PIA TRAINING CENTRE (PTC) Module 17A – PROPELLER

Category – A/B1 Sub Module 17.5 – Propeller Ice Protection

MODULE 17A
Sub Module 17.5

PROPELLER ICE PROTECTION

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 PIA TRAINING CENTRE (PTC) Module 17 – PROPELLER
Category – A/B1 Sub Module 17.5 – Propeller Ice Protection

Contents

INTRODUCTION ------------------------------------------------------------ 3
FLUID (LIQUID) ICE PROTECTION SYSTEMS -------------------------- 4
ELECTRICAL ICE PROTECTION SYSTEMS ------------------------------- 6

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 PIA TRAINING CENTRE (PTC) Module 17 – PROPELLER
Category – A/B1 Sub Module 17.5 – Propeller Ice Protection

Page Intentionally Left Blank

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 PIA TRAINING CENTRE (PTC) Module 17 – PROPELLER
Category – A/B1 Sub Module 17.5 – Propeller Ice Protection

INTRODUCTION

Propellers and spinners are exposed to an environment that Ice protection systems fall into two major categories depending
under certain climatic conditions can lead to ice on the surface upon the purpose for which the ice protection system is used.
rapidly impairing their efficiency, leading to a loss of thrust and They are:
an increase in weight. Another problem with ice formation on a
propeller is that if unevenly distributed, it can lead to an  Anti-Icing
imbalance that will cause excessive vibration. Ice buildup on a  De-icing
propeller can also lead to ‘ice throw’, where chunks of ice are
thrown off the propeller at high speed due to centrifugal force.
These lumps of ice can cause considerable damage.

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 PIA TRAINING CENTRE (PTC) Module 17 – PROPELLER
Category – A/B1 Sub Module 17.5 – Propeller Ice Protection

FLUID (LIQUID) ICE PROTECTION SYSTEMS

Liquid ice protection systems can be used as either anti-ice or The airflow around the blade root however is fairly disturbed
de-ice systems. The system is designed to project a film or fluid and does not always disperse the fluid where it is most required,
over the surface of the blade which when mixed with water will that is, where ice build-up is greatest. Propellers with this type
reduce its freezing point. If ice is already present the fluid will of ice protection system usually have boots or feed shoes
penetrate below the ice layer and reduce its surface tension installed along their leading edges.
sufficiently to enable it to be thrown off by centrifugal force. A
typical fluid ice protection system is shown in Figure 17.5.1. An overshoe consists of a strip of rubber or plastic material set
into the leading edge of the blade, from the delivery nozzle at
The fluid is stored in a tank and passes via a filter to an electric the root end along the blades length. The shoe extends
supply pump. The pump is controlled by a switch on the approximately 2/3 of the length of the blade, and has several
instrument panel. In some installations the speed of the pump open parallel channels in which the fluid can flow under the
and thus the quantity of fluid supplied to the propeller can be influence of centrifugal force. The overflow of the channels
varied by the use of a rheostat. The output fluid from the pump along the length of the overshoe will evenly disperse the fluid
goes through pipelines which terminate at the rear of the over the blade.
propeller hub (Figure 17.5.2).

Attached to the propeller hub is a ‘U’ shaped channel called a

slinger ring and from points around the slinger ring delivery
nozzles are arranged to apply the fluid along the leading edge
root section of each blade. Centrifugal force will then disperse
the fluid along the blades’ leading edge and the airflow over the
blades will allow a film of fluid to be deposited on the face and
camber sides of the blades.

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 PIA TRAINING CENTRE (PTC) Module 17 – PROPELLER
Category – A/B1 Sub Module 17.5 – Propeller Ice Protection

Figure 17.5.01

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 PIA TRAINING CENTRE (PTC) Module 17 – PROPELLER
Category – A/B1 Sub Module 17.5 – Propeller Ice Protection

Figure 17.5.02

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 PIA TRAINING CENTRE (PTC) Module 17 – PROPELLER
Category – A/B1 Sub Module 17.5 – Propeller Ice Protection

ELECTRICAL ICE PROTECTION SYSTEMS

Electrical ice protection systems are used on most turbo-props.

Resistance wire heater elements are embedded in rubber and
cemented from the root to about 2/3rds of the blade's length
along the leading edge.

The rubber is usually protected by wire gauze to withstand light

stone damage and erosion. Often the aerodynamic spinner and
engine intake lip are also protected from ice formation using this
method.

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 PIA TRAINING CENTRE (PTC) Module 17 – PROPELLER
Category – A/B1 Sub Module 17.5 – Propeller Ice Protection

Figure 17.5.03

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 PIA TRAINING CENTRE (PTC) Module 17 – PROPELLER
Category – A/B1 Sub Module 17.5 – Propeller Ice Protection

This type of ice protection system works on the cyclic principle

(Figures 17.5.04, 17.5.05 and 17.5.06).

The current is fed to the propeller blades, spinner, and the

engine intake lip by an automatic time switch. Part of the intake
lip is continuously heated. This method ensures that the areas
that have de-iced do not turn to water and then flow backwards
to freeze again on the unheated trailing edge. The cyclic
method also conserves electrical power so a smaller alternator
can be installed.

The cyclic timers have two speeds to use under differing

ambient temperature conditions.

Fast is used at temperatures from –6C to +10C when icing

conditions are prevalent, e.g. in rain or clouds.

Slow is used at temperatures of -6C and below.

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 PIA TRAINING CENTRE (PTC) Module 17 – PROPELLER
Category – A/B1 Sub Module 17.5 – Propeller Ice Protection

Figure 17.5.04

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 PIA TRAINING CENTRE (PTC) Module 17 – PROPELLER
Category – A/B1 Sub Module 17.5 – Propeller Ice Protection

Figure 17.5.05 Figure 17.5.06

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 PIA TRAINING CENTRE (PTC) Module 17 – PROPELLER
Category – A/B1 Sub Module 17.5 – Propeller Ice Protection

The operation of the cyclic de-icing system is usually indicated

by flashing lights (usually green or blue) or an ammeter showing
the current consumed by the elements. Some aircraft have a
phase test switch which enables the operator to check the
current drawn from each phase of the A.C. supply. A typical
control and test panel is shown in figure 17.5.07.

Figure 17.5.07

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 PIA TRAINING CENTRE (PTC) Module 17 – PROPELLER
Category – A/B1 Sub Module 17.5 – Propeller Ice Protection

System Operation

During each cycle rapid heating and cooling takes place. A thin
layer of ice is allowed to form on the leading edges of the
propeller blades. This thin layer of ice acts as an insulator so
that when the current is switched on by the cyclic timer the
temperature rises more rapidly than it would on an unprotected
surface.

The ice layer next to the heating element melts and the thin
layer of ice is easily dispersed by centrifugal and aerodynamic
forces. The cyclic timer now transfers the power from the blade
to the engine intake, and the leading edge of the blade rapidly
cools allowing another thin layer of ice to form and the cycle is
repeated.

Electrical power is carried to the propeller blades and spinner by

a brush box, which contains several carbon brushes which are
spring loaded to contact slip rings on the rear plate of the
propeller's hub. The current is then carried to the blades by
cables to the blade roots.

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 PIA TRAINING CENTRE (PTC) Module 17 – PROPELLER
Category – A/B1 Sub Module 17.5 – Propeller Ice Protection

Figure 17.5.08

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 PIA TRAINING CENTRE (PTC) Module 17 – PROPELLER
Category – A/B1 Sub Module 17.5 – Propeller Ice Protection

Manual Override Relay

When the manual-override relays are not energized, the current The pilot can easily tell whether or not the de-icing system is
flows through brushes riding on slip rings mounted on the operating correctly in the Automatic mode by watching the
propeller spinner bulkhead and into the heating elements propeller ammeter. It will indicate a flow of current each time
bonded to the propeller blades. The slip rings are connected to one of the heater elements draws current.
the heater elements through flexible conductors that allow the
blades to change their pitch angle.

The timer sends current through the right propeller for about 90
seconds, then switches over and sends current through the left
propeller for 90 seconds.

Some propeller de-icing systems have two separate heating

elements on each blade. Current flows through the right
propeller outboard element for about 30 seconds, then through
the right propeller inboard element for the same length of time.
After the right propeller is de-iced, the timer shifts over and
sends current through the left propeller outboard elements and
then the left propeller inboard elements.

Current cycles of the two propellers are controlled by the timer

as long as the propeller Auto Prop De-ice switch is on. When
the Manual Prop De-icer switch is held in its momentary on
position, the two manual-override relays are energized and
current flows directly from the bus to the blades without going
through the timer.

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 PIA TRAINING CENTRE (PTC) Module 17 – PROPELLER
Category – A/B1 Sub Module 17.5 – Propeller Ice Protection

Figure 17.5.14

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