SMOKE DETECTION

SMOKE DETECTION
Smoke detection systems are employed where it is not possible to keep a bay or compartment e.g.
cargo or electrical equipment, under constant physical surveillance system of detectors are employerd
in each compartment bay which can give remote warnings of smoke, can be tested from the flight
deck, and can be re-set when a warning is received in order to verify it.

Smoke and flame detectors operate according to several different principles,

For example:-
a) Light detection - photoelectric effect
b) Light refraction- photoelectric effect
c) Ionisation - used in modern aircraft
d) Change in resistance of semiconductor

a. Light detection system – designed to respond to a change in visible light or a

change in infrared radiation.
PHOTOELECTRIC LIGHT SCATTER DETECTORS

As light travels in a straight line through clear air, a photoelectric light sensor is placed out of linefrom a
light source in these detectors. Under normal conditions, the sensor is hidden from the light source.
When smoke enters the chamber, the light is scattered through refraction and reflection, allowing some
of the light to Fall on the sensor.
PHOTOELECTRIC LIGHT ATTENUATION DETECTORS

In these smoke detectors, a light source is in direct line with a sensor.

Under normal conditions, a beam of light, a known value from the light source, shines on the sensor cell.
As the sensor cell is photoelectric the light creates an electrical voltage that is measured and compared
against a set value.
When smoke enters the detector chamber, it starts to obscure the light ( attenuation). The subsequent
reduction in light falling on the sensor drops the voltage output of the photoelectric cell. The measuring
circuit senses the drop in voltage and triggers the flight deck warning. This type of detector requires a
greater volume of smoke than either of the previous designs.
 IONISATION SMOKE DETECTOR

Electrons have a negative charge while the remaining atoms have a positive charge. Two separate plates are across
the chamber; one has a negative voltage, while the other a positive voltage supplied from the aircraft’s electrical
system.

Smoke
particles

Air flow in

When power is applied to these plates, they act as electro- magnets, which attract the ionized particles
of the opposite charge.
The electronics within the detection circuit sense the small amount of electrical current that is created by the electrons
and ions moving toward the plates. When smoke particles enter the ionization chamber, they disrupt the current being
created by attaching themselves to the ions, which neutralizes their potential. In this situation, the detection circuit
senses the drop in current between the plates. This triggers the warning.

SMOKE DETECTORS ARE PLACED IN

1. Cargo Compartments
2. Toilets or Lavatories
3. Avionics Bay

FIRE DETECTION SYSTEMS

Detection methods can vary according to the position of the equipment . Four methods of detection can be described
as follows:-

MELTING LINK DETECTORS – These are found in older aircraft and consist of a pair of contacts held apart by a
fusible plug. At a pre-determined temperature the fusible plug melts allowing the contacts to close and a fire
warning circuit is made. A major drawback with this detector is that the contacts will not open after the fire
has been extinguished thus giving a permanent fire warning.
 FIRE WIRE SYSTEM

These could be of two types -

Resitive fire wire system has a negative coefficient of resistance. This means that a
temperature increases, it causes the resistance to decrease. This gradually increases
the current flow until it is large enough to activate the warning system.

Some system also employ material with a positive coefficient of resistance, in which
increasing temperature would increase resistance and decrease current. These system
also have negative or positive coefficient of capacitance.

These Firewire is mounted as a continuous loop in areas where the outbreak of fire is
possible.
DIFFERENTIAL EXPANSION DETECTERS

When heat is applied, the tube expands at a greater rate, drawing the contacts together, so providing power to the Fire
Warming Circuit. A subsequent drop in temperature will cause the tube to shorten, the contact will open and the
warning cancel. This type of unit is often used as a monitor on Engine Cooling Air OUTLETS to provide Internal Engine
Overheat ( I.E.O.H.) WARNING

• Steady Red Light

Common warning Bell

Any fault within a fire detection system which may give rise to a false fire warning must
be treated as a real fire.
BUILT-IN TEST – BIT

Modern fire detection systems have built-in test circuits. When electrical power is applied to the systems, they
constantly monitor the loops for integrity of the whole system. If the test circuit detects a fault, an amber “ fault”
light illuminates on the appropriate fire-warning panel. This alerts the pilot to select the serviceable loop.

FIRE WARNINGS FOR LAVATORY COMPARTMENTS

For aircraft with 20 passenger seats or more, each lavatory must be equipped with a smoke detector system or
equivalent that provides:

- A warning light in the cockpit, or

- A warning light or audible warning in the passenger cabin that would be readily detected by a cabin crewmember.

CARBON DIOXIDE – CO2

CO2 is a gas that extinguishes fire by dispelling the oxygen from the immediate area. It has a toxic effect
and, therefore, is not normally used in passenger cabins while CO2 is effective at smothering a fire, the
cooling effect of CO2 is very strong. This can lead to freeze burns to flesh and cause thermal shock to hot
metals.
FIRE EXTINGUISHING AGENTS
Agents that can be used for aircraft fixed fire extinguisher systems are:

AGENT KNOWN AS CHEMICAL FORMULA USAGE

Carbon Dioxide CO2 CO2 Cargo compartments

Engine bays

Bromochlorodifluoromethane BCF CBrClF3 Flight deck

Halon Passenger Compartments
1211 Cargo Compartments
Engine bays

Bromotrifluoromethane Halon CF3Br Cargo Compartments

1301 Engine bays

Water H 2O Passenger Compartments

Methyl Bromide MB CH3Br Engine bays

BROMOCHLORODIFLUOROMETHANE – CBRCIF3
BCF-Halon1211 is a halogenated hydrocarbon. Chemicals of this group are also referred to
as freons.

BCF is a non-corrosive chemical that forms a blanketing mist when released, which
deprives the fire of oxygen and interferes with the combustion process, preventing re-
ignition.

It is stored as a liquefied gas kept under pressure by nitrogen, which also starts the
expulsion of the liquid from the container when the fire extinguisher is operated.

BCF does not cause cold burns or thermally shock heated metals and has a lesser toxicity
than CO.
It also has the advantage of being directed as a stream from a hand-held fire extinguisher,
allowing the user to fight fires from a safe distance.
BROMOTRIFLUOROMETHANE – CF3BR

BTM – Halon1301 has the same fire knock down properties as Halon1211 but is less toxic than BCF. It is stored
as a liquefied gas kept under pressure by nitrogen, which also starts the expulsion of the liquid Halon1301
from the container when the fire extinguisher is operated.

However, Halon 1301 readily converts to a gas as per CO, and is less directable than BCF.
It is not suitable as the agent in a hand-held fire extinguisher.
WATER-H20
Water filled hand-held fire extinguishers are carried in the passenger cabins to fight CLASS A fires. The water
is expelled from the extinguisher by nitrogen gas pressure.

METHYL BROMIDE – MB- CH3Br

Methyl Bromide is stored as a liquefied gas kept under pressure by nitrogen, which also starts the expulsion of
the liquid from the container when the fire extinguisher is operated.

It is an older agent that is highly toxic and corrosive to aluminium alloys, magnesium alloys, and zinc.
METHYL BROMIDE is the most harmful of the agents available and is being phased out of service as many
manufacturers do not supply or service these units. However, be aware that some aircraft might still have this
agent on board.
SAND
Useful for containing metal fires such as magnesium or titanium where liquids will make matters worse.

CLASSIFICATION OF FIRES
Class A: Fires that involve solid materials, predominantly of an organic kind such as paper, cotton, and wood
also form glowing embers
The means of extinguishing these fires is to cool them. The use of water also prevents re-ignition by soaking
the fuel.

Class B: Fires that involve liquids or liquefiable solids

The means of extinguishing this fire is foam, dry powder, carbon dioxide, and Halon.

Class C: Fires that involve gases or liquefied gases such as butane, propane, and methane, etc., resulting
from spillage or leakage.
The means of extinguishing these fires is to smother them with foam or dry Powder and use water to cool
any leaking container.

Class D: Fires that involve metals such as aluminium

The means of extinguishing these fires is to smother them with a special dry powder.
Passenger Number of
Capacity Extinguishers
7 to 30 1
31 to 60 2
61 to 200 3
201 to 300 4
301 to 400 5
401 to 500 6
501 to 600 7
601 to 700 8
LAVATORY FIRE PROTECTION
There is a requirement for aircraft with 20 passenger seats or more to have a built-in fire extinguisher that discharges
automatically into the waste bin if a fire occurs. This is because some passengers on long-haul non-smoking flights try
to use the aircraft’s lavatories as smoking booths.
Small capacity Halon fire extinguisher, often termed a potty bottle, is Fitted behind the waste bin unit in each
lavatory. The bottle has a small diameter pipe, which is sealed with a low melting point alloy after it has been
charged with the BCF.

▪ ELECTRICAL FIRE – CO2 AND BCF ( WATER GLYCOL SHOULD NEVER BE USED)
▪ ENGINE FIRE - HALON, BCF, METHYL BROMIDE
▪ CABIN FIRE – WATER GLYCOL, BCF
▪ BRAKE FIRE – DRY POWDER, FOAM, SAND
❑ CO2 IS NEVER USED ON BRAKE FIRE SINCE IT CAUSES EXPLOSION ( THERMAL SHOCK)
❑ WATER HAS NO EFFECT ON CLASS D FIRE EXPLOSION ( THERMAL SHOCK)
❑ ENGINE FIRE WARNING STEADY RED LIGHT AND COMMON WARNING BELL

1. SMOKE DETECTORS ARE FITTED IN CARGO BAYS, TOILETS, AVIONICS BAY ( ELECTRICAL EQUIPMENT BAYS ) WHERE IT IS
NIT POSSIBLE TO KEEP PHYSICAL SURVEILLANCE.

2. ENGINE FIRE EXTINGUISHER DISCHARGED DUE TO OVERHEAT OR OVER PRESSURISATION WILL BE INDICATED TO
CREW BY EXTERNALLY MOUNTED DISCHARGE INDICATOR SHOWING RED

3. ENGINE FIRE EXTINGUISHER DISCHARGED DUE TO USE BY CREW WILL BE INDICATED BY THE RED PIN PROTRUDING AT
THE HEAD OF THE BOTTLE.

4. CUT-IN AREA IS DELINEATED BY EXTERNAL MARKING HAVING RIGHT ANGLED CORNERS.

5. EMERGENCY EXITS ARE OUTLINED EXTERNALLY BY A 2 INCH BAND OF CONTRASTING COLOUR.

6. TOILET FIRE EXTINGUISHER IS THE ONLY AUTOMATIC FIRE EXTINGUISHER FIRES WHEN TEMP IS HIGH IN THE VICINITY.
7. FIRE DETECTION SYSTEM CAN BE TESTED FROM THE FLIGHT DECK TO VERIFY THE WARNING

8. EMERGENCY LIGHTING HAS A MIN PERIOD OF 10 MIN VIA VITAL DC BUS BAR AND POWERS FLIGHT DECK LIGHTING,
CABIN INTERNAL AND EXTERNAL LIGHTING
9. EMERGENCY TORCH IS FLASHING AT 4 SEC INTERVAL ( SERVICEABLE)
 AIRCRAFT
OXYGEN SYSTEM
RAPID DECOMPRESSION
A rapid decompression occurs when the cabin pressure decreases to ambient in a period of 5 to 7
seconds.

As the pressure drops, air and gases within the body expand and rush to atmosphere.
Normally, air rushes from the mouth and nasal passages, allowing the lungs and middle ear to equalize.
The main danger is hypoxia. Unless rapid utilization of the aircraft’s supplementary oxygen system is made,
unconsciousness occurs.
This is done by the Oxygen system of the Aircraft

If the flight crew believe that they are in danger of a decompression ( cracked windscreen, etc.) they must
place themselves on oxygen, initiate a let-down, and raise the cabin altitude to minimise the differential to
reduce the effect of any subsequent decompression.

If an aircraft suffers decompression at high altitude, the maximum rate of descent that the crew can ever
initiate is VD or dive velocity.

Insufficient oxygen is known as Hypoxia. The importance of aircrew being able to recognise Hypoxia cannot
be overstated.

The drills to overcome this can be summarised as:-

a) Provide Oxygen.
b) Descend to a level where atmospheric oxygen is present in sufficient quantities to meet the body’s needs.

CABIN ALTITUDE IN THE EVENT OF A PRESSURE FAILURE

In the event of cabin pressure failure, as the cabin altitude rises, the following warnings and actions occur:
1. 8,000 ft Max Normal Cabin Altitude
2. 10,000 ft above msl, an audible and red visual flight deck warning occurs
3. 13,000 ft Outflow Valve Closes Automatically
4. 14,000 ft, passenger oxygen masks deploy automatically to the half-hung position
5. 15,000 ft Max Permissible emergency Cabin Altitude

The 10,000 ft audible and visual warning occurs to alert the crew of possible problems, so that they have time to
correct where possible, to minimise passenger discomfort and possibly to prevent passenger oxygen masks from
dropping.

If the problem cannot be solved, the pressure controller signals the outflow valves to close to minimise the loss of
cabin pressure.

If the cabin altitude reaches 14000 ft, the passenger oxygen masks that are stored in the passengers’ overhead service
unit ( PSU), are deployed to the half-hung position by a barostatic controller. This is done at this altitude to ensure that
supplementary oxygen is available before the cabin reaches 15000 ft.

NUMBER OF PASSENGER MASKS AND DISTRIBUTION

Aircraft that operate above 25000 ft, or those that operate at or below 25000 ft but cannot descend safely within 4
minutes to 13000 ft, must be fitted with automatically deployable oxygen equipment immediately available to each
occupant, wherever seated. The total number of masks must exceed the number of seats by at least 10%. The extra
masks are to be evenly distributed throughout the cabin.

These extra masks are to enable cabin crew or passengers who are away from their seats to gain immediate access to
oxygen.
As crew or passengers might be in the aircraft lavatories when oxygen is required, each aircraft lavatory must have
two face masks.

OXYGEN
In aviation, there are three physical states for the transportation of oxygen:
Liquid
Gaseous
Chemical
Liquid oxygen is not used in the civil aviation industry, as it is very expensive and poses handling, storage, and safety
problems. Flight crew are always supplied with gaseous oxygen, as this is the most economic and effective way to
meet the regulations.

Depending on design, some air transport aircraft have gaseous supplementary oxygen systems for the passengers.

However, it is more common to find that passenger oxygen is produced by chemical oxygen generators as these are
cheaper to produce, have a five-year shelf life, and require no servicing as they are replaced, not serviced.

GASEOUS OXYGEN SYSTEMS

There are two gaseous oxygen systems in current use:
• The continuous flow system
• The diluter demand system
PASSENGER OXYGEN SYSTEM
Provides an emergency oxygen supply to the passengers and cabin attendants and is of the continuous flow type
supplied either by a high pressure gaseous system or a chemical generator system.

The continuous flow system is normally used in light un-pressurised aircraft intending to fly above 10000 ft, or as
the passenger supplementary oxygen system for some pressurised aircraft. The diluter demand system, a more
sophisticated and more expensive system, is used for flight crew of air transport airraft.

In these systems, gaseous oxygen stored in a cylinder at 1800 psi is passed through an intermediate pressure
regulator, where the pressure is dropped to between 80-100 psi. It is then fed into a ring main or manifold. A
barometric valve prevents the oxygen from flowing to the passenger masks.

When the cabin altitude exceeds 14000 ft, the barometric valve opens and allows oxygen to pass into the low-
pressure regulator. At the same time, pneumatic pressure opens a latch allowing the PSU door to open and deploy
the masks in the half-hung condition. The act of pulling the face mask down opens the valve to the mask, allowing
a continuous flow of oxygen into a one-size fits-all rubber cup that covers the mouth and nose and has an
elasticised head .
CONTINUOUS FLOW OXYGEN SYSTEM
The masks are stowed in the passenger service units ( PSU), The doors of which will open automatically by a
barometrically controlled release mechanism if the cabin altitude reaches 14000 ft or by manual selection from
the flight by the crew at any altitude below this.

The release mechanism is actuated electrically for the chemical generator system and pneumatically for the
gaseous system.

When the PSU doors open the masks drop to the “half-hung position.
Pulling the mask towards the face initiates the oxygen flow by opening a check valve on the gas supplied
system or operating the electrical or percussion cap firing mechanism on the chemical generator.

CHEMICAL OXYGEN GENERATOR SYSTEM

The generators are located in each passenger, cabin attendants and lavatory service units.
Oxygen is generated by the chemical reaction of Sodium chlorate (NaClO3) and iron ( Fe).

The complete reaction is NaClO3 + Fe ------- NaCl + FeO + O2,

The sodium chlorate and iron core is shaped to provide maximum oxygen flow at starting.

A filter in the generator removes any contaminates and cools the oxygen to a temperature not exceeding
10degree C above cabin ambient temperature.

A relief valve prevents the internal pressure in the generator exceeding 50 psi. the normal flow pressure is 10psi.
Sufficient oxygen is supplied from the generator to meet the requirements of descent in emergency conditions.

CAUTION
▪ Once the chemical reaction has started, it cannot be stopped.
▪ Surface temperatures of the generator can reach 232degree C (450degree F).
▪ A strip of heat sensitive tape or paint changes colour, usually to black, when the generator is used and
provides visual indication that the generator is expended.
▪ Chemical generators have a shelf life of ten years.
https://www.youtube.com/watch?v=ueZQgWoxwP4
FLIGHT CREW’S DILUTER DEMAND SYSTEM
This type of system is provided in most aircraft for flight crew use and is separate and additional to
the passenger system.
Oxygen is diluted with air and supplied as demanded by the users respiration cycle and the oxygen
regulator.

Low-pressure regulation is controlled by the demand valve, diaphragm, and bow spring. When
“normal” is selected, and the pilot is not breathing in or in the process of exhaling, the demand valve
is closed by spring and oxygen pressure. As the pilot inhales, a partial vacuum is formed in the mask
and is felt by the diaphragm.

The other side of the diaphragm is subjected to cabin ambient.

The differential created biases the diaphragm across to the right. The bow spring, oxygen pressure
acting on the demand valve, and the demand valve’s spring limit its movement.

This allows oxygen to flow past the demand valve.

A typical regulator operates as follows:-
▪ With the oxygen supply ‘ON’ and ‘NORMAL’ oxygen selected, diluted oxygen will be supplied to the crew
members mask as he/she inhales. As the cabin altitude increases and cabin air pressure decreases the
percentage oxygen increases until, 34,000ft cabin altitude, 100% oxygen is supplied.

▪ 100% oxygen will be supplied, regardless of altitude, if the crew member selects 100% O2 on the regulator
control panel.
▪ Selecting ‘EMERGENCY’ on the regulator will provide protection against the inhalation of smoke and harmful
gases by supplying 100% O2 at a positive pressure.
▪ When ‘TEST’ is selected, oxygen at a high positive pressure is supplied to check masks for fit and other
equipment for leakage.
PORTABLE OXYGEN SYSTEMS *( Cabin crew)
First aid and sustaining portable oxygen cylinders are installed at suitable locations in the
passenger cabin.

They consist of a cylinder containing normally 120 liters of oxygen at a pressure of 1800psi in a
carrying bag with straps.

It is usually possible to set one of two flow rates depending on requirement.

These are Normal and High which correspond to flow rates of 2 and 4 liter's per minute.
SAFETY PRECAUTIONS
❖ The following general safety precautions apply to all oxygen systems. Specific precautions for
individual aircraft types are contained in the appropriate aircraft manual and flight crew should
familiarise themselves with the safety precautions for the type.

❖ Oxygen is a non flammable heavier than air gas which supports combustion as well
as life. Any flammable material will burn more fiercely in the presence of oxygen than
in air. Smoking is therefore banned in oxygen rich atmospheres and all combustible
materials should be removed from the area of oxygen recharging operations.

❖ No oil or grease should be allowed to come into contact with oxygen as there is the
possibility of a severe chemical reaction and spontaneous combustion. This means that
tools, protective clothing, etc. must be free from oil and grease.

❖ Any moisture present will react with gaseous oxygen and can cause corrosion and the
possibility of valves freezing. The oxygen will probably smell “bad” when used. It is
therefore essential that aircraft are replenished only with oxygen approved for aviation
use.
❖ During replenishment or maintenance of oxygen systems the surrounding area must
be adequately ventilated. Remember that oxygen is heavier than air and will fill low
lying areas such as servicing pits, aircraft bilges, etc.
Only lubricants specified in the maintenance manuals may be used. e.g. graphite.
TIME OF USEFUL CONSCIOUSNESS

This is the time available for a pilot/flight engineer to recognize the

development of Hypoxia and do something about it. It is not the time to
unconsciousness but the shorter time from a reduction in adequate oxygen until
a specific degree of impairment, generally taken to be the point when the
individual can no longer take steps to help him/herself.

Time of Useful Consciousness

Altitude Time
18,000 ft 30 minutes approx.
25,000 ft 5 to 3 minutes
30,000 ft 90 to 45 seconds
35,000 ft 45 to 30 seconds
45,000 ft About 12 seconds
 SUMMARY
➢ MAX ALTITUDE WITHOUT O2 AT WHICH FLYING EFFICIENCY IS NOT IMPAIRED 10000
➢ O2 CYLINDERS ARE NORMALLY CHARGED AT 1800 PSI
➢ IN PRESSURE DEMAND O2 SYSTEM EACH CREW HAS A REGULATOR
➢ IF A/C SUFFERS RAPID DECOMPRESSION O2 MASK AUTOMATICALLY DEPLOY TO HALF HUNG POSITION
➢ RATE OF FLOW OF O2 IS MEASURED IN LITERS/MIN
➢ AMERICAN O2 CYLINDER IS GREEN IN COLOUR
➢ BRITISH O2 CYLINDER IS BLACK WITH WHITE NECK
➢ WHEN AIR IS PRESSURIZED % OF O2 REMAINS THE SAME
➢ AT 34000 ft DILUTED DEMAND SYSTEM WILL PROVIDE 100% O2
➢ LUBRICATION OF O2 IS DONE BY GRAPHITE
➢ CONTROL KNOB IS SET TO HIGH CYLINDER WILL LAST FOR 30 MIN.
➢ CHANCES OF HYPOXIA IS INCREASED BY SMOKING
➢ TO CHECK FOR LEAKS USE DISTILLED WATER AND ACID FREE SOLUTION
ANTI ICING
AND
DE ICING
Types of Ice:
a) Hoar Frost
b) Rime Ice
c) Clear or Glaze Ice

Formation of ICE leads to

❖ Large changes in the local pressure gradients
❖ The extreme surface roughness common to some forms of ice will cause high surface friction and a considerable
reduction of boundary layer energy.
❖ A considerable increase in drag and a large reduction in maximum lift coefficient
❖ Higher takeoff run and landing run

Icing on aircraft in flight is caused primarily by the presence of super-cooled water

droplets in the atmosphere. Their existence is most known in temperature ranges from
0 C to -7 Deg. C

Two different approaches are generally used.

a) “de-icing” where ice is allowed to accumulate prior to being removed.
b) “anti-icing” where the object is to prevent any ice accumulation.
There are a number of avenues which need exploring and these include detection and warning systems and the
methods used to protect the aircraft, which can be any or all of the following:

✓ Pneumatic 1)Expanding rubber boots – mechanical

✓ Thermal 1)Electrically heated.

2)Oil heated
3) Air heated.

✓ Liquid 1) Freezing point depressant fluids.(FPD)

✓ Anti-icing is the application of continuous heat or fluid.

✓ De-icing is the intermittent application of fluid, heat or mechanical effort.

MECHANICAL ‘DE-ICING’
Pneumatic de-icing systems are employed in certain types of piston engined aircraft and twin turbo-propeller
aircraft.

De-icer Boots. The de-icer boots, or overshoes, consist of layers of natural rubber and rubberised fabric between
which are disposed flat inflatable tubes closed at the ends.
The tubes are made of rubberized fabric and are vulcanized inside the rubber layers. In some boots the tubes are
so arranged that when the boots are in position on a wing or tailplane leading edge the tubes run parallel to the
span; in others they run parallel to the chord.

Air supplies and Distribution : The tubes in the boot sections are inflated by air from the pressure side
of an engine-driven vacuum pump, from a high-pressure reservoir or in the case of some types of turbo-propeller
aircraft, from a tapping at an engine compressor stage.
THERMAL “ANTI-ICING” AND DE-ICING
Hot air systems on modern aircraft are generally engine bleed air and are said to be ‘anti-icing’.
✓ Other methods of obtaining the hot air will be described,and depending on the duration of application and the
temperature applied, they may be either de-icing or anti-icing systems.

*In this system, the leading edge sections of wings including leading edge slats but not leading edge flaps, and
tail units are usually provided with a second, inner skin positioned to form a small gap between it and the inside
of the leading edge section. Heated air is ducted to the wings and tail units and passes into the gap providing
sufficient heat in the outer skin of the leading edge to melt ice already formed and prevent further ice formation.

*There are two thermal systems in use for air intake de/anti-icing; a hot air bleed system and an electrical
resistance heating system, and although the latter is usually chosen for turbo-propeller engines to provide
protection for the propeller, there are some examples where both systems are used in combination.

Air Supplies: There are several methods by which the heated air can be supplied and these include bleeding of
air from a turbine engine compressor, heating of ram air by passing it through a heat exchanger located in an
engine exhaust gas system and combustion heating of ram air.

The heat exchanger method of supplying warm air is employed generally in aircraft powered by turbo-propeller
engines.
Electrical Heating System.
In an electrical heating system, heating elements either of resistance wire or sprayed metal, are bonded to
the air intake structure of the engine cowl and at the leading edges.
The power supply required for heating is normally three-phase alternating current. The arrangement
adopted in a widely used turbo-propeller engine.

Both anti-icing and de-icing techniques are employed by using continuously heated and intermittently
heated elements respectively.

*The elements are sandwiched between layers of glass cloth

*The power supply is fed directly to the continuously heated elements , and via a cyclic time switch unit
to the intermittently heated elements and to the propeller blade elements.

The cyclic time switch units control the application of current in selected time sequences compatible with
prevailing outside air temperature conditions and severity of icing.

FLUID SYSTEMS
This system prevents the formation of ice on surfaces by pumping de-icing fluid to panels in the leading
edge of the aerofoil,and allowing the fluid to be carried over the surface by air movement.
The fluid is supplied from the storage tank to the pump through an integral filter. The pump has a single inlet and a
number of delivery outlets to feed the distributors on the aero foil leading edges.

To protect the pump and the system from damage due to pipe blockage etc, the pump incorporates a safety device
which relieves abnormal pressure by reducing the flow. There are two types of distributor for use with the system, i.e.
strip and panel.
WINDSCREEN PROTECTION.
Windscreen protection is provided by fluid sprays electrical heating.

Fluid De-icing System: The method employed in this system is to spray the windscreen panel with a
methyl-alcohol based fluid.
The principle components of the system are a fluid storage tank, a pump which may be a hand-
operated or electically operated type, supply pipe lines and spray tube unit.
Electrical Anti-icing System: This system employs a windscreen of special laminated construction heated
electrically to prevent, not only the formation of ice and mist, but also to improve the impact resistance of the
windscreen at low temperatures.

* REMEMBER (AC current is supplied to windshield units)

PROPELLER PROTECTION SYSTEMS.
Ice formation on a propeller blade produces distortion to the aerofoil section,causing a loss in efficiency,
Possible unbalance and destructive vibration. The build up of ice must be prevented and there are two
systems in use.

Effects of ice
➢ Distorts aerofoil
➢ Causes inbalance
➢ Vibration
➢ Loss of efficiency

Protection by
➢ Anti-icing fluid system
➢ Electrical thermal de-icing system
Protection is provided either by an Anti-icing fluid system, or by an electrically powered thermal De-Icing system.

1. PROP DE-ICING IS DONE BY ELECTRICAL HEATING EQUIPMENT’S VIA CYCLIC TIME SWITCH ( DE-ICING)

2. TO PREVENT PROP HEATING, HEATING ELEMENTS ONLY TO BE USED WHILE PROP ARE ROTATING

3. FLUID IS DELIVERED TO A PROP BY SLINGER RING AND PIPES

4. SOMETIMES HEATING ELEMENTS ARE ALSO FITTED TO MIDDLE THIRD SEGMENT

5. ICE DETECTOR PROBE FITTED IN THE A/C WORKS ON THE PRINCIPLE OF FREQUENCY VIBRATION. ANY DROP IN

FREQ. BELOW A PREDETERMINED LEVEL PROVIDES WARNING.