AIAA JOURNAL
Vol. 59, No. 4, April 2021
Technical Notes
Novel Hybrid Ice Protection System
Combining Thermoelectric System
and Synthetic Jet Actuator
Shengke Yang,∗ Xian Yi,† Qiling Guo,‡ and Chunhua Xiao§
China Aerodynamics Research and Development Center,
621000 Mianyang, People’s Republic of China
and
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Zhenbing Luo¶ and Yan Zhou**
National University of Defense Technology,
410073 Changsha, People’s Republic of China
https://doi.org/10.2514/1.J059906
I. Introduction
I CE accretion on airfoils will significantly affect the aerodynamic
characteristics of aircraft [1,2]. Therefore, research on and the
development of aircraft anti-icing/de-icing technology are crucial
to ensure flight safety [3]. The anti-icing/de-icing methods used
on an aircraft can mainly be categorized as liquid anti-icing, thermal
anti-icing/de-icing, and mechanical de-icing, based on the physical
principles used [4–6]. The bleed air and thermoelectric anti-icing/
de-icing have been employed as primary ice protection methods for
practical applications. The bleed air ice protection system requires a
large amount of hot air, which is provided by the aircraft engine and
leads to considerable energy consumption; and it is not suitable for all
aircraft. Considering the reasons for energy consumption and the trend
of all-electric aircrafts, researchers have focused on electrically pow-
ered solutions [7–10]. In addition to conventional thermoelectric anti-
icing methods, certain novel methods have been developed, such as the
dielectric barrier discharge plasma actuators ice protection method
[11], in which the thermal effect is mostly equivalent to that of the
conventional electrical heating method in preventing ice accretion over
the airfoil surface [12]. However, it was found that when the thermo-
electric ice protection was operating in the de-icing mode or running-
wet anti-icing mode during long-term actual flights and experiments,
the runback water from the leading edge would freeze in the unheated
zone and severely affect the aerodynamic characteristics of the air-
craft [13].
Received 20 June 2020; revision received 22 October 2020; accepted for
publication 2 November 2020; published online 8 December 2020. Copyright
© 2020 by the American Institute of Aeronautics and Astronautics, Inc. All
rights reserved. All requests for copying and permission to reprint should be
submitted to CCC at www.copyright.com; employ the eISSN 1533-385X
to initiate your request. See also AIAA Rights and Permissions www.aiaa.org/
randp.
*Engineer, Key Laboratory of Icing and Anti/De-Icing; 18684972163@
163.com.
†
Professor, Key Laboratory of Icing and Anti/De-Icing; yixian_200@
163.com.
‡
Assistant Engineer, Key Laboratory of Icing and Anti/De-Icing; guoqiling1@
163.com.
§
Professor, Key Laboratory of Icing and Anti/De-Icing; dragoner76@
163.com.
¶
Professor, College of Aerospace Science and Engineering; luozhenbing@
163.com.
**Lecturer, College of Aerospace Science and Engineering; 15274914737@
163.com.
1496
To eliminate runback ice, under conditions of low-energy consump-
tion, researchers have focused on hybrid ice protection comprising two
or more anti-icing/de-icing methods. Huang et al. [14] reviewed a
survey of icephobic coatings and their use in hybrid ice protection
systems. Their study indicates that the icephobic coating combined
with other anti/de-icing systems can reduce power consumption owing
to the presence of the coating. Al-Khalil et al. [15,16] proposed a hybrid
ice protection system comprising an electrothermal subsystem and an
electromechanical de-icing subsystem. The experiments demonstrate
that the performance of the hybrid system is excellent. Fortin et al. [17]
and Strobl et al. [18] used a thermoelectric subsystem combination
in conjunction with a hydrophobic coating. The experimental and
numerical simulation results indicate that the hydrophobic material
can effectively reduce the adhesion between the ice layer and wing
surface, as well as reduce the power consumption of the thermal anti-
icing system. Strobl et al. [19] studied a hybrid system combining an
electrothermal anti-icing system, a piezoelectric de-icing system, and a
hydrophobic coating in an icing wind tunnel. The piezoelectric actua-
tors deformed the airfoil surface in the unheated regions to shed the ice,
and the icephobic coating in the fore section of the airfoil reduced
the adhesion strength between the ice and the surface of the airfoil. The
results show that the total power density of the hybrid system was
3.65 kW∕m2 , and the power consumption of this hybrid system was
only 9% of the traditional fully evaporative anti-icing system.
A synthetic jet (SJ) is an active flow control technology that has
been widely applied in low-speed flow control for decades [20,21]. A
piezoelectric (PZT) SJ actuator comprises a cavity with one slot and a
PZT vibrating diaphragm. Its advantages include its simple structure
and its low-energy consumption [22,23]. In recent years, the SJ
actuator has shown its potential as a novel method for aircraft anti-
icing [24]. However, the SJ systems, developed for anti-icing, must
be able to control to modify the external current, thereby enabling the
ineffective removal of ice accretion. A hybrid high-efficiency and
low-energy ice protection system that combines these two methods is
proposed in this Note. It makes use of the advantages of the electri-
cally powered solution and the SJ actuator, respectively, using an
electrothermal system for the leading edge and an SJ actuator for
downstream protection. This hybrid system could potentially elimi-
nate runback ice while consuming less energy. In this Note, the hybrid
anti-icing system is studied experimentally, and the effect and power
consumption of the hybrid anti-icing system are analyzed.
II. Experimental Setup and Method
The hybrid ice protection anti-icing experiments were conducted
in a closed-loop icing wind tunnel (IWT). The test section was 0.65 m
long, 0.2 m high, and 0.3 m wide. The maximum speed of the IWT
was up to 170 m/s, and the working temperature ranged from 25 to
−30°C. The freezing cloud was simulated using a spray ramp and was
located upstream of the test section. The median volumetric diameter
(MVD) and the liquid water contents (LWCs) were controlled by the
air and water pressure of the nozzles. During the test, the air pressure
in the nozzles was maintained in the open position, the water pressure
switched on when the test began, and it formed a cloud in the IWT’s
test section.
The performance of the hybrid ice protection system was evaluated
under typical mixed ice conditions. The specific conditions of the
experiment were as follows: The velocity of the airstream was
U∞
30 m∕s, the incoming flow temperature was T ∞
−10°C,
LWC
1 g∕m3 , and MVD
20 μm. The IWT needed to operate at
the target speed and temperature for about 15 min to ensure that the
test section reached a thermal steady state. The thermoelectric sub-
system was then switched on for approximately 2 min before spraying
to increase the temperature of the leading edge. The temperature of the
 AIAA JOURNAL, VOL. 59, NO. 4: TECHNICAL NOTES 1497

electrothermal region was maintained between 15 and 25°C, thereby
ensuring that the supercooled water droplets did not freeze when they
impinged onto the leading edge of the airfoil. The SJ subsystem was
turned on for 10 s before spraying, and the duration of spraying was
maintained constantly at 2 min throughout the experiment.
The hybrid ice protection system was installed on a NACA 0012
airfoil, which was made of an aluminum alloy. The test model used in
the experiments is shown in Fig. 1a, and the dimensions of the model
are illustrated in Fig. 1b. The chord and span of the airfoil were 0.2 m
each, which was the same as the height of the IWT test section. In this
study, the polyimide film insulated heater was selected owing to its
good operational performance among other electrical film heaters on
the market. The polyimide film heater consists of an etched foil
element encapsulated between two layers of polyimide film, and the
total thickness of electrical heating film was less than 0.5 mm. The
electrical heating film extended from the leading-edge position to
25% of the chord length of the airfoil model, which is larger than the
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wave, and the metal sheet amplified this vibration to obtain a jet with
more significant momentum.
The experimental setup of the hybrid anti-icing system is shown
in Fig. 2. The NACA 0012 airfoil used in the experiment was
vertically mounted in the test section with an angle of attack of
α
0 deg. The thermoelectric anti-icing subsystem was powered
by a dc power supply (JP12050D). The driving voltage and driving
frequency of the SJ subsystem were provided by an arbitrary wave-
form generator (DG1022) and a signal amplifier (XE500-A), and the
working voltage was monitored using a digital oscilloscope (DPO
4104B-L). Furthermore, a camera recorded the entire test process
(HDR-PJ790).
The momentum coefficient Cμ is the main parameter to measure
the ability of the SJ in controlling flowfield [28]. The SJ is charac-
terized by a nondimensional momentum coefficient, as defined by
Amitay et al. [29], given by
Ij

impingement limits of the icing condition in FAR part 25 Appendix C Cμ
(1)

[25–27]. The SJ subsystem was positioned on the downstream center- 1∕2ρ0 U2∞ c
line of the electrothermal subsystem. The cavity of the SJ actuator was
where Ij is the time-averaged jet momentum per unit length during
designed inside the airfoil and was formed by connecting the inner
the outstroke, ρ0 is the density of the freestream fluid, c is the chord of
surface of the model to a diaphragm. The diameter of the cavity was
46 mm, and its average height was 6 mm. The slot of the SJ actuator the airfoil, and U∞ is the freestream velocity. The I j can be calculated
was mounted on the surface of the airfoil, which was 2 mm in width using
and 40 mm in length. The diaphragm was composed of a PZT sheet and R T∕2
1 ρj b 0 u2j t dt
brass sheet. The parameters of the PZT diaphragm are shown in Table 1. Ij
(2)
The PZT vibrated under the periodic current, in the form of the sine 2 T∕2

Fig. 1 Schematic illustration of the hybrid ice protection: a) model with the hybrid system, and b) size of the model.

Table 1 The parameters of the PZT diaphragm

Thickness, hs , mm Elasticity modulus E, Pa Radius R, mm Poisson’s coefficient σ Density ρ, kg∕m3

Shim 0.25 8.963 × 1010 25 0.324 8700
Piezoceramic 0.2 6.6 × 1010 16 0.31 7800

Fig. 2 Schematic diagram of the experimental systems’ arrangement in the test section.
 1498 AIAA JOURNAL, VOL. 59, NO. 4:
in which T is the period of the PZT diaphragm motion, ρj is the density
of the SJ, b is the width of the slot, and uj t is the velocity at the jet exit.
III. Results and Discussion
A. Experimental Results
In this study, only 60% of the midsection of the model was used
for the experimental results to reduce the influence of the test section
wall plate. Figure 3 shows the comparison results of the running-wet
anti-icing and hybrid anti-icing. In the thermoelectric running-wet
anti-icing test, the temperature of the electrothermal zone was main-
tained between 15 and 25°C and the supercooled water droplets
impinging onto the leading edge of the airfoil did not freeze. Under
the action of aerodynamic forces, the water collected by the leading
edge continuously flowed downstream of the airfoil surface. When
the runback water reached the unprotected area, the water gradually
froze, owing to the surface temperature being below 0°C. As shown in
Fig. 3a, the runback water formed a rivulet structure ice layer over the
Downloaded by SHANGHAI JIAO TONG UNIVERSITY on July 14, 2022 | http://arc.aiaa.org | DOI: 10.2514/1.J059906
unprotected surface of the airfoil, and the thickness of the ice layer
continued to grow with time. Such ice accumulation may lead to a
severe safety hazard in aviation. The anti-icing effect of the hybrid ice
protection system is shown in Fig. 3b. In this case, the driving voltage
and driving frequency were 200 V and 600 Hz, respectively. The Cμ
of the SJ was 0.0064, and the surface of the airfoil downstream of the
SJ actuator slot was defined as the hybrid ice protection zone (as
shown by the red dashed box in the figure); also, the airfoil was
divided into three regions with a width of 0.2 chords. The figures show
a clear comparison between the hybrid ice protection zone and its
sides. Under the blowing and sucking actions of the SJ system, water
droplets from the leading edge could not flow downstream of the
airfoil, and hence no runback ice formed in the hybrid ice protection
zone. For comparison, the runback water froze outside the protected
area. The results proved the anti-icing capabilities of the hybrid
ice protection system, combining a thermoelectric system and an SJ
actuator.
Fig. 3 Experimental results: a) running-wet anti-icing (SJ actuator inactive), and b) hybrid anti-icing (SJ actuator active).
Fig. 4 Peak velocity and momentum coefficient Cμ of the SJ at different driving frequencies: a) variation of peak velocity, and b) variation of Cμ .
TECHNICAL NOTES
The velocity and frequency of the SJ are essential parameters
affecting the Cμ because the velocity of the freestream is a constant.
A constant-temperature hot-wire anemometer (Dantec Dynamics,
StreamLine Pro) was used to measure the velocity of the SJ in the
static atmosphere. The hot-wire anemometer was fixed on a three-
dimensional traverse system, and the accuracy along the axis was
0.5 mm. The distance between the hot-wire probe and the SJ slot was
about 10 mm. The peak velocity of the SJ was obtained using the
phase-averaged velocity of the four cycles. Figure 4 shows the peak
velocity and momentum coefficient Cμ of the SJ at different frequen-
cies. Both the peak velocity and momentum coefficients have two
extrema at 620 and 1960 Hz, respectively. According to the literature
[30], the SJ is typically characterized by two relevant coupled
frequencies; the first resonance frequency, at 620 Hz, is the structural
resonance frequency of the diaphragm; and the second resonance
frequency, at 1960 Hz, is the Helmholtz resonance frequency.
The experimental results of the hybrid anti-icing system with the
driving frequencies of the SJ set at 550 and 500 Hz are shown in
Fig. 5. When the driving frequency of the SJ was 550 Hz, the Cμ was
0.0026, and the hybrid ice protection zone was kept clean during the
test. This indicates that the hybrid system still function at the SJ’s Cμ
of 0.0026, under mixed ice conditions. Figure 5b shows the runback
ice accumulated on the surface of the hybrid ice protection zone when
the driving frequency of the SJ was 500 Hz, and the Cμ of the SJ was
0.000245. It can be considered that the hybrid system failed in this
case. The experimental results demonstrate that the hybrid system
could achieve the effect of eliminating runback ice only when the Cμ
was higher than a specific value.
B. Anti-Icing Mechanism
Based on the anti-icing process of the hybrid ice protection system,
a fundamental understanding of the anti-icing mechanisms by means
of the hybrid method is shown in Fig. 6. The supercooled water
droplets follow the incoming flow, impinging at the leading edge
 AIAA JOURNAL, VOL. 59, NO. 4:
Fig. 5 Experimental results of hybrid anti-icing system: a) driving frequency of SJ is 550 Hz, and b) driving frequency of SJ is 500 Hz.
Downloaded by SHANGHAI JIAO TONG UNIVERSITY on July 14, 2022 | http://arc.aiaa.org | DOI: 10.2514/1.J059906
Fig. 6 Schematic diagram of the anti-icing mechanisms by means of the hybrid method. PZT diaphragm of the SJ actuator moving a) upward and
b) downward.
of the airfoil. The electrothermal protection of the hybrid system is set
to the running-wet anti-icing mode to prevent droplets from freezing in
the area near the leading edge. The supercooled water droplets col-
lected by the leading edge form a water film, which flows downstream.
The water film flows through the slot of the SJ actuator and interacts
with the SJ. According to the characteristics of the SJ, the interaction
can be divided into the two types. When the PZT diaphragm of the SJ
actuator moves upward, according to the study of Ref. [31], the water
film is impacted by the SJ and forms small water droplets that flow
away. The water droplets that detach from the airfoil surface can be
blown away by the aerodynamic force of the incoming flow. When the
PZT diaphragm of the SJ actuator moves downward, the water film
flows into the SJ actuator cavity under the suction of the SJ. The
runback water flowing into the cavity is broken and atomized under
the vibration of the diaphragm, and most of the droplets flow out of the
cavity with the SJ and are taken away by the incoming flow. It can be
concluded that the thermal effects of the thermoelectric subsystem, the
stroke or suction of the SJ subsystem, and the aerodynamic force of the
incoming flow work together to achieve the effect of anti-icing.
C. Power Consumption
The energy carried by an aircraft is limited. The level of power
consumption is the key to the selection of the anti-icing system. The
total power consumption of the hybrid system includes the electrical
power required for the heater and the SJ actuator. The total power
density (pd t ) of the hybrid system can be calculated using Eq. (3):
PE  PSJ
Pd t
(3)
Asurf
Here, Asurf is the electrothermal zone upstream of the SJ slot, PE is the
power consumption of the heater in the Asurf , and PSJ is the power
consumption of the SJ actuator.
The voltage and current of the SJ actuator were measured synchro-
nously in the experiment; and the measurement results of SJ actuator,
with a driving voltage of 200 Vand the driving frequencies of 500, 550,
and 600 Hz are given in Table 2. Both the current and voltage follow sine
waves, and the phase of the current leads the voltage. The dielectric
energy losses of the PZT diaphragm can be simplified as a capacitor
element in parallel with an equivalent resistor, and the equivalent resistor
is related to the acoustic characteristics of the SJ actuator [32]. The
power consumption of the SJ actuator is the average value of the
instantaneous power in a cycle, which is expressed as Eq. (4):
TECHNICAL NOTES 1499
Table 2 The electrical parameters of the SJ actuator
Frequencies, Hz Voltage, V Current, mA Power consumption, W
500 199.6 42.5 2.78
550 199.6 46.8 3.17
600 199.6 55.1 3.83
Z
1 T
PSJ
utit dt (4)
T 0
where it is the instantaneous current, ut is the instantaneous
voltage, and T is the activation period. The power consumption of
the SJ actuator at a frequency of 600 Hz can be calculated to be 3.83 W.
The thermoelectric system is powered with a 24 V input voltage and
a current of 4.2 A to keep the leading edge free from ice, and the power
consumption of electrothermal subsystem is 100.8 W. With regard to
the area of the electrothermal zone, the thermoelectric system working
in the running-wet anti-icing mode requires a power density of
0.95 W∕cm2 . Owing to the high latent heat of evaporation of water,
the energy consumption for the evaporation in the anti-icing mode test,
in the same icing condition, was found to be 5.73 W∕cm2 . Under the
same icing conditions, the power density of the hybrid anti-icing
system was 1.13 W∕cm2 , which is a fraction of evaporative anti-icing.
IV. Conclusions
In this Note, a hybrid anti-icing method combining thermoelectric
system and synthetic jet actuator was investigated. For the hybrid ice
protection system, the thermoelectric system is operated in a running-
wet anti-icing mode to keep the leading edge clean when the aircraft is
flying through clouds with supercooled water droplets. Under the
protection of the SJ actuator, the runback water from the leading edge
could not reach the downstream surface of the airfoil, and the problem
of runback ice in the process of running-wet anti-icing could be
effectively eliminated with lower-energy consumption. Anti-icing
capabilities of the hybrid system were investigated experimentally
in the icing wind tunnel using a NACA 0012 model. The momentum
coefficient of the SJ was found to be crucial for runback water control.
For a typically mixed ice condition in the icing wind tunnel, the hybrid
ice protection zone was kept clean when the driving frequency of the
SJ was 600 or 550 Hz. However, as the driving frequency of the SJ
decreased to 500 Hz, the runback water froze in the hybrid ice
protection zone. The results of the power analysis revealed that the
 1500 AIAA JOURNAL, VOL. 59, NO. 4:
power requirement of the hybrid system is less than that of the full
evaporative anti-icing by means of thermoelectric systems. Moreover,
the SJ could be a useful tool for airfoil flow control, such as flow
separation reduction and stall characteristics delay in non-icing envi-
ronments. The hybrid control effect of this device for both anti-icing
and flow control will be investigated in the future.
Acknowledgments
This work was supported by the National Natural Science Foun-
dation of China (grant numbers 11572338, 11872374, 12002377,
and 51809271) and the Open Fund of the Key Laboratory of Icing and
Anti/De-Icing (grant number 1901IADL20190401).
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D. Zhao
Associate Editor