Chapter 6

Environmental Control
Systems
6.1. Air-conditioning System
• Throughout the operation of an aircraft,
whether on the ground or in the air, the crew
and passengers must be kept in comfortable
conditions.
• They must be neither too hot nor too cold, they
must have air to breathe and they must be kept
in comfortable atmospheric pressure conditions.
• This is by no means easy, given the rapid
changes in climatic conditions and internal
temperatures seen by aircraft in flight from one
• A military aircraft may have only a small crew, but
the aircraft may be designed to perform in
climatic extremes ranging from Arctic to full
desert sunlight.
• A commercial aircraft may carry over 300 fare-
paying passengers.
• In neither case can the human cargo be subjected
to extremes of discomfort – passengers will go to
another airline and the military crew will not
perform at their most effective.
Cooling system

• There are two main types of refrigeration

systems in use:
• Air cycle refrigeration systems
• Vapor cycle refrigeration systems
 Air-cycle cooling system

• The basic principle is that energy (heat) is

removed by a heat exchanger from compressed air
which then performs work by passing through a
turbine which drives the compressor, and hence
energy is transferred resulting in a reduction in
temperature and pressure.

• The resultant air is then at a temperature (and to a

small extent pressure) below that at which it
entered the compressor.
• Air cycle refrigeration systems are used to cool
engine bleed air down to temperatures required
for cabin and equipment conditioning.
• Since engine bleed air is generally available, air
cycle refrigeration is used because it is the
simplest solution to the cooling problem, fulfilling
both cooling and cabin pressurization
requirements in an integrated system.
• However, although lighter and more compact
than vapor cycle, air cycle systems have their
limitations.
• Very large air flows are required in high heat load
applications which require large diameter ducts
with the corresponding problems of installation in
the limited space on board an aircraft.
• Large engine bleed flows are detrimental to engine
performance and large aircraft drag penalties are
incurred due to the need for ram air cooling.
Turbofan System

• This will typically be used in a low-speed civil

aircraft where ram temperatures will never be
very high.
• A typical turbofan system is illustrated in Figure
3.1.
Fig. 3.1 turbofan cooling system
Bootstrap System
• Conventional bootstrap refrigeration is generally
used to provide adequate cooling for high ram
temperature conditions, for example a high
performance fighter aircraft.
• The basic system consists of a cold air unit and a
heat exchanger as shown in Figure 3.2. The turbine
of the cold air unit drives a compressor.
• Both are mounted on a common shaft. This rotating
assembly tends to be supported on ball bearings,
but the latest technology uses air bearings.
• This provides a lighter solution which requires less
maintenance, for example no oil is required.
Fig.3.2 bootstrap cooling system
• Three-rotor cold air units or air cycle machines
can be found on most recently designed large
aircraft, incorporating a heat exchanger coolant
fan on the same shaft as the compressor and
turbine.
• Military aircraft tend to use the smaller and
simpler two-rotor cold air unit using jet pumps to
draw coolant air through the heat exchanger
when the aircraft is on the ground and in low
speed flight.
• Figure 3.3 shows the environmental control
system of the British Aerospace Advanced Turbo-
Prop (ATP) aircraft as a typical example.
Fig. 3.3 Example ECS
 Vapor cycle (Freon) system

• The vapor cycle system is a closed loop system

where the heat load is absorbed by the evaporation
of a liquid refrigerant such as Freon in an
evaporator.
• The refrigerant then passes through a compressor
with a corresponding increase in pressure and
temperature, before being cooled in a condenser
where the heat is rejected to a heat sink.
• The refrigerant flows back to the evaporator via an
expansion valve. This system is illustrated in Figure
Figure 3.4 Vapor cycle cooling system
• Although vapor cycle systems are very efficient,
with a coefficient of performance typically five
times that of a comparable closed loop air cycle
system, applications is limited due to:
– problems such as their limited temperature range and
– Heavy weight compared to air cycle systems
• The maximum operating temperatures of many
refrigerants are too low, typically between 65 °C
and 70 °C, significantly less than the temperatures
which are required for worldwide operation.
• It should be noted that chlorofluorocarbons (CFC)
endanger the ozone layer and are the subject of
much debate calling for a limitation in their use.
6.2. Pressurization system
• The gases of the atmosphere, although invisible,
have weight just like that of solid mater.
• The weight of a column of air stretching from the
surface of the earth out in to space is called the
atmospheric pressure.
• If this column is 1sq. in; the weight of air at sea
level is approximately 14.7lbs; and the
atmospheric pressure can be stated as 14.7p.s.i.
at sea level.
• The atmospheric pressure decreases with
increasing altitude.
 100,000

80,000

Altitude in feet
60,000

40,000

20,000

Sea Level
2 4 6 8 10 12 14

Pressure in pounds per square inch

Fig. how the atmospheric pressure decreases with altitude

Altitude Pressure Altitude Pressure
(feet) (psi) (feet) (psi)
Sea level 14.7 18,000 7.3
1,000 14.2 19,000 7.0
2,000 13.7 20,000 6.8
3,000 13.2 21,000 6.5
4,000 12.7 22,000 6.2
5,000 12.2 23,000 5.9
6,000 11.8 24,000 5.7
7,000 11.3 25,000 5.5
8,000 10.9 26,000 5.2
9,000 10.5 27,000 5.0
10,000 10.1 28,000 4.8
11,000 9.7 29,000 4.6
12,000 9.3 30,000 4.4
13,000 9.0 35,000 3.6
14,000 8.6 40,000 2.7
15,000 8.3 50,000 1.7
16,000 8.0
17,000 7.6
• THE MAIN REASON FOR PRESSURIZING AN
AIRCRAFT IS FLEXIBILITY.
• Being able to select a higher altitude may give
you the option of a
– smoother ride,
– shorten your flying time, and/or
– provide an alternative to flying in severe weather or icing
conditions.
• A pressurized aircraft can provide a comfortable
cabin environment at significantly higher altitudes
than one that is unpressurized, in which the
passengers are required to wear oxygen masks.
• Pressurization was originally developed in support
of the WW-II effort and particularly for use in the
high-altitude Boeing B-29 Super-fortress bomber.
• Today there are number of light aircraft that
feature pressurization systems that result in
shorter flying times, lower fuel burns, higher
endurance, and weather avoidance.
• Many pilots feel that they can reap the same
benefits simply by having oxygen onboard the
aircraft and breathing through individual masks,
but there are some subtle physiological drawbacks
to doing so.
Fig. Cabin pressurization control principles
Some requirements of Pressurization
system
• Cabin pressurization system for a/c flying at
higher altitude, accomplish the following:
• It must be capable of maintaining a cabin
pressure altitude of approximately 8000ft at the
maximum designed cruising altitude of the a/c.
• The system must also be designed to prevent
rapid changes of cabin altitude, which may be
uncomfortable or injurious to passengers and
crew.
• The pressurization system should permit a
reasonable fast exchange of air from inside to
outside the cabin.
• Example of the a/c and cabin altitude and
relative rates of change are shown in the flight of
the following figure.
 50

45

40
35000 Aircraft
35

30
Altitude
X1000 25

20

15

10
5300 Cabin
5
1000
0
Take-off

Fig. Compression of a/c and cabin altitude during flight in a

pressurized a/c
FIXED ISOBARIC SYSTEMS
• In the early days of general-aviation pressurization
systems, a fixed isobaric system was used that
consisted of a primary valve and a secondary, or
safety, valve.
• The primary valve utilized an aneroid that was
factory preset to maintain a given cabin altitude,
typically 8000 feet.
• The safety valve, independent of the primary, was
set to open under any one of three conditions:
when the cabin experienced maximum change of
p, negative change of p, or when the aircraft was
sitting on the ground.
• Maximum change of p represents how much cabin
pressure is allowable relative to the lower, outside
ambient air pressure.
• Negative change of p represents a situation where
the outside air pressure is greater than the
pressure inside the cabin.
• Negative pressure is a negative situation, as the
airframe structure is designed to contain pressure
like a balloon rather than withstand outside
pressure like a submarine. Negative change of p
occurs when the aircraft descends faster than the
valve can outflow cabin pressure, resulting in cabin
pressure greater than ambient.
• The third condition, when sitting on the ground, is
important because if both valves remained closed
on the ground there could be sufficient pressure to
make it difficult to open cabin doors and/or
emergency exit windows in an emergency.
 VARIABLE ISOBARIC SYSTEMS
• Today’s light aircraft cabin pressure systems are
direct descendants (taking concept) of the earlier
fixed isobaric systems.
• Instead of having a fixed system, pressurization
manufacturers relocated the aneroid to a controller
in the panel and ran pneumatic lines to the valves.
• Turning the altitude select knob on a Garrett
controller simply rotates the aneroid directly,
allowing more air to enter or leave the valve and
causing the cabin altitude to change.
• Such a direct linkage does have its problems, as it
makes setting cabin pressure in flight difficult.
• Even a small change in dial setting can cause a
rapid change because there is no rate of change
control.
• Newer systems incorporate a rate of change
function so the dial can be moved in flight, allowing
for more flexibility.
• Take, for instance, Janitrol’s pressurization system
for the Cessna P210.
• The system has four basic modes of operation:
unpressurized, isobaric, differential, and negative
relief.
• The unpressurized mode is in effect any time the
aircraft is at a lower altitude than the cabin altitude
requested by the pilot; this is common during
takeoff, climb, descent, and landing.
• The isobaric mode begins when the aircraft climbs
through the selected cabin altitude, which may
range from below sea level to 10,000 feet.
• In the P210, the pilot selects the desired cabin
altitude on the manual controller prior to takeoff;
no other imput is required through takeoff, climb,
and level-off.
• If a change of aircraft cruise altitude is required,
the pilot slowly adjusts the controller to preclude
abrupt cabin altitude changes, which can be
uncomfortable for passengers.
• The manual controller has two altitude scales, as
shown in Figure 4.4.
• The outer scale indicated cabin altitude; the inner
scale indicates the corresponding aircraft altitude
at the maximum operating cabin pressure
differential, which is the ratio between inside and
outside air pressures.
• These numbers on the controller face must be
multiplied by 1000 feet to determine the
appropriate altitude. The pilot turns the cabin rate
control knob to adjust the rate at which the cabin
pressure “climbs” or “descends” to the altitude set
on the manual controller.
• The differential pressure mode goes into operation
whenever the maximum cabin-to-ambient pressure
differential is reached.
Fig. 4.4 Cessna 340 controller face
• Because differential pressure is a measure of
internal stress on the fuselage skin, if it were to
become too great, structural damage to the
fuselage might occur.
• The transition from the isobaric mode to the
differential control is automatic.
• The operating differential normally is maintained
by the outflow valve with the safety valve acting as
a backup, allowing a pressure differential only
slightly higher than what is regulated by the
outflow valve.
• The reason for the slightly different pressure
differentials between valves is because if it were
the same on both the primary and safety valve, the
two valves would “talk” or open and close opposite
of one another, which can be uncomfortable for
passengers.
Cabin pressurization regulation laws
• When selecting the cabin pressure variation nature
with changes in flight altitude, a lot of factors are
taken in to account.
• First, to prevent a harmful effect of sharp
depressurization of the cabin in the human
organism at high altitude, the pressure differential
should be restricted.
• Second, in addition to restriction of the absolute
pressure and pressure differential between cabin
and atmosphere, the rate of pressure variation with
changes in the altitude is of vital important. The a/c
type, i.e., its maximum possible vertical rate of
climb is the major criterion in this case.
• Thirdly, when selecting the regulation law, the
flight duration and training of man also taken in to
account.
1.0
4
0.8
3
0.6
2
0.4
3’
0.2
1

2 4 6 8 10 12 14 16 18 H, Km

Fig 7.1.3 Cabin pressure regulation laws: 1-Atmospheric

pressure; 2-A/c with high rate of climb; 3- A/c with long
duration of flight; 3’- in combat mode; 4-Civil A/c
• Curve 1 shows the nature of the variation of the
atmospheric pressure according to international
standard atmosphere.
• Curve 2 characterizes the cabin pressure law for
the high rate of climb a/c which features the law
duration of flight. Such a/c are fighters and
bombers.
• This regulation law is characterized by
continuous decrease of the cabin pressure and
altitude. Up to altitude HI the cabin pressure is
equal to the ambient pressure. At altitude of HII’ the
cabin pressure drop rate becomes lower than the
atmospheric pressure drop rate. As a result, an
excessive pressure is created in the cabin. At
altitude of HIII’ the cabin and atmospheric pressure
drop rates become equal and the pressure
differential remains constant. This pressure
• Such a cabin pressure regulation law is
advantageous for short duration flights as regards
weight characteristics of the a/c and action of
explosive decompression on human organism.
• Curve 3 represents the cabin pressure regulation
law for the military a/c with the high duration and
rate of climb. Such include cargo planes and
bombs.
• Similar to the previous graph, up to an altitude of
HI the cabin pressure is equal to the atmospheric
pressure. At section HII, the cabin pressure remains
constant and equal to the atmospheric pressure at
HI. The pressure differential increases at this
section and at altitude HII reaches its maximum
value for the given types of a/c. At altitude HIII the
pressure differential remains constant and the rate
of variation of the cabin pressure is equal to the
• Curve 4 shows the regulation law for the
pressurized cabins of civil aviation a/c. This law
ensures rise of the excessive pressure differential
immediately after the take-off.

Maximum Pressure Differential

• The maximum pressure differential value varies
from aircraft to aircraft, depending on system and
structural limitations and the type of operation for
which the aircraft is designed.
• Another factor that determines the maximum
possible cabin pressure is the type of
pressurization system used. The higher the aircraft
is designed to operate, the greater the maximum
differential needed, and the stronger the
compressor output capacity required
CABIN AIR TEMPERATURE
• When air is compressed, it increases in
temperature. Turbine-engine bleed air is so hot it
always requires cooling before entering the cabin,
even if warm air is desired.
• Larger turbine-powered aircraft run the
pressurized bleed air through either air-
conditioning packs or a vapor cycle air-
conditioning system prior to cabin entry. Air from
a reciprocating-engine turbocharger may require
cooling only on warm days when the aircraft is
flying at lower altitudes.
• This typically is accomplished by routing the air
through a heat exchanger where the pressurized
air ducting is cooled by ambient ram air.
• At very cold ambient temperatures, when
considerable heat is required in the cabin, the
pressurized air may not be warm enough and a
cabin heater will be required.

Pressurization system components

• The complexity of a particular pressurization
system depends on the various functions that it is
designed to serve. In addition to maintain the
desired cabin altitude, a pressurization system may
also incorporate components to heat and cool the
air before its entering the cabin. One of the
pressurization system components is heat
exchanger.
a) The out flow valve: - is used as the primary means
of controlling the cabin pressure. This valve controls
the amount of air allowed to escape from the cabin.
This valve opens and closes (as altitude is gained,
the valve closes gradually to make a greater
restriction to the outflow of cabin air) to maintain
the desired cabin pressure.
b) The safety valve: - also called positive pressure
relief valve, opens automatically and starts
releasing cabin air when its preset pressure values
reached. The safety valve prevents the cabin from
being over pressurized, which could result in
structural failure. Sometimes the outflow valve and
the safety valve are identical in design, with the
only difference being the maximum pressure setting
and pneumatic connections for operation.
c) A dump valve: - is used to release all cabin pressurization when
the a/c lands. This valve is commonly controlled by a landing
gear squat switch which causes the dump valve to open and
equalize the cabin and ambient atmospheric pressure. This
prevents the cabin from being pressurized after landing. If the
a/c were pressurized on the ground, it might not be possible to
open the a/c cabin doors.
d) The negative pressure relief valve: - all pressurized a/c require
some form of negative pressure relief valve. This valve may also
be incorporated into the outflow valve or may be an individual
unit. A common form of negative pressure relief valve is a
simple hinged flap on the rear wall of the cabin. This valve is
opened when the outside air pressure is greater than cabin
pressure.
6.3. Deicing and Anti-icing Systems
Anti-ice-prevention of the formation of ice.
De-ice-the removal of the ice after it has formed.
Equipment designed to remove or prevent icing, whether
approved or not, comes in two basic flavors: anti-icing and
deicing.
Anti-icing equipment is turned on before entering icing
conditions and is designed to prevent ice from forming.
Deicing equipment is designed to remove ice after it begins
to accumulate on the airframe.
 Ice Control Systems
 Rain, snow, and ice are transportation’s longtime enemies.
 Under certain atmospheric conditions, ice can build rapidly on
airfoils and air inlets.
 On days when there is visible moisture in the air, ice can form on
aircraft leading-edge surfaces at altitudes where freezing
temperatures start.
 Water droplets in the air can be super cooled to below freezing
without actually turning into ice unless they are disturbed in some
manner.
 This unusual occurrence is partly due to the surface tension of the
water droplet not allowing the droplet to expand and freeze.
 However, when aircraft surfaces disturb these droplets, they
immediately turn to ice on the aircraft surfaces.
 Types of Ice
• Clear/Glaze: “sometimes clear and smooth but
usually contain some air pockets that result in a
lumpy translucent appearance, denser, harder and
more difficult to break than rime ice”
• Clear ice is hard, heavy, and tenacious. Its removal
by deicing equipment is especially difficult
• Rime: “has a rough milky white appearance and
generally follows the surface closely”
• Rime ice is lighter in weight than clear ice and its
weight is of little significance.
• Rime ice is brittle and more easily removed than
clear ice.
• Mixed
• Mixed clear and rime icing can form rapidly when
water drops vary in size or when liquid drops
intermingle with snow or ice particles
 Icing
Aircraft Icing Hazards
Icing – refers to any deposit or coating of ice on an aircraft
• Two types of icing are critical in the operation of aircraft:
induction icing and structural icing.
 Induction icing – a general term which applies to all icing that
affects the power plant operation.
• The main effect of induction icing is power loss due to ice
blocking the air before it enters the engine, thereby interfering
with the fuel/air mixture.
• Induction icing includes carburetor icing and icing on air intakes
such as screens and air scoops.
• Carburetor icing – occurs when moist air drawn into the
carburetor is cooled to a temperature less than 0 degrees Celsius
by adiabatic expansion and fuel vaporization.
 Structural icing – Airframe or structural icing refers to
the accumulation of ice on the exterior of the aircraft during
flight through clouds or liquid precipitation when the skin
temperature of the aircraft is equal to, or less than 0 degrees
Celsius.
 The primary concern over even the slightest amount of
structural icing is the loss of aerodynamic efficiency via an
increase in drag and a decrease in lift.
 Ground icing – Another important form of structural icing to be
considered is that which may occur prior to take off.
An aircraft that is ice-free is as critical for takeoff as it is in other
phases of flight, if not more so.
Causes of ground icing include freezing rain, freezing drizzle and
wet snow. Also, frost can be a significant hazard.
 Ice or frost forming on aircraft creates two basic
hazards:
1. The resulting malformation of the airfoil that
could decrease the amount of lift.
2. The additional weight and unequal formation of
the ice that could cause unbalancing of the aircraft,
making it hard to control.
 Enough ice to cause an unsafe flight condition can
form in a very short period of time, thus some method
of ice prevention or removal is necessary. Figure 15-1
shows the effects of ice on a leading edge.
 The ice and rain protection systems used on aircraft
keep ice from forming on the following airplane
components:
• Wing leading edges
• Horizontal and vertical stabilizer leading edges
• Engine cowl leading edges
• Propellers
• Propeller spinner
• Air data probes
• Flight deck windows
• Water and waste system lines and drains
• Antenna
Figure 15-3 gives an overview of ice and rain protection systems installed in a large
transport category aircraft. In modern aircraft, many of these systems are
automatically controlled by the ice detection system and onboard computers.
 Types of Ice Removal
• Anti-Icing
– Preemptive, turned on before the flight enters icing
conditions
– Includes: thermal heat, prop heat, pitot heat, fuel vent
heat, windshield heat, and fluid surface de-icers
• De-Icing
– Reactive, used after there has been significant ice
build up
– Includes surface de-ice equipment such as boots,
weeping wing systems, and heated wings
 Ice Detector System
Ice can be detected visually, but most modern aircraft have one or more ice detector sensors
that warn the flight crew of icing conditions. An annuciator light comes on to alert the flight
crew. In some aircraft models, multiple ice detectors are used, and the ice detection system
automatically turns on the WAI systems when icing is detected. [Figure 15-4]
 Ice Prevention
Several means to prevent or control ice formation are used in
aircraft today:
1. Heating surfaces with hot air
2. Heating by electrical elements
3. Breaking up ice formations, usually by inflatable boots
4. Chemical application
 Equipment is designed for anti-icing or for deicing. Anti-icing
equipment is turned on before entering icing conditions and is
designed to prevent ice from forming.
 A surface may be anti-iced by keeping it dry, by heating to a
temperature that evaporates water upon impingement, or by
heating the surface just enough to prevent freezing, maintaining
it running wet.
 Deicing equipment is designed to remove ice after it begins to
accumulate typically on the wings and stabilizer leading edges
 Thermal Pneumatic Anti-icing
 Thermal systems used for the purpose of preventing the
formation of ice or for deicing airfoil leading edges usually use
heated air ducted span wise along the inside of the leading edge
of the airfoil and distributed around its inner surface.
 These thermal pneumatic anti-icing systems are used for wings,
leading edge slats, horizontal and vertical stabilizers, engine
inlets, and more.
 There are several sources of heated air, including hot air bled
from the gas turbine compressor, engine exhaust heat
exchangers, and ram air heated by a combustion heater.
• Air Heated
– Bleed air from engine heats inlet cowls to
keep ice from forming
– Bleed air can be ducted to wings to heat wing
surface as well
– Ice can also build up within engine, so
shutoff valves need to be incorporated in
design
– Usually used to protect leading edge slat, and
engine inlet cowls
• Resistance heater
– Used to prevent ice from forming on pitot
tubes, stall vanes, temperature probes, and
drain masts
 Wing Anti-Ice (WAI) System
 Thermal wing anti-ice (WAI or TAI) systems for business jet and large-
transport category aircraft typically use hot air bled from the engine
compressor. [Figure 15-6]
 The hot air is routed through ducting, manifolds, and valves to
components that need to be anti-iced. Figure 15-7 shows a typical
WAI system schematic for a business jet.
 The bleed air is routed to each wing leading edge by an ejector in
each wing inboard area.
 The ejector discharges the bleed air into piccolo tubes for
distribution along the leading edge.
 Fresh ambient air is introduced into the wing leading edge by two
flush-mounted ram air scoops in each wing leading edge, one at
the wing root and one near the wingtip.
 The ejectors entrain ambient air, reduce the temperature of the
bleed air, and increase the mass airflow in the piccolo tubes. The
wing leading edge is constructed of two skin layers separated by a
narrow passageway.
 [Figure 15-8] The air directed against the leading edge can only
escape through the passageway, after which it is vented overboard
through a vent in the bottom of the wingtip.
 Windshield Anti-Icers

• Usually uses resistance

heat to clear windshield
or chemical sprays while
on the ground
• Liquids used include: ethylene glycol, propylene
glycol, Grade B Isopropyl alcohol, urea, sodium
acetate, potassium acetate, sodium formate, and
chloride salts
• Chemicals are often bad for the environment
 Pneumatic Deice Boot System for GA Aircraft
 GA aircraft, especially twin-engine models, are commonly
equipped with pneumatic deicer systems.
 Rubber boots are attached with glue to the leading edges of the
wings and stabilizers.
 These boots have a series of inflatable tubes. During operation, the
tubes are inflated and deflated in an alternating cycle. [Figure 15-
17] This inflation and deflation causes the ice to crack and break
off. The ice is then carried away by the airstream.
 Boots used in GA aircraft typically inflate and deflate along the
length of the wing.
 In larger turbo prop aircraft, the boots are installed in sections
along the wing with the different sections operating alternately
and symmetrically about the fuselage.
 This is done so that any disturbance to airflow caused by an
inflated tube is kept to a minimum by inflating only short sections
on each wing at a time.
 Weeping Wing
• Fluid is pumped through
mesh screen on leading
edge of wing and tail
• Chemical is distributed over
wing surface, melting ice
• Can also be used on
propeller blades and
windshields
 Propeller Deice System
 Ice usually appears on propeller before it forms on the wing
 The formation of ice on the propeller leading edges, cuffs, and
spinner reduces the efficiency of the power-plant system.
 Deice systems using electrical heating elements and systems
using chemical deicing fluid are used.
Electro-thermal Propeller Device System
 The propeller electric deicer system consists of
electrically heated single element deice boots, slip ring and
brush block assemblies, prop ammeter, a timer for automatic
operation, three power distribution panel circuit breakers,
two prop deice control circuit breakers, and two system
switches.
 The system utilizes a metal foil type, single heating
element energized by dc voltage.
 Heat from the elements dislodges the ice formed on the
blades and the ice is thrown off by centrifugal force.
 On one aircraft model, the boots are heated in a preset
sequence, which is an automatic function controlled
by a timer.
 This sequence is as follows: 30 seconds for the right
prop outer elements; 30 seconds for the right prop
inner elements; 30 seconds for the left prop outer
elements; and, 30 seconds for the left prop inner
elements.
 Once the system is turned on for automatic is
activated, it cycles continuously. A manual bypass of
the timer is incorporated. [Figure 15-36 ]
 Chemical Anti-Icing
 Chemical anti-icing is used in some aircraft to anti-ice the leading
edges of the wing, stabilizers, windshields, and propellers.

 The wing and stabilizer systems are often called weeping wing
systems or are known by their trade name of TKS™ systems.
 Ice protection is based upon the freezing point depressant concept.
 An antifreeze solution is pumped from a reservoir through a
mesh screen embedded in the leading edges of the wings and
stabilizers.

 Activated by a switch in the cockpit, the liquid flows over the

wing and tail surfaces, preventing the formation of ice as it flows.
 The solution mixes with the super-cooled water in the cloud,
depresses its freezing point, and allows the mixture to flow off
of the aircraft without freezing.
 The system is designed to anti-ice, but it is also capable
of deicing an aircraft as well.
 When ice has accumulated on the leading edges, the
antifreeze solution chemically breaks down the bond
between the ice and airframe.
 This allows aerodynamic forces to carry the ice away.
Thus, the system clears the airframe of accumulated ice
before transitioning to anti-ice protection. Figure 15-16
shows a chemical anti-ice system.
•Thank You!!!
•Any Question?