Induction IcingIce in the induction

Induction Icing
Ice in the induction system can reduce the amount of air available for combustion. The most common example of reciprocating engine induction icing is carburetor ice. Most pilots are familiar with this phenomenon, which occurs when moist air passes through a carburetor venturi and is cooled. As a result of this process, ice may form on the venturi walls and throttle plate, restricting airflow to the engine. This may occur at temperatures between 20° F (-7° C) and 70° F (21° C). The problem is remedied by applying carburetor heat, which uses the engine’s own exhaust as a heat source to melt the ice or prevent its formation. On the other hand, fuel-injected aircraft engines usually are less vulnerable to icing but still can be affected if the engine’s air source becomes blocked with ice. Manufacturers provide an alternate air source that may be selected in case the normal system malfunctions. In turbojet aircraft, air that is drawn into the engines creates an area of reduced pressure at the inlet, which lowers the temperature below that of the surrounding air. In marginal icing conditions (i.e., conditions where icing is possible), this reduction in temperature may be sufficient to cause ice to form on the engine inlet, disrupting the airflow into the engine. Another hazard occurs when ice breaks off and is ingested into a running engine, which can cause damage to fan blades, engine compressor stall, or combustor flameout. When anti-icing systems are used, runback water also can refreeze on unprotected surfaces of the inlet and, if excessive, reduce airflow into the engine or distort the airflow pattern in such a manner as to cause compressor or fan blades to
vibrate, possibly damaging the engine. Another problem in turbine engines is the icing of engine probes used to set power levels (for example, engine inlet temperature or engine pressure ratio (EPR) probes), which can lead to erroneous readings of engine instrumentation operational difficulties or total power loss. The type of ice that forms can be classified as clear, rime, or mixed, based on the structure and appearance of the ice. The type of ice that forms varies depending on the atmospheric and flight conditions in which it forms. Significant structural icing on an aircraft can cause serious aircraft control and performance problems.

Hasil (Bahasa Indonesia) 1:

Induksi IcingEs dalam sistem induksi dapat mengurangi jumlah udara tersedia untuk pembakaran. Contoh yang paling umum mesin piston induksi icing adalah karburator es. Kebanyakan pilot akrab dengan fenomena ini, yang terjadi ketika kelembaban udara melewati venturi karburator dan didinginkan. Sebagai hasil dari proses ini, es dapat membentuk dinding venturi dan throttle piring, membatasi aliran udara ke mesin. Ini dapat terjadi pada suhu antara 20° F (-7 ° C) dan 70 ° F (21 ° C). Masalah ini diatasi dengan menerapkan panas karburator, yang menggunakan knalpot mesin sendiri sebagai sumber panas untuk mencairkan es atau mencegah pembentukannya. Di sisi lain, Mesin disuntikkan bahan bakar pesawat biasanya kurang rentan terhadap icing tetapi masih dapat terpengaruh jika mesin udara sumber tersumbat dengan es. Produsen menyediakan udara alternatif sumber yang dapat dipilih dalam kasus normal sistem malfungsi. Pesawat turbojet, udara yang ditarik ke dalam mesin menciptakan daerah tekanan berkurang di inlet, yang menurunkan suhu di bawah ini bahwa dari udara di sekitarnya. Dalam kondisi marjinal icing (yaitu, kondisi dimana icing muka), pengurangan suhu mungkin cukup untuk menyebabkan es untuk membentuk mesin inlet, mengganggu aliran udara ke dalam mesin. Bahaya lain terjadi ketika es terhenti dan tertelan ke dalam mesin yang menjalankan, yang dapat menyebabkan kerusakan baling kipas, Mesin compressor kios atau kemasukan combustor. Ketika sistem anti icing digunakan, runback air juga dapat refreeze pada permukaan yang tidak dilindungi inlet dan, jika berlebihan, mengurangi aliran udara ke dalam mesin atau mendistorsi pola aliran udara sedemikian rupa untuk penyebab kompresor atau baling kipas untukvibrate, possibly damaging the engine. Another problem in turbine engines is the icing of engine probes used to set power levels (for example, engine inlet temperature or engine pressure ratio (EPR) probes), which can lead to erroneous readings of engine instrumentation operational difficulties or total power loss. The type of ice that forms can be classified as clear, rime, or mixed, based on the structure and appearance of the ice. The type of ice that forms varies depending on the atmospheric and flight conditions in which it forms. Significant structural icing on an aircraft can cause serious aircraft control and performance problems.