Engine Ice Protect Sys Show

BASIC GAS TURBINE
Engine Ice Protection System
Engine Ice Protection

System
M.Omar Yazdani PIA Training Centre July 2009 1

BASIC GAS TURBINE
INTRODUCTION
The problem of icing can be caused by flight through clouds containing super
cooled water droplets or during ground operation in conditions of high humidity and
air temperature close to freezing.
An engine needs protection against ice forming at the front of the engine and on the
leading edge of the intake duct. Ice formation in these areas can restrict the airflow
through the engine, which will affect performance and possibly cause malfunction,
and, due to the ice breaking away, compressor damage. Engines that ingest large
lumps of ice can suffer what is termed ‘catastrophic failure’ to the fan and to the
compressor(s).
An ice protection system must be effective in preventing ice formation within the
operational requirements of the aircraft, with no serious loss in engine performance
when in operation. It should be reliable, easy to maintain without excessive weight.

BASIC GAS TURBINE
INTRODUCTION
Analyses are carried out to determine whether ice protection is required and, if so,
the heat input required to limit ice build up to acceptable levels. Fig. illustrates the
areas of a turbo-fan engine typically considered for ice protection.

BASIC GAS TURBINE
INTRODUCTION
There are two basic types of ice protection.
Ant-icing:
A system that is used to prevent the formation of ice is known as an anti-icing
system and hot air systems are generally used in this way.
De-icing:
A system that is used to break up ice that has already formed is known as a de-icing
system. An example is the use of electrical power system on the propellers.
Turbo props using electrical power or a combination of electrical power and hot air,
and turbo jets generally using hot air. The system may be supplemented by the use
of hot oil from the engine circulating around the intake or through intake struts.

BASIC GAS TURBINE
HOT AIR SYSTEM
Where ice is likely to form on the engine/power plant it is surface heated by the hot
air system. The parts that are affected are the engine intake, the inlet guide vanes,
the nose cone, the leading edge of the nose cowl sometimes the first stage stator
blades. The rotor blades rarely require protection as any ice formation is dispersed
by centrifugal force.
The hot air used in the anti-icing system is normally taken from compressor delivery
and piped or ducted externally through control and pressure regulating valves to the
area requiring anti-icing. When the nose cowl requires anti-icing, the hot air used
for intake anti-icing may be collected and ducted to the nose cowl. The air is then
exhausted into the compressor intake or through a vent to atmosphere, thus a
constant flow of air is maintained through the system.

BASIC GAS TURBINE
HOT AIR SYSTEM cont’d
On some engines the nose cone is anti-iced by a continuous unregulated supply of

hot air tapped from the compressor. Regulating vanes are used to prevent
excessive pressure in the system and also to limit the amount of air bled from the
engine at high engine speed which would cause loss of engine performance. The
vales are electrically actuated by a cockpit switch and can be selected to manual or
automatic. When automatic is selected, the valves are actuated by signals from the
aircraft ice detection system and pressure gauges in the cockpit indicate pressure.

BASIC GAS TURBINE
INTAKE ICE PROTECTION
In order to reduce the possibility of ice formation, the temperature of the metal at the
lip of the intake needs to be raised to above 0°C – the temperature at which ice
melts.
The metal can be heated by several methods – electrical, hot oil or hot air.
Electrical anti-icing is rare because the continuous application of an electrical

current consumes a lot of power.
Hot oil is popular on some small turboshaft and turbopropeller engines where the oil
that is to be cooled at the oil cooler can be passed around the lip of the intake first
thus cooling the oil and warming the intake.

BASIC GAS TURBINE
INTAKE ICE PROTECTION cont’d
The most common method is to use a parasitic bleed of air from the engine.
Compressor delivery air is tapped off and passed to the intake where it warms the
metal before being dumped into the engine. The warm air entering the intake will
reduce the mass flow of air into the engine but, with the air being cold, the reduction
in thrust/power will not be adverse although it will be measurably significant.
Thermal Anti-Icing (TAI) is used on nearly all modern engines and a supply is also
tapped off to use on the engine intake as well as the airframe intake lip especially
where the engine intake uses intake support struts which could promote a low
enough pressure to induce icing with the aircraft static and during take-off/landing.
The nacelle anti-icing pneumatic ducting will be identical for each engine. The
engine bleed air is taken from the pylon duct in the strut and the bleed air is
regulated between 20 and 25 psi, by the anti-icing control valve. The anti-icing is
controlled by the appropriate engine switch on the nacelle anti-ice module.
.

BASIC GAS TURBINE

BASIC GAS TURBINE

BASIC GAS TURBINE

BASIC GAS TURBINE
HOT AIR AND OIL COMBINATION
The hot air system may be supplemented by the circulation of hot oil around the air
intake.
COMBINATION OF HOT AIR, OIL AND ELECTRICAL ICE PROTECTION

BASIC GAS TURBINE
STATOR VANE ANTI-ICE SYSTEM
Ice formation on the 1st stage stator vanes may occur when an engine is operating
at low rpm and high airspeed, such as during rapid descent. Ice formation also may
occur at high rpm and low airspeed, such as during takeoff, even though the
ambient temperature is above freezing.
The stator vane anti-ice system provides a supply of bleed air to the 1st stage stator
vanes (inlet vanes of front compressor). This hot air supply prevents any ice
accumulation building up.
System Components
A typical stator vane anti-ice system consists of a stator vane anti-ice valve, anti-ice
tubes and a valve open light for each engine. The stator vane anti-ice system and
the nacelle thermal anti-ice system are operated simultaneously. A common switch
on the pilots' overhead panel controls the air shutoff valves for both systems.

BASIC GAS TURBINE
Stator Vane Anti-Ice Valve

The stator vane anti-ice valve is an electrically actuated, pneumatically operated air
shutoff valve. It consists of an actuator, valve housing, a shaft, a butterfly, and a
visual indicator. One valve for each engine is located on the rear compressor case
at approximately 10 o'clock position.
The piston type actuator consists of a potted switch, a solenoid assembly, and a
pneumatic piston-type valve. The actuator is bolted to the valve and operates the
valve shaft.
Nacelle Anti-Ice Module

The nacelle anti-ice module is located on the pilots' overhead panel. The module
contains a switch and two indicator lights for each engine. One light is for the stator
vane anti-ice system. The second light is for the nacelle thermal anti-ice system.

BASIC GAS TURBINE
Operation
When icing conditions exist or are anticipated, the stator vane anti-ice system is
energized by positioning the anti-ice switch to ON. This action supplies 28 volts DC
power to the stator vane anti-ice valve actuator solenoid and the solenoid is
energized. The solenoid slide moves inward opening a passage to the compressed
air supply which acts upon the actuator piston. When the compressed air pressure
reaches the valve operating pressure (12.5 psig), the valve opens. Opening of the
valve closes the valve switch and completes the STATOR VALVE OPEN light circuit
and the light illuminates.
Distribution
With the stator vane anti-ice valve in the open position, the anti-icing air passes
through the external anti-ice tubes into a sealed area between the front compressor
and the fan exit fairing. The anti-icing air enters the 1st stage stator vanes through
openings at the outer ends of the vanes. Passing through the vanes, the anti-icing
air melts the ice that has accumulated on the vanes and prevents any further ice
formation. The anti-icing air then emerges into the primary air stream through
exit holes on the aft side of the vanes.

BASIC GAS TURBINE
System Shut Down

Stator vane anti-icing is terminated by
positioning the anti-ice switch to OFF.
This de-energizes the stator vane anti-
ice valve solenoid and the solenoid
slide moves outward reversing the
pressure acting on the actuator piston,
which closes off the valve. Closing off
the valve opens the valve position
indicator switch, this breaks the
STATOR VALVE OPEN light circuit
and the light is extinguished.
Fig. STATOR VANE ANTI-ICE SYSTEM SCHEMATIC

BASIC GAS TURBINE
ELECTRICAL SYSTEM
This type of system is generally used for turbo-prop installations as this form of ice
protection is necessary for propeller. The surfaces that require to be heated
electrically are the air intake cowling of the engine, the propeller blades and spinner
and on some installations the oil cooler intake cowling.
Electrical heating pads are bonded to the surfaces where required, consisting of
electrical elements sandwiched between layers of neoprene, or glass cloth
impregnated with epoxy resin. The pads are protected against rain erosion by a
polyurethane based paint coating.
When the de-icing system is in operation, some areas are continuously heated to
prevent an ice cap forming on the leading edges and also to limit the size of ice on
the areas that are intermittently heated.
Electrical power is supplied by the generator and to keep the size and weight of the
generator to a minimum, the de-icing electrical loads are cycles between the
engine, propeller and sometimes the airframe.

BASIC GAS TURBINE
ELECTRICAL SYSTEM
ELECTRICAL ICE PROTECTION

BASIC GAS TURBINE
ELECTRICAL SYSTEM
ELECTRICAL ICE PROTECTION

BASIC GAS TURBINE
ELECTRICAL SYSTEM cont’d
CYCLING
When the system is in operation, the continuously heated areas prevent ice
formation, but the intermittently heated areas allow ice to form in the ‘heat off’
period. During the ‘heat on’ period adhesion of the ice is broken and it is then
virtually blown off. The cycling time of the intermittently heated elements is
designed to ensure that the engine can accept the amount of ice that collects during
the ‘heat off’ period and yet ensure that the ‘heat on’ period is long enough to give
adequate removal, without causing any run-back icing to occur behind the heated
areas.
A two speed cycling system is often used to accommodate propeller and spinner
requirements, ie. a fast cycle at high air temperatures when the water content is
usually greater and a slow cycle in the lower temperature range.

BASIC GAS TURBINE
ELECTRICAL SYSTEM

Engine Ice Protect Sys Show

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BASIC GAS TURBINE

Engine Ice Protection System

Engine Ice Protection

M.Omar Yazdani PIA Training Centre July 2009 1

M.Omar Yazdani PIA Training Centre July 2009 2

M.Omar Yazdani PIA Training Centre July 2009 3

M.Omar Yazdani PIA Training Centre July 2009 4

M.Omar Yazdani PIA Training Centre July 2009 5

On some engines the nose cone is anti-iced by a continuous unregulated supply of

M.Omar Yazdani PIA Training Centre July 2009 6

Electrical anti-icing is rare because the continuous application of an electrical

M.Omar Yazdani PIA Training Centre July 2009 7

M.Omar Yazdani PIA Training Centre July 2009 8

M.Omar Yazdani PIA Training Centre July 2009 9

M.Omar Yazdani PIA Training Centre July 2009 10

M.Omar Yazdani PIA Training Centre July 2009 11

COMBINATION OF HOT AIR, OIL AND ELECTRICAL ICE PROTECTION

M.Omar Yazdani PIA Training Centre July 2009 12

M.Omar Yazdani PIA Training Centre July 2009 13

Stator Vane Anti-Ice Valve

Nacelle Anti-Ice Module

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System Shut Down

Fig. STATOR VANE ANTI-ICE SYSTEM SCHEMATIC

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ELECTRICAL ICE PROTECTION

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ELECTRICAL ICE PROTECTION

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