Aircraft anti icing & de-icing sytems project report

Anti-icing & de-icing systems

A S S E S S O R S N A M E : M R . A N A N D N A I R

E A C 0 8 1 2 4 4 5 , E A C 0 8 1 2 4 3 1 , E A C 0 9 1 2 4 9 6

E M I R A T E S A V I A T I O N U N V E R S I T Y

2 3 - J u n - 1 4

By: FRANCIS, KHAWAR, & ERANGA

of 52 FRANCIS, ERANGA, KHAWAR PROJECT REPORT FOR AIRCRAFT ANTI-ICING AND DEICING SYSTEMS

Table of Contents Introduction ............................................................................................................................................ 3

History of Anti-Icing & De-Icing Systems: ................................................................................................ 4

A Few Types of Systems: ......................................................................................................................... 6

- Pneumatic deicing boots:...................................................................................................... 6

- Electric thermal: .................................................................................................................. 6

- Bleed air: ............................................................................................................................... 7

- Electro-mechanical: ............................................................................................................ 7

- Weeping wing: ..................................................................................................................... 7

Theory of operation: ............................................................................................................................... 9

1. Windshield: ..................................................................................................................................... 9

2. Pitot Tube ..................................................................................................................................... 11

3. Leading Edge/Airfoil: .................................................................................................................... 16

Types of Ice Detectors: ............................................................................................................................. 21

1. Pressure Operated Ice Detector Head: .......................................................................................... 21

2. Serrated Rotor Ice Detector Head: ................................................................................................ 21

3. Vibrating Rod Ice Detector Head: .................................................................................................. 22

Design concept of the model: .................................................................................................................... 23

Survey: .................................................................................................................................................. 23

1. Windshield: ................................................................................................................................... 23

2. Pitot Tube: .................................................................................................................................... 24

3. Airfoil: ........................................................................................................................................... 25

Budget: ................................................................................................................................................. 26

Initial Sketch / Final Sketch: .................................................................................................................. 28

1. Pitot tube: ..................................................................................................................................... 28

2. Windshield: ................................................................................................................................... 29

3. Leading Edge / Airfoil: ................................................................................................................... 31

Construction of the model .................................................................................................................... 33

Materials Required: .............................................................................................................................. 33

1. Airfoil: ................................................................................................................................... 33

2. Windshield: ........................................................................................................................... 33

3. Pitot tube: ............................................................................................................................. 33


Tools required and their use: ................................................................................................................ 34

Step by Step Procedure with dimensions & pictures: ........................................................................... 35

1. Pitot Tube: .................................................................................................................................... 35

2. Windshield: ................................................................................................................................... 36

3. Leading Edge: ................................................................................................................................ 37

Safety Precautions: ............................................................................................................................... 43

Operation Manual: ............................................................................................................................... 43

Problems Faced: ................................................................................................................................... 45

1. Airfoil: ........................................................................................................................................... 45

2. Pitot tube: ..................................................................................................................................... 45

3. Windshield: ................................................................................................................................... 45

Risk Assessment: .................................................................................................................................. 46

1. Airfoil: ........................................................................................................................................... 46

2. Pitot tube: ..................................................................................................................................... 47

3. Windshield: ................................................................................................................................... 48

Future Improvements: .......................................................................................................................... 49

1. Airfoil: ........................................................................................................................................... 49

2. Pitot tube: ..................................................................................................................................... 49

3. Windshield: ................................................................................................................................... 49

Conclusion ............................................................................................................................................ 50

Reference ............................................................................................................................................. 51

Picture References ................................................................................................................................ 51


Introduction

In the new modern era anti-icing and de-icing systems are most important to the

aircrafts performance, efficiency and quality but most importantly their future. Without

anti-icing and de-icing systems aircrafts would have a difficulty with communication,

speed, altitude, vision, and structure.

There are two types of Ice removal:-

1. Anti-icing:

Preventive and turned on before the flight enters icing conditions or kept on in most

aircrafts (Specially the Pitot tube and static vent). This includes: thermal heat, prop heat,

Pitot heat, fuel vent heat, windshield heat, and fluid surface de-icers.

2. De-icing:

This is very reactive, used after there has been significant ice buildup. This includes:

surface de-ice equipment such as boots, weeping wing systems, and heated wings.

A few effects:

- Once ice is formed on the wing airfoil, the shape is changed which causes the

airfoils use less effective. This intentionally lowers the aircrafts streamline flow

around the leading edges.

- Much more drag is created causing loss of lift. The ice can cause skin friction

leading to small tears in the structure.

- Ice formation on the engine blades changes its shape making it less effective and

efficient.


Fig. 1: Boots System

History of Anti-Icing & De-Icing Systems:

Anti-icing equipment is designed to prevent the formation of ice, while deicing

equipment is designed to remove ice once it has formed. These systems protect the

leading edge of wing and tail surfaces, pitot and static port openings, fuel tank vents,

stall warning devices, windshields, and propeller blades. Ice detection lighting may also

be installed on some aircraft to determine the extent of structural icing during night

flights.

According to the 4th schedule of the Air Navigation Order requires that aircraft in the

Transport Category shall be provided with certain protective equipment when on flights

when the weather reports available at the time of departure indicate that icing conditions

are likely to be met, Airfoils, engines, propellers and windows are included in those

features of the aircraft which are required to be protected. Details of these requirements

are given in BCAR and JAR as appropriate.

Certain basic standards have to be met by all

aircraft whether or not they are required to be

protected by the requirements of the Air Navigation

Order. These are intended to provide a reasonable

protection if the aircraft is flown unintentionally for

short periods in icing conditions. The requirements

specified in BCAR cover such considerations as

stability, control and balance characteristics,

jamming of controls and the ability of the engine to

continue to function in icing conditions.

Most light aircraft have only a heated pitot tube and

are not certified for flight in icing. These light aircraft

have limited cross-country capability in the cooler

climates during late fall, winter, and early spring.

Non certificated aircraft must exit icing conditions

immediately.


Fig. 2: Prop Anti-Ice

Inflatable deicing boots consist of a rubber sheet bonded to the leading edge of the

airfoil. When ice builds up on the leading edge, an engine-driven pneumatic pump

inflates the rubber boots. Many turboprop aircraft divert engine bleed air to the wing to

inflate the rubber boots. Upon inflation, the ice is cracked and should fall off the leading

edge of the wing. Deicing boots are controlled from the flight deck by a switch and can

be operated in a single cycle or allowed to cycle at automatic timed intervals.

In the past it was believed that if the boots were cycled too soon after encountering ice,

the ice layer would expand instead of breaking off, resulting in a condition referred to as

ice “bridging”. Consequently, subsequent deice boot cycles would be ineffective at

removing the ice buildup. Although some residual ice may remain after a boot cycle,

“bridging” does not occur with any modern boots. Pilots can cycle the boots as soon as

an ice accumulation is observed.

Many deicing boot systems use the instrument system suction gauge and a pneumatic

pressure gauge to indicate proper boot operation. Some systems may also incorporate

an annunciator light to indicate proper boot operation.

Note: Proper maintenance and care of deicing boots

are important for continued operation of this system.

They need to be carefully inspected during preflight.

Another type would be propeller anti-ice; propellers are

protected from icing by the use of alcohol or electrically

heated elements. Some propellers are equipped with a

discharge nozzle that is pointed toward the root of the

blade. Alcohol is discharged from the nozzles, and

centrifugal force drives the alcohol down the leading

edge of the blade. The boots are also grooved to help

direct the flow of alcohol. This prevents ice from

forming on the leading edge of the propeller.

Propellers can also be fitted with propeller anti-ice boots. The propeller

boot is divided into two sections; the inboard and the outboard sections. The boots are


imbedded with electrical wires that carry current for heating the propeller. The prop anti-

ice system can be monitored for proper operation by monitoring the prop anti-ice

ammeter. During the preflight inspection, check the propeller boots for proper operation.

If a boot fails to heat one blade, an unequal blade loading can result, and may cause

severe propeller vibration.

- Other Anti-ice and Deice Systems:

Pitot and static ports, fuel vents, stall warning sensors, and other optional equipment

may be heated by electrical elements.

Operation of aircraft anti-icing and deicing systems should be checked prior to

encountering icing conditions. Encounters with structural ice require immediate action.

Anti-icing and deicing equipment are not intended to sustain long term flight in icing

conditions.

A Few Types of Systems:

- Pneumatic deicing boots:

The pneumatic boot is a rubber device attached to a wing's leading edge, invented by

the Goodrich Corporation (previously known as B.F. Goodrich) in 1923. Portions of the

boot are alternately inflated and deflated to break ice off the boot, de-icing the wing.

Rubber boots are used on jets and propeller driven aircraft.

- Electric thermal:

The Thermawing is an electrical ice protection system for general aviation. ThermaWing

uses a flexible, electrically conductive, graphite foil attached to a wing's leading edge.

Electric heaters heat the foil and melt the ice.

A new proposal uses special soot made of carbon nanotubes. A thin filament is spun on

a winder to create a 10 micron-thick film, equivalent to an A4 sheet of paper. The film is

a poor conductor of electricity, because of the air gaps between the nanotubes. Instead,

current manifests as a near instantaneous rise in temperature. It heats up twice as fast

as nichrome, the heating element of choice for in-flight de-icing, using half as much

energy at one ten-thousandth the weight. The amount of material needed to cover the

http://en.wikipedia.org/wiki/Deicing_boot

http://en.wikipedia.org/wiki/Synthetic_rubber

http://en.wikipedia.org/wiki/Goodrich_Corporation

http://en.wikipedia.org/wiki/Thermawing

http://en.wikipedia.org/wiki/General_aviation

http://en.wikipedia.org/wiki/Carbon_nanotube

http://en.wikipedia.org/wiki/A4_paper

http://en.wikipedia.org/wiki/Nichrome


wings of a jumbo jet weighs 80 grams (2.8 Oz). The material cost is approximately 1%

of nichrome. Aerogel heaters could be left on continuously at low power, to prevent ice

from forming.

- Bleed air:

A bleed air system is used by larger jet aircraft to keep flight surfaces above the

freezing temperature required for ice to accumulate (called anti-icing). The hot air is

"bled" off the jet engine into tubes routed through wings, tail surfaces, and engine inlets.

- Electro-mechanical:

Electro-mechanical Expulsion Deicing Systems (EMEDS) use a mechanical force to

knock the ice off the flight surface. Typically, actuators are installed underneath the skin

of the structure. The actuator is moved to induce a shock wave in the protected surface

to dislodge the ice. Cox and Company, Inc. of Plainview, NY developed a lightweight;

low-power system called EMEDS that is the first ice protection technology to receive

FAA certification in 50 years, and is currently in-service on multiple commercial aircraft

(FAA Part 23 and Part 25) and military aircraft.

Innovative Dynamics has developed a lightweight and low-power system using

actuators, called EIDI.

Hybrid Electro-Mechanical Expulsion Deicing Systems combine an EMEDS de-icer with

an electrical heating element anti-icer. The heater prevents ice accumulation on the

leading edge of the airfoil and the actuators of the EMED system remove ice that

accumulates aft of the heated portion of the airfoil Cox and Company, Inc. of Plainview,

NY has developed multiple versions of Hybrid EMED systems referred to as Thermo-

Mechanical Expulsion Deicing System (TMEDS).

- Weeping wing:

A weeping wing system, also known as a TKS (Tecalemit-Kilfrost-Sheepbridge Stokes)

system, uses a liquid based on ethylene glycol to coat the wing surface and prevent ice

from accumulating. The leading edges of the wings, horizontal and vertical stabilizer are

made of porous, laser-drilled titanium panels, through which the fluid is pumped during

flight in icing conditions. A "slinger ring" may be used to distribute fluid on propellers,

http://en.wikipedia.org/wiki/Bleed_air

http://en.wikipedia.org/wiki/Actuators

http://en.wikipedia.org/w/index.php?title=Cox_and_Company,_Inc.&action=edit&redlink=1

http://en.wikipedia.org/w/index.php?title=Cox_and_Company,_Inc.&action=edit&redlink=1

http://en.wikipedia.org/wiki/Weeping_wing

http://en.wikipedia.org/wiki/Ethylene_glycol

http://en.wikipedia.org/wiki/Icing_conditions


and a spray bar can be used to apply fluid to the windshield. This system is commonly

used on small-to-medium-sized propeller-driven aircraft, and a number of business jet

aircraft. It also has some military application.


Theory of operation:

1. Windshield:

- Basic operation:

Windshield protection plays a very important role in the aircrafts structure as we can

protect it from blur ness, formation of ice on the windshield by using anti-icing systems.

As for our model we have planned to use electrical heating strips to prevent formation of

ice on the windshield; hence in many aircrafts there are other systems such,

- Fluid system:

As for our model of windshield we are using electrical heating system, the heating strips

will be sandwiched between the glasses and its terminals are connected to a battery

supply that being our power source.

- History:

The windshield anti-icing and defogging system keeps the windshield and side windows

clear in ice or fog conditions. The system has two sub-systems, left hand and right

hand, which operate independently. Each sub-system supplies heat to two side

windows (one sliding and one fixed) and one windshield.

Each window has two temperature sensors, one controls the temperature the other is

spare. The windshield has three temperature sensors, one controls the temperature the

other two are spare.

The sensors control the temperature between 35°C (95°F) and 42°C (107.6°F).

The windshield anti-icing and defogging system is automatically energized when the

first engine starts. The PROBES/WINDOW HEAT P/BSW, on the overhead panel

25VU, can be pushed in (on) if the system is necessary before engine start.


- Project Model:

For this model we bought 2 car windows glasses which will be used as an aircraft’s

windshield. The 2 glasses will be sandwiched using a wooden frame. The main idea is

to heat the glasses without causing any cracks or any F.O.D. The heating elements will

be suspended in air in between the sandwiched glass. This heat will cause the ice to

melt and not to form as well. The heating strips cool off easily as well as heats very

quickly which is good for maintenance. Quick maintenance. Profitable in aviation.

Types of components:

- Heating Strips: These will be used to provide heat to the wind shield so the ice

formation can be avoided. This works basically by providing heat to the glass

from behind which spread to the surface of the windshield.

- Heating Wire: These are used to hold the heat. It will be connected to a power

supply will be toggled by a switch.

- Light Indicators: This is used to show that the system is in function mode (Green)

and (Red) showing that the system isn’t functioning or switched off.

- Switch: This components is the key to switch on/off the system.

- Battery: This is the main power supply which produces 12V of power.


2. Pitot Tube:

As we know that the Pitot tube is a very important component for an aircraft. As it shows

the aircrafts speed, altitude, and VSI. To protect this component we use an anti-icing

system, which will be switched on all the time during flights basically to avoid the

formation of ice.

- History:

Pitot tube is used on

airplanes to measure flow

speed. It's a slender tube

that has two holes on it.

The front hole is placed in

the airstream to measure

what's called the

stagnation pressure. The side hole measures the static pressure. By measuring

the difference between these pressures, you get the dynamic pressure, which

can be used to calculate airspeed.

On an airplane, the Pitot tube can be mounted in a number of ways, including jutting out

from the edge of the wing or sticking up from the fuselage. But due to icing, Pitot tube

will not be able to give correct reading for pressure difference and air speed.

So to prevent this icing at a higher altitude, Pitot tube can be heated. Also they can be

covered when on ground, protecting from physical harm (cover made from heat

resistant material which will withstand the heated from the Pitot tube heater)

Fig. 3: Pitot tube


The switch for the Pitot tube heating is located on the environment control systems

( ECS) panel at the forward end of the pilot's right console. When engaged, the switch

sends an electric current to a heating coil in the root of the pitot probe assembly. The

Pitot tube's metal body conducts the heat to the entire surface and makes it impossible

for ice to accumulate.

- SYSTEM MALFUNCTIONS

Various blockages of the pitot-static system can occur. The most common problems

are:

1. The pitot heat has not been activated, or has failed, and ice has formed in the

intake;

2. Ice has accreted over static vents; or

3. Foreign objects have entered the system.

Fig. 4: Pitot tube heating

switch


Fig. 5: Blockage Category

Fig. 6: Pitot -static system

Blockage effects may be categorized as follows:

Instrument Static Blockage Pitot Blockage

Altimeter "Freezes" at constant value n/a

Vertical Speed Indicator "Freezes" at zero n/a

Airspeed Indicator Under-reads in climb and

over-reads in descent

Over-reads in climb and under-

reads in descent

Pitot icing can occur at a relatively slow rate, causing a gradual reduction in pitot

pressure. This results in a slow decrease in indicated airspeed rather than a frozen

condition.

- Pitot-static system

Pitot tube is particularly vulnerable to icing

a) Even light icing can block the entry hole

(pressure inlet) where ram air enters the pitot-static

system

i) Only instrument affected by this is ASI (Air speed

Indicator)

ii) If pitot tube has a water drain hole that is also

blocked by ice (but aircraft static ports are open),

then pressure is trapped in the pitot tube and the

ASI may act like an altimeter with IAS increasing during a

climb and decreasing during a descent

iii) If water drain hole is present and open normally, then blocked pitot tube pressure

may escape and IAS will decrease to zero

b) Most airplanes are equipped with a pitot heating system to keep ice away


i) Usually consists of coiled wire heating element wrapped around the air entry tube

ii) Apply pitot heat before entering an area of suspected icing

iii) Beware of potentially significant current drain of pitot heater

Cessna TR-182

i) Pitot heat system consists of heating element in Pitot tube, rocker PITOT HEAT

switch, 10-amp push-to-reset circuit breaker and wiring

ii) Preflight check: Master ON, PITOT HEAT ON, feel Pitot tube for heat

Static ports may become blocked by structural ice

If static ports blocked by ice

i) ASI becomes inaccurate in that IAS would be lower-than-actual at altitudes above that

where ports became blocked and IAS would be higher-than-actual below that altitude

ii) ALT would remain at altitude where blockage occurred

iii) VSI would remain at zero

b) Many aircraft have static port heating systems

c) Some aircraft have an alternate static source vented inside the airplane cabin

i) Static pressure in cabin is usually lower than outside so

ii) Use of alternate static source may result in erroneous instrument indications

ALT reads higher than normal

IAS reads greater than normal

VSI momentarily shows a climb

Ignore this initial false "climb up fast" indication

d) In absence of an alternate static source in an unpressurized aircraft, pilot could break

the glass on the VSI to provide a source of static pressure to the ASI and ALT

i) This could cause additional instrument errors

ASI and ALT will respond more sluggishly than normal (VSI capillary tube effect)

VSI will indicate in reverse


ii) So, it has been suggested instead to either

Break the VSI by punching through to leave a good-sized hole in the VSI

diaphragm (ASI and ALT would not then lag), or

Carefully break the glass only of the ASI (then ASI, ALT, VSI should indicate

essentially as accurately as expected using a cabin alternate static pressure)

Cessna TR-182

i) Static pressure alternate source valve installed adjacent to parking brake

ii) Pull ALT STATIC valve out ON if external static source blockage suspected

iii) See POH Section 5 for IAS corrections (no more than 3 knots if windows closed)

- Project Model:

For our model, we prepared a model of a pitot tube which will consist of an anti-icing

system. For this system to heat a soldering heating iron tube which will prevent ice from

forming on the pitot nozzle. This system is powered by a 12V battery supply which will

provide the power to the heating iron tube’s terminals which eventually heats the

heating element.

Types of components:

- Soldering heating iron tube: this is basically a soldering iron which consists of a

heating tube that is used in this system. Which will be inserted and mounted

inside of the Pitot tube.

- Battery: This will supply the power to the main terminals of the heating iron tube

which will heat the heating element.

- Switch: It will be used to switch on/off the system.

- Light Indicators: This will be used to indicate if the system is in function or no.


Fig. 7: Rime Icing

3. Leading Edge/Airfoil:

As we know this part of the aircraft is most exposed to the airflow. To protect the leading

edge we use many types of systems.

- History:

Leading edge:

Leading Edge has a De Icing Boot (One of the icing protection system) to prevent icing.

The type of icing that forms on a leading edge is a Rime Icing

De Icing Boot:

Deicing boot consists of a thick rubber membrane that is installed over the surface to be

deiced. As atmospheric occurs and ice builds up, a pneumatic system inflates the boot

with compressed air. This expansion in size cracks any ice that has accumulated, and

this ice is blown away into the airflow. The boots are then deflated to return the wing or

surface to its optimal shape.

The use of deicing boots may enable some aircraft to be certified for flight into known

icing conditions.


Several disadvantages are associated with the use of deicing boots. Boots need to be

replaced frequently (on the order of 2–3 years and require proper care. Holes in the boot

may create air leaks that will decrease the effectiveness of the boots. As such, boots

must be carefully inspected before each flight and any holes or cuts must be patched.

The use of boots may not be sufficient to handle extremely severe icing. In these cases,

ice can accumulate faster than the boots can shed it, or ice can accumulate on non-

booted surfaces to the point where it disrupts airflow enough to cause a dangerous loss

of lift or control.

Deicing boots are most commonly seen on medium-sized airliners and utility aircraft.

Larger airliners and military jets tend to use heating systems that are installed

underneath the wing's leading edge, keeping it constantly warm and preventing ice from

forming.

- Project Model

For our project we have selected the boot strap de-icing system. This system works on

the principle of pneumatics. As the air enters the multiple tubes which have been placed

on the leading edge of the airfoil they inflate since they have been made from a

rubberized material. These smaller tubes which have been placed length wise will intern

inflate a larger sheet of rubber which helps make the entire airfoil streamlined; when this

larger rubber inflates it cracks t hive which has been formed over the airfoil. The ice

clears off with the help of the speed of airflow towards the aircraft due to its speed.

Hence we use a compressor which has a capacity of 150psi. When the tubes inflate

they tend to change the shape of the leading edge.

i. Electrical anti-icing:

This system uses a method called Spraymat. Spraymats are basically heater mats

where electrical current causes the mats to heat which in form melts the ice and

removed by the aircrafts airflow. There are anti-icing and de-icing spray mats. Where for

anti-icing it’s switched on continuously and for de-icing it’s switched on and off

according to a time interval. The power being used to heat the mats are about 115 to


200 volts variable frequency AC for heating, & for control its 115 volts AC and 28 volts

DC.

Spraymat is constructed in layers on resin impregnated glass fibre cloth insulation which

is then sandwiched with a metallic heater element in each of the layers. “It is then

prefabricated and then bonded by adhesive into a recess on the structural component to

be protected”. The system switches on and off by ice sensing devices. When the

system is idle certain amount of ice is allowed to form then the system activates causing

the ice to crack the removed by the airflow. The Spraymat is controlled in temperatures

between 50C to 100C.

ii. Chemical de-icing:

This de-icing system consists of de-icing fluid which is stored in a tank. When needed it

is drawn into by an electrical driven gear pump then into micro filters then distributed

through many number of porous stainless steel distributer panels. The panels are

constructed in the shape of a wing and tail unit then installed into the leading edge.

Each panel contains number of pours where fluid is distributed to the outer skin after

passing into a cavity then through a porous plastic sheet. The fluid causes the ice to dis-

bond loosening the ice formation then removed completely by the airflow.

iii. Thermal anti-icing: For a thermal system it needs some kind of heated air supply, this is provided either by

heating ram air passing it through a heat exchanger (located in the exhaust system of

the gas turbine engine) or by the turbine engine compressor where hot air can be bled.

The leading edges of the wings and tail units are installed with an inner skin layer;

where small pores or gaps are situated inside the leading edge. The gaps or pores are

for the heated air which will be ducted into the wings and tail units. Sufficient heated air

is passed through the outer skin of the leading edges to melt the ice and preventing ice

to be formed again.

iv. Pneumatic de-icing:

In this system; rubber boots containing several tubes inflates and deflates. It’s made

from soft pliable rubberized fabric and neoprene used for the outer ply. Neoprene can


withstand any abrasion and deterioration and can dissipate static electricity. This is a

de-icing system. The whole boot is bonded onto the leading edge.

When ice is formed the rubber boot inflates several tubes causing a swell on the on the

leading edge which break the ice apart then removed completely by the airflow. The

boots are deflated by a vacuum then helps to shape the airfoil back.

As for our model we are using a pneumatic boot de-icing system in the leading

edge/Airfoil. Rubber tubes are used for the inflation and deflation of the tubes. Which

will cause the ice to break and is removed by the airflow. There will be two air

compressors one for inflating the tubes and the other for deflating the tubes. The

inflation and deflation of the tubes will be controlled by solenoid valves. The main power

supply will be provided by a car battery. Each inflating/deflating tubes are

interconnected by rubber pipelines. Which will be further connected using T-connectors

to the solenoid valve.

- Types of components:

1. Cycle rubber tubes: This will used for the inflation/deflation of the tubes, as these

tubes will be used for de-icing.

2. Rubber Sheet: This will be placed on top of the cycle rubber tubes which prevents the

rubber tunes from shifting. Hence also used to show the smoothness on the

airfoil/leading edge.

3. Pop Rivets: These are used for the attachment of the rubber sheet to the aluminum.

4. Solenoid Valve: This consists of a gate system which will block one side of the entry

causing the other side to operate. Vice-versa.

5. Switch: This will be used to start the system.

6. Compressors: There are two compressors used. One will be used for inflation and the

other used for deflation. As it will provide air into the tubes as well as suck out the air

from the tubes.

7. Battery: This the main power source which will drive the air compressors for the

operation of the pneumatic system.


8. Rubber Pipes: These are small pipes through which the air will be passed to the

tubes to inflate/deflate.


Types of Ice Detectors:

There are 3 different types of ice detectors:

1. Pressure Operated Ice Detector Head:

This ice detector consists of a short stainless steel, or chromium plated brass tube,

closed at its outer end. It is mounted so that it projects vertically downwards from a

position on the aircraft known to be susceptible to icing. Four small holes are drilled in

the leading edge of this tube. In the trailing edge are two holes having less total area

than those in the leading edge. The heater element is fitted in the ice detector tube to

allow it to be cleared of ice.

During normal flight, pressure is built up inside the tube and is transmitted by tubing to a

capsule. The causes the capsule to expand and separates a pair of electrical contacts.

When icing conditions are met, ice will form on the leading edge of the tube and close

off the holes. The holes in the trailing edge will not be covered by ice and the airflow will

now tend to exhaust the system. This will collapse the relay capsule and close the

contacts. The closed contacts will complete a circuit to illuminate a warning indicator in

the control cabin. At the same time the heater in the ice detector is switched on. This

heater clears ice from the detector before being switched off, allowing continued

detection of icing conditions. This cycling of the ice detector will continue until icing

conditions no longer exist.

2. Serrated Rotor Ice Detector Head:

The ice detector consists of a serrated rotor driven by a small AC motor via a reduction

gearbox; the serrated rotor is rotated close to a foxed knife edge cutter. The motor

casing is connected via a spring tensioned toggle bar to a switch assembly. The motor

and switch assembly is enclosed within a sealed cylindrical housing.

The ice detector is mounted on the side of the aircraft fuselage, so that only the serrated

rotor and knife edge are exposed to the airflow.


During flight the serrated motor on the detector head is continuously driven by the

electric motor. Under no icing conditions there is no opposing torque and the switch

contacts remain open. In icing conditions, ice builds up on the rotor and is shaved off by

the knife edge. This procedure a substantial increase in the torque required to drive the

rotor. This causes the switch contacts to close, illuminating a warning light in the control

cabin. Once icing conditions cease, the knife edge cutter will no longer shave ice. The

torque loading will reduce and allow the motor to return to its normal position. This

opens the switch contacts and switches off the warning light in the control cabin.

3. Vibrating Rod Ice Detector Head:

This ice detector senses the presence of icing conditions and provides an indication in

the flight compartment that such conditions exist. The system consists of a solid-state

ice detector and advisory warning light. The ice detector is attached to the fuselage with

its probe protruding through the skin. The ice detector probe (exposed to the airstream)

is an ice sensing element that ultrasonically vibrates in an avail mode of its own

resonant frequency of approximately 40 KHz.

When ice form the sensing element, the probe frequency decreases. The ice detector

circuit detects the change in probe frequency by comparing it with a reference oscillator.

At a pre-determined frequency change (proportional to ice build-up), the ice detector

circuit is activated. Once activated, the ice warning light in the flight compartment is

illuminated and a time circuit is triggered. The operation of the time circuit switches a

probe heater on for a set period of time to remove the ice form the probe. After the timer

has timed out, it switches off the ice warning indicator and returns the system to a

detector mode, providing that icing conditions no longer exist. If, however, a further ice

warning signal is received during the timer period, the timer will be re-triggered, the

warning light will remain on and the heater will again be selected on. This cycle will be

repeated for as long as the icing conditions prevail.


Design concept of the model:

Survey:

1. Windshield:

- Windshield wiper systems:

In an electrical windshield wiper system, the wiper blades are driven by an electric

motor that receives power from the aircraft’s electrical system. On some aircraft, the

pilot’s and copilot’s windshield wipers are operated by separate systems to ensure that

clear vision is maintained through one of the windows should one system fail. Each

windshield wiper assembly consists of a wiper, wiper arm, and a wiper motor/converter.

Almost all windshield wiper systems use electrical motors. Some older aircraft might be

equipped with hydraulic wiper motors.

Maintenance performed on windshield wiper systems consists of operational checks,

adjustments, and troubleshooting. An operational check should be performed whenever

a system component is replaced or whenever the system is suspected of not working

properly. During the check, make sure that the windshield area covered by the wipers is

free of foreign matter and is kept wet with water. Adjustment of a windshield wiper

system consists of adjusting the wiper blade tension, the angle at which the blade

sweeps across the windshield, and proper parking of the wiper blades.

Issue: Windshield wipers characteristically have two basic problem areas. One is the

tendency of the slipstream aerodynamic forces to reduce the wiper blade loading

pressure on the window, causing ineffective wiping or streaking. The other is in

achieving fast enough wiper oscillation to keep up with high rain impingement rates

during heavy rain falls.

- Electric:

High performance and transport category aircraft windshields are typically made of

laminated glass, polycarbonate, or similar ply material. Typically clear vinyl plies are

also included to improve performance characteristics. The laminations create the


strength and impact resistance of the windshield assembly. These are critical feature for

windshields as they are subject to a wide range of temperatures and pressures. They

must also withstand the force of a 4 pound bird strike at cruising speed to be certified.

The laminated construction facilitates the inclusion of electric heating elements into the

glass layers, which are used to keep the windshield clear of ice, frost, and fog. The

elements can be in the form of resistance wires or a transparent conductive material

may be used as one of the window plies. To ensure enough heating is applied to the

outside of the windshield, heating elements are placed on the inside of the outer glass

ply. Windshields are typically bonded together by the application of pressure and heat

without the use of cement.

2. Pitot Tube:

We chose an electrical anti-icing system over a hot air system because for a hot air

system the air must be bled either from the APU or from the engine compressors. The

main disadvantage of this system is that to supply hot air to each and every Pitot tube

which will increase the piping and also the weight of the aircraft. And it was very

complicated for us to choose this particular system.

As we are preparing the electrical anti-icing system, it was challenging hence the

components required for example, heating strips was very easy to operate as well as to

connect to the terminals of the hearting iron tube. This system required less

components compared to the hot air de-icing system. The electrical anti-icing system is

more efficient because the whole of the Pitot tube will be heated therefore preventing

any ice to form on the Pitot tube. As for the hot air anti-icing system the hot air provided

will have less of an effect on the Pitot tube compared to the electrical system because

only the nozzle of the Pitot tube will receive much of the hot air and the less of hot air in

the surroundings. Most importantly the electrical system only heats the pitot tube

therefore the electrical anti-icing system doesn’t interfere with the pitot tubes operation

hence the airflow towards the pitot tube. This results to the reading accuracy of the

aircrafts speed, VSI and altitude. As for the hot air anti-icing system the mixture of the

hot air and cold are in high altitudes will cause more interference of the pitot tubes

operation resulting to less reading accuracy of the aircrafts speed, VSI and altimeter.


3. Airfoil:

- Pneumatic Bootstrap system over Fluid system:

The fluid de-icing system requires a tank and aviation grade fluid which first is very

difficult to get and the tank should be connected with gear mechanisms to control the

fluid down the tubes and into the panel where fluid will be passed through the pores of

the panel. Furthermore fluid might be dangerous when it comes in contact with a

person and will be difficult to manage as well as it should have a safe place to operate it

and lastly as we will be testing it we may need right amount of quantity hence it might

increase the cost for the overall project.

Secondly, as we have chosen pneumatic de-icing system it has more advantages than

fluid because for the operation of pneumatic we need rubber tubes and a power supply

for inflation and deflation. This system more effective as we need to supply power for

the operation so we can say that it is easy to operate. Pneumatic de-icing will be more

efficient than fluid because as it inflates it will break the ice immediately and for fluid it

will take time to spread it on all the area on the leading edges. Furthermore, carrying a

fluid for the de-icing system it will be an additional weight on the aircraft as pneumatic

doesn’t has any weight to carry.


Budget:

Items Quantity Cost (Dirhams)

Windshield 2 50

Cycle tubes 11 110

Smooth rubber sheet 1 50

Switches 2 20

Air compressor (Inflate/Deflate) 1 20

Air Compressor 1 85

Pipes 16 M 16

Soldering gun 1 20

Solenoid valves 2 120

Pop Rivets 1000 30

Putty 2 40

White Cement 500g 10

Bison Kit 1 15

Wood Glue 1 30

Pipe connectors 30 15

Warning Lights 3

T-Connectors 6 24

Solenoid Filters 6 12

Spray Paint 4 100

Heating Strips 5 85


Glass Frame 1 200

Aluminum Tape 1 9

Toggle Switches 6 24

Pipe Clamp 4 16

Screw driver 1 5

Teflon 1 4

Thinner 2 15

Electrical Tape 1 2

Connection Wires 3 M 2

Total 1129

Project Budget 3000


Initial Sketch / Final Sketch:

1. Pitot tube:

HAND DRAWN SEPARATELY


2. Windshield:



3. Leading Edge / Airfoil:



Construction of the model

Materials Required:

1. Airfoil:

- Aluminum Sheets: because these are light in weight compared to metal.

- Rubber sheet: because it provide a smoother surface compared to fabric.

- Cycle tubes: because they expanded to our requirements.

- Pop Rivets: because easier to rivet and remove and light in weight than other

rivets.

- Bison kit: this we used to attach the end of the rubber sheet with the end of the

aluminum sheet.

2. Windshield:

- Heating element (titanium): because it’s light in weight and gets heated quickly

and cools off quickly compared to copper.

- Wood frame: used to keep the glass in place hence easier to curve sharp edges

and to avoid movement in the glass compared to metal frame.

3. Pitot tube:

- Aluminum pipes: easier to shape the Pitot tube hence absorbs heat slowly

compares to metal.

- Heating tube: Used for the heating of the pitot tube compared to any wire heating

element as it takes more time to heat.

- Super glue: this is used for the connection of the pitot tubes joints.

- Pipe clamp: this we used for holding the Pitot tube in place on the board.


Tools required and their use:

- Pop Rivet gun: These are used for manual riveting of the pop rivet and are

portable than hoses.

- Mallet: Used to straightening and bending of the aluminum sheets.

- Files: many types of files used to shape and smoothen the surface of the

aluminum.

- Guillotine metal cutter: Used to cut the aluminum sheet accurately as per our

requirements.

- Screw drivers: used to tighten the screws (+ -)

- Pneumatic Drill: Used to drill holes to fix in screws or screw clamps.

- Pneumatic air nozzle: Provides air in pressure.

- Bench Drill Machine: Used to drill materials for an accurate and steady hole.

- Hand Metal Cutter: Used to cut metal material handsfree.

- DC power supply: Used to provide external voltage power.

- Hacksaw: used to cut and chip off unwanted and wanted pieces.

- Scribbler: Used to mark required points.

- Plier: Used to loosen bolts.

- Wire cutter: Used to cut the skin of the wire.

- Blades: Used to cut required materials.


Step by Step Procedure with dimensions & pictures:

1. Pitot Tube:

Step 1: We have taken aluminum rod of 8” long and a height of 5”. Total length from

stock was 18”

Step 2: Cut the aluminum rod to 8” of width and another rod of 5” height.

Step 3: Cut one of the side of the rod in a diagonal manner of 1.5” from the end using a

hacksaw.

Step 4: For the second rod cut with the same measurement so that both will join as a “L”

shape.

Step 4: File both the rods surfaces

to smoothen it.

Step 5: Shape the first rod (7.5”) by

using s metal snipper so that the

front end will look like a Pitot tube

nozzle.

Step 6: Install the heating element to

the Pitot tube to check whether the

nozzle is enough. If so attach the

second rod as well making it an “L”

shape.

Step 7: Attach both diagonal ends of

the rods by using super glue.

Step 8: Add the power source and connect the heating terminals

to the power source of 12V.

Step 9: Drill a hole using a 4mm drill bit and pass the connecting wires through the

board.

Fig. 8: Model of Pitot tube


Fig. 10: Testing the wood fittings with the glass

Fig. 11: Testing the heating strips after sandwiching

Step 10: Attach the whole Pitot tube to the board by using super glue.

Step 11: Test the system for any error.

2. Windshield:

Step 1: Purchase a tempered glass quantity of 2.

Step 2: Design a frame for the two glasses to be

sandwiched.

Step 3: Dimension for the frame:

19.2 height, 8.8 height, 38.5 top width, 34.6 bottom

width Frame

32.2 bottom inner frame width with .5” spacing in

between.

Step 4: Make an opening in the bottom of the frame

so that the glasses can be taken out and in so that

the heating strips can be attached.

Step 5: On the bottom of the end the top of the

frame hammer in 2” nails of 2 pieces on top and

bottom with a spacing of 5”.

Step 6: Attach the heating strips using copper wires

in a series connection so that all the wires and heating

strips are interconnected. Two terminals will be kept

out through the frame.

Step 7: Add a power source of 12V to both the

terminals and test the system for any error.

Fig. 9: Cleaning the Windshield with thinner


Fig. 12: Before cutting the metal sheets and after cutting the sheet into half

3. Leading Edge:

Step 1: Cut aluminum of 19”x6”. 2pieces.

Step 2: Use wooden airfoil shaped pieces from workshop to make the aluminum airfoil.

Hence keep 1” spacing of the total outer airfoil for bending.

Step 3: The aluminum skin to hold both airfoil side pieces together should be cut to

20”x30”.

Step 4: Bend the sheet to a 60° angle and a mallet to be used to smoothen the curve.

This will be used as the leading edge will face the airflow.


Fig. 13: Process of the trailing edges made from aluminum sheets. & shaped from pre-shaped wood

Step 5: File all sides of all the aluminum cuttings to smoothen the corners and to chip off

extra pieces.

Step 6: Bend two airfoil sides to a 90° angle and grind to an extra 1”. This will be used

as the sides of the leading edge of the airfoil.

Fig. 14: Grinding the leading edge to shape it into smoothness of an airfoil


Step 7: Take three different types of hole-saws small medium and large. This is used to

make 3 holes on each of the side airfoil.

Fig. 15: Shows the process of using hole-saws to make the side vents for the airfoil in 3 different sizes

Fig. 16: After drilling using 3 different sizes of hole-saws


Step 8: Sand the pieces.

Step 9: Use pop rivets to attach the airfoil skin to the side airfoils. 1” spacing between all

of them.

Step 10: Put the rubber tubes parallel accordingly on the air foil to measure the drilling

point. Measurement can be taken depending to the length size of the tube.

Step 11: After the measurement drill the ends of the tube ends to the airfoil. This is to

insert the cycle rubber tube for the inflation

Step 12: connect pipes to the both ends of the tubes for the air pressure to go through

for the inflation.

Step 13: after the connection of the pipes put a rubber sheet on of the rubber tubes for

the smoothness and to show the accuracy for the inflation and deflation.

Fig. 17: Shows the riveted piece of the leading and trailing edge and the installation to it with the finished bent sheet


Fig. 18: Shows the installation of the cycle tubes and the blue tubes and the attachment of the rubber sheet


Step 14: fix the holes of the airfoil using putty and white cement.

Step 15: fix the rubber sheet sides using a black

tape.

Step 16: painted the rubber sheet with black spray as

well as some part of the airfoil with white spray to

give finishing to it.

Step 17: done inspection for the rubber tube inflation

and deflation and after its success we have fixed it

inside the board.

Step 18: cutting of the extra airfoil piece.

Step 19: attached all the tubes together and with the

air compressor for the operation.

Fig. 19: Shows the riveting of an additional metal piece for extra support for the attached rubber sheet

Fig. 20: Shows the final piece with testing but without dressing


Safety Precautions:

For all 3 models safety precautions taken:

- Correct PPE worn at all times for all 3 models.

- Undamaged tools used when working on all 3 models.

- When drilling goggles used.

- Rivet on bench-wise and used a bucking bar.

- Filed all sharp holes to chip off extra metal so that the rubber tubes does not get

punctured.

- The heating elements were suspended in air between the glasses with a parallel

connection.

Operation Manual:

Airfoil:

1. Connect the battery positive and negative ports to the system

2. To inflate the system use the toggle switch marked as “Inflator”

Make sure the deflator switch is turned off when the inflator is in operation

3. Wait till the tubes have fully inflated and turn off the inflator (if you do not turn it

off when the tubes are fully inflated the compressor will automatically shut off

when the pressure reaches 150 psi)

4. To deflate the tubes toggle the switch marked as “Deflator”

Make sure the inflator is turned off when the deflator is operational

5. The deflator needs to be turned off within 60 seconds of operation since there is

no automatic shut off for this component


Pitot Tube:

1. Plug in the power cable into a 220v AC socket

2. Switch ON the toggle switch and let the tube heat

3. The switch can be left on for as long as needed and must be turned off when not

in use

WARNING: DO NOT TOUCH THE TUBE WHEN IN OPERATION SINCE IT

WILL BE VERY HOT!!

Windscreen:

1. Connect the wires to the battery terminals

2. Toggle the switch when there is any ice formed on the glass

3. Toggle the switch off when the glass is heated

WARNING: DO NOT OVER HAT THE GLASS AS IT CAN CRACK OR END UP

WITH BURNT PATCHES!!


Problems Faced:

1. Airfoil:

- When applied the putty it didn’t dry off even after 7days. Then we applied white

cement and sanded to the cement.

- Had issues with the deflation of the system but after another pump was installed

it is fine.

- Had major issues with the solenoid to get it functioning but it failed so removed it

from the design.

- The airfoil was too heavy to be supported alone through the display board. So

extra support and back fin bent towards the display board from behind.

2. Pitot tube:

- The issue with this model was the design how it should be connected and given

the heating source.

- The design was made given an “L” shape to it and a solder iron to provide the

heat to it.

- Also had an issue with the paint if it would melt but it fortunately didn’t.

3. Windshield:

- Faced major issues with the windshield when designing its frame and how to get

the heating element including how to suspend the heating element in air between

the sandwiched glasses.

- The other issue was to provide a power source to the terminals to manage and

compensate the heat by just the power supply and arrangement of the heating

elements.


Risk Assessment: 1. Airfoil:

Risk On? Defect Type? How would/did it

effect?

Solution?

Riveting the airfoil After shaping the

airfoil we started the

riveting from the

wrong side of the

airfoil.

It caused the gaps to

build up. Which would

also cause the inflation

to press beneath into

the airfoil instead of

outward.

Then putty and

black tape was

used to cover

those gaps.

Airfoil Rubber Sheet Rubber sheet caught

a tear while

handling.

Inflating the system will

cause the sheet to tear

the sheet even more.

Used patch

repairing to patch

that particular

section.

Rubber sheet

thickness

Not sure if the rubber

sheet which is put

over the cycle tubes

would inflate

accordingly.

Worst case scenario

would be part of the

section inflating and the

other not inflating.

We aligned the

cycle tubes so

that each portion

evenly inflates.

Deflation system The air compressor

didn’t have much of

suction for deflating

the tubes.

It would take about

5mins to deflate the

tubes which is an

absolute failure for a

pneumatic system.

We installed

another

compressor which

would help

suction. Problem

solved.


2. Pitot tube:


effect?

Solution?

Material being used Wasn’t sure if it

could handle the

heat being provided.

If the material couldn’t

handle the heat it

could’ve melted or even

get the material on fire

because of the paint.

Used a soldering

iron which

wouldn’t cause

damage to the

material.

Joining of the Pitot

tube ends

As to join the pitot

tubes ends we have

used super glue and

wasn’t sure if it could

handle the heat from

the heating element.

The heat could’ve

heated the glue which

would’ve loosen the

joint strength and catch

on fire.

Nothing occurred.

It was a success

at first try.

Painting of the Pitot

tube

Wasn’t sure if the

silver matt paint

used would melt off

or catch on fire.

Worst case scenario

the paint would’ve

melted and could’ve

caught fire and spread

toxic fumes.

At first try it was a

success.


3. Windshield:


effect?

Solution?

Metal frame sample Made a metal frame

for the windshield

but didn’t install it

because finishing

was required which

wasn’t available.

If the frame was

installed the glass

being sandwiched

would’ve cracked or

worst case scenario

shatter.

We used wooden

frame which was

a success.

Testing the heating

strips

Tried to install the

heating element on

to the test glass it

burnt a little.

If the heating strips

were installed without

testing it on a sample

glass it would’ve gotten

a burnt patch and small

cracks.

After testing we

kept a gap

between the

sandwiched

glasses inside the

frame.

Wooden Frame

procedure

We chose wooden

frame because it had

a lesser risk % than

the metal frame. But

wasn’t sure if glass

would shatter.

Worst case scenario

would’ve been both the

glasses shattering and

starting the procedure

from step 1.

The wooden

frame was a

success.


Future Improvements:

1. Airfoil:

- Better rubber tubes can be used to withstand more pressure.

- Air compressor of a larger pressure can be used.

- Airfoil shape can be improved if riveted in a better manner.

- Deflation process can be also achieved if we would’ve closed all the small

openings.

- The opening through the rubber tube and the airfoil skin can be used to

compensate with the outside airflow to balance the expansion rate.

- Could’ve made the airfoil lighter than it is now by using a lighter material and a

lighter rubber sheet.

- Could’ve used solenoid valve for better supply inflation and deflation.

2. Pitot tube:

- The shaping of the Pitot tube could’ve been made better.

- Better heating element could’ve been used. For example, heating wires.

- Better insulation can also be used.

- A better drainage system can be used.

3. Windshield:

- A better glass could’ve been used.

- A better heating element could’ve been used.

- The connection and arrangement of the heating element can be improved to a

parallel connection.

- The frame can be improved by making is smaller in size.


Conclusion

This project was very challenging and very interesting because the practical experience

is what interests’ most promising future engineers. This project was completed in less

than a month even though 2months was the original duration. This project is based on

anti-icing and de-icing systems. We have acknowledged different types of equipments

electrical connections and how to use and operate them for specific systems. This

relates to our project. We have made 3 models

1. Pitot tube.

2. Windshield.

3. Airfoil.

We found the Pitot tube to be easy of all of the models because the only difficulty we

had was to shape and install the heating element.

For the windshield it was very challenging because the frame dimensions and

installation of the heating element which had to be suspended in between the

sandwiched glasses.

The most difficult and challenging model was the airfoil where we had to manage and

compensate the inflation and deflation and pressure which is provided. We had a

problem which was the solenoid valves to we had to remove it from the system. But it

was a success.

Overall, this project was a success and thee most exciting project completed.


Reference

1. http://www.aboutflight.com/handbook-of-aeronautical-knowledge/ch-6-aircraft-

systems/anti-ice-and-deice-systems

2. http://www.vaisala.com/en/sustainability/cases/aircraftdeicing/Pages/default.aspx

3. http://www.aerotech.at/services.php?view=1

4. http://www.winterwind.se/category/blog/anti-icing-and-de-icing/

5. http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/d

eicing/media/standardized_international_ground_deice_program.pdf

6. Aircraft System – Chapter Aircraft Protection Systems.

7. http://www.f-15e.info/joomla/technology/miscellaneous/102-anti-icing-systems

8. http://en.wikipedia.org/wiki/Pitot-static_system

9. http://aviation.about.com/od/Aircraft/a/Aircraft-Systems-Pitot-static-System.htm

10. http://greggordon.org/flying/CFIAILessonPlanPitotStaticSystem.htm

Picture References 1. Fig. 1: http://www.aboutflight.com/handbook-of-aeronautical-knowledge/ch-6-

aircraft-systems/anti-ice-and-deice-systems

2. Fig. 2: http://www.aboutflight.com/handbook-of-aeronautical-knowledge/ch-6-

aircraft-systems/anti-ice-and-deice-systems

3. Fig. 3: http://greggordon.org/flying/CFIAILessonPlanPitotStaticSystem.htm

4. Fig. 4: http://www.f-15e.info/joomla/technology/miscellaneous/102-anti-icing-

systems

5. Fig. 6: http://greggordon.org/flying/CFIAILessonPlanPitotStaticSystem.htm

6. Fig. 7: www.dept.aoe.vt.edu/~mason/Mason_f/AntiIcingT4.ppt

7. Figures 8 to 20: All hand taken photos for process of model.

http://www.aboutflight.com/handbook-of-aeronautical-knowledge/ch-6-aircraft-systems/anti-ice-and-deice-systems


http://www.vaisala.com/en/sustainability/cases/aircraftdeicing/Pages/default.aspx

http://www.aerotech.at/services.php?view=1

http://www.winterwind.se/category/blog/anti-icing-and-de-icing/

http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/deicing/media/standardized_international_ground_deice_program.pdf

http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/deicing/media/standardized_international_ground_deice_program.pdf

http://www.f-15e.info/joomla/technology/miscellaneous/102-anti-icing-systems

http://en.wikipedia.org/wiki/Pitot-static_system

http://aviation.about.com/od/Aircraft/a/Aircraft-Systems-Pitot-static-System.htm

http://greggordon.org/flying/CFIAILessonPlanPitotStaticSystem.htm









http://www.dept.aoe.vt.edu/~mason/Mason_f/AntiIcingT4.ppt

Aircraft anti icing & de-icing sytems project report

Engineering

Transcript of Aircraft anti icing & de-icing sytems project report