUBBER BLADE
CONVERTER
ELECTRIC MOTOR
MOTORS SHOWN
INSTALLED
Fig. 1 ELECTRIC MOTOR WINDSCREEN WIPER SYSTEM
Electrically driven windscreen wipers use an electric motor to drive a

convertor which in turn operates the blade in a sweeping motion
across the screen. The converter is a gearbox which converts the
motor's rotary motion into a reciprocating action for the blade's
sweep. Blade angle and sweep are set in the converter, the blade
arm .is mounted to the converter by a splined drive so the sweep can
be repositioned to prevent the blade striking the windscreen
surround. Each blade is driven by its own motor/converter assembly
so any failure will always permit at least one of the forward facing
screens to be cleared of rain. Both motors however, are normally
controlled by one switch on the instrument panel.
Page 31 of 67
Hydraulic Windscreen Wipers
Hydraulic wiper systems use the aircraft's hydraulic system to power

a rack and pinion gear system to drive the wiper arms. The system
comprises two rack and pinion assemblies, a control unit and a speed
control valve as shown in Fig. 2.
BLADE ARM
RACK
PINION
INTERCONNECTED PIPE
PISTON 1 PISTON 2
CONTROL
UNIT HYDRAULIC
HYDRAULIC RETURN
PRESSURE
SPEED
Fig. 2 HYDRAULIC WIPER SYSTEM
System hydraulic pressure is ported through a speed control valve

which is a variable pressure reducing valve. The output of this valve
is controlled by the input from the pilot who will vary the pressure
and thus the speed of the wipers.
Pressure from the speed control valve is allowed to the control unit.
This valve is used to port pressure to one input line and then the
other input line in sequence. The pressure is then ported to one side
of the rack and pinion to drive the pinion in the directions shown by
the arrows. Piston No. 1 moves and the rack is also moved driving
the pinion to rotate the wiper arm. This movement of piston No. 1
pushes piston No. 2, which pressurizes the connecting line between
the two rack and pinion gear systems, causing the same action to
take place in the other wiper actuator. Once a sweep of the wipers
has been performed the control unit reverses the hydraulic pressure
flow and the sweep of the arms is reversed. The windscreen wipers
can be stopped by closing the speed control valve thus removing
hydraulic pressure from the control unit.
Page 32 of 67
Electro Hydraulic Windscreen Wipers
A typical electro hydraulic windscreen wiper system is shown in Fig. 3
RACK
BLADE ARM
PINION
ATTACHED
RACK
TO BLADE WIPER BLADE
ARM
CO-PILOT’S
SWITCH
SIDE
PANEL CAPTAIN’S CONTROL
HYDRAULIC ELCTRIC SWITCH
RESERVOIR MOTOR CO-PILOT
ELECTR
MOTOR SIDE PANEL
CO-PILOT’S CAPTAIN’S WINDSCREEN

HYDRAULIC WIPER POWER SOURCE
PUMP
PISTON
Fig. 3 ELECTRO-HYDRAULIC WINDSCREEN WIPER INSTALLATION
Electro/hydraulic windscreen wipers combine an electric motor to

drive a two piston reciprocating pump that is part of a self contained
hydraulic system. The pressure produced by an individual piston
moves a rack which drives a pinion to operate the blade arm. The
fluid on top of the up going rack is ported through an orifice which
pushes the other rack in the wiper head down. This assists the
reciprocating action of the pinion to move the blade arm which in
turn moves that rack to the bottom of its stroke. The other piston in
the pump now strokes and pushes up the other rack which puts the
blade onto its return stroke. The speed of the wipers is dependent on
the speed of rotation of the electric motor and thus the hydraulic
pump. Each wiper system is completely independent of the other and
they are controlled OFF - SLOW - FAST, by means of a switch on the
flight deck.
Page 33 of 67
1. At what aircraft speeds are windscreen wipers used?
2. Name the three most common types of wiper systems.
3. What is a converter used for?
1.
2. (a)
(b)
(c)
3.
Page 34 of 67
Your answers should read as f6110ws:-
1. Wipers are used at low speeds.
2. (a) Electric.
(b) Hydraulic.
(c) Electro/hydraulic.
3. To change rotary motion into a reciprocating action.
Let's now look at the method of rain clearance at higher speeds.
RAIN REPELLENT
Rain repellent is a chemical that is sprayed onto the forward facing

windscreens, and when distributed evenly over each windscreen by
the windscreen wipers produces an even film which will turn any
water to globules, so the airflow can disperse it easily.
The chemical is stored in a pressurized metal container usually on

the flight deck, and is distributed to spray nozzles just forward of the
windscreens. The rain repellent is controlled by a push button switch
for each windscreen; the button actually operates a solenoid which
allows a predetermined quantity, about 5 cc, of fluid onto the
windscreen. As the fluid gums up when exposed to the air for long
periods a supply of pneumatic air is passed through the nozzles to
clear them after each operation of the solenoid.
Page 35 of 67
Fig. 4 shows the components of a rain repellent system.
RAIN REPLELLENT
SPRAY NOZZLE
PRESSURISED
LEFT RIGHT
CANISTER WINDSCREEN WINDSCREEN
CLAMP PUSH BUTTON SWITCHES SOLENOID
TIME DELAY
CANNISTER CIRCUIT
CONNECTOR
ON/OFF
VALVE
LEVEL
SIGHT
GLASS
SUPPLY
ELECTRICAL INPUT LINE
FROM PUSH FROM
BUTTON SWITCH
Fig. 4 RAIN REPELLENT SYSTEM COMPONENTS
When the push button switch is selected power is sent to time delay
circuits which will energies the solenoid for a short period of time
(approximately 1/4 of a second). This will allow 5 ccs of fluid to pass
onto the windscreens, after which the time delay will de-energize the
solenoid even if the button remains pressed. If more fluid is required
the button must be released and repressed. The action of the
solenoid is to switch on a valve to allow fluid to be forced under
pressure from the canister.
Page 36 of 67
The canister is not serviced on the aircraft; however, when the level
of fluid remaining is Iowa float indicator comes into view on a sight
glass. The canister is replaced as follows:-
 Turn off the shut-off valve by turning it either direction for 90°.
 Unfasten the retaining clamp.
 Unscrew the empty canister from the connector.
 Screw in a new canister. Finger tight is sufficient (some fluid

may escape as the valve in the canister is opened by an
internal pin on the connector).
 Fasten the retaining clamp.
 Open the shut-off valve.
1. What is the purpose of the time delay?
2. Why is a pneumatic air supply sometimes used?
3. How is the canister replenished in situ?
1.
2.
3.
Page 37 of 67
1. The time delay allows a predetermined quantity of rain

repellent to be dispersed to the screen.
2. A pneumatic air supply is used to purge the nozzle of rain

repellent fluid so keeping the nozzle clear.
3. The canister cannot be replenished in situ; it is replaced when

it approaches empty.
Let's now look at some of the maintenance practices and precautions

required for windscreen wipers and rain repellent systems. These
precautions and practices that I have listed are of a general nature,
the Maintenance Manual must be consulted prior to any work carried
out on a specific aircraft.
MAINTENANCE PRACTICES AND PRECAUTIONS
Clear forward vision is essential for safe operation, especially in rain

and snow, therefore the windscreen wiper and rain repellent system
must be maintained to scrupulous standards. The following practices
should be adopted when working on or near the windscreens.
Precautions
 Never operate the windscreen wipers on a dry windscreen (wet

the windscreen prior to operation or place a piece of soft tissue
between the blade and the windscreen).
 Do not allow oil or grease to come into contact with the

windscreen or wiper blade.
 Always dispatch aircraft with clean windscreens.
 Do not work or lean against windscreens with metal buttoned

overalls or allow metal objects to contact the windscreens.
 Blade rubbers should be replaced at regular intervals (more

often in inclement weather conditions).
 Rain repellent should not be applied to a dry windscreen as it

will form a gum.
Page 38 of 67
 Always turn off the shut-off valve when changing a rain

repellent canister. This will prevent a leakage of fluid or
residual gas pressure into the cabin.
Practices
 Windscreens should be cleaned with warm soapy water and

then rinsed with clean water. In the event of heavy
contamination, a cleaning fluid recommended by the
manufacturer should be used.
 Wiper blades should not be allowed to strike the windscreen

surround.
 Blade tension onto the screen should be checked with an

accurate spring balance and adjusted where necessary on the
blade tension bolt.
 The blade park position should be checked some blades are

held clear of the windscreen (electric systems only).
 If the sweep range of hydraulic or electro hydraulic wipers are

insufficient, ensure they are correctly bled before adjustment.
 If the rain repellent is inadvertently sprayed onto a dry

windscreen wash immediately with clean water. If it has turned
to gum use the appropriate cleaning solution.
 If the repellent nozzles become blocked clear them with wire

(20 swg).
Page 39 of 67
SELF ASSESSMENT
1. (a) On a hydraulic windscreen wiper system what is the

purpose of the control valve?
(b) What does the speed control valve do in respect of the

hydraulic system?
(a)
(b)
2. Explain the operation of a windscreen rain repellent system.
3. If rain repellent is accidentally sprayed on the windscreen how

can it be removed?
Page 40 of 67
1. (a) The control valve passes hydraulic pressure from one

side of the racks to the other in turn to oscillate the wiper
arms.
(b) The speed control valve modifies the hydraulic system

pressure allowed to the wiper and thus their speed.
2. The push button operates a time delay mechanism which will

energize a solenoid for a set period of time. When the solenoid
is open, pressurized fluid from the canister will spray onto the
screen.
3. Rain repellent can be removed if it is still damp by using clean

water to dilute the repellent. If the fluid has dried to a gum a
prescribed cleaner must be used.
SUMMARY
Windscreen wiper and rain repellent systems play a particularly

important part in flight safety. As with many systems they are taken
for granted and they are only appreciated when they work at their
maximum efficiency. When working on or around the windscreens
great care must be taken to prevent scratching or chipping of the
windscreen. This type bf fault, along with windscreen wipers that
Smear and miss parts of the screen, can seriously affect the vision of
the crew during critical stages of flight.
This booklet has explained three windscreen wiper systems; electric,

hydraulic and electro/hydraulic. The use of rain repellent was then
described. Finally, precautions and maintenance practices to be
followed when working with windscreen systems were dealt with.
RECOMMENDED READING
The following book expands the topi6 matter covered by this booklet.
Airframe and Power plant Mechanics Airframe Handbook.
Published by the Department of Transportation, FAA.
Pages 303 to 308. (Rain Elimination Systems).
Page 41 of 67
BOOKLET:04
CONTENTS
Introduction 43
Windscreen Anti-Ice Systems 43
Electrically Heated Windscreen Construction 45
Activity 1 47
Electrically Heated Windscreen 48

Control and Indication
Points to Note 50
Activity 2 51
Maintenance Practices 52
Self Assessment 54
Summary 55
Page 42 of 67
OBJECTIVES/ADVICE
When you have completed this booklet you will be able to:-
 State the reason for anti-icing control of cabin windows.
 Describe methods of applying heat to Windscreens.
 Be aware of precautions required when ground testing the anti-

icing systems
 Understand the procedures for replacing heated windows.
It should take you about one hour of study time to complete this
booklet.
INTRODUCTION
Modern aircraft are designed to fly in all types of weather conditions.

If ice build up occurs on the windscreen serious impairment of vision
will result which can endanger the safety of the aircraft.
There are several methods of preventing the formation of ice on

windscreens. This booklet will consider two methods, each of which
uses some form of heating.
WINDSCREEN ANTI-ICE SYSTEMS
The methods used to de-ice the windscreens of aircraft fall into two
main categories, the first type uses heat. The second type employs
fluid sprayed onto the windscreens when icing conditions are
encountered or an anti-ice paste is applied to the screen prior to a
flight.
The two methods of supplying heat to the windscreens are:-
 Ducted hot air.
 Electrically heated elements.
Page 43 of 67
Ducted Hot Air
On gas turbine powered aircraft where an adequate supply of hot air

is available, some of the air is ducted from the engine compressor
and blown across the windscreens. Any ice formation will be melted
and blown off the screens. The ducted hot air system can also be
used as a rain removal system as water droplets will not adhere to a
boundary layer of fast moving air over the windscreens. Some
aircraft use two ducts, a forward diverter duct to disperse the rain
into the aircraft slipstream, whilst the rear duct ensures no ice is
allowed to build up on the windscreens. These two duct systems are
shown in Fig. 1.
DISPERSED
RAIN
WINDSCREEN REAT DUCT
PATH OF
RAIN DROPS
HOT AIR BLEEDS
Fig. 1 TWO DUCT RAIN/DE-ICE SYSTEM
Electrically Heated Windscreens
The most common method of anti-icing aircraft windscreens uses the

electrically heated system. The windscreen is made of a sandwich
construction to give the required strength and flexibility to resist
pressurization loads and impact damage due to bird strikes.
It is not necessary for all the control cabin windows to be heated,

side windows that are not directly in the cold airstreams normally do
not require heating, see Fig. 2 on the next page. The windows are
warmed by an electric current passing through elements in the
windscreen sandwich which, as well as performing an anti-ice
function, assists in clearing the windows of condensation.
Page 44 of 67
VINYL
OUTSIDE
GLASS
4 CONDUCTIVE
COATING
VINYL
OUTSIDE
OUTSIDE
GLASS
CONDUCTIVE
COATING
5 VINYL
OUTSIDE
OUTSIDE
PLEXIGLASS
SPACER NOT
HEATED
3 PLEXIGLASS
OUTSIDE
GLASS
VINYL
2
CONDUCTIVE
COATING
GLASS
OUTSIDE
GLASS
1 VINYL
CONDUCTIVE
COATING
GLASS
OUTSIDE
Fig. 2 TYPICAL CONTROL CABIN WINDOW DE-ICING
ELECTRICALLY HEATED WINDSCREEN CONSTRUCTION
Aircraft windscreens are constructed, in the form of a sandwich, of a

strong transparent plastic material (vinyl) encased in two layers of
glass; the glass is usually toughened or annealed. A resistance
element is bonded to the glass layer, and the sandwich is formed by
the application of heat and pressure. The two main types of element
are:-
 Tin oxide or stannic oxide.
 Gold film.
Page 45 of 67
The tin oxide is applied to the glass using a flame gun to give a
transparent film 0.000002 of an inch thick.
The gold film is electrically deposited onto the glass in a vacuum

chamber to give a transparent film.
Fitted into the heating element at the edges of the windscreen are
electrical bus-bars which carry the current through the element.
Overheat and normal temperature sensors are also built into the
screen to monitor the supply of current and to switch off the supply
in case of an overheat condition. A spare sensor is often incorporated
so that a broken sensor will not necessitate the replacement of the
windscreen.
ELECTRICAL POWER
NORMAL SENSOR NORMAL SENSOR
OVERHEAT
BUSBARS SENSORS
Fig. 3 WINDSCREEN ELECTRICAL SENSORS (SPLIT POWER)
Some system use a separate sensor which is held onto the glass by a
spring, this type of sensor relays the temperature to a controller
which will switch on and off as required. An external type window
sensor is shown in Fig. 4 on the next page.
Page 46 of 67
THERMAL SWITCH
SPRING LOCATING
SLOT
RAT TRAP
SPRING
WINDOW
ELECTRICAL LEADS
ATTACHEMENT BOLT
Fig. 4 EXTERNAL TYPE WINDOW HEAT SENSOR
1. State three types of windscreen de-icing systems.
2. What type of glass is used in windscreen construction?
1. (a)
(b)
(c)
2.
Page 47 of 67
1. You should have three answers from these:-
(a) Anti-ice fluid spray.

(b) Pre-flight applied paste.
(c) Hot air ducted.
(d) Electrically heated.
2. Toughened (sometimes called hardened), or annealed.
ELECTRICALLY HEATED WINDSCREEN CONTROL AND

INDICATION
POWER
SUPPLY
CONTROLLER
CONTROL
PANEL
SENSOR
HIGH LOW
WINDSCREEN
BUSBAR
TRANSFORMER
Fig. 5 TYPICAL ELECTRICAL WINDSCREEN HEATING SYSTEM
A typical windscreen electrical circuit is shown in Fig. 5. When power

is applied from the aircraft electrical system through the transformer
to the windscreen element, the element will heat the glass to its
normal operating temperature. As the temperature rises the
electrical resistance of the control element will change, and when the
required temperature is reached the controller will isolate or reduce
the power to the heating element. The windscreen will then cool
down, the resistance of the control element will again change and
power will be re-applied to the window.
Page 48 of 67
Should the normal sensor fail, the overheat sensor will remove the
power from the windscreen at a predetermined higher temperature.
The flight crew will be alerted when this condition occurs by
illuminated overheat warning lights or magnetic indicators which will
topple to give an overheat status. A typical window heat control
panel is shown in Fig. 6.
AMBER
LIGHTS OVERHEAT OVERHEAT OVERHEAT OVERHEAT
GREEN
LIGHTS ON ON ON ON
LEFT LEFT O/HEAT RIGHT RIGHT
NO. 2 WINDOW NO. 1 WINDOW TEST NO. 1 WINDOW NO. 2 WINDOW
OFF
PWR
OFF OFF CHECK OFF OFF
Fig. 6 WINDOW HEAT CONTROL PANEL
Some designs incorporate two heat settings, the higher one is used
for severe icing conditions or when moisture is encountered at low
temperatures. Other systems automatically increase the current flow
as a result of using the air/ground sense logic when the aircraft is in
the air mode.
Page 49 of 67
WINDSCREEN MEATING
CONTROL
SWITCHES
Fig. 7 CONTROL PANEL TWO HEAT SENSING WITH MAGNETIC INDICATORS
The normal control temperature setting is approximately 40oC, and

the overheat temperature is approximately 500C.
POINTS TO NOTE
 Vinyl is brittle when it is cold, when heated it helps the

windscreens to resist impacts.
 Vinyl takes the pressure loads on the windows.
 The glass resists scratching, and is capable of containing the

loads in case of failure of the vinyl.
 The position of the conductive coating is relative to its primary

function, i.e., near the exterior of the window the heat is used
for anti-icing; and when near the interior main its purpose is
demisting.
 Initial electrical power is applied gradually to avoid thermal

shocks to the windscreens.
Page 50 of 67
1. How are overheated windscreens indicated?
2. How can high heat settings be selected?
3. What happens when the temperature reaches overheat?
Page 51 of 67
Here are the answers you should have:-
1. An overheat light or overheat on a magnetic indicator.
2. By selection or through the air/ground switches.
3. When an overheat occurs power is removed from the

windscreen and the overheat indication is displayed.
Let's now move on to the points to be observed during maintenance

and testing of heated windscreens.
MAINTENANCE PRACTICES
 When ground running aircraft with ducted hot air heating,

ensure that the system is switched off to prevent overheating
of the windscreens.
 Prior to replacing an electrically' heated windscreen, the

resistance Of the conducting film and sensor elements should
be measured and compared with limits laid down in the
Maintenance Manual.
 Some windscreens are marked with a code number which is the

resistance of the conductive coating.
 Windscreen controllers (Fig. 8 on the next page) have several

voltage output tapings which correspond to the resistance of
the conductive coatings. Windscreen resistances increase with
age therefore a higher voltage tapping may be required if
refitting a used screen.
Page 52 of 67
WINDOW HEAT
CONTROLLER
TERMINAL STUDS (VOLTAGE TAP OFF)
Fig. 8 WINDSCREEN HEAT CONTROLLERS
 Check the part numbers of components before replacement as

supply voltages and outputs can vary from aircraft to aircraft.
 Ensure terminals and connections are clean and not

contaminated with paint or windscreen sealant as incorrect
resistances would be detected by the controller.
 Always carry out a system function check after fitting an

electrically heated windscreen.
System Testing
 Testing must be carried out in accordance with instructions laid

down in the aircraft’s Maintenance Manual.
 In many tests it may be necessary to force heat to the

windscreen even when not required, or to isolate the overheat
circuit. These tests must be restricted to the minimum time
periods.
 If carrying out tests in high temperatures and in bright sunlight

the windscreens may already be above the temperature control
limits, therefore, testing should be carried out in the shade or a
cool hangar. Due to thermal shock damage, ice and other heat
reduction methods should be avoided.
 Heat indication on some windows may need to be felt by hand.
Page 53 of 67
SELF ASSESSMENT
1. List two materials used for the conductive coatings of

electrically heated windscreens.
(a)
(b)
2. What is the purpose of the spare sensor?
3. List three reasons for heated windscreens.
(a)
(b)
(c)
4. What precautions must be followed when ground running an

aircraft with ducted hot air windscreen heating?
Page 54 of 67
1. (a) Tin oxide or stannic oxide.
(b) Gold film.
2. A broken sensor will not require a windscreen replacement.
3. (a) De-icing.
(b) Demisting.
(c) Plasticizing.
4. Ensure the windscreen heat is turned off.
SUMMARY
In this booklet we have looked at windscreen heating methods; by

far the most common is the electrical method. Aircraft windscreen
serviceability is essential to safe flight, as aircraft are expected to fly
in all weather conditions, also by plasticizing the windscreen bird
strike damage is reduced to a minimum.
Aircraft windscreens are extremely expensive and vulnerable to

damage, any servicing must be carried out in accordance with the
Maintenance Manual and all precautions strictly observed.
ESSENTIAL READING
The following must be read for more information on windscreen

heating.
CAIPs, book 2, Leaflet AL/11-4
Windscreen De-icing and demisting.
Leaflet AL/7-10.
Glass Windscreen Assemblies.
Page 55 of 67
BOOKLET:05
CONTENTS
Introduction 57
Pitot-Static Sensor Ice Protection 57
Indication Methods 58
Static Systems 60
Activity 1 61
Toilet and Water Drain Point 62

and Line Ice Protection
Activity 2 64
Safety and Maintenance Precautions 65
Self Assessment 66
Summary 67
Suggested Practical Activity 67
Recommended Reading 67
Page 56 of 67
OBJECTIVES/ADVICE
The objective of this booklet is to introduce you to the anti-icing

systems used on pitot-static sensors and water-waste systems.
When you have completed this booklet you will be able to:-
 State the reasons for anti-icing the pitot-static probe and waste
system components.
 Describe the components used to perform these tasks.
 State the safety precautions to be followed when maintaining

these systems.
 Describe how the power supplies are fed to the components.
It should take you about one hour of study time to complete this
booklet.
INTRODUCTION
Because of the necessity to have accurate air driven instruments at

all phases of flight, it is essential to ensure that the pitot probes are
kept clear of ice during any operations in cold and wet ambient
conditions. In the same climatic conditions the drinking water, toilet
lines and storage tanks must also be prevented from freezing up and
causing ice blockages in the systems.
PITOT-STATIC SENSOR ICE PROTECTION
Any projection that sticks out into the air stream is vulnerable to ice
accretion. By the very nature of their task, pitot-static probes must
be situated clear of the aircraft to present an undisturbed airflow
pattern into the probe. To keep the probes clear of a possible ice
blockage, electric heating elements are built into the pitot probe both
in the head and in the mounting mast, as shown in Fig. I on the next
page.
Page 57 of 67
DRAIN SCREW HEAD HEATING ELEMENT
MAST BODY
MAST HEATING ELEMENT
PITOT AIR PRESSURE TAPPING
TERMINAL BLOCK
Fig. 1 PITOT TUBE HEATING ELEMENTS
The characteristics of the heater element ensure that the current

consumption of the element is automatically regulated according to
the temperature that the element is exposed to. Should the ambient
temperature fall the resistance of the element falls thus allowing
more current to flow and increasing the heating power to the
element.
INDICATION METHODS
There are various methods of supplying the heat to the probe and
many ways of indicating when the probe heater is operating. The
three most common indication methods use:-
 Ammeters.
 Magnetic indicators (dolls eyes).
 Warning lights.
Ammeters
Ammeters are normally employed on three man crew aircraft where

one of the tasks of the flight engineer is to measure the current
drawn by the pitot heaters. If any reduction of the performance of
the heating element occurs it will be detected prior to a total
breakdown so the pitot head can be replaced.
Magnetic Indicators
Magnetic indicators or dolls eyes are used to indicate whether' or not

a current flow is detected across the heater elements. If a current
exists the dolls eye will be black, if however no current is present the
dolls eye will turn to yellow or white.
Page 58 of 67
Warning Lights
The use of warning lights is the most common method of informing

the crew of loss of power or a malfunction in the heater element. The
panel shown on Fig. 2 uses green indicator lights to inform the crew
that the particular pitot head is drawing current. When the circuit is
completed through the earth of the heater the light is illuminated
from a separate power source via the relay. Should power be lost the
green light will be extinguished indicating that there is no power
available to the heater.
If power is lost or the heater has not been switched on the amber 'no
heat' light will illuminate using the earth on the relay. As soon as the
heater has been switched on and the relay energizes, the 'no heat'
earth is lost and the amber 'no heat' light will be extinguished.
D.C. BUSBARS
AMBER LIGHT
SWITCH
RELAY
PITOT
PROBE
HEAD
ELEMENTS
MAST
ELEMENT
Fig. 2 PITOT HEAD POWER PANEL
Page 59 of 67
On some modern transport aircraft there are no switches to turn on

or off the pitot heaters in the flight deck. The heaters are controlled
by the aircrafts micro processor to relieve the pilot of the switching
task and also to ensure that the crews do not omit this task. For this
system when all the engines are started and at idle the pitot heaters
are automatically powered, as soon as the air/ground logic is in the
air mode the heat supply is maintained regardless of engine selection
(so an engine can be shut down in flight without losing probe heat).
STATIC SYSTEMS
When the static slots_ are incorporated in the pitot-static probe, they
are de-iced with the pitot heater system. Some aircraft use static
plates, these are sometimes heated by heating elements behind the
plate (Fig. 3), however, the majority of static plates are unheated as
they do not project into the airflow significantly enough to encourage
icing.
STATIC OFFTAKES
HEATER
ELEMENT
STATIC
HOLES
STATIC PLATE
Fig. 3 STATIC PLATE HEATING
Page 60 of 67
1. What parts of the probe are heated?
2. Why are probes susceptible to icing?
3. Name three methods of indication of probe heat.
1.
2.
3. (a)
(b)
(c)
Page 61 of 67
1. The probe head and mast.
2. The probes are susceptible to icing because they are positioned

into the air stream and are clear of the aircraft skin to allow an
undisturbed airflow into the probe.
3. (a) Ammeters.
(b) Magnetic indicators.
(c) Warning lights.
Let's now move on to protecting the water systems and waste

disposal lines.
TOILET AND WATER DRAIN POINT AND LINE ICE

PROTECTION
Drinking Water
To prevent the drinking water lines from freezing while the aircraft is
in a low temperature environment the water lines are heated with
the use of heater tapes which receive their power from the aircraft
electrical bus bars. The heater tapes or ribbons are held around the
water lines using adhesive tape most are powered when the aircraft
electrical system is energized, therefore there are no switches in the
system. Thermostats are used to limit the temperature to
approximately 60oF.
WATER
LINE
HEATER
TAPE
ADVESIVE
TAPE
ELECTRICAL
TAPE
Fig. 4 WATER PIPELINE HEATER TAPES
Page 62 of 67
Toilet Water
To stop the toilet waste drain from freezing up, an electrically heated
gasket is fitted to the drain fitting as shown in Fig. 5. The gasket
consists of a heating element bonded into a heat resistant fitted
between the drain pipe and the drain fitting. The heating element is
powered all the time that the aircraft’s electrical system is powered.
Thermostats are not required due to the low current rating of the
heated gasket.
GASKET TYPICAL TOILET

SANDWICHED WASTE DRAIN PANEL
AGAINST CAP
AND PANEL
DRAIN
PIPELINE
HEATED
GASKET
WASTE CAP
Fig. 5 TOILET DRAIN ICE PROTECTION
To allow the drainage of some of the waste water on the aircraft,

drain masts are fitted to the underside of the fuselage, these masts
normally discharge the:-
 Toilets wash basins.

 Galley sinks.
The water is channeled down to the drain mast via heated pipelines
and then discharged overboard; the water is atomized on contact
with the air stream.
The drain masts are heated to prevent the outlets freezing, the
power is usually applied all the time the aircraft's electrical system is
on but the output of the heater depends on the air/ground logic. A
higher voltage is applied whilst the aircraft is in the air. On aircraft
whose ground operating environment is below freezing the water
tanks are wrapped in a heater blanket to prevent freezing.
Page 63 of 67
115 VOLT A.C.

BUS
28 VOLT A.C. BUS

HEATER
HEATER
DRAIN LEADS
TUBE
INSULATION
HEAT SINK
Fig. 6 DRAIN MAST ICE PROTECTION
1. How are heater tapes attached to the water lines?
2. Why are thermostats not needed in toilet drain

fittings?
3. What water is drained overboard through the drain

mast?
1.
2.
3.
Page 64 of 67
1. Heater tapes are attached using adhesive tape.
2. Thermostats are not enquired as the current rating is very low.
3. Toilet wash basins and galley sinks drain overboard through

the drain mast.
Let's now move on to precautions required on the systems we have

covered.
SAFETY AND MAINTENANCE PRECAUTIONS
The maintenance and safety precautions required on pitot and water

waste systems heating depends upon the design of the aircraft and
the method of switching the electrical power to the heating elements.
Specific instructions will be listed in the Maintenance Manual in the
chapter relevant to ice and rain protection (Chapter 30). The
following precautions are of a general nature:-
 Do not touch the pitot probes to check if the heater element is

working.
 Do not leave heat applied to the probes for more than 5

minutes in still air, or on the ground.
 If pitot head covers are fitted do not switch on the pitot heater.
 If air/ground logic is used to increase the heaters' power, pull

the circuit breaker before jacking the aircraft.
 Heated gaskets must be carefully inspected when removed,

and replaced if any damage is found.
 Ensure heater elements are cool before fitting covers and

blanks.
Page 65 of 67
SELF ASSESSMENT
1. How do heater which are not controlled by flight deck switches

receive signal to power the heater?
2. What items on water and waste systems are heated?
(a)
(b)
(c)
(d)
3. List three precautions to be taken· before or after switching on

a pitot heater.
(a)
(b)
(c)
(d)
Page 66 of 67
Ref: AS-05-02 AIRFRAME (Study Plan-08)
1. When the engines are started and are at, or above idle, or
when the aircraft is in the air mode, the heaters will be
powered. This will be signaled via the on board computer
controlling the air/ground logic circuits.
2. The following items are heated:-
(a) Water and waste pipelines.

(b) Toilet drains.
(c) Drain masts.
(d) Water tanks.
3. (a) Remove pitot head cover if fitted.

(b) Don't leave the power on for long periods.
(c) Don't touch the pitot probe whilst being heated.
SUMMARY
This booklet has covered the protective devices used for various pitot
and water systems on the aircraft, to ensure that no ice is allowed to
build up on the components. Whilst maintenance is being carried out
careful inspection is required to ensure that all the components are
working to their full efficiency and also to prevent any malfunctions
occurring in the systems to which they are fitted.
SUGGESTED PRACTICAL ACTIVITY
Walk around an aircraft and identify pitot tubes, pitot static tubes
and static holes as appropriate. Also identify any water or toilet
drains.
RECOMMENDED READING
For more information on pitot head heating systems you should read
the following book:-
Aircraft Instruments by E.H.J. Pallett, Chapter 4.
67 of 67

ATA 30. Ice and Rain Protection As-05-02 (PLAN-08)

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ATA 30. Ice and Rain Protection As-05-02 (PLAN-08)

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ATITA AIRFRAME STUDY PLAN: 08

MODULE AS-05-02 REVISION: 00

Hot Air Anti-Ice 2

Heated Air Sources 3

Thermal Anti-Ice Ducting 6

Thermal Anti-Ice Operation 8

Self Assessment Review 13

Suggested Practical Activities 13

 Describe the general layout and operation of hot air anti-ice

 State the precautions required when ground testing the

 Identify the indications available to the crew to monitor correct

HOT AIR ANTI-ICE

Hot air anti-ice or thermal anti-ice (TAI) systems are designed to

 The leading edge of the main planes.

Fig. 1 DOUBLE SKIN AND AIR FLOW

HEATED AIR SOURCES

OFF TAKE TO ANTI-

Fig. 2 HOT AIR FLOW THROUGH TURBO PROP ENGINE

On some piston and turbo-prop aircraft the air may be heated by a

The most common method of producing hot air in the quantities

1. State three methods of obtaining the heated air sources for

2. What is the difference between an anti-ice system and a de-

The answers you should have are:-

1. (a) Combustion heaters.

(b) Heat exchanger from engine exhaust.

(c) Compressor bleed.

2. (a) Anti-ice prevents the build-up of ice.

(b) De-ice removes ice once formed.

THERMAL ANTI-ICE DUCTING

Apart from the differences in the source of air, thermal anti-ice

Because of the high temperature of the air expansion devices must

‘V’ BAND CLAMP

Fig. 3 A TYPICAL GYMBAL JOINT

There may be a pressure switch fitted in the outer ducting so that if a

1. Why are ducts that run through the fuselage double

2. How can a leak in the inner duct be detected?

3. Why do we need to know if the inner duct is leaking?

Your answers should be similar to these:-

1. To prevent a duct leak or rupture endangering the pressurized

2. Pressure switches are used to detect the leak and will

3. If the inner duct is ruptured or leaking, the outer duct is all

Let's move on to hot air anti-ice operation.

THERMAL ANTI-ICE OPERATION

TAI CONTROL SWITCH

Fig. 4 GROUND TEST CONTROL SWITCH

When a flight engineer is a permanent member of the flight crew the

LEADING EDGE TEMPERATURE AUTO/MANUL/OFF SWITCHES

INCREASE/DECREASE TEMPERATURE SWITCHES IN MANUAL MODE

Fig. 5 ANTI-ICE CONTROL PANEL

HOT SLAT EXTENDED

Fig. 6 THERMAL ANTI-ICE DUCTING FOR LEADING EDGE SLATS

A slat is constructed to a hollow design and at its forward edge a

In the case of leading edge flaps, during their manufacture, a duct is

Fig. 7 LEADING EDGE KRUGER FLAP - HOT AIR DUCTING

1. What is the purpose of a gimbal joint?

2. Where would twin wall ducting be used in a TAI system?

3. In an automatic/manual system when in auto, when will the

4. How is hot air ducted to moveable leading edge lift devices,

SELF ASSESSMENT REVIEW

These are the answers you should have:-

1. Gimbal joints allow for expansion and contraction of the

2. Twin wall ducting is used in the pressurized fuselage section of

4. Air is ducted via telescoping ducts for slats, or swivel joints on