April 8, 1947. L. A. WILLIAMS, JR.

, ETAL 2,418,682
ROPELER DE-CER
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PROPEER DE-CER
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 Patented Apr. 8, 1947
2,418,682
UNITED STATES PATENT OFFICE
2,418,682
PROPELLER, DECER
Lynn A. Willians, Jr., Northfield, and Henry J.
De N. Wicicouai, Chicago, l.; said Williams as
signor to Stewart-Warner Corporation, Chi
cago, Ill., a corporation of Virginia; Thelma,
RicColluria, executrix of said Henry J. Be N.
McColtan, decease, assignor to Stewart
Warner Corporation, (Chicago, I., a corpora
tion of Virginia,
Application IAarch 20, 1943, Serial No. 479,896
12 Claims. (C. 244-34)
2
Our invention relates to propeller de-icers and a new and improved propeller de-icer which is
more particularly to a propeller de-icer wherein sturdy, reliable, efficient, and inexpensive to man
internal combustion heaters are located in the ufacture and install.
hollow blades of an airplane propeller. Another object of our invention is to provide
In airplane operation, considerable difficulty is a new and improved propeller de-icer Which re
experienced with the formation of ice on the pro quires a minimum of attention on the part of the
peller blades inder certain conditions of atmos Operator of the aircraft.
pheric temperature, and humidity. Attempts Other objects and advantages will become ap
have been made in the past to eliminate the for parent as the description proceeds.
mation of this ice by discharging of the engine 10 In the drawings:
exhaust gases through passages in the propeller Fig. 1 is an irregular, sectional view showing
blades With a view to heating these blades sufi our invention applied to a controllable pitch pro
ciently to prevent the formation of ice thereoin. peller. This view is taken generally on the line
Such arrangements have numerous disadvan - of Fig. 3;
tages and have proved unsatisfactory. 5 Fig. 2 is a transverse, sectional view through
Attempts have also been made to solve the de One of the propeller blades and is taken on the
icing problem by installing electric heaters in the line 2-2 of Fig. 1;
propelier blades. Such heaters are heavy and Fig. 3 is an irregular, sectional view taken gen
consume greater quantities of current than are erally on the line 3-3 of Fig. 1; and
readily available, so that a special generator must 20 Fig. 4 is a view showing a partial, longitudinal
be installed to furnish the current for such Section through a propeller blade. This view is
heaters. The addition of this special generator on an enlarged Scale and is taken on the line
materially increases the weight of the installa 4-4 of Fig. 2.
tion and results in a substantial reduction in the In the drawings, we have shown our invention
power output of the airplane engine where this 25 as being applied to a typical adjustable pitch
generator is driven by: Such engine. Where a propeller of the automatic type wherein weights
special engine is provided to drive the generator, Or other suitable devices are utilized to shift the
the Weight of the installation is still further in propeller blades to afford a substantially uniform
creased. propeller Speed for all conditions of operation.
An object of our invention is to provide a new In general, this adjustable pitch propeller is il
and improved propeller de-icer which will Sup lustrated as comprising three hollow blades 9,
ply the desired quantity of heat and which can each having a root or base end i2 rotatably
readily be rendered inoperative when heat for mounted in a bearing 4 carried in One of the
de-icing is not required. arms 6 of a hub 8. As best shown in Fig. 3,
Another object of our invention is to provide a the hub i8 is attached by bolts 29 to the flange
new and improved de-icer wherein internal con 22 of a sleeve 24 having longitudinally extending
busticn heaters are located in the shanks of hol Splines 25 located in longitudinal grooves 28
low propeller blades and are supplied with fuel formed in the Crankshaft 3 or an extension
by a barometric control which meters the fuel attached thereto and rotatable therewith. Each
to furnish the correct amount for constant pro of the propeller blades is rotatable for pitch ad
peller Speed at any altitude. - justment in its bearing by a ring gear 32 which
Another object of our invention is to provide meshes with a common bevel gear 34 driven by
a propeller de-icer which may be readily in the pivoted. Weights or other automatic adjust
Stalled in an adjustable pitch propeller of the ing means. The propeller mechanism thus far
types now in service. 45 described is 'no part of our inventions and has
Another object of our invention is to provide merely been selected as typical of adjustable
a new and improved propeller de-icer which re pitch propeller mechanisms. In some instances,
quires only a Small amount of electrical current the blades of an adjustable pitch propeller are
for its operation. W shifted to vary their pitch by an electric motor,
Another object of our invention is to provide 50 hydraulic motor, or ; other suitable manually or
a new and improved propeller de-icer which may automatically controlled mechanisms and our
be supplied with fuel from the main fuel tank invention is intended to be used with all types
or tanks of the aircraft or may have its own sepa Of variable pitch propellers.
rate Source of fuel Supply as desired. An internal combustion heater 36 is located in
Another object of our invention is to provide 55 the base of each propeller blade adjacent the
 2,418,682
3 4.
root end 12 thereof. Each heater 36 comprises
a combustion chamber 38 having a cylindrical
Wall 40 and an end wall 42. Combustible mixture
is supplied to that portion of the combustion
chamber adjacent the end wall 42 by an induc
tion tube 44 having a curved end 46 located in
the combustion chamber and serving to preheat
the mixture supplied thereto. The induction tube
44 is preferably of uniform diameter and dis
charges the combustible mixture in such manner
as to create a ring of flame in the combustion
chamber.
A housing 48 is attached to the cylindrical Wall
40 of the combustion chamber and provides a
passage 50 in which a plug type of electric ig
niter 52 is located. The igniter 52 is of smaller
diameter than the passage 50, so that an annu
lar space is provided around the igniter for pas
sage of combustible mixture therepast. Part of
the combustible mixture delivered by the induc
tion tube 44 flows through an inlet 54 into the
lower end of passage 50 and is heated as it passes
between the igniter 52 and the Wall of the pas
sage 50. This mixture is ignited by the hot wire
55 located in the end of the igniter and the burn
ing mixture passes from the passage 50 through
outlet 56 into section 58 of the combustion cham
ber which is located between rings 60 and 62.
The ring 60 has an in Wardly projecting por
tion 64 which is directed toward the wall 42 of 30
the combustion chamber and tends to prevent
liquid fuel from escaping from that portion of
the combustion chamber which contains the end
46 of the induction tube except by passing into
the passage 50, where it is Vaporized by the ig
niter 52. The ring 62 tends to prevent the escape
of any liquid fuel from the portion 58 of the
Combustion chamber and the combination of these
rings effectively insures complete combusticn of
all liquid fuel before this fuel can pass out of 40 From the foregoing, it will be apparent that
the combustion chamber.
Certain features pertaining to the construction
and arrangement of the combustion chamber, in
duction tube, and igniter are the sole invention
of Henry J. De N. McCollum and are claimed in
his co-pending applications, Serial No. 477,080,
filed February 25, 1943, and Serial No. 478,258,
filed March 16, 1943.
Each induction tube 44 extends through a Wall
of a propeller blade and has an inlet end at
tached to a Wenturi tube 66. Each Wenturi tube
has a restricted throat into which fuel is dis
charged by a fuel jet 68 connected by a flexible
hose 70 to a nipple 12 attached to a slinger ring
14. The tube 66 and jet 68 constitute a car
buretor supplying a combustible mixture to the
combustion chamber. The slinger ring is V
shaped in cross-section and rotates with the pro
peller hub 8. The flexible,hoses 70 permit the
individual propeller blades to be rotated relative
to the hub 8 for pitch adjusting purposes without
disturbing the Supply of fuel from the slinger
ring 74 to the burners located in these blades.
Fuel is supplied to the slinger ring 74 by a
stationary pipe 76 Supported in a bracket 78 at
tached to any suitable part of the airplane en . Supply of fuel to the burners. Likewise, when
gine or fuselage. The pipe 76 has a curved end
80 forming a spout located in the groove of the
slinger ring 74 and delivering fuel to this ring
as the latter rotates with the propeller blades. 70 propeller blades and the control switch 88 should
A second pipe 82 leads from an engine fuel tank
or a separate fuel tank for the de-icer, as may ler de-icer is Only needed when atmospheric tem
be preferred, and is connected to the pipe 76 by
way of a solenoid control shut-off valve 84 and
an altitude compensator 86 which varies the rate
of flow of fuel to the slinger ring in accordance
with variations in atmospheric density. Such
altitude compensators are Well-known and any
suitable type may be used. The solenoid valve
5 84 is opened by closing a switch 88 in a circuit
connecting this valve with a suitable source of
electrical energy, such, for example, as a bat
tery 90.
The fuel delivered to each Venturi tube 66 by
0. its associated jet 68 nixes with air entering the
inlet or lefthand end of the Venturi tube to form
a mixture of fuel and air. Which is delivered to a
combustion chamber 42 through an induction tube
44. The inlet of each Wenturi tube 66 is exposed
15 to the pressure existing in the spinner 92. This
Spinner serves to protect the inlets of the Wen
turi tubes against dirt and moisture, but the in
terior of this Spinner is in open communication
With atmosphere and the pressure in this spin
20 ner varies with variations in atmospheric pres
Sle. -
The mixture of fuel and air supplied to each
combustion chamber burns therein and is dis
charged into the interior of one of the hollow
propeller blades 9 where it mixes with second
alry air drawn into the interior of the blade
through openings 94 located opposite the base
of the combustion chamber and serving to con
nect the interior of this blade with the interior
of the Spinner 92. This secondary air mixes with
the hot products of combustion issuing from the
combustion chamber and somewhat reduces the
temperature of these products of combustion.
The resulting admixture of products of combus
35 tion and Secondary air then flows radially out
Ward of the blades under the influence of cen
trifugal force and is discharged to atmosphere
through a suitable outlet of openings 96 adjacent
the tip of the blade. -
the action of centrifugal force on the products
of combustion and secondary air is relied upon
to move these fluids from the roots to the tips
of the propeller blades. The same centrifugal
force which causes this flow of gases toward the
tips of the propeller blades also serves to draw
combustible mixture into the combustion cham
bers and Secondary air into the place through
the openings 94. Centrifugal force acting on the
50 fuel in the flexible hoses 70 feeds this fuel toward
the Venturi tubes 66 and jet 68 and the nipples
T2 are preferably provided with restrictions 98
to insure even distribution of the fuel among
the several burners and uniform rates of flow to
these burners.
Each burner has a sufficient heat output to
melt any Snow and ice which may collect on its
propeller blade and to maintain this blade
throughout its entire surface area at a temper.
60 ature above freezing throughout the atmospheric
temperature range which is favorable to the
formation of ice and Snow on the propeller blades.
When the atmospheric temperature is above
freezing, no heat, of course, is required and the
Switch 88 may then be opened to shut off the
the atmospheric temperature is well below freez
ing and all moisture in the air is frozen in the
form of Snow or ice, there is no need to heat the
be in the Open or off position. Our novel propel
perature and humidity conditions are such that
Snow and ice tend to accumulate on the propeller
75 blades and the solenoid valve 84 controlled by the
 5 6
manual switch 88 provides a ready means for
Starting and stopping the operation of our pro
peller de-icer.
The exhaust outlets at the tips of the propeller
blades are preferably located at the extreme end,
as is the outlet indicated by reference charac
ter 96. However, these outlets may, if desired,
be located a short distance from the extreme end
of the propeller blade, as is the outlet 96. This
latter outlet is so positioned that the suction cre
ated by a propeller blade as it moves through the
air also tends to create a circulation through
the propeller blade. Since the pull of centrifu
gal force is Sufficient to provide the requisite flow
through the hollow propellerblade, the additional
pull of Suction is not required and the position
of the Outlet 96’ has the slight disadvantage that
a partially dead space is formed in the extreme
tip of the propeller blade where condensed mois
ture may collect. Either arrangement of the ex
haust outlets, however, Will provide Satisfactory
operation,
In the particular embodiment shown in the
drawings, the igniters 52 are supplied from the
same battery which furnishes the current for
opening the solenoid fuel Valve 84. Each igniter
52 has a Wire leading to a two part metal
sleeve 02 which rotates with the propeller hub
8. This two part sleeve is mounted on an in
sulating ring 4 interposed between the sleeve
f02 and a supporting sleeve G6 attached to the
hub. 8, by bolts 20. Electricity is conducted to
the sleeve O2 by a carbon contact 8 resiliently
mounted in a stationary housing ?o supported
in a bracket attached to the forward end of
the engine or any Suitable part of the airplane
fuselage. A conductor 2 connects the brush
to a push button switch f4, which in turn is.
connected to the battery. 90 by wire 6.
In order to prevent any sparks formed at the
contact 08 from igniting fuel in the slinger ring
14, we preferably provide a two part ring 02
with a radially extending flange 8 which forms
a shield between the contact 08 and the slinger
ring. It is understood that the wires 100 con
necting the igniters with the ring 02 are suffi
ciently flexible to permit the individual propeller
blades to be rotated in the hub 8 to change
the pitch of these blades without disturbing the
electrical connections to the igniters.
Whenever it is desired to start the propeller de
icer, the pilot or a member of the airplane crew
closes the switch 88 and presses down on the
push button 4. When switch 88 is closed, Sole
noid valve 84 opens and permits fuel to flow to
the jets 68. As the fuel is discharged from these
jets, it mixes with air entering the Venturi tube
66 and forms a fuel and air mixture delivered to
the combustion chambers by way of induction
tubes 44. As soon as the pilot has closed the
switch 88, he presses down on the push button
f4, thereby closing the circuits to the several
igniters 52. In a few seconds, the hot wires 54
of these wires reach ignition temperature. Part
of the fuel and air mixture delivered to the Con
bustion chambers enters the passages 50 sur
rounding the igniters 52 and is ignited by the
hot wires of these igniters. The resulting con
bustion ignites all of the combustible mixture be
ing supplied to the combustion chambers by the tion between said ring and said carburetor, and
induction tubes 44 and as soon as this occurs a 70 means for igniting combustible mixture supplied
ring of flame is created in the base of each com
bustion chamber which suffices to maintain com
bustion therein. The push button 4 may then
be released to disconnect the igniters from their
Source of current, 75 blade and an Open end directed toward the tip of
When the induction tubes. 44 are cold, some.
of the fuel entering the combustion chambers.
may still be in liquid form. The rings. 60 pre
vent this fuel from passing from the combus
tion chambers directly into the blades. Oand.
deflect this liquid fuel into the passages. 50 Sur
rounding the igniters 52. The heat of these ig
niters Vaporizes this liquid fuel and forms a rich
mixture which may be readily set on fire by the
0. hot wires 55. If the push button switch. 4 is
not closed immediately after the switch. 88 is
closed, the igniters 52 remain cold and liquid fuel
entering the passages 50 may flow upwardly along
the walls of these passages and into the upper
5 parts of the combustion chambers. Under these
conditions, the rings 62 will prevent the escape.
of this fuel from the combustion chambers into
the interior of the propeller blades.
The rings 60 and 62 also serve to retard. Some
20. what the outward flow of gases from the combus
tion chambers and thus promote complete com
bustion of the gases prior to discharge of these
gases from the outlet ends of the combustion
chambers.
25 The gases discharge from the combustion
chambers and mix with secondary air admitted
through the openings 94 in the bases of the pro
peller blades and the admixture thus formed
then flows lengthwise of these blades. This ad
30 mixture is hottest adjacent the discharge ends.
of the combustion chambers and gradually cools
as it travels lengthwise of the propeller blades.
However, the rate of transfer between these gases,
and the Walls of the propeller blades varies. With .
35. the rates of flow of these gases, being greatest
where the rates of flow are greatest. The cross
sectional areas of the hollow interiors of the pro
peller blades decrease from a maximum adjacent
the roots of these blades to a minimum adjacent
40 the tips of these blades, so that the rate of heat
transfer from the gases to the blades tends to in
crease as the gases approaches the tubes due to
the greater rate of flow of these gases.
... Our new and improved propeller de-icer is par
ticularly adapted for de-icing airplane propellers
of the adjustable pitch type, but it is also equally
useful in de-icing fixed types of airplane pro
pellerS. and also propellers used for driving sleds.
Or for any other purposes where the propeller is
50 eXposed to temperature and humidity conditions
Which favor the accumulation of ice or snow on.
the propeller blades. '- - .
While we have shown and described only a
Single embodiment of our invention, it is to be un
55 derstood that our invention is not limited to the
details shown and described, but may assume nu
merous other forms and that the scope of our
invention is defined by the following claims.
We claim:
1. A propeller de-icer, comprising a propeller
having a hollow blade, a combustion chamber ro
tatable With said propeller and Supplying hot
products of combustion to the interior of said
blade, a stationary source of fuel for said com
65 bustion chamber, a rotating U-shaped ring mov
able with said propeller, a connection for con
ducting fuel from Said source to said ring, a car
buretor for said combustion chamber, a connec
to Said combustion chamber by said carburetor.
2. De-icing means for a hollow propeller blade,
comprising a cup-shaped combustion chamber
having a base located near the hub end of said.
 2,418,682
7 8
said blade, an induction tube extending through
a wall of said blade, a carburetor connected to
the outer end of said induction tube, means for
supplying fuel to said carburetor, a housing at
tached to a side wall of said combustion, chamber
and having a passage connected at Opposite ends
to said combustion chamber, an electrical igniter
located in said housing, a ring for deflecting liquid
fuel from said combustion chamber into Said pas
sage, and a second ring for preventing liquid fuel
leaving said passage from passing out of Said
combustion chamber.
3. Apparatus of the class described, comprising
a propeller having a plurality of hollow blades
rotatable about the axis of a common drive shaft,
an internal combustion heater for each of Said
blades, an electrical igniter attached to each of
said heaters, a carburetor for each of said heat
ers, said heaters, carburetors and igniters being
blade and an open end directed toward the tip
rotatable about said axis, a non-rotatable Source 20 of said blade, an induction tube extending through.
of fuel for said carburetors, a slinger ring rotat a wall
able with said blades about Said axis, a Connection
between each carburetor and Said ring, a non the outer end of said induction tube, means for
rotatable nozzle for supplying fuel to said slinger supplying fuel to said carburetor, a housing at
ring, altitude responsive means for varying the 25 tached to a side Wall of said combustion chamber.
rate of fuel flow to said slinger ring, a Solenoid
valve for cutting off the flow of fuel to said ring,
a manual SWitch for controlling Said Valve, a non
rotatable source of current for said igniters, a
rotating ring electrically connected to all igniters,
a stationary brush contacting said ring and con
nected to a source of current, and a push button
controlling electrical connection between said
brush and said source.
4. Apparatus of the class described, comprising
a propeller having a plurality of hollow blades
rotatable about the axis of a COmnon drive shaft,
an internal combustion heater for each of said
blades, an electrical igniter for each of said heat
ers, a carburetor for each of Said heaters, said
heaters, carburetors and igniters being rotatable
about Said axis, a non-rotatable source of fuel
for said carburetors, connections between said
carburetors and said source, a solenoid valve for
cutting off the flow of fuel to said carburetor, a
manual SWitch for controlling said valve, a non
rotatable source of current for said igniters, a
rotating ring electrically connected to all igniters,
a Stationary brush contacting said ring and con
nected to a Source of current, and a switch con
trolling electrical connection between said brush
and Said Source.
5. Apparatus of the class described, compris
ing a propeller having a plurality of hollow
blades rotatable about the axis of a common drive
shaft, an internal combustion heater for each of
Said blades, an electrical igniter for each of said
heaters, a carburetor for each of said heaters,
Said heaters, carburetors and igniters being ro
tatable about said axis, a non-rotatable source
of fuel for said carburetors, a slinger ring rotat
able with Said blades about said axis, a connection
between each carburetor and said ring, a solenoid
valve for cutting off the flow of fuel to said ring,
a manual switch for controlling said valve, a
non-rotatable source of current for said igniters,
a rotating ring electrically connected to all ig
niters, a stationary brush contacting said ring
and connected to a source of current, and a push
button controlling electrical connection between
said brush and said source.
6. Apparatus of the class described, comprising
a propeller having a hollow blade rotatable about
the axis of a drive shaft, an internal combustion 75.
heater for said blade, an electrical igniter for Said
heater, a carburetor for said heater, Said heater,
carburetor and igniter being rotatable about Said
axis, a non-rotatable source of fuel for Said car
buretor, a slinger ring rotatable with Said blade
about said axis, a connection between each car
buretor and said ring, a non-rotatable nozzle
for supplying fuel to said slinger ring, a Solenoid
valve for cutting off the flow of fuel to said ring,
O a manual switch for controlling Said Valve, a.
non-rotatable source of current for Said igniter,
a rotating ring electrically connected to Said,
igniter, a stationary brush contacting Said ring.
and connected to a source of current, and manual,
15 means controlling electrical connection between
Said brush and Said source.
7. De-icing means for a hollow propellerblade,
comprising a cup-shaped combustion chamber.
having a base located near the hub end of Said
of said blade, a carburetor connected to.
and having a passage connected at Opposite ends
to said combustion chamber, an electrical igniter
located in said housing, and a ring for deflecting
liquid fuel from said combustion chamber into
30 Said paSSage. . . .. -
8. Apparatus for de-icing a hollow blade pro
peller, including in combination, a combustion
chamber mounted within and rotatable with said
propeller and supplying hot products of com
35 bustion to the interior of said blade, a Venturi
tube secured to the blade having an inlet open
ing communicating with atmosphere and an out
let opening within said combustion chamber, and
means including a conduit rotating with the blade
40 having an outlet opening for supplying fuel to
Venturi tube and air inlet, an annular passage
rotatable with the propeller connected to said
inlet, and a fixed conduit associated with said
annular passage for Supplying fuel to the con
bustion chamber.
9. De-icing apparatus for a hollow propeller
blade, including in combination, a cup-shaped
combustion chamber having a base located near
the hub end of said blade and an open end di
50 rected toward the tip of said blade, means for sup
plying carbureted fuel to the interior of said com
bustion chamber and near its base, means includ
ing an igniter and a conduit in which said igniter.
is located communicating with said combustion
55 chamber near its closed and open ends, and a
ring Secured inside said combustion chamber be
tween the ends of said igniter containing conduit
for defecting liquid fuel from said combustion
chamber into said conduit.
60 10. Apparatus for de-icing a hollow blade pro
peller, including in combination, a cup-shaped
combustion chamber mounted within the pro
peller blade, and having a base located near the
hub end of said blade and an open end directed
65 toward the tip of Said blade, means including
an induction tube discharging into said chamber
adjacent the base of said cup for supplying fuel to
said chamber, a pair of fuel deflector rings lo
cated between said base and the open end of said
70 cup, each of said rings having inwardly pro
jecting inclined flanges for preventing escape of
liquid fuel from said combustion chamber, a by
pass passage located around the ring nearest the
base, and an igniter located in said by-pass pas
Sage, ... . . . . . . .. .. . . ..
. Y - - :
 2,418,682
O
11. Apparatus for de-icing a hollow blade pro by-pass passage around one of Said rings, and
peller, including in combination, a combustion an igniter located in Said by-pass passage.
chamber rotatable with said propeller and Sup LYNN A. WILLIAMS, JR.
plying hot products of combustion to the interior HENRY J. DE N. MCCOLLUMI.
of the blade, means including a stationary fuel
jet and an annular inWardly opening ring facing REFERENCES CITED
the jet and rotatable with the propeller for sup The following references are of record in the
plying fuel to the ring, a carburetor rotatable file of this patent:
with the combustion chamber, and a fuel connec
tion between said ring and said carburetor for O UNITED STATES PATENTS
Supplying fuel from said ring to said carburetor. Number Name Date
12. An internal combustion heater, comprising 1,099,083 Duc -------------- June 2, 1914
a cup-shaped combustion chamber through which 1,519,444 Fales --------------- Dec. 16, 1924
liquid fuel tends to escape, a secondary air cham 2,011,061 Loescher ----------- Aug. 3, 1936
ber Surrounding Said combustion chamber into 5 2,073,552 Curioni ------------ Mar. 9, 1937
which the products of combustion from the open 2,142,601 Bleecker ----------- Jan, 3, 1939
end of said cup-shaped chamber flow, an induc FOREIGN PATENTS
tion tube for Supplying combustible inixture to
said combustion chamber, said induction tube Number Country Date
discharging into Said combustion chamber adja 20 27,087 British -------------------- 1910
cent the base of said cup, a pair of spaced apart 275,677 British ------------ Mar. 22, 1928
rings located between said base and the open end 227,151 British ------------- May 30, 1924
of Said cup, each of said rings having inwardly 1,132 British --------------------- 1911.
projecting inclined flanges for preventing escape 47,909 Neth. ------------- Mar, 15, 1940
of liquid fuel from said combustion chamber, a 25