TECHNICAL UNIVERSITY OF KOŠICE

FACULTY OF AEROSPACE ENGINEERING

SEMESTER PROJECT

2020 Adika Stadevant OKELO

 TECHNICAL UNIVERSITY OF KOŠICE
FACULTY OF AEROSPACE ENGINEERING

SEMESTER PROJECT

Study programme: Aerospace engineering

Study specialization: Specification
Department: Department of aerospace engineering

Košice 2020 Adika Stadevant OKELO

Aerospace engineering

Table of content

Acronyms used ……………………………………………………………………………………………………….3

Aircraft anti-icing and deicing system………………………………………………………………………4

Introduction…………………………………………………………………………………………………………….4

Negative effects of ice on aircraft ……………………………………………………………………………4

Types of ice formation on aircraft……………………………………………………………………………5

De-icing and anti-icing……………………………………………………………………………………………..5

Ground de-icing systems…………………………………………………………………………………………6

Precautions when deicing aircraft on the ground……………………………………………………7

Types of ice protection system………………………………………………………………………………8

Ice detection system………………………………………………………………………………………………9

Pneumatic Deicing system…………………………………………………………………………………….10

thermo-electric deices boots………………………………………………………………………………..11

Bleed air deicing system………………………………………………………………………………………….12

Vibrating Electro-Impulse De-Icing System……………………………………………………………13

Deforming Electro-Expulsive De-Icing System…………………………………………………………13

Shape Memory Alloy De-Icing System…………………………………………………………………….14

Electrolytic De-Icing System…………………………………………………………………………………..14

Electrothermal Ice Protection System………………………………………………………………………14

Ultrasonic Icing Protection System………………………………………………………………………..15

Chemical anti icing system (TKS weeping wing) ……………………………………………………..15

Conclusion………………………………………………………………………………………………………………….16

References…………………………………………………………………………………………………………………17

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Acronyms used
AOA – Angle Of Attack

CFRP - Carbon Fiber Reinforced Polymer

EIDI- electro impulsive de-icing

FAA- Federal Aviation Authority

ICAO – international civil aviation authority

IFR- instrument flight rules

IPS – ice protection system

TAT- true air temperature

WAI- Wing Anti Ice

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Aircraft anti-icing and de-icing systems

Introduction
Ice is a very big problem for IFR pilots as it has all negative effect to the aircraft it can result in
drastic changes in the aerodynamic properties of the aircraft, imbalance in the propeller and
vibration, produces increased weight on aircraft and reduces the speed, to fight these effects
aircrafts are equipped with anti-icing and de-icing system however, even though aircrafts
maybe equipped with these systems light general aviation aircrafts are not supposed to be
flown in icing conditions for long period of time. These systems are to give pilots options
where some icing exists.

Negative effect of icing

 Destroys smooths flow of air over the wings thus reducing lift and increasing drag thus
increasing fuel consumption.

Image 1. Ice and snow on aircraft.

 Can change the pitching moment of an aircraft.
 Increase in angle of lift to compensate for decrease on lift causes accumulation of ice
on lower part of the wing.
 Can cause damage to external equipment’s such as antenna and clog inlets such as
pitot tube.
 Changes the flight characteristics.
 Causes destructive vibration and hampers true instrument readings.
 Causes unbalance or freezes the control surfaces.
 Fills fixed slots and jams movable slots.
 Hampers radio reception and affects engine performance or damage leading to surge,
vibration and thrust loss.
 Can cause structural damage to the aircraft.

The ice detection and prevention system prevent ice from forming in the following parts:

1. Propellers.
2. Propeller spinner.
3. Water and waste system lines and drains.
4. Antenna.
5. Flight deck windows.
6. Engine cowl leading edges.
7. Engine cowl leading edges.

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8. Wing leading edges e.t.c.

9.

Types of ice on aircraft

Rime ice: this type of ice has rough and white milky appearance; it usually forms when small
drops of water hit aircraft and freezes rapidly.

Clear ice: sometimes clear and smooth but usually contain some air pockets which produces a
lumpy translucent appearance denser and harder to break, it forms from slow freezing of
droplets on the aircraft.

Mixed ice: contains a mixture of both.

Frost: ice crystal deposits formed by sublimation when the departure and dew point are
below freezing point.

Diagram1 showing types of snow formation on aircraft wing

De-icing and anti-icing

De-icing is the removal of accumulated ice from the edges of wings, stabilizers, and propellers.

Anti-icing is used where no amount of ice can be tolerated, it requires large amount of current
except for small pitot tube heat. Anti-icing is commonly located at turbine engine inlets where
chunk of ice could cause a disaster.

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Ground de-icing of aircraft

During winter season for safety operation of aircraft safety deicing measures should be taken
therefore, there are external deicing systems at the airport. The ice on the aircraft maybe due
to rain or frost formation that occurs on major parts of aircraft after along flight or snow on
landing gear after taxiing on a snowy runway. In accordance to ICAO and FAA an aircraft must
be free from frozen contaminations on wings, control surfaces, engine inlets and any other
critical parts before takeoff [11]. On the ground aircraft maybe deiced by use of:

1. Infrared deicing
This is available at few airports like JFK and Wisconsin’s Rhinelander Oneida county airport,
since no chemical is used it minimize their usage by about 90% this is because the FAA still
requires the usage of type iv chemical when infrared is used. It does not result to heating of
the air only the snow and aircraft surface by 2microns.

2. Chemicals like:

Type i fluid: de-icing fluid with low viscosity or “unthicken” for removing ice and snow,
glycol/water mixture heated, usually dyed orange.

Type ii fluid: anti-icing thickened fluid designed to remain in place to 100 knots, usually

Dyed yellow.

Type iii fluid: anti-icing thickened fluid designed for slower aircraft with rotation speeds

Under 100 knots, usually dyed yellow [12].

Type iv fluid: like type ii fluids but with a longer holdover time, usually dyed green.

De-icing fluids may contain ethylene glycol and isopropyl alcohol and are therefore safe to
apply by hand or spray however, de-icing fluids may have a bad effect on the window and
exterior of the aircraft therefore, only recommended fluid should be used. The fluid should
also be applied within 2 hours of flight. De-icing trucks are also used to spray de-icing fluids on
the surfaces of the aircraft.

3. Warm hangar

Aircrafts can be kept in a warm hangar and the snow/ice left to melt.

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De-icing the surface of aircraft on ground by de-icing trucks- image by thepointsguy.co.uk

Precautions when deicing aircraft on the ground

 Deicing fluid must not be sprayed directly on wiring harnesses, electrical components,
wheels, brakes, and exhaust.
 Deicing fluid can cause crazing of acrylics or window penetration therefore must not
be directed on the windows of the aircraft.
 Precaution to minimize flow of deicing fluid into the engines of the aircraft and control
cavities.
 Deicing fluid should not be directed onto the orifices of pitot head or static ports.
 Landing gear and wheel bays should be free from buildup of slush or accumulations of
blown snow from the aircraft mixed with deicing fluid.

Image by aircraftsystems.com showing places where deicing fluid should not directly
contact.
Aircrafts internal ice protection system
Airborne flights remove or prevents ice from forming by activation of the ice protection
systems the systems are categorized broadly as either:

 Thermal
 Pneumatic

However there exist other systems though not still widely used and have little real application
like:

 Vibration
 Chemical
 Shape memory alloys
 Super hydrophobic

Thermal system applies heat either electrically or by use of hot air bled from the engine
compressor in doing so, it melts ice formed on the surfaces or prevents formation of ice on
the wings and other surfaces of the aircraft. Jet powered aircraft are common with the bled air
type and is capable of deicing and anti-icing on the aircraft.

Pneumatic deicing system usually consists of inflatable ‘boots ‘which expands and contract
thus removing ice accumulated on the surface.

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Ice protection system (IPS) is normally selected and designed according to the requirements
and type of the aircraft because an IPS has its own drawbacks on aircraft such as weight,
energy consumption. Below are some more classifications of the IPS and what they are capable
of.

Types of ice protection system

1.thermal IPS family

This consists of

 Bled air - capable of both anti-icing and de-icing mostly used on jet aircrafts.
 Microwave for aluminum - capable of only de-icing and is currently under
development.
 Electro-thermal sheets – capable of both anti-icing and de-icing and is used on
helicopters and propellors IPS.
 Electro-thermal circuits – still under development but is capable of both anti-icing and
de-icing.
 Microwave for CFRP- under development capable of both anti-icing and de-icing.

2.vibration IPS family

This family of IPS is only capable of de-icing of the aircraft it consists of:

 Electro-impulsive EIDI (coil): used in some Russian and Swedish airplanes.

 Electro-expulsive (foil)- certified by FAA and used in some small airplanes.
 Ultrasonic – American patent but no application yet.

3. Thermo-vibration IPS

It is capable of both anti-icing and de-icing of the aircraft and it consists of:

 Thermo and electro impulsive - certified by FAA but no application yet.

4.deformation IPS

These are only capable of de-icing and consists of:

 Pneumatic.
 Electro- expulsive boots - still under development.
 Shape memory alloy - under development.

5.chemicals

These are only capable of deicing of the plane

 Fluids - used in some planes.

 Electrolytic – under development.

6.hydrophobic

Can de-ice and prevents formation of ice

 Hydrophobic nano pillars array – under development.

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Ice detection system

On small aircraft ice is easily detected visually however, on modern large aircraft since the
exterior of the aircraft is not easily visible from the cockpit the crew is forced to rely on
observation of few surfaces, thus to help on ice detection there are one or more ice detector
sensors that warns the flight crew on the presence of ice by turning on the annunciator light,
the detection system automatically turns on the WAI system when icing is detected. An
example is g450 that has 2 ice detectors on both sides of the aircraft just below the cockpit
window.

Image2 showing ice detector on the surface of aircraft

Working principle of ice detectors

How do the ice detectors work? There are different types of ice detectors we will discuss one
example.

Utc aerospace system ice detectors

These detectors not only detect the presence of ice but also calculate ice accretion rate and
liquid water content, these type of ice detectors applies the use of a magneto-strictive
technology that drives the ice sensing probe to resonate at its natural frequency. If ice accretes
on the sensing probe, it shifts the resonance frequency of the probe. When the resonance
frequency reaches a certain set point it activates an ice signal and the heaters will be turned
on for a predetermined time once the ice has been removed from the probe to ensure the ice
is fully removed.

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Image3 ice sensor by collinsaerospacesystem.

In summary the ice detectors probe has a vibrating sensor element extended into the
airstream flowing around the fuselage. The element length is sufficient to avoid the frictional
heating effects immediately surrounding the aircraft structure. The sensor vibrates in clear air
at an extremely high-frequency range (approximately 40,000 HZ); however, if ice accumulates
on the sensor, the frequency of the vibrating element will show a decrease proportional to the
amount of accumulation.

Once ice has been detected for example in gulfstream450 aircraft the wing and cowl selector
switches on the anti-ice panel on the cockpit overhead can be positioned to auto. If auto is
selected, ice detector signals can be used to automatically activate wing and engine cowl anti-
ice bleed airflow, provided the aircraft is within the prescribed altitude envelope for automatic
operation. Because extracting bleed air from the engine decreases engine thrust, automatic
anti-icing is not available below fifteen hundred (1,500) feet where full engine capability is
reserved for takeoff and landing. However, if automatic anti-icing had been selected at a
higher altitude it remains operational in descent below 1,500 feet, since engine thrust
requirements are minimized in descents, and engine cowls and wing surfaces must be kept
clear of ice in preparation for landing this is most similar to all aircraft with only a few
differences.

When the ice detectors no longer sense the presence of ice, a signal is sent to the wing and
cowl anti-ice bleed valves to close after a time delay .which is incorporated into the software
of the ice detectors to ensure that all ice that accumulated on the wings and engine cowls
have been dissipated.

Pneumatic deicing system

Ice easily get attached on wings and horizontal stabilizer because of their large surface area
and because of this electrothermal heating isn’t a practical application as it will require more
electrical power to fully deice the aircraft, some aircrafts have pneumatic deicing system called
‘boots’.

The principle of operation is really simple, accumulated ice on the wings are mechanically
removed, the boots expand and contract to break them, the system consists of inflatable
rubber boots, a pneumatic system, timer, and relay switches to sequence the inflation, a
switch, a pressure gauge. The pneumatic pump provides power to the system this power
inflates the boots and its vacuum deflate the boots and holds them.

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The boots are made of fabric- reinforced rubber sheeting which is bonded to produce a parallel
inflatable tube that run along the span or the chord there can be simultaneous inflation of the
rows or alternate inflation.

Operation of the boots

The tubes are alternately deflated and inflated while operating, this inflation and deflation
breaks and cracks the ice which is then carried by airstream. Ga type of aircraft have their
boots inflated along the length of the wing as shown in figure1. In large aircraft like turbo prop
aircrafts the boots are along the wings as shown in image4 this is done to minimize
disturbance of airflow over the wings.

Image4 pneumatic boot

Figure 1. Cross-section of a pneumatic deicing  boot uninflated (top) and inflated (bottom)

Advantages of deicing boots

 They run on compressed bleed air thus no risk of running out of ice protection.

Disadvantages of deicing boots

 Changes aerodynamic characteristics of the aircraft when inflated thus increases

stalling speed.
 Ice may form behind the boots rendering the boots ineffective.
 Risk off holes on the boots thus will not inflate properly.

Thermo-electric deices boots

Some of the modern aircrafts are equipped with electric deice boot which contain electric
heaters mainly bonded to the edges of the wings, these system gets heated electrically when
presence of ice is detected thus saving on the air bled from the engine, these systems are
controlled by a series of timers and controller.

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Figure1.1 electric stabilizer deice system

[7]

Bleed air deicing system

Thermal wing anti ice (TAI or WAI) mainly for business and large transport category use hot air
bled from the engine compressor, usually large amount of air can be bled from the engine
compressor to provide enough anti-icing heat, the hot air is passed through ducting, manifolds
and valves to parts that need to be deiced. Each wing has an ejector located in the inboard
area this helps route the bled air into the leading edges of the wing. Two flush-mounted ram-
air scoops in each wing leading edge introduce fresh ambient air into the wings leading-edge,
one at the wing root and one near the wingtip. The role of the ejectors is to entrain ambient
air, reduce the temperature of the bleed air, and increase the mass airflow in the piccolo
tubes. The wing leading edge is made of two skin layers separated from each other by a
narrow passageway. The air directed against the leading edge can only escape through the
passageway, after which it is vented overboard through a vent in the bottom of the wingtip.

Figure2 thermal wing anti-ice system [7]

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Figure3 heated wing leading edge [7]

Operation of thermal pneumatic system

When the WAI switch on, the pressure regulator gets energized and the shutoff valve opens.
When the wing leading edge temperature reaches approximately +60 °c, temperature switches
will turn on the operation light above the switch. If the temperature in the wing leading edge
exceeds approximately 100 °c (outboard) or 176°c (inboard), the red WING OV HT warning
light on the annunciator panel illuminates.

The ducting of WAI systems is usually made of aluminum alloy, titanium, stainless steel, or
molded fiberglass tubes. The tube, or duct, sections are attached to each other by bolted end
flanges or by band-type v-clamps. The ducting is lagged with a fire-resistant, heat-insulating
material, such as fiberglass. In some installations, thin stainless-steel expansion bellows are
used. Bellows are located at strategic positions to absorb any distortion or expansion of the
ducting that may occur due to temperature variations. The joined sections of ducting are
hermetically sealed by sealing rings. These seals are fitted into annular recesses in the duct
joint faces.

When installing a section of duct, make certain that the seal bears evenly against and is
compressed by the adjacent joint’s flange. When specified, the ducts should be pressure
tested at the pressure recommended by the manufacturer of the aircraft concerned. Leak
checks are made to detect defects in the duct that would permit the escape of heated air. The
rate of air leakage at a certain pressure should not exceed that which is recommended in the
aircraft maintenance manual.

Air leaks can often be detected audibly and are sometimes revealed by holes in the lagging or
thermal insulation material. However, sometimes difficulty may arise in locating leaks and the
use of soap-and-water solutions may be used. All ducting should be inspected for security and
safety reasons, general condition, or distortion. Insulating blankets must be checked for
security and must be free of flammable fluids, such as oil or hydraulic fluid.

Vibrating electro-impulse de-icing system

Only capable ofc deicing property, it consists of coils underneath the surface that discharges
high voltage electric currents, this discharge induces eddy current and vibration on the aircraft
skin causing the ice to fall off, it generates 2 repulsive magnetic fields resulting to high pressure
build up on the surface of the skin, the system is very reliable although the coils are heavy thus
not easily implemented.

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Electro-impulsive system layout

Deforming electro-expulsive de-icing system

Capable of deicing by discharging high electric power through a pair of conductors in opposite
direction producing repulsive magnetic fields this results in deformation of boots surfaces thus
removing the ice. This system is reliable but can only be implemented on few surfaces of the
aircraft to avoid loss of its efficiency.

Schematic of deforming electro- expulsive deicing system

Shape memory alloy de-icing system

Memory alloys are alloys that can deform when cold but return to original shape when heated.
This type of system is only capable of deicing. By expansion and contraction and change of
shape they provide shear force to ice thus deicing the aircraft with very little energy
consumption this system seems very reliable though still under study and development.

Electrolytic de-icing system

Consists of micro-electrodes embedded on the exposed surfaces able to generate electrolysis

of the ice. A dc current flows through the ice decomposing it into hydrogen and oxygen this
produces cracks in the ice thus preventing it from detaching on the aircraft surfaces, this
system is reliable but require large number of electrodes that may corrode with time thus
requires continuous inspection and replacement.

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Electrolytic deicing system schematic

Electrothermal ice protection system

This system is capable of preventing ice from forming and de-icing by providing power to
electrical resistors which then heats up the leading edge of the aircraft skin thus melting the
ice or preventing it from attaching, few aircraft adopt this type of ips since the bleed air and
pneumatic systems are more effective on metallic skin however not applicable to composite
edges of the aircraft.

Due to large current requirement this system is limited to small components like the air data
probes like the pitot tube, static port, tat and aoa probes, engine p2/t2 sensors, high
performance aircraft use this system also on windshields.

Ultrasonic icing protection system

Ultrasonic the system is capable of only deicing and consist of piezo electric transducer that
induces waves which propagates on the surface to be deiced, the wave induces shear force on
the ice thus breaking them, power consumption is not yet known due to limited data.

Ultrasonic icing protection system schematic

Chemical anti icing system (tks weeping wing)

This system is creeping into general aviation however effective the system is it is still a
very expensive option, mainly used on leading edges of wings and stabilizer,
windshields, and propellers. The chemical is a freezing point depressant thus prevents
water from freezing to form ice on the surfaces. Once activated from the cockpit the

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antifreeze solution is pumped from the reservoirs through mesh screens on the leading
edges of wings, the liquid then mixes with super cooled water in the clouds preventing
it from freezing and it flows off the surface. The liquid is for anti-icing but can also de-
ice by breaking the bonds between the ice and the surface making it easier to be
carried by aerodynamic forces.

The tks weeping wing system has formed titanium panels that are drilled by use of a
laser with over 800 tiny holes per square inch, these are joined with nonperforated
stainless steel rear panels and attached to the wing and stabilizer leading edges. As the
fluid is pumped from a central reservoir it seeps through the holes. The airflow on the
surface causes the fluid to coat the upper and lower surfaces of the airfoil. The
antifreeze fluid is a glycol-based fluid that prevents ice from piling or forming on the
aircraft structure.

Some aircraft with the weeping wing systems can fly into known icing conditions.

Chemical deicing system [7]

Conclusion
Ice/ snow have drastic effect on aircraft such as increase in weight impaired vision and these
can be very dangerous therefore there exist various types of ice protection systems that
depending on the aircraft specification can be chosen.

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References
1. K.m. Al-khalil, m.g. Potepezuk, “numerical modelling of anti-icing system and
comparison to test results on a naca0012 airfoil”, nasa-tm-105975, 1993
2. Image1 flight-delay.com available online:

Https://www.flight-delay.com/why-snow-and-ice-are-dangerous-for-aircraft/

3. Diagram1 code7700.com available online:

Https://code7700.com/weather_icing.htm (link tested on 07/2020)

4. Image2: code7700.com available online:

Https://code7700.com/g450_ice_and_rain.htm (link tested on 07/2020)

5. Image3 ice detector by collins aerospace system available online

Https://utcaerospacesystems.com/wp-content/uploads/2018/04/ice-detector-model-
0871nd.pdf

6. Image4 pneumatic boots available online

Https://www.boldmethod.com/learn-to-fly/systems/how-deicing-boots-work/

7. Figure1 pneumatic boots operation aircraftsystemtech.com available online

Https://www.aircraftsystemstech.com/2017/05/wing-and-stabilizer-deicing-
systems.html

8. Figure 2 thermal wing anti-ice system available online (link tested on 07/2020)

Https://2.bp.blogspot.com/lej0hh6wa8i/wrv79bwchfi/aaaaaaaafdm/7uephxl4zd4qlklxoibg9hk
k9qymoapugclcb/s400/7.png

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9. Figure4 wing leading edge slat anti-ice system available online

Https://3.bp.blogspot.com/frfioa7adei/wrv9bjxjevi/aaaaaaaafdc/cbdeaynyo_knm8e9sjzmwvfu
1w7tfkczwclcb/s400/9.png

10. Figure1.1 electric stabilizer deice system available online (link tested on 07/2020)
Https://2.bp.blogspot.com/dbtaqpqjhus/wrtjxkpdk1i/aaaaaaaafbo/swg9txe_mlqfwavl
paerwsdiw5tahdrtaclcb/s400/34.png
11. Manual of aircraft ground de-icing/anti-icing operations (doc 9640) second
edition 2000 pdf available online
12. Http://www.ainonline.com/aviation-news/aviation-international-news/2013-10-
02/infrared-de-icing-speeds-process-and-reduces-cost
13. Aircraft systems by David a. Lombardo second edition 2009 Indian edition hardcover

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