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CHAPTER: 12 ICING

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OBJECTIVES
 To enumerate the factors that cause icing
and to identify the problems associated with
different types of aircraft icing.
 To describe criteria for reporting icing.
 To outline the operation of various icing
protection systems.

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INTRODUCTION
• Problems with icing can occur both on the ground and in the
air
• Formation may cause
– serious loss of aircraft performance both in control and fuel
consumption.
• Airframe icing forms under these conditions
– Water is present in a liquid state
– The ambient air temperature is below 0°C
– The airframe temperature is below 0°C

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EFFECTS OF ICING
 Aerodynamic
 The spoilt aerodynamic shape tends to mean:
 Reduced lift
 Increased drag
 Increased weight
 Increased stalling speed
 Increased fuel consumption

 A thin covering of ice can cause


 a reduction of lift of up to 30% and an increase in drag of up to
40%.

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EFFECTS OF ICING cont..
 Weight
 In severe icing conditions:
Loss of stability due to the uneven formation
of ice on the airframe
Altering centre of gravity
 Ice break off from propellers can lead
to skin damage

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EFFECTS OF ICING cont..
 Instruments
 block pitot and static sources leading to false readings or
indications in any pressure instrument
 Other Effects
 Windscreens can be obscured
 Ice or frost on the airframe increases friction
 Ice in landing gear wells can cause difficulties in retraction
 Ice on aerials can cause static charges

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ICING INDEX (RATE OF ACCRETION)
INDEX RATE

Icing Index Low Light icing

Icing Index Moderate icing


Moderate
Icing Index High Severe Icing

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ICAO DEFINITIONS
RATE ACTION
Light Icing Change of heading or altitude
not considered necessary

Moderate Change of heading or altitude


Icing considered desirable

Severe Icing Immediate change of heading


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and/or altitude necessary 3/1/2012
AIRFRAME ICING
 Pilot encountering unforecast icing
 requested to report
 the time
 location
 Level
 Intensity
 icing type and
 aircraft type
 to the ATS unit they are operating with.

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REPORTING DEFINITIONS
• The following definitions are reporting definitions, they are not
necessarily the forecasting definitions
– Trace
• Ice becomes perceptible;
• rate of accumulation slightly greater than the rate of sublimation
• Not hazardous even though de-icing/anti-icing equipment is not used unless
ice is encountered for more than one hour.
– Light
• The rate of accumulation might create a problem if flight in this environment
exceeds 1 hour.
• Occasional use of de-icing/anti-icing equipment removes/prevents
accumulation

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REPORTING DEFINITIONS cont..
 Moderate
 The rate of accumulation is such that
 even short encounters become potentially hazardous and
 the use of de-icing/anti-icing equipment, or diversion, is necessary.

 Severe
 The rate of accumulation is such
 that de-icing/anti-icing equipment fails to reduce or control the hazard.
 Immediate diversion is necessary.

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ICE ACCRETION ON GROUND
• Frost Point
– The temp to which moist air must be cooled in order to just reach the
condition of saturation with respect to a plane ice surface.
– Further cooling induces deposition of ice in the form of hoar frost on
solid surfaces, including other ice surfaces.
• Packed Snow
– Fallen snow that collects on the upper surfaces of an aircraft.
• Hoar Frost
– A white semi-crystalline coating of ice that occurs in clear air.
– Forms on clear cloudless nights when the air temperature around the
aircraft falls below 0°C and then below the frost point temperature.

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ICE ACCRETION ON GROUND cont..
• Rime Frost
– A white opaque coating of ice that appears on the windward side of
objects.
– Forms from freezing fog or due small droplets. When the air
temperature falls below the dew point excess water vapour condenses
into water droplets.
• Glaze Ice
– A clear coating of ice which forms from rain freezing on a cold
aircraft.
– Rain falling from cold air ahead of a warm front, from NS, lands on
an aircraft with a skin temperature below freezing.
– The sheet of water formed on the aircraft freezes into a coating of
clear or glaze ice.

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ICE ACCRETION IN AIR
• Super Cooled Water Droplets
– Supercooled water droplets exist because of the lack of freezing
nuclei in the atmosphere.
– Airframe icing in flight caused
• by the collision of the aircraft with supercooled water droplets.
– Water droplets that remain liquid at temperatures below 0°C
• unstable and freeze on contact with an airframe.
– Supercooled water droplets exist from 0°C to –40°C and vary
in size considerably

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ICE ACCRETION IN AIR cont..
TEMPERATURE SIZES OF DROPLETS
0°C to –20°C Both large and small supercooled water
droplets can exist.
- 20°C to –40°C Large supercooled water droplets tend
to freeze. Small supercooled water
droplets can exist.
Below – 40°C Most droplets will have frozen. Some
very small droplets can remain in the
liquid state

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SIZES OF DROPLETS
• Large Supercooled Water Droplets Occur in:
– Large CU and CB from 0°C to – 20°C
– NS at temperatures from 0°C to – 10°C, or
– If the NS has been formed orographically between 0°C to –
20°C
• Small Supercooled Water Droplets at lower
temperatures where there are relatively weak up-currents of
air:
– Large CU and CB from – 20°C to – 40°C
– NS at temperatures from – 10°C to – 40°C
– ST, SC, AS, AC from 0 to – 40°C

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COLLISION WITH DROPLETS

• Collision can occur with any of the following:


– Wing leading edges
– Engines
– Windscreen and antennas
– The whole tail unit
• The airflow around the airframe
– depends upon the design.
– Deflection of the airflow grows with the thickness of the object.
– Deflection around an extremely thin aerofoil becomes negligible
• Small deflection, great collection
• Large deflection, small collection
• Thin or narrow protruding aerofoils
– collide with more droplets than thicker or broader aerofoils in terms of unit of
area.

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SPEED OF AIRCRAFT RELATIVE TO AIR
(TRUE AIR SPEED)
• The number of droplets hitting the aircraft depends
– upon the speed of the aircraft through the air
• At low speed
– mainly large droplets that impact since smaller droplets will be
displaced by the airflow round the wing
• At higher speeds
– smaller droplets are given less time to be deflected and strike the
leading edges of the aircraft.

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SPEED OF AIRCRAFT RELATIVE TO AIR
(TRUE AIR SPEED) cont..
 Hence an aircraft:
 Impacts with larger droplets more easily than small droplets
 With a lower TAS an aircraft impacts with fewer droplets and at a
lower rate of impact
 Is impacted more often on sharply curved parts such as radio
antennas
 Is impacted by small droplets in the area around the stagnation point
of the wings, while large droplets hit the aircraft within a much
wider area.

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IMPACT ON AEROFOIL
• The airflow around a wing causes heating
– Due to friction against the wing leading edge
– Through adiabatic heating due to increased air pressure ahead of the wing.
• Increased airspeed leads to kinetic heating
– May take aircraft in or out of icing range & calculated as shown below
• Temperature Rise (°C) = (TAS ÷ 100)2
– Flying at speeds over 500 knots TAS results in a heating of the surface of
the aircraft of 25ºC (this may melt great deal of icing)
– speeds lower than 500 knots
• kinetic heating does not have as great an effect.
• Heating depends upon
– the heat conductivity of the aircraft material and will vary along the wings.
– A cooling effect due to evaporation from the leading edge of the wing will
be experienced.

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TYPES OF AIRFRAME ICING
• Glaze Ice or Clear Ice
• Forms due to presence of large super cooled water droplets
– only a fraction of the water droplet will freeze
– latent heat released allowing flowback over the wing.
– flowback over the wing gradually freezes slowly by conduction
– result is a hard translucent coating of ice that is both difficult to see
and difficult to remove.
• Usually classed as moderate to severe.

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TYPES OF AIRFRAME ICING cont..
• Rime Ice
• An opaque ice due small super cooled water droplets.
– Small super cooled water droplets tend to freeze immediately on
impact particularly at temperatures below – 20°C.
– The droplets solidify with no flowback and tend to trap pockets of
air between themselves.
– Rime Ice is opaque white appearance.
– Icing easy to see and brittle and easy to remove.
• Usually classed as light to moderate.

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TYPES OF AIRFRAME ICING cont..
• Mixed (Cloudy) Ice
• Mixed icing forms in clouds where:
– There are both large and small super-cooled water droplets
– There are strong and weak up-currents
– The temperature is intermediate between those required to form
the individual type of icing
• Mixed Ice will form in:
– NS around – 10°C
– CU and CB around – 20°C

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TYPES OF AIRFRAME ICING cont..
• RAIN ICE
• Forms by the same method as glaze ice.
– aircraft flying in cold air ahead of a warm front, above the freezing
level, with skin temperature below 0°C.
– Rain from the over lying warm sector, at temperatures above 0°C,
falls onto the cold aircraft.
– The super cooled water droplets
• striking the upper surfaces of the aircraft spread in the same manner as glaze
ice and creates a clear sheet of ice.
– The severe icing that forms is difficult to remove.
• occurs in a narrow range of altitudes at low level.
• Common in winter over Central Europe and North America.

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ICE PROTECTION
• Anti Icing
• Prevents the formation of ice. Normal anti icing systems include:
– Kill frost paste smeared along leading edges
– Heated windscreen and pressure head
– Hot air system on leading edges and tailplane
– Hot air system on engine cowling lips and spinner
– Anti icing fluids
• De Icing
• Removes ice accretion once it has formed
• can be chemical, thermal or mechanical:
– De icing fluids
– Pulsating rubber boots
– Hot air systems
– Electrical heating systems
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ENGINE ICING
 TYPES
 Piston engine icing
 Carburettor Icing

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PISTON ENGINE ICING
• Impact Icing
– Ice collecting on the air intake reduces the size of the orifice until
the engine is starved of air
• Propeller Icing
– An aerofoil which can be changed in shape by icing, hence impairing
its efficiency

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CARBURETTOR ICING
• When air pressure decreases
– an adiabatic cooling takes place and, if the air is humid enough,
condensation occurs.
– At temperatures below zero, sublimation with the forming of ice crystals
takes place.
• In a piston engine
– evaporation and a reduction of pressure takes place in the carburettor.
• When humid air at temperatures between –18°C to +30°C is cooled
in (or against the cold material in) the carburettor
– ice plugs may form choking the engine.
– Carburettor ice is prevented or melted away by ducting pre-heated air
into the carburettor
• this has a negative effect on the power of the engine.

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CARBURETTOR ICING cont..

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JET ENGINE ICING
• Forms on intake lips or inlet guide vanes.
• Break-off of this icing can cause damage to the engine blades.
• May be encountered in the early inlet stages
– where the engine is at high speed and the aircraft speed is low.
– Adiabatic cooling may occur and temperature reductions of 5°C can
result.
• More prevalent in freezing conditions where there is precipitation.
• Engine anti icing must be selected when:
– There is precipitation
– The indicated outside air temperature is +10°C or below

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AVOIDANCE OF ICING
 Never take off
 with ice, frost or snow on an aircraft.
 In flight
 do not enter icing or potential icing situations unless the aircraft
is cleared for flight in icing conditions.

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