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Aircraft Ice Protection System

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Aircraft Ice Protection System (19) & (11) EP 2 202 151 A2 (12) EUROPEAN PATENT APPLICATION (43) Date of publication: (51) Int Cl.: 30.06.2010 Bulletin 2010/26 B64D 15/14 (2006.01) (21) Application number: 09176205.4 (22) Date of filing: 17.11.2009 (84) Designated Contracting States: (72) Inventor: Botura, Galdemir C. AT BE BG CH CY CZ DE DK EE ES FI FR GB GR North Canton, OH 44720 (US) HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO SE SI SK SM TR (74) Representative: Cummings, Sean Patrick et al Designated Extension States: Keltie AL BA RS Fleet Place House 2 Fleet Place (30) Priority: 17.11.2008 US 115264 P London EC4M 7ET (GB) (71) Applicant: Goodrich Corporation Charlotte, North Carolina 28217-4578 (US) (54) Aircraft ice protection system (57) An ice protection system (40) is provided for an (51-55), and input channels (71-79) which conveys data aircraft surface having a plurality of ice-susceptible re- to the controller (60). The controller (60) uses the chan- gions. The system (40) comprises an ice protector nel-conveyed data to determine optimum operation for (51-55) for each ice-susceptible region, a controller (60) each of the ice protectors and controls the supply elec- which independently controls each of the ice protectors trical energy thereto in accordance with such optimiza- tion. EP 2 202 151 A2 Printed by Jouve, 75001 PARIS (FR) 1 EP 2 202 151 A2 2 Description below, the regions 31-35 are simply a conceptual map- ping tool and they are determined by the placement of [0001] Ice can accrete on exposed or otherwise sus- ice protection components (protectors 51-55 introduced ceptible surfaces of an aircraft when it encounters super- below). The aircraft surface 30 does not need, and prob- cooled liquid. When ice accretes on airfoil surfaces, such 5 ably will not have, any structural features defining region- as wings and stabilizers, shape modifications occur al perimeters or boundaries. which typically increase drag and decrease lift. And ice [0006] In the illustrated embodiment, the regions are accretion on engine inlet lips can disrupt desired flow arranged in three rows (a, b, c) and each row has five patterns and/or contribute to ice ingestion. To avoid per- consecutive regions (31, 32, 33, 34, 35). Regions are formance problems during flight, an ice protection system 10 characterized as consecutive if they precede one after must be able to shield an aircraft from the most extreme the other in a substantially fore-aft direction. Thus, de- icing conditions. picted regions31a - 35a could be considered consecutive regions, depicted regions 31b - 35 b could be considered SUMMARY consecutive regions, and depicted regions 31c - 35c 15 could be considered consecutive regions. [0002] An aircraft ice protection system comprises a [0007] Depending upon the aircraft 10 and the partic- controller, a plurality of consecutive ice protectors, and ular aircraft component, more or less rows, and/or more information input channels. The ice protectors can be or less regions-per-row may be more appropriate. With independently controllable by the controller and, depend- the vertical stabilizer 18 and/or the pylon 22, for example, ing upon channel-input information, they can operate in 20 a single row of consecutive regions and as few as two either an anti-icing mode or a deicing mode. In this man- regions may be sufficient. And the congregation of re- ner, ice protection can be accomplished effectively and gions in regular (or irregular) rows is certainly not re- efficiently for specific flight circumstances, instead of rig- quired. In the same regard, the aircraft surface 30 need idly expending power that would be required to remedy not be segmented into rectangular or similarly shaped the most extreme ice impingement conditions. 25 regions as shown; the regions 31-35 can comprise a col- lection of sectors of varying sizes and/or geometries. DRAWINGS [0008] While the regions appear in a flat array in the drawing, this is simply for ease in illustration and expla- [0003] nation. In most instances, the regions will form a curved 30 profile wrapping around the associated aircraft structure. Figure 1 is a perspective view of an aircraft having Specifically, for example, the region 31 will form one end several surfaces protectable by the ice protection of the curve, the region 35 will form an opposite end of system. the curve, and the regions 31-34 will extend therebe- Figure 2 is a schematic diagram of one of the air- tween. craft’s surface and the ice-susceptible regions ther- 35 [0009] If the surface area 30 is on one of the wings 14, eon. the regions 33 could be curved about the wing’s leading Figure 3 is a schematic diagram of the ice protection edge, the regions 31-32 could be upper regions, and the system, with ice protectors associated with one of regions 34-35 could be lower regions. The rows could the aircraft’s surfaces. extend spanwise across the wing 14. An analogous ar- Figure 4 is a schematic diagram of the ice protection 40 rangement could be used if the surface area 30 is on one system, with ice protectors associated with several of the horizontal stabilizers 16. of the aircraft’s ice-susceptible regions. [0010] If the surface area 30 is on the vertical stabilizer 18, the regions 33 could likewise curve around the lead- DESCRIPTION ing edge. The remaining regions 31 - 32 could be right- 45 side regions and the remaining regions 34-35 could be [0004] An aircraft 10, such as that shown in Figure 1, leftside regions. The regions 31-33 could be likewise lo- can comprise fuselage 12, wings 14, horizontal stabiliz- cated if the surface area 30 is on one of the pylons 22. ers 16, a vertical stabilizer 18, engines 20, and pylons [0011] If the surface area 30 is on one of the engines 22. The wings 14 are the aircraft’s primary lift providers. 20, the regions 33 could be wrapped about the nacelle The horizontal stabilizers 16 prevent up- down motion of 50 inlet lip and the rows (a, b, c) could extend radially there- the aircraft nose, and the vertical stabilizer 18 discour- around. With such a circular profile, the regions 31-32 ages side to side swinging. The engines 20 are the air- could be outer regions and the regions 34-35 could be craft’s thrust-providing means and the pylons 22 serve inner regions. as underwing mounting means for the engines. [0012] Referring now to Figure 3, the aircraft ice pro- [0005] As shown in Figure 2, each wing 14, stabilizer 55 tection system 40 is schematically shown. The system 16/18, engine 20, and/or pylon 22 has a surface 30 that 40 comprises an ice-protector grid 50 associated with can be viewed as having a plurality of consecutive ice- the relevant aircraft surface 30 and the grid 50 comprises susceptible regions 31-35. As is explained in more detail an ice protector 51-55 for each ice-susceptible region 2 3 EP 2 202 151 A2 4 31-35. Thus, with the illustrated regions 31-35, the ice rule (keeping in mind that real life frequently disagrees protectors are arranged in three rows (a, b, c) and each with general rules), ice will not form during flight unless row has five consecutive ice protectors (51-55). The ice the temperature reaches the freezing threshold .This protectors 51-55 can each comprise an electrothermal temperature input can be used, for example, in the de- heater that converts electrical energy into heat energy. 5 termination of whether icing conditions are present and, [0013] The ice protection system 40 also comprises a if so, the severity of such conditions. controller 60 that controls the supply of electrical energy [0019] An input channel (e.g., channel 72) can corre- to the ice-protector grid 50. At least some of the ice pro- spond to region specific temperatures (RST) of the rele- tectors 51-55 can be independently controllable by the vant aircraft surface 30. When supercooled drops contact controller 60. An independently-controlled ice protector 10 an aircraft surface 30 that is below 0° C, they will freeze. has its own supply path of electrical energy and this sup- With large supercooled drops, the freezing process is ply can be adjusted by the controller 60 autonomously relatively gradual (due to the release of latent heat) re- of the other protectors. sulting in runback and an increased likelihood of clear [0014] At least some of the independently-controlled ice formation. Tiny supercooled drops, on the other hand, ice protectors 51-55 are multi- mode ice protectors. Each 15 will freeze on contact, into easily removable lime ice. multi-mode ice protector can be selectively operated in Troublesome clear ice formation usually occurs at below one of an anti-icing mode, a deicing mode, and an inac- freezing. While rime ice is most commonly encountered tive mode. In the anti- icing mode, electrical energy is con- with OATs in the -10° C to -20° C range. tinuously supplied to ice protector 51-55 for an extended [0020] The input channels 71 and 72 can together con- period of time (e.g., greater than 10 seconds) to prevent 20 veyinformation to the controller 60 that can help ascertain ice from forming on the corresponding region 31-35. In the chance of clear ice formation. If these channels 71/72 the deicing mode, electrical energy is intermittently sup- collectively signal a high chance of clear ice creation plied (e.g., for distinct periods of time separated by at (e.g., an OAT hovering near 0° C and a RST below 0° least 10 seconds) to the ice protector 51-55 to episodi- C), the controller 60 can aggressively supply electrical cally remove ice form on the corresponding region.
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