PTC B1.1 Notes - Sub Module 17.5 (Propeller Ice Protection)

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Training Centre (PTC)
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Module 17 PROPELLER
Sub Module 17.5 Propeller Ice Protection
MODULE 17
Sub Module 17.5
PROPELLER ICE PROTECTION
ISO 9001 - 2008 Certified

PTC/CM/B1.1 Basic/M17/01
17.5
For Training Purpose Only

Rev. 00
Mar 2014
PIA Training Centre (PTC)
Category A/B1
Module 17 PROPELLER

Contents
INTRODUCTION1
FLUID(LIQUID)ICEPROTECTIONSYSTEMS2
ELECTRICALICEPROTECTIONSYSTEMS4

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INTRODUCTION
Propellers and spinners are exposed to an environment that
under certain climatic conditions can lead to ice on the surface
rapidly impairing their efficiency, leading to a loss of thrust and
an increase in weight. Another problem with ice formation on a
propeller is that if unevenly distributed, it can lead to an
imbalance that will cause excessive vibration. Ice build up on a
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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Ice protection systems fall into two major categories depending

upon the purpose for which the ice protection system is used.
They are:
Anti-Icing
De-icing

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FLUID (LIQUID) ICE PROTECTION SYSTEMS

Liquid ice protection systems can be used as either anti-ice or
de-ice systems. The system is designed to project a film or fluid
over the surface of the blade which when mixed with water will
reduce its freezing point. If ice is already present the fluid will
penetrate below the ice layer and reduce its surface tension
sufficiently to enable it to be thrown off by centrifugal force. A
typical fluid ice protection system is shown in Figure 17.5.1.
The fluid is stored in a tank and passes via a filter to an electric
supply pump. The pump is controlled by a switch on the
instrument panel. In some installations the speed of the pump
and thus the quantity of fluid supplied to the propeller can be
varied by the use of a rheostat. The output fluid from the pump
goes through pipelines which terminate at the rear of the
propeller hub (Figure 17.5.2).
The airflow around the blade root however is fairly disturbed

and does not always disperse the fluid where it is most required,
that is, where ice build-up is greatest. Propellers with this type
of ice protection system usually have boots or feed shoes
installed along their leading edges.
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 root end along the blades length. The shoe extends
approximately 2/3 of the length of the blade, and has several
open parallel channels in which the fluid can flow under the
influence of centrifugal force. The overflow of the channels
along the length of the overshoe will evenly disperse the fluid
over the blade.
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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Figure 17.5.01

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Figure 17.5.02

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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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Figure 17.5.03

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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 6C to +10C when icing
conditions are prevalent, e.g. in rain or clouds.
Slow is used at temperatures of -6C and below.

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Figure 17.5.04

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Figure 17.5.05

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Figure 17.5.06

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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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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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Figure 17.5.08

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Manual Override Relay

When the manual-override relays are not energized, the current
flows through brushes riding on slip rings mounted on the
propeller spinner bulkhead and into the heating elements
bonded to the propeller blades. The slip rings are connected to
the heater elements through flexible conductors that allow the
blades to change their pitch angle.
The pilot can easily tell whether or not the de-icing system is
operating correctly in the Automatic mode by watching the
propeller ammeter. It will indicate a flow of current each time
one of the heater elements draws current.
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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Figure 17.5.14

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PTC B1.1 Notes - Sub Module 17.5 (Propeller Ice Protection)

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PIA

Training Centre (PTC)

PROPELLER ICE PROTECTION

ISO 9001 - 2008 Certified

For Training Purpose Only

PIA Training Centre (PTC)

ISO 9001 - 2008 Certified

For Training Purpose Only

PIA Training Centre (PTC)

ISO 9001 - 2008 Certified

Page Intentionally Left Blank

For Training Purpose Only

PIA Training Centre (PTC)

ISO 9001 - 2008 Certified

Ice protection systems fall into two major categories depending

For Training Purpose Only

PIA Training Centre (PTC)

FLUID (LIQUID) ICE PROTECTION SYSTEMS

The airflow around the blade root however is fairly disturbed

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

ISO 9001 - 2008 Certified

For Training Purpose Only

PIA Training Centre (PTC)

ISO 9001 - 2008 Certified

For Training Purpose Only

PIA Training Centre (PTC)

ISO 9001 - 2008 Certified

For Training Purpose Only

PIA Training Centre (PTC)

ELECTRICAL ICE PROTECTION SYSTEMS

ISO 9001 - 2008 Certified

For Training Purpose Only

PIA Training Centre (PTC)

ISO 9001 - 2008 Certified

For Training Purpose Only

PIA Training Centre (PTC)

This type of ice protection system works on the cyclic principle

ISO 9001 - 2008 Certified

For Training Purpose Only

PIA Training Centre (PTC)

ISO 9001 - 2008 Certified

For Training Purpose Only

PIA Training Centre (PTC)

ISO 9001 - 2008 Certified

For Training Purpose Only

PIA Training Centre (PTC)

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

ISO 9001 - 2008 Certified

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PIA Training Centre (PTC)

ISO 9001 - 2008 Certified

For Training Purpose Only

PIA Training Centre (PTC)

ISO 9001 - 2008 Certified

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Manual Override Relay

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PIA Training Centre (PTC)

ISO 9001 - 2008 Certified

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