There's people that just do the paces to get where they are going, and then there are those of us that dive in head-first. What type of pilot/person are you?
Well, I hope it seems like I'm the kind of pilot who is genuinely interested in safety. That's what this thread is about.
To this end I do seek more experienced pilots' advice.
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I guess I'm just not understanding what you're after here, but I also guess it's not really important that I do. Carry on...
Because the systems on larger aircraft are more complex and have the capability to handle various ranges of heating/bleed air to each different surface. I would suspect if the tail will gain ice that much easier/faster than the wings this would be somehow accounted for with the larger more complex systems. It appears as you and KC-10 have explained other systems that they keep the tail on and or activate it multiple times in a cycle, nobody seems to know why.
If, say a 777, had a larger quantity of bleed air per square foot distributed to the tail surfaces than it would confirm, to me, that engineers recognize the tendency for smaller surfaces to acquire ice more readily and compensate for that. Systems with boots are not complex enough to allow for such adjustments, such as, heated surfaces, weeping wings, or bleed air surfaces can through quantity, whether it be electricity, liquid, or air, distribution.
Hope that helps. If not, sorry I give up.
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"Imagination is more important than knowledge." Albert Einstein
Because the systems on larger aircraft are more complex and have the capability to handle various ranges of heating/bleed air to each different surface. I would suspect if the tail will gain ice that much easier/faster than the wings this would be somehow accounted for with the larger more complex systems. It appears as you and KC-10 have explained other systems that they keep the tail on and or activate it multiple times in a cycle, nobody seems to know why.
If, say a 777, had a larger quantity of bleed air per square foot distributed to the tail surfaces than it would confirm, to me, that engineers recognize the tendency for smaller surfaces to acquire ice more readily and compensate for that. Systems with boots are not complex enough to allow for such adjustments, such as, heated surfaces, weeping wings, or bleed air surfaces can through quantity, whether it be electricity, liquid, or air, distribution.
Hope that helps. If not, sorry I give up.
I think that bleed-air systems function by putting out enough super-heated air to basically vaporize the water/ice as it hits the leading edge in order to prevent run-back icing. If that's the case, putting more air to it would just be overkill. If they didn't do this, they'd have to worry about water/ice hitting the leading edge, melting, and then running back onto the unprotected surface and freezing again, and now you've got ice that you can't get rid of.
But I see what you're getting at now. In a way, I guess, our boot system does adjust the amount of de-icey-ness power by increasing the frequency of the boot inflations on the tail. Since it can't really blow the boots any harder, it just does it twice.
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So long, and thanks for all the fish.
That is really interesting, and confusing. lol Have any more details or other aircraft to compare to, now I am curious if they all follow this and if anyone knows why. Thanks fellas.
I do know that the CRJ and the A320 series don't even have tail deice. Suppoosedly the engineers say that it just can't happen. Don't know if I believe them, but I don't know of any accident caused by tail plane icing.
I always wondered about that. The reason I got for the Boeings was that at low speeds, the engine exhaust keeps the stabs warm, but at high speeds, friction (TAT) takes care of it. But that doesn't explain the CRJ, or the most interesting to me, the Piaggio Avanti (No tail anti-ice at all, and a much slower airplane than the jets). Maybe we should ask NASA for clarification.
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