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ATA 30. Ice and Rain Protection As-05-02 (PLAN-08)
ATA 30. Ice and Rain Protection As-05-02 (PLAN-08)
BOOKLET:01
CONTENTS
Objectives/Advice 2
Introduction 2
Activity 1 5
Activity 2 7
Self Assessment 12
Summary 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:-
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.
TAI allows heated air to gain access to areas that are prone to ice
formation, such as:-
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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
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
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ACTIVITY 1 3 Minutes
1. (a)
(b)
(c)
2. (a)
(b)
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COMMENTS ON ACTIVITY 1
CLIP
EXPANSION
BELLOWS
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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.
ACTIVITY 2 5 Minutes
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COMMENTS ON ACTIVITY 2
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
OVERTEMPERATURE SWITCH
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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
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SWIVEL JOINT
HOT AIR DUCT
HOLLOW
CASTING
BULLNOSE
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SELF ASSESSMENT
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3. The TAI valves will open when automatic is selected when icing
conditions exist.
SUMMARY
ESSENTIAL READING
For more information on the subject of hot air de-icing you should
read the following book:-
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BOOKLET:02
CONTENTS
Objectives/Advice 15
Introduction 15
Activity 1 17
Activity 2 21
Activity 3 24
Maintenance Practices 25
Self Assessment 27
Summary 28
Essential Reading 28
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OBJECTIVES/ADVICE
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
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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.
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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ACTIVITY 1 3 Minutes
Let's stop there and try these questions before looking at the
detectors we've mentioned.
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COMMENTS ON ACTIVITY 1
Let's move on and look at these methods in turn. We will start with
automatic systems and the pressure operated ice detector.
INLET HOLE
INLET HOLE
MOUNTING
STUDS
ELECTRICAL CONNECTIONS
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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.
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VENT
ELECTRICAL
CONTACTS
KNIFE EDGE
CUTTER
ROTOR
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.
2.
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COMMENTS ON ACTIVITY 2
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.
MAST
HEADER
LENS
LAMP
BASE
REFLECTOR
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SPOTLIGHT
SPOTLIGHT
INSTALLATION
FUSELAGE SKIN
ILLUMINATION
AREA
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.
2.
3.
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COMMENTS ON ACTIVITY 3
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
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TORQUE TESTER
ROTATION
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SELF ASSESSMENT
(a)
(b)
(c)
(a)
(b)
(c)
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(b) Fog.
(c) Clouds.
SUMMARY
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.
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
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BOOKLET:03
CONTENTS
Objectives/Advice 30
Introduction 30
Windscreen Wip 30
Activity 1 34
Rain Repellent 35
Activity 2 37
Self Assessment 40
Summary 41
Recommended Reading 41
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OBJECTIVES/ADVICE
When you have completed this booklet you should be able to:-
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
An electric motor.
Hydraulic pressure.
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CONTROL SWITCH
BLADE LOAD
ADJUSTMENT
RUBBER BLADE
CONVERTER
ELECTRIC MOTOR
MOTORS SHOWN
INSTALLED
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BLADE ARM
RACK
PINION
INTERCONNECTED PIPE
PISTON 1 PISTON 2
CONTROL
UNIT HYDRAULIC
HYDRAULIC RETURN
PRESSURE
SPEED
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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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
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ACTIVITY 1 2 Minutes
1.
2. (a)
(b)
(c)
3.
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COMMENTS ON ACTIVITY 1
2. (a) Electric.
(b) Hydraulic.
(c) Electro/hydraulic.
RAIN REPELLENT
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RAIN REPLELLENT
SPRAY NOZZLE
PRESSURISED
LEFT RIGHT
CANISTER WINDSCREEN WINDSCREEN
TIME DELAY
CANNISTER CIRCUIT
CONNECTOR
ON/OFF
VALVE
LEVEL
SIGHT
GLASS
SUPPLY
ELECTRICAL INPUT LINE
FROM PUSH FROM
BUTTON SWITCH
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°.
ACTIVITY 2 5 Minutes
1.
2.
3.
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COMMENTS ON ACTIVITY 2
Precautions
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Practices
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SELF ASSESSMENT
(a)
(b)
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SUMMARY
RECOMMENDED READING
The following book expands the topi6 matter covered by this booklet.
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BOOKLET:04
CONTENTS
Objectives/Advice 43
Introduction 43
Activity 1 47
Points to Note 50
Activity 2 51
Maintenance Practices 52
Self Assessment 54
Summary 55
Essential Reading 55
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OBJECTIVES/ADVICE
When you have completed this booklet you will be able to:-
It should take you about one hour of study time to complete this
booklet.
INTRODUCTION
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.
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DISPERSED
RAIN
WINDSCREEN REAT DUCT
PATH OF
RAIN DROPS
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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
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.
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
OVERHEAT
BUSBARS SENSORS
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
ACTIVITY 1 3 Minutes
1. (a)
(b)
(c)
2.
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COMMENTS ON ACTIVITY 1
POWER
SUPPLY
CONTROLLER
CONTROL
PANEL
SENSOR
HIGH LOW
WINDSCREEN
BUSBAR
TRANSFORMER
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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
OFF
PWR
OFF OFF CHECK OFF OFF
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
POINTS TO NOTE
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ACTIVITY 2 5 Minutes
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COMMENTS ON ACTIVITY 2
MAINTENANCE PRACTICES
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WINDOW HEAT
CONTROLLER
System Testing
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SELF ASSESSMENT
(a)
(b)
(a)
(b)
(c)
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3. (a) De-icing.
(b) Demisting.
(c) Plasticizing.
SUMMARY
ESSENTIAL READING
Leaflet AL/7-10.
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BOOKLET:05
CONTENTS
Objectives/Advice 57
Introduction 57
Indication Methods 58
Static Systems 60
Activity 1 61
Activity 2 64
Self Assessment 66
Summary 67
Recommended Reading 67
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OBJECTIVES/ADVICE
State the reasons for anti-icing the pitot-static probe and waste
system components.
It should take you about one hour of study time to complete this
booklet.
INTRODUCTION
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
TERMINAL BLOCK
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
Magnetic Indicators
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Warning Lights
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
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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
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ACTIVITY 1 5 Minutes
1.
2.
3. (a)
(b)
(c)
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COMMENTS ON ACTIVITY 1
3. (a) Ammeters.
(b) Magnetic indicators.
(c) Warning lights.
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
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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.
HEATED
GASKET
WASTE CAP
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.
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HEATER
DRAIN LEADS
TUBE
INSULATION
HEAT SINK
ACTIVITY 2 5 Minutes
2.
3.
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COMMENTS ON ACTIVITY 2
If pitot head covers are fitted do not switch on the pitot heater.
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SELF ASSESSMENT
(a)
(b)
(c)
(d)
(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.
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.
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:-
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