Sect - 06 Part 2

BASIC TRAINING MODULE 11 TRAINING MANUAL
SECTION 6 - PART 2
PITOT / STATIC – HEATING / ANTI-ICE

Page - 1 -
PITOT-STATIC SYSTEM - ICING
Pitot probe icing has an effect on the instrument indication, depending on the amount of ice formation.
a) Sensing port has ice accumulation, but the water drain hole is ice free ( insufficent probe heating). The pitot pressure bleeds off and
reduces
to the static pressure level.
Formula: q = Ptot - Ps = 0 because then Ptot = Ps

b) Both the sensing port and the drain hole of the probe are iced (malfunction, defctive heating). The pitot pressure remains constant (trapped
inside of the pitot distribution line). Consequently the pitot pressure “q” is dependent on the altitude.
Formula: q = constant - Ps
Page - 2 -
PITOT-STATIC SYSTEM - ICING (continued)
Page - 3 -
PITOT-STATIC SYSTEM - ICING (continued)
For flight saftey reasons it is absolutely necessary that the measurement data from both the static port and the pitot tube, even in icing weather
conditions, are feed to the receiving systems in an unobstructed manner. For this reason the so-called measurement sensors are heated. Some
aircraft types, even have heated static ports.
If ice should form inside the pitot head, the airspeed indication will no longer be accurate, but the pressure inside the system will be trapped,
and as the aircraft descends, the static pressure will increase and cause the instrument to show a decrease in airspeed. To prevent ice forming
inside the pitot head, those installed on aircraft that will be flown into icing conditions are equipped with an electric heater. These heaters
produce so much heat that they should not be operated without an adequate flow of air over the tube to prevent it overheating. The heater may
be checked on a preflight inspection by turning it on for just a few seconds, and then turning it off. During the walkaround, feel to be sure the
head has heated up. In flight, the operation of the heater may be verified by watching the ammeter.
ICE AND RAIN PROTECTION - GENERAL
Rain, snow, and ice are transportation's ancient enemies. Flying has added a new dimension, particularly with respect to ice. Under certain
atmospheric conditions, ice can build rapidly on airfoils and air inlets.
The two types of ice encountered during flight are rime and glaze. Rime ice forms a rough surface on the aircraft leading edges. It is rough
because the temperature of the air is very low and freezes the water before it has time to spread. Glaze ice forms a smooth, thick coating over
the leading edges of the aircraft. When the temperature is just slightly below freezing, the water has more time to flow before it freezes.
Several means to prevent or control ice formation are used in aircraft today:
(1) Heating surfaces using hot air,
(2) heating by electrical elements,
(3) breaking up ice formations, usually by inflatable boots, and
(4) alcohol spray.
A surface may be anti-iced either by keeping it dry by heating to a temperature that evaporates water upon impingement; or by heating the
surface just enough to prevent freezing, maintaining it running wet; or the surface may be deiced by allowing ice to form and then removing it.
Page - 4 -
ICE AND RAIN PROTECTION - GENERAL (continued)
Ice prevention or elimination systems ensure safety of flight when icing conditions exist. The following parts of an aircraft can be affected by
the formation of ice:
(1) Leading edges of the wing.
(2) Leading edges of the vertical and horizontal stabilizers.
(3) Windshields, windows, and radomes.
(4) Heater and engine air inlets.
(5) Stall warning transmitters.
(6) Pitot tubes.
(7) Flight controls.
(8) Propeller blade leading edges.
(9) Carburetors.
(10) Lavatory drains.
Ice may be expected to form on these parts in flight whenever there is visible moisture in the air and the temperature is near or below
freezing. An exception is carburetor icing which can occur during warm weather with no visible moisture present. If ice is allowed to
accumulate on the wings and empennage leading edges, it destroys the lift characteristics of the airfoil. Ice or rain accumulations on the
windshield interfere with vision.
Ice on an aircraft affects its performance and efficiency in many ways. Ice buildup increases drag and reduces lift. It causes destructive
vibration, and hampers true instrument readings. Control surfaces become unbalanced or frozen. Fixed slots are filled and movable slots
jammed. Radio reception is hampered and engine performance is affected.
The methods used to prevent icing (anti-icing) or to eliminate ice that has formed (deicing) vary with the aircraft make and model. In this
Chapter ice prevention and ice elimination using pneumatic pressure, application of heat, and the application of fluid will be discussed.
Page - 5 -
ELECTRIC ANTI-ICING
The pitot heads (tubes) installed on almost all aircraft that may possibly encounter icing are electrically heated. These heaters are so powerful
that they should not be operated on the ground because, without an adequate flow of air over them, there is a possibility that they will bum out.
Their operation is monitored in flight by indicator lights or watching the ammeter. These heaters require enough current that the ammeter will
deflect noticeably when the heater is on. A heated pitot tube, shown in figure 8-6, prevents ice from plugging the entry hole by warming it with
an electric heater built inside the pitot tube housing. Static ports and stall warning vanes on many aircraft are also electrically heated. The
static port on some of the smaller aircraft are not heated, but if there is no provision for melting the ice off of this vital pressure pickup point,
the aircraft should be equipped with an alternate source valve. This valve allows the pilot to reference the flight instruments to a static source
inside the aircraft (nonpressurized) if the outside static port should become covered with ice.
FIGURE 8 - 6
Page - 6 -
Page - 7 -
PTOT TUBE - ANTI-ICING
To prevent the formation of ice over the opening in the pitot tube, a built-in electric heating element is provided. A switch, located in the
cockpit, controls power to the heater. Use caution when ground checking the pitot tube since the heater must not be operated for long periods
unless the aircraft is in flight.
Heating elements should be checked for functioning by ensuring that the pitot head begins to warm up when power is applied. If a ammeter or
loadmeter is installed in the circuit, the heater operation can be verified by noting the current consumption when the heater is turned on.
Page - 8 -
PITOT TUBE - ANTI-ICING
Page - 9 -
Power Supply
The heating power can either be 115 VAC 400 Hz or 28 VDC supplied from the aircraft electric power systems,with automatic protection
provided via a circuit breaker .
A control panel in the cockpit is used to activate the heater(s). This done by:
- 2 switches (left, right systems) or,

- 3 switches [Captain (Cpt), First Officier (F/O), Auxiliary (AUX)]
normally the heating system(s) will be powered and operational before aircraft takeoff.
Depending on the aircraft type the following systems will be affected:
- Pitot Probe
- Static Port
- Temperature Probe
- Alpha Probe (Angle of Attack Sensor)
Page - 10 -
PITOT / STATIC ANTI-ICING - CONTROL PANEL (i.e., B727 - 200)
Page - 11 -
INTENTIONALLY LEFT BLANK
Page - 12 -
Page - 13 -
Page - 14 -
PITOT / STATIC ANTI-ICING - CONTROL PANEL (i.e., A310)
Page - 15 -
PITOT / STATIC ANTI-ICING - MONITORING
Using a simple monitoring method, the selected heating circuit operation can be shown on an ammeter. This older priciple does not provide
continuous monitoring of all heater circuits.
Page - 16 -
PITOT / STATIC ANTI-ICING - MONITORING (i.e., B727 – 100)
Page - 17 -
Modern heating systems provide a indicator light for each heater. The indicator light for the appropriate circuit is illuminated when
- over / under circuit voltage, or

- over / under circuit current flow is detected.
The modern monitoring principle provides continuous operational and defect detection for all of the heater circuits.
Page - 18 -
Page - 19 -
PITOT / STATIC ANTI-ICING - PRACTICAL INSTALLATION
The heater power supply voltage for each sensor is individually protected via fuses or circuit breakers. The monitor logic and indication circuits
are dependent of the heater circuits.
Varying from one aircraft type to another, the heater circuits are
- switched off via AIR / GND circuitry

- have reduced power operation (temperature)
- seperate testing
The warning indicator lights are illuminated when there is a defect. Multiple warning indications are possible.
Page - 20 -
PITOT / STATIC ANTI-ICING - SCHEMATIC (i.e., B727 - 100)
Page - 21 -
Page - 22 -
Page - 23 -
PITOT / STATIC ANTI-ICING
INTENTIONALLY LEFT BLANK
Page - 24 -

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BASIC TRAINING MODULE 11 TRAINING MANUAL

PITOT / STATIC – HEATING / ANTI-ICE

Formula: q = Ptot - Ps = 0 because then Ptot = Ps

PITOT-STATIC SYSTEM - ICING (continued)

PITOT-STATIC SYSTEM - ICING (continued)

ICE AND RAIN PROTECTION - GENERAL

- 2 switches (left, right systems) or,

Depending on the aircraft type the following systems will be affected:

INTENTIONALLY LEFT BLANK

- over / under circuit voltage, or

- switched off via AIR / GND circuitry

INTENTIONALLY LEFT BLANK

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