01.043.022 – ICE AND RAIN PROTECTION

01.043.022.001 — Define aircraft icing conditions and identify the usual trigger values used on the ground and in flight.

A. Icing conditions exist when visible moisture or runway contamination is present and the temperature is high enough for ice accretion to occur. A practical trigger commonly used is OAT below +10°C on the ground and TAT below +10°C in flight.

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B. Icing conditions exist when visible moisture or runway contamination is present and the temperature is low enough for ice accretion to occur. A practical trigger commonly used is OAT below +10°C on the ground and TAT below +10°C in flight.

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C. Anti-icing prevents ice from forming by keeping the surface above freezing or by applying a protective medium continuously. De-icing removes ice only after it has already accreted.

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D. Type I is a low-viscosity fluid used mainly for de-icing and offers limited holdover protection. Type II is thicker and provides improved anti-icing retention. Type IV follows the same principle as Type II but is formulated for longer holdover time under suitable conditions.

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01.043.022.002 — Distinguish anti-icing from de-icing.

A. Anti-icing prevents ice from forming by keeping the surface above freezing or by applying a protective medium continuously. De-icing removes ice only before it has already accreted.

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B. Pneumatic boots inflate to distort the leading-edge shape, crack the ice, and shed it. Their main limitation is that they do not prevent initial accretion between inflation cycles.

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C. Anti-icing prevents ice from forming by keeping the surface above freezing or by applying a protective medium continuously. De-icing removes ice only after it has already accreted.

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D. Icing conditions exist when visible moisture or runway contamination is present and the temperature is low enough for ice accretion to occur. A practical trigger commonly used is OAT below +10°C on the ground and TAT below +10°C in flight.

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01.043.022.003 — Explain the operating principle and the main limitation of pneumatic de-icing boots.

A. Pneumatic boots inflate to distort the leading-edge shape, crack the ice, and shed it. Their main limitation is that they do not promote initial accretion between inflation cycles.

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B. Pneumatic boots inflate to distort the leading-edge shape, crack the ice, and shed it. Their main limitation is that they do not prevent initial accretion between inflation cycles.

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C. Anti-icing prevents ice from forming by keeping the surface above freezing or by applying a protective medium continuously. De-icing removes ice only after it has already accreted.

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D. Water, slush, or snow carried by the landing gear can freeze after take-off as temperature decreases with altitude.

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01.043.022.004 — Compare electrical, thermal, and fluid anti-icing methods.

A. Electrical anti-icing is mainly used for probes and sensors through direct resistive heating. Thermal anti-icing uses hot air to keep larger surfaces, such as leading edges or engine inlets, above freezing. Fluid anti-icing meters anti-ice fluid through porous surfaces to create a protective film.

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B. Mechanical anti-icing is mainly used for probes and sensors through direct resistive heating. Thermal anti-icing uses hot air to keep larger surfaces, such as leading edges or engine inlets, above freezing. Fluid anti-icing meters anti-ice fluid through porous surfaces to create a protective film.

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C. Type I is a low-viscosity fluid used mainly for de-icing and offers limited holdover protection. Type II is thicker and provides improved anti-icing retention. Type IV follows the same principle as Type II but is formulated for longer holdover time under suitable conditions.

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D. Windshield heating prevents ice accretion and preserves external visibility, but it also protects the windshield from cold-soak brittleness and reduces the risk of cracking.

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01.043.022.005 — Explain why windshield heating has both an anti-icing role and a structural protection role.

A. Windshield heating prevents ice accretion and preserves external visibility, but it also protects the windshield from cold-soak brittleness and reduces the risk of cracking.

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B. Windshield heating prevents ice accretion and preserves external visibility, but it also protects the windshield from cold-soak brittleness and increases the risk of cracking.

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C. Electrical anti-icing is mainly used for probes and sensors through direct resistive heating. Thermal anti-icing uses hot air to keep larger surfaces, such as leading edges or engine inlets, above freezing. Fluid anti-icing meters anti-ice fluid through porous surfaces to create a protective film.

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D. Type I is a low-viscosity fluid used mainly for de-icing and offers limited holdover protection. Type II is thicker and provides improved anti-icing retention. Type IV follows the same principle as Type II but is formulated for longer holdover time under suitable conditions.

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01.043.022.006 — Explain why propeller anti-ice protection is concentrated on the outboard and leading-edge regions.

A. Because the design removes the need for the associated protection or control function and therefore has no meaningful effect on loads, flow, pressure, or controllability.

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B. These regions experience the greatest aerodynamic exposure and water impingement, so they are the areas most vulnerable to ice accretion and imbalance.

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C. Windshield heating prevents ice accretion and preserves external visibility, but it also protects the windshield from cold-soak brittleness and reduces the risk of cracking.

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D. Common methods include visual inspection lighting, vibrating or resonant probes, pressure-based detectors, and heated-element detectors. Rotary detectors are also used on some aircraft.

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01.043.022.007 — Explain why engine or intake icing may develop both at low forward speed with high RPM and at high TAS.

A. At low forward speed with low RPM, intake pressure reduction can promote local cooling and freezing. At high TAS, the intake may capture a greater mass of supercooled water, increasing accretion potential.

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B. Anti-icing prevents ice from forming by keeping the surface above freezing or by applying a protective medium continuously. De-icing removes ice only after it has already accreted.

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C. At low forward speed with high RPM, intake pressure reduction can promote local cooling and freezing. At high TAS, the intake may capture a greater mass of supercooled water, increasing accretion potential.

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D. Water, slush, or snow carried by the landing gear can freeze after take-off as temperature decreases with altitude.

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01.043.022.008 — Explain how undercarriage icing can occur after take-off from a contaminated runway.

A. Water, slush, or snow carried by the landing gear can freeze after take-off as temperature increases with altitude.

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B. Windshield heating prevents ice accretion and preserves external visibility, but it also protects the windshield from cold-soak brittleness and reduces the risk of cracking.

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C. At low forward speed with high RPM, intake pressure reduction can promote local cooling and freezing. At high TAS, the intake may capture a greater mass of supercooled water, increasing accretion potential.

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D. Water, slush, or snow carried by the landing gear can freeze after take-off as temperature decreases with altitude.

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01.043.022.009 — Compare Type I, Type II, and Type IV ground de/anti-icing fluids.

A. Type I is a high-viscosity fluid used mainly for de-icing and offers limited holdover protection. Type II is thicker and provides improved anti-icing retention. Type IV follows the same principle as Type II but is formulated for longer holdover time under suitable conditions.

Correct Incorrect Correct answer

B. Electrical anti-icing is mainly used for probes and sensors through direct resistive heating. Thermal anti-icing uses hot air to keep larger surfaces, such as leading edges or engine inlets, above freezing. Fluid anti-icing meters anti-ice fluid through porous surfaces to create a protective film.

Correct Incorrect Correct answer

C. Type I is a low-viscosity fluid used mainly for de-icing and offers limited holdover protection. Type II is thicker and provides improved anti-icing retention. Type IV follows the same principle as Type II but is formulated for longer holdover time under suitable conditions.

Correct Incorrect Correct answer

D. Windshield heating prevents ice accretion and preserves external visibility, but it also protects the windshield from cold-soak brittleness and reduces the risk of cracking.

Correct Incorrect Correct answer

01.043.022.010 — State four common methods of ice detection used on aircraft.

A. The system is intended mainly for indication and monitoring; it does not directly affect the relevant control, protection, or power function.

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B. Common methods include visual inspection lighting, vibrating or resonant probes, pressure-based detectors, and heated-element detectors. Rotary detectors are also used on some aircraft.

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C. Electrical anti-icing is mainly used for probes and sensors through direct resistive heating. Thermal anti-icing uses hot air to keep larger surfaces, such as leading edges or engine inlets, above freezing. Fluid anti-icing meters anti-ice fluid through porous surfaces to create a protective film.

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D. These regions experience the greatest aerodynamic exposure and water impingement, so they are the areas most vulnerable to ice accretion and imbalance.

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01.043.022.011 — Explain why anti-icing fluid used on the ground must shear off during the take-off roll.

A. Thickened anti-icing fluid must remain on the aircraft long enough to protect it on the ground, but it must then flow off the surfaces during the take-off roll.

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B. Thickened de-icing fluid must remain on the aircraft long enough to protect it on the ground, but it must then flow off the surfaces during the take-off roll.

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C. Hot-air anti-icing uses bleed air extracted from the engine compressor, which reduces the air and energy available to the propulsion cycle.

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D. The nose wheels are normally unbraked, so their rotational speed provides a useful approximation of aircraft ground speed without brake-induced wheel deceleration.

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01.043.022.012 — Explain why a cold-soaked wing can develop ice or frost even when ambient air temperature is above freezing.

A. After low-altitude flight, the fuel and wing structure may remain much colder than the outside air.

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B. Thickened anti-icing fluid must remain on the aircraft long enough to protect it on the ground, but it must then flow off the surfaces during the take-off roll.

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C. They are effective against flammable-liquid and electrical fires, are non-conductive, and leave minimal residue.

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D. After high-altitude flight, the fuel and wing structure may remain much colder than the outside air.

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01.043.022.013 — Explain why hot-air anti-icing imposes a performance penalty on turbine aircraft.

A. Hot-air anti-icing uses bleed air extracted from the engine compressor, which increases the air and energy available to the propulsion cycle.

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B. Thickened anti-icing fluid must remain on the aircraft long enough to protect it on the ground, but it must then flow off the surfaces during the take-off roll.

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C. Hot-air anti-icing uses bleed air extracted from the engine compressor, which reduces the air and energy available to the propulsion cycle.

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D. Windshield heating prevents ice accretion and preserves external visibility, but it also protects the windshield from cold-soak brittleness and reduces the risk of cracking.

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01.043.022.014 — State the two basic conditions required for structural icing in flight.

A. Structural icing in flight requires visible moisture and a temperature at the point of impact that is at or below freezing.

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B. The system is intended mainly for indication and monitoring; it does not directly affect the relevant control, protection, or power function.

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C. Protective breathing equipment must supply protective oxygen for 15 minutes per crew member at a pressure altitude of 8,000 ft.

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D. Icing conditions exist when visible moisture or runway contamination is present and the temperature is low enough for ice accretion to occur. A practical trigger commonly used is OAT below +10°C on the ground and TAT below +10°C in flight.

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01.043.022.015 — Explain why the critical hazard of ice is not limited to added weight.

A. Ice also degrades aerodynamic shape, increases drag, reduces lift, and can raise stall speed.

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B. Ice also degrades aerodynamic shape, decreases drag, reduces lift, and can raise stall speed.

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C. It is set to provide oxygen before cabin altitude rises to a level where passengers may become incapacitated.

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D. It drains residual fuel from the manifold once the engine is shut down.

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01.043.022 – ICE AND RAIN PROTECTION

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