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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

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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.

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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.

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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.

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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)

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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

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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.

ACTIVITY 2 5 Minutes

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?

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COMMENTS ON ACTIVITY 2

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

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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.

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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.

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SWIVEL JOINT
HOT AIR DUCT

HOLLOW
CASTING

BULLNOSE

Fig. 7 LEADING EDGE KRUGER FLAP - HOT AIR DUCTING

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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?

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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.

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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

Self Assessment Review 28

Summary 28

Suggested Practical Activities 28

Essential Reading 28

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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

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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.

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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.

ACTIVITY 1 3 Minutes

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?

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COMMENTS ON ACTIVITY 1

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.

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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.

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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.

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ACTIVITY 2 5 Minutes

1. Why are heater elements incorporated in some ice detector


heads?

2. When are the head heaters switched on?

1.

2.

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COMMENTS ON ACTIVITY 2

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

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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.

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ACTIVITY 3 3 Minutes

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.

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COMMENTS ON ACTIVITY 3

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.

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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.

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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?

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SELF ASSESSMENT REVIEW

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.

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BOOKLET:03

CONTENTS

Objectives/Advice 30

Introduction 30

Windscreen Wip 30

Activity 1 34

Rain Repellent 35

Activity 2 37

Maintenance Practices and Precautions 38

Self Assessment 40

Self Assessment Review 41

Summary 41

Recommended Reading 41

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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).

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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.

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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.

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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.

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ACTIVITY 1 2 Minutes

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.

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COMMENTS ON ACTIVITY 1

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.

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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.

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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.

ACTIVITY 2 5 Minutes

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.

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COMMENTS ON ACTIVITY 2

These are the answers you should have:-

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.

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 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).

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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?

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SELF ASSESSMENT REVIEW

These are the answers you should have:-

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).

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BOOKLET:04

CONTENTS

Objectives/Advice 43

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

Self Assessment Review 55

Summary 55

Essential Reading 55

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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.

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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.

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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.

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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.

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THERMAL SWITCH

SPRING LOCATING
SLOT

RAT TRAP
SPRING

WINDOW

ELECTRICAL LEADS

ATTACHEMENT BOLT

Fig. 4 EXTERNAL TYPE WINDOW HEAT SENSOR

ACTIVITY 1 3 Minutes

1. State three types of windscreen de-icing systems.

2. What type of glass is used in windscreen construction?

1. (a)

(b)

(c)

2.

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COMMENTS ON ACTIVITY 1

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.

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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.

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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.

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ACTIVITY 2 5 Minutes

1. How are overheated windscreens indicated?

2. How can high heat settings be selected?

3. What happens when the temperature reaches overheat?

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COMMENTS ON ACTIVITY 2

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.

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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.

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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?

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SELF ASSESSMENT REVIEW

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.

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BOOKLET:05

CONTENTS

Objectives/Advice 57

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

Self Assessment Review 67

Summary 67

Suggested Practical Activity 67

Recommended Reading 67

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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.

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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.

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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

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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
ATITA AIRFRAME STUDY PLAN: 08
MODULE AS-05-02 REVISION: 00

ACTIVITY 1 5 Minutes

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
ATITA AIRFRAME STUDY PLAN: 08
MODULE AS-05-02 REVISION: 00

COMMENTS ON ACTIVITY 1

These are the answers you should have:-

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
ATITA AIRFRAME STUDY PLAN: 08
MODULE AS-05-02 REVISION: 00

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
ATITA AIRFRAME STUDY PLAN: 08
MODULE AS-05-02 REVISION: 00

115 VOLT A.C.


BUS

28 VOLT A.C. BUS


HEATER

HEATER
DRAIN LEADS
TUBE

INSULATION

HEAT SINK

Fig. 6 DRAIN MAST ICE PROTECTION

ACTIVITY 2 5 Minutes

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
ATITA AIRFRAME STUDY PLAN: 08
MODULE AS-05-02 REVISION: 00

COMMENTS ON ACTIVITY 2

These are the answers you should have:-

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
ATITA AIRFRAME STUDY PLAN: 08
MODULE AS-05-02 REVISION: 00

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)

SELF ASSESSMENT REVIEW

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.

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