Anti-Ice on Combat Aircraft

"M. J. Powell" wrote:

"Bob Liberty" wrote:

Snip



The Argus (ASW aircraft slightly bigger than a C-130) was used in
severe icing conditions (low level over the North Atlantic) and
was well equipped with anti-icing and deicing equipment. They had
huge gas fired heaters (600 BTU each) one for each wing and one
for the tail, plus a 300 BTU one for cabin heating.

Are you sure about those figures? My Central Heating boiler is rated at
80,000 BTU.

Mike

Oops!...forgot to add the 'k' didn't I?...

They're 600k and 300k (600,000 and 300,000 BTU)

Thanks Mike!...

-Gord.

"I'm trying to get as old as I can,
and it must be working 'cause I'm
the oldest now that I've ever been"

"Gord Beaman" wrote in message
...
"Scet" wrote:


Yes, very similar to the system on the Convair 580 that used to
be used in the RCAF. Almost identical engines and props used on
C-130/P-3's.

Incidentally, there was a good story in Canada's "Maritime Patrol
Aviation" magazine in the "Mission Impossible" section about this
USN P-3 which had been flown (with nr 1 loitered) for awhile in
cloud with the engine anti-ice off (against the advice of the
F/E). When the anti-ice was finally turned on ice shedding from
the intake killed nr 2 and in the excitement nr 1 was badly
overtemped on startup and during this kerfluffle nr 4 flamed out
from ice shedding. So in just a matter of seconds they were down
to one engine (nr 3) with a 4 engined a/c. They tried a restart
on nr 2 and got it going after awhile so they're now back to two
running. The shaken crew elected to land in that condition. It
was discovered that the nr 3 engine anti-ice valve had failed
sometime in the past and that's why it didn't quit. (failsafe as
you mentioned). WooHoo!...

-Gord.

"I'm trying to get as old as I can,
and it must be working 'cause I'm
the oldest now that I've ever been"

Hi Gord, I take it that you mean that #1 was loitered and no engine anti-ice
was selected for any of the engines. If an engine is shut down it cannot
recieve bleed air from another source for anti-ice purposes. The frequency
of illumination of the "Icing" light on the vertical annunciator should of
alerted the crew that turning anti-ice off wouldn't be a wise move, or if it
wasn't on then maybe it should be turned on. The fact that #3 anti-ice valve
failed sometime in the past and wasn't noticed or if it was noticed was not
not replaced is a worry. The crew should have noticed that TIT only went up
11-12 Deg C and a SHP drop of 4-5% instead of the usual 22-24 Deg C TIT rise
and 9% SHP drop. The "Anti-icing"light, on the propand engine ice control
panel, would of still illuminated as the thermal switch would of still been
made. If the power lever was above cross over, TIT would still roll up then
back, SHP indications would be the same as below cross over.

At the end of the day though, it is great that the crew made it back and
hopefully lessons are learned.

Scet