WING & ENGINE Anti-Ice systems! Explained by CAPTAIN JOE
Summary
TLDREste video nos lleva a través de los sistemas anti-hielo y descongelación a bordo de los aviones, destacando la revolucionaria tecnología del Boeing 787 y su eficiencia energética. Se explica cómo partes clave del avión, como las alas y los motores, se mantienen libres de hielo utilizando aire caliente de los motores o sistemas eléctricos, y cómo otros aviones, como los turbohélices, utilizan 'botas' de descongelación para romper el hielo acumulado. Además, se presenta el sistema TKS y se desafía a Airbus a mejorar sus soluciones. El video finaliza con una llamada a la acción para que los espectadores se suscriban y se mantengan informados sobre futuras publicaciones.
Takeaways
- ✈️ Los aviones tienen sistemas anti-hielo y deshelo integrados para manejar condiciones frías.
- 🧊 Las partes del avión expostas directamente al aire, como las puntas de las alas y los estabilizadores, son propensas a acumular hielo.
- 🔥 La mayor parte de los aviones comerciales utiliza el sistema de aire caliente 'bleed air' para evitar el hielo en las puntas de las alas.
- 🌡️ La acumulación de hielo puede reducir la capacidad de control, aumentar el peso y disminuir el rendimiento del avión, y puede ocurrir a temperaturas inferiores a 10°C con humedad visible.
- 🚨 El indicador de hielo visible en el cockpit es crucial para activar el sistema anti-hielo cuando es necesario.
- 🛠️ El sistema de deshelo de 'botas' en aviones turbohélice como el Dash 8-Q400 utiliza aire caliente para romper el hielo acumulado.
- ⏱️ Antes de activar el sistema de botas, se debe esperar un acumulación mínima de hielo para evitar que se re congela y cause problemas.
- 🚫 No todos los aviones tienen sistemas de calefacción en las palas de los motores; algunos usan sistemas eléctricos o el sistema TKS con fluido glicol.
- 🌐 El Boeing 787 Dreamliner utiliza generadores eficientes para calentar las placas térmicas en las puntas de las alas, sin necesidad de un sistema de aire caliente.
- 🛫 Durante los vuelos de prueba, los aviones deben ser capaces de volar con una cierta cantidad de hielo en los estabilizadores sin afectar la controlabilidad.
- 📚 La diferencia entre anti-hielo y deshelo es que el anti-hielo previene la acumulación de hielo, mientras que el deshelo lo elimina una vez formado.
Q & A
¿Qué partes del avión son propensas a acumular hielo?
-Las partes del avión que están directamente expuestas al movimiento del avión a través del aire, como los bordes delanteros de las alas, los estabilizadores horizontales y verticales, las entradas de motor, los hélices, el tubo pitot, las ventanillas estáticas y las antenas, son propensas a acumular hielo.
¿Cuáles son las consecuencias de acumular hielo en el avión?
-El hielo puede reducir la controlabilidad, aumentar el peso y disminuir el rendimiento general del avión.
¿A qué temperaturas puede ocurrir la acumulación de hielo en un avión?
-La acumulación de hielo puede ocurrir a temperaturas inferiores a 10 grados Celsius y con humedad visible.
¿Qué es el sistema de anti-hielo de sangría de aire (bleed air system) y cómo funciona?
-El sistema de anti-hielo de sangría de aire utiliza aire caliente que se extrae del motor, pasa por un preenfriador y se distribuye a través de ductos para prevenir la acumulación de hielo en áreas críticas como los bordes delanteros de las alas.
¿Por qué no se conectan las primeras dos solapas (slats) al sistema de anti-hielo de las alas?
-Como el diámetro de las solapas se ensancha hacia la raíz del ala, el hielo es menos propenso a acumularse debido a razones aerodinámicas, y por lo tanto, no se necesita un sistema de anti-hielo.
¿Cómo funciona el sistema de anti-hielo para los motores en comparación con el de las alas?
-El sistema de anti-hielo para los motores funciona de manera similar, utilizando aire caliente que se extrae del motor y se distribuye a través de la entrada del motor para derretir cualquier hielo acumulado.
¿Qué es el sistema de botas de deshelar (de-icing boots system) y cómo se utiliza en aviones turbohélice?
-El sistema de botas de deshelar se basa en el suministro de aire caliente extraído de los motores y se activa para romper la capa de hielo que se ha acumulado en el borde delantero del avión, similar a como se rompería el hielo en un frasco de agua congelado.
¿Por qué se debe esperar antes de activar el sistema de botas de deshelar en aviones turbohélice?
-Se debe esperar para permitir que se acumule una cierta cantidad de hielo antes de activar el sistema de botas de deshelar, para evitar que el hielo se reconvierta y cause problemas adicionales.
¿Qué es el sistema TKS de deshelo y cómo funciona?
-El sistema TKS utiliza un fluido a base de glicol para cubrir las superficies críticas del avión, el fluido se bombea hacia el borde delantero y se libera a través de pequeños orificios para derreter el hielo.
¿Cómo se calientan las solapas en el Boeing 787 Dreamliner sin utilizar un sistema de sangría de aire?
-En el Boeing 787 Dreamliner, las solapas se calientan eléctricamente mediante termomats instalados en el borde delantero, gracias a generadores de alta eficiencia en los motores.
¿Qué es la diferencia entre el anti-hielo y el deshelo según el video?
-El anti-hielo previene que el hielo se acumule en primer lugar, mientras que el deshelo se utiliza para eliminar el hielo que ya se ha acumulado.
¿Por qué muchos aviones de línea no tienen estabilizadores calentados?
-La mayoría de los aviones de línea no tienen estabilizadores calentados debido a que agregar sistemas de calefacción aumentaría el peso, el mantenimiento, y el costo del avión.
¿Cómo Squarespace apoya este video y ofrece un beneficio exclusivo a los espectadores?
-Squarespace, como patrocinador del video, ofrece un descuento exclusivo y una prueba gratuita a los espectadores para ayudarles a construir su sitio web personal y destacarse en la industria de la aviación.
Outlines
✈️ Sistemas anti-hielo y deshielo en aviones
Este video trata sobre cómo los aviones manejan el clima frío usando sistemas anti-hielo y deshielo a bordo. Se explican las partes del avión propensas a la acumulación de hielo y cómo esto puede afectar su controlabilidad, peso y rendimiento. El sistema más común en aviones comerciales es el sistema de aire sangrado, que utiliza aire caliente del motor para derretir el hielo en los bordes de ataque de las alas. Se detallan otros sistemas, como el sistema de botas de deshielo en aviones turbohélice y el sistema TKS de deshielo con fluido. También se menciona que el Boeing 787 usa mantas térmicas eléctricas en los bordes de ataque. Finalmente, se destaca la importancia de eliminar el hielo en los aviones y se agradece a Squarespace por patrocinar el video.
🚀 Desventajas y excepciones en sistemas de deshielo
Este párrafo aborda las desventajas y excepciones de los sistemas de deshielo en aviones turbohélice, como la baja salida de aire sangrado y el peligro de que trozos de hielo golpeen el fuselaje. También se menciona el sistema de deshielo TKS y su uso en aviones de aviación general. Se destaca la introducción del sistema eléctrico en el Boeing 787 para reducir el consumo de combustible y se discute por qué la mayoría de los jets no tienen estabilizadores calefactados. El párrafo concluye con un resumen de los diferentes sistemas de deshielo y la importancia de eliminar el hielo en los aviones, junto con una pregunta para los pilotos de turbohélice sobre el uso de botas de deshielo en el ensamblaje de la cola.
Mindmap
Keywords
💡Anti-hielo
💡Des-hielante
💡Aire caliente reventado
💡787 Boeing
💡ECAM
💡Bleed Air
💡Aire caliente
💡Botines de des-hielante
💡Sistema TKS
💡Calentamiento eléctrico
💡Aire acondicionado
Highlights
Airplanes use onboard anti and de-icing systems to handle cold weather.
Key parts of the airplane prone to ice accumulation include wing leading edges, stabilizers, engine intakes, and antennas.
Ice can lead to reduced controllability, increased weight, and reduced performance, occurring below 10 degrees Celsius and in visible moisture.
Most airline jets use the bleed air system for de-icing, utilizing hot air from the engine's compressor stage.
The wing anti-ice system distributes hot air through telescopic pipes into a piccolo tube to warm up the leading edge slats.
Inboard slats one and two are not connected to the wing anti-ice system due to their larger diameter and lower ice accumulation risk.
Engine anti-ice systems heat the engine intake using hot air extracted from the high-pressure compressor stage.
Leaving anti-ice systems on throughout the flight increases fuel consumption due to increased engine power requirements.
Turboprop planes use de-icing boots, which expand to break up ice when activated, similar to blowing into a squashed water bottle.
The TKS de-icing system uses a glycol-based fluid to cover and de-ice critical surfaces, suitable for general aviation planes.
The Boeing 787 Dreamliner uses electrically heated thermal mats in the leading edge slats, powered by high-efficiency generators.
Most airline jets do not have heated stabilizers, as tests show they can handle significant ice buildup without impacting controllability.
The difference between anti-icing and de-icing: anti-icing prevents ice accumulation, while de-icing removes built-up ice.
Rapid ice buildup can be dangerous, requiring careful use of anti-icing systems to avoid engine damage from ice chunks.
Airbus needs to innovate further to match Boeing's advances in fuel-efficient anti-icing systems.
Transcripts
Dear friends and followers welcome back to this follow-up video on how airplanes deal with cold weather today
We'll be looking at the airplane's on board anti and de-icing systems
And what's that got to do with a plastic water bottle and what makes the Boeing 787 so revolutionary?
With regard to ice so let's get started
Big thank you to Squarespace for sponsoring today's video more info on what they can help you with at the end
Let's quickly look at which parts of the airplane are prone to ice
Accumulation now all parts which are directly exposed to the airplane's
Movement through the air such as wing leading edges the horizontal and vertical
stabilizers the engine intakes the propellers pitot tube static ports and antennas and any ice
accumulation can lead to reduce controllability increase in weight and reduce the overall performance of the plane and
icing can occur at temperatures below 10 degrees Celsius and visible moisture
So how do you get rid of accumulated ice on the leading edge of the wing for example there are
Various systems out there, which we'll look at in a minute, but most airline jets use the bleed air system
hot air is ducted via the engine bleed valve from the
compressor stage within the engine the air then runs through a pre-cooler to reduce its temperature to 200 degrees and
This cooled air is then distributed via the bleed ducts to
Consumers like the air conditioning packs for example and the wing anti-ice system now should visible ice be
indicated on the visual ice indicator
situated on the middle beam of the cockpit
windows
You must select wing anti-ice on the wing anti-ice valve opens up as shown on the ECAM bleed page and the hot
Bleed air is directed into the leading edge slats three four and five the principle is very similar to your household radiator
But instead of hot water running through the pipes hot air heats up
The leading edge and melts the ice so the hot air is then guided along the wing through these
telescopic pipes into a piccolo tube where the air is
Distributed through these little holes warming up the slats and exits via these little black holes at the end now you might ask
What about the inboard slats one and two why aren't they connected to the wing anti-ice system now as the slats
Diameter gets wider closer to the wing root
Ice is less prone to accumulate due to aerodynamical reasons and therefore no
Anti-icing system is needed now the system for the engine anti-ice
Works very similar the engine intake very often has this shiny alloy look alike surface. That's the engine anti-ice
area again hot air is extracted via the engine anti-ice valve from the
high-pressure compressor stage and is piped
Forwards to the engine intake the hot air is then distributed through this pipe with these little holes
Heating up the intake lip and melting any accumulated ice and once it's done the hot air
exits via this outlet right here and the ECAM displays
engine anti-ice
And at the same time the turbine
Ignition system is set to continuous to prevent any engine flameout should a lot of water be injected now you need to take special
Care in case of rapid ice buildup because as you press the engine anti-ice button
Chunks of ice could get sucked into the engine and damage to fan blades so why not leave the engine and wing anti-ice
Turned on throughout the entire flight to prevent ice from building up in the first place
The main concern as so often is fuel consumption when you turn on the wing or engine anti-ice
the FADEC increases the engines power to provide constant pressure to all other bleed air distributors thus
increasing the fuel consumption now
Let's look at other anti-icing systems turboprop planes like the Dash 8-Q400
For example are fitted with the so called de-icing boots system
Which is also based on bleed air supply extracted from the engines
And you can easily recognize these planes fitted with the pragmatic boot system as their leading edges come with a black rubber
coating and once you have visible indication of ice you actually wait a few minutes to let the ice build up a few layers and
Then activate the boots some of the bleed air is then guided into the rubber leading edge
Which expands rapidly and literally breaks up the ice
similar to blowing into a deep freeze squashed water bottle
But why is it necessary to wait before
Activating the system now in case of only a minor buildup of ice the boot might only push the ice layer
forward this layer would immediately
Refreeze and as the boot retracts it could leave a gap between the boot and the ice layer making further expansion
Ineffective so further ice buildup could have serious consequences
Which fatally happened on an ATR-72 flown by American Eagle in
1994. Why not use hot bleed air like jet airplanes do unfortunately
The bleed air output of turboprop engines is not high enough to supply a heated leading edge
But there are some exceptions for this for instance the Lockheed Electra and the convair
580 as they have engines with a higher core airflow propeller blades are also prone to
Icing therefore most of the blades surface is electrically heated
There is however a minor disadvantage when there is rapid ice buildup after
activating the heating system chunks of ice could get slammed into the fuselage and
Therefore protection panels had to be installed on such planes
Then there is the TKS de-icing system this uses a glycol-based
Fluid to cover the critical surfaces of an aircraft and the fluid is kept in a reservoir tank and is then pumped
forward to the leading edge and exit through small holes
so melting the ice it can also be used to de-ice some propeller blades and
Windshield and the system is great for planes within the general aviation
Category as most of them don't have a bleed air supply or an
Electrical output high enough to firmly heat the leading edge one third a system was introduced when Boeing launched a 787
dreamliner in 2011 for example the rolls-royce Trent
1700 engines are fitted with two high efficiency generators
Which produce enough power to electrically heat thermal mats
Installed within the leading edge slats the plane was built to be as fuel efficient as possible
Therefore has no engine bleed system besides the engine anti-ice
Also the air conditioning system is electrically driven to reduce the overall fuel flow of the plane
I don't believe I'm actually saying this, but Airbus you're gonna have to step up your game
And there's one more thing you might have thought that I have forgotten
What about de-icing of the horizontal and vertical stabilizer as they come in the same?
Shiny surface as slats and engine intakes do now most airline jets don't have heated stabilizers
but
During test flights these jets have to perform flights with three inches of ice at the leading edge of the horizontal stabilizer
with no significant impact on controllability
It's just more piping more weight more maintenance more money and this question is for all turboprop pilots out there
Why is your tail assembly fitted with de-icing boots please comment below so to sum up as you can see all different
systems come with their advantages and
Disadvantages, but let me assure you ice on planes is no joke do whatever it takes to get rid of it
ASAP and by the way a classic ATPL theory question is what's the difference between
Anti-ice and de-Ice anti icing prevents ice from accumulating in the first place and de-icing
Sheds build up ice I hope you enjoyed this video about the airplane wing and engine anti-ice
Systems and make sure to perform a touch-and-go Up my instagram account have the engine anti-ice on if there's visible moisture and temperatures below 10 degrees
Don't forget to hit subscribe button right here plus the notification belt, so you won't miss out upcoming videos
See you next week all the best your captain Joe guys one more thing
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