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RAIN CONTROL
INTRODUCTION
Ice is a flight hazard because it destroys the smooth air flow across the aircraft's lifting and control surfaces. Ice
on wings and other surfaces decreases their ability to produce lift, increases the weight of the aircraft, and
increases induced drag. Removal or prevention of ice is necessary for an aircraft to be safe to fly. Rain is a hazard
because it affects the pilot's ability to see clearly. This chapter deals with operating and maintaining aircraft ice
prevention and removal systems, as well as procedures and equipment for ground ice and snow removal. Also
reviewed are rain control systems and methods of protecting windscreens from the effects of rain.
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VISUAL DETECTION
When conditions are favorable for ice formation,
flight crews routinely observe the aircraft structure
during flight for ice buildup. For example, it is
easy to look at the wing leading edge or check the
windshield for early signs of ice accumulation.
When flying at night, lights are necessary to illuminate aircraft structures. FAR 23 requires some
form of lighting that is adequate for the crew to
detect ice at night as well as monitor the operation
of the de-icing equipment. Some other form of
detector is required on those portions of the aircraft where it is not possible for the crew to see.
Most often, some form of electronic detection
device is used.
ELECTRONIC DETECTION
Ice detectors consist of a microprocessor circuit
with an aerodynamic strut and probe extending into
the slipstream. The probe vibrates at a
pre-deter-mined frequency and when ice
attaches to the probe, its frequency decreases. A
microprocessor turns on an annunciator light
when the probe reaches a preset minimum
frequency value.
After detecting ice, a heating element within the
probe melts it away and continues to recheck for
icing conditions. As long as the probe continues to
sense icing at each check, the ICE annunciator
remains on. The light will go out when ice is no
longer detected. [Figure 13-1]
OPTICAL ICE DETECTORS
Optical detection devices measure ice thickness on
airplane wings and transmit the measurements to
the pilot. One design produces a measurement
range of 15 mm of ice thickness with a resolution of
15 um. These units mount flush with the airfoil
without any protrusions, making it suitable for
supersonic flight applications.
CONTAMINANT/FLUID INTEGRITY
MEASURING SYSTEM (C/FIMS )
C/FIMS1M is an aircraft-mounted sensor system
developed by Allied Signal Aerospace of Canada for
detecting the buildup of ice, frost, and snow on the
flight surfaces of airplanes. Strategically located
sensors on critical aircraft surfaces interact with
processors and a central control unit to provide
warning information via a flight deck display. Flush
mounted sensors are installed on the aircraft skin
and detect the electromagnetic properties of the
contaminants. The system can also be used to measure the effectiveness of de/anti-icing fluids and the
aircraft's skin temperature.
ANTI-ICING SYSTEMS
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V WING ANTI-ICING
D ENGINE INLET ANTI-ICING
D VHF ANTENNA ANTI-ICING
Figure 13-2. Bleed air heats some surfaces on large turbine aircraft for anti-ice purposes.
Figure 13-4. Bleed air provides anti-ice protection to wings, control surfaces, antennas, and engine inlets of the Boeing 727.
Figure13-5. Bleed air heats the structures associated with the engine intakes.
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73-6
ductive film heats the windscreen. Problems encountered with electrically heated windscreens include
delamination, discoloration, scratches, and arcing. If
arcing is encountered in an electrically heated windshield, it usually indicates a breakdown in the conductive coating and can lead to localized overheating
and possible damage to the windscreen. [Figure 13-7]
Static ports and stall warning vanes on many aircraft are also electrically heated. The static ports on
some of the smaller aircraft are not heated. If there
is no provision for melting the ice around static
ports, the aircraft should be equipped with an alternate static source valve. An alternate valve allows
the pilot to switch the flight instruments to a static
source inside a non-pressurized aircraft. Large
transport aircraft with flush toilets and lavatories
often have electric-powered heating elements to
prevent the drains and water lines from freezing.
Engine intakes of some turboprop aircraft are
anti-iced by using electric heating elements.
Windscreens and flight deck windows of many aircraft
use electrically heated systems to prevent ice from
obscuring the vision of the flightcrew. There are two
methods of electrically heating laminated windscreens. One method uses tiny resistance wires embedded inside the windscreen, and the other uses a conductive coating on the inside of the outer layer of glass.
Electric current flowing through the wires or the con-
13-7
Figure 13-8. Anti-icing fluid is transferred from the feed lines to the propeller through a slinger ring.
CHEMICAL ANTI-ICING
Some aircraft surfaces and components may be
coated with either isopropyl alcohol, methyl alcohol, or a mixture of ethylene glycol and alcohol.
Chemicals lower the freezing point of water on the
surface of the aircraft, and at the same time make
the surface too slick for ice to collect upon it.
Chemical anti-icing is normally used on carburetors, propellers, and windshields and is stored in a
tank on the aircraft.
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DE-ICING SYSTEMS
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Figure 13-10. This medium twin is equipped with de-icer boots and electrically de-iced propellers. Being able to remove ice accumulations enables it to fully utilize modern navigation and communication equipment. Bottom photos show de-icing boots before
and during inflation.
Figure 13-11. Sequential inflation of the boot's tubes breaks up the ice so the airflow can sweep it away
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Figure 13-12. The de-icing system for small aircraft does not include a timer.
module, and de-icer boots. A vacuum pump is normally used to create a vacuum for operating the
flight instruments. The output side of a pump provides air pressure that is used to inflate the de-icer
boots. The vacuum regulator controls the amount of
vacuum applied to the de-ice boots and the instruments. Likewise, the pressure control valve controls
the amount of pressure allowed in the system.
Under normal operations, a pressure gauge fluctuates as the boots are alternately inflated while the
vacuum gauge remains relatively steady. A switch
in the cockpit activates a timer module, which
sequences the de-icer boots through one complete
de-ice cycle. Normally, the system shuts off after
one complete cycle, and applies a vacuum to the
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ALL
TUBES
DEFLATED
"A"
TUBES
INFLATED
11
B"
TUBES
INFLATED
ALL
TUBES
DEFLATED
ALL
TUBES
DEFLATED
"A"
TUBES
INFLATED
"B"
TUBES
INFLATED
ALL
TUBES
INFLATED
Figure 13-13.The individual manufacturer determines the configuration and operation of de-icing boots.
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The most important part of de-icer boot maintenance is keeping the boots clean. Wash the boots
with a mild soap and water solution. Remove any
cleaning compounds used on the aircraft from the
boots using clean water. Remove oil or grease by
scrubbing the surface of the boot lightly with a rag
that is damp with benzoil or lead-free gasoline.
Wipe dry before the solvent has a chance to soak
into the rubber. Boots are often sprayed with silicon
to give the rubber an extremely smooth surface that
the ice cannot adhere to. During inspection, check
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The ammeter is used to monitor the system's operation. When each heater element is taking an equal
amount of current, the pilot knows that the propellers are de-icing evenly. The advantage of the
electric heat system is its minimal weight, but in
some cases, it can place a high electrical load on the
generator or alternator.
ELECTRO-EXPULSIVE
SEPARATION SYSTEM
The Electro-Expulsive Separation System was
developed
by
N ASA a nd l icensed
to Ic e
LEGEND
1. SPINNER
2. DEICE BOOT
3. PROPELLER BLADE
4. ELECTRICAL BLADE
5. BULKHEAD
6. SLIP RING ASSEMBLY
7.
8.
9.
10.
11.
ENGINE
BOLT
SCREW
BRUSH BRACKET
SHIM
12. WASHER
13.
14.
15.
16.
17.
NUT
BRUSH ASSEMBLY
HEAD CLIP
TERMINAL STRIP
TIMER
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13-15
Rain on the windscreen can obstruct the pilot's visibility during the landing and taxi phases of flight.
Most small, general aviation aircraft are not
equipped with any sort of rain-removal equipment.
Airplanes typically do not have windshield wipers
because windscreens are usually constructed of
soft, transparent acrylic plastic, which is easily
damaged or scratched. Rain normally beads up on
the windscreen while the propeller slipstream or
relative wind blows it off.
If an acrylic plastic windscreen is rough and
scratched to the point that rain spreads out, waxing
the windscreen will allow the rain to bead up and
blow off. Larger and faster aircraft are equipped
with elaborate rain control systems such as mechanical windshield wipers, chemical rain repellant,
and pneumatic rain-removal systems.
Figure 13-16. The rain control panel of a large transport aircraft controls the wiper speed as well as the rain repellant
system.
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Figure 13-17. On the Lockheed L-1011, windshield washer fluid is supplied to four spray nozzles from a reservoir/pump assembly.
Rain repellent is a syrupy liquid contained in pressurized cans connected to the rain repellent system.
If an aircraft is flying in rain too heavy for the windshield wipers, the pilot can depress the rain repellent button. A single timed application of the liquid
will spray out onto the windshield, and the wipers
will spread it out evenly over the surface.
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Figure 13-19. Chemical rain repellant systems are used primarily on large transport aircraft.
PNEUMATIC RAIN
REMOVAL SYSTEMS