CIVIL AVI ATI ON AUTHORI TY CIVIL AIRCRAFT I NSPECTI ON PROCEDURES

RL/2-4
Issue 1.
18th May, 1977
AIRCRAFT
RADIO
STATIC DISCHARGERS
INTRODUCTION This Leaflet gives information on types of dischargers and
general guidance on their installation, siting and maintenance. Full details of the procedures
to be adopted for specific installations of dischargers referred to in this Leaflet are contained
in relevant aircraft and equipment Maintenance Manuals and, therefore, this Leaflet
should be read in conjunction with these documents. Information on the discharge of
static from aerials is given in Leaflet RL/2-2.
NOTE: RL/2-4 was previously used for a Leaflet entitled 'External Blade, Rod and Rail AerialsInstallation
and Maintenance', the information for which is now included in Leaflet RL/2-2.
2 STATIC
2.1 The effects of static electricity are of considerable importance in the design, operation
and maintenance of aircraft. Static electricity will cause noise interference in radio
communications equipment and can also cause disturbance in other electronic systems.
2.2 During flight, an aircraft picks up static charges because of contact with particles
such as rain, snow, ice and dust. The charge results mainly from the high-speed impact
or frictional passage of these airborne particles and the charge rate is particularly high
when, for example, ice crystals precipitate out from a cold-moist atmosphere (hence the
expression 'precipitation static'). Precipitation is termed as 'hard' to distinguish
relatively dry particles such as snow, ice, hail and sand, from the wet particles of 'soft'
precipitation such as rain and sleet.
2.3 If the surface area of an aircraft was shaped like a sphere possessing a very smooth
surface, the surface charge would be uniform and the sphere could be charged to an
extremely high potential with respect to the surrounding atmosphere. The field intensity
just off the surface would be the same over any part of the sphere. However, an aircraft
of practical configuration does not possess a smooth spherical surface and there are in
fact numerous protuberances. These protuberances cause a redistribution of the electric
field and the field is concentrated at the tip of the protuberance, with a consequent higher
field intensity in the atmosphere immediately at the tip. As a result, this portion of the
atmosphere could reach such excessive voltage gradients that charge leakage could start
and, after ionization, a complete breakdown could occur.
2.4 When an aircraft is struck by hard precipitation, the particles carry away a charge
and the aircraft is left with a charge of opposite sign with respect to the surrounding
atmosphere. During the charging time the smaller exposed radii of the aircraft extremi-
ties and protuberances will reach the corona starting potentials (see Note to paragraph
2.5) and will begin to discharge. If the aircraft is large and fast, and the precipitation
is dense and fairly dry, the charging will continue and if the charging rate exceeds the
discharge rate the larger radii and/or the less-exposed protuberances will reach their
corona starting potential. The discharge currents involved may begin as fractions of a
microamp but in some conditions they may reach the order of a milliamp. The charging
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mechanisms result in a discharge of pulsed radio frequency (RF) energy by corona which,
for example, will be heard in the earphones of an automatic direction finder (ADF)
receiver as a slow 'popping' noise rising to a crescendo of 'screaming and crying'.
2.5 The energy released by the discharge can be observed in light form. Although
visible corona appears as a continuous light, in fact, the release of electrical energy from
all corona is in pulse form. The energy is spread over the radio spectrum and is, in the
main, contained in the lower frequencies.
NOTE: Corona is accumulative ionization of a small part of the atmosphere surrounding a point and
should not be confused with sparking which represents heavier discharge of a more intermittent nature
and has its own interference characteristics.
2.6 If the charging mechanism could be removed, the problem of interference from static
would be relieved, but this is not possible. However, it is possible to bring about a
reduction of the charge and to provide means of discharging the aircraft in a regulated
and electrically-quiet manner.
TYPES AND FUNCTION OF DISCHARGERS The following paragraphs give
details of the types of dischargers and the manner in which they function.
3.1 Older types of static dischargers comprise a stranded cotton wick, chemically
impregnated with metallic silver, covered with a protective plastics sheath leaving a short
tail exposed. An aluminium anchor plate is fitted to the sheath for attachment to the
aircraft. During service, the wick is eroded and thus the discharge efficiency is reduced.
To maintain the discharge efficiency, the plastics sheath is progressively trimmed to
expose fresh wick fibres. Normally, the sheath is marked with a LIMIT OF TRIM.
Figure 1 shows a typical example of a wick discharger.
Figure 1 WICK DISCHARGER
3.1.1 This type of discharger is no longer readily available and has been replaced by a
discharger of flexible design. The flexible discharger is similar to the rigid discharger
described in paragraph 3.2 except that in order to obtain flexibility the glass-fibre rod
is replaced by a nylon cord. Flexible dischargers are suitable for use on light aircraft
or larger aircraft of moderate speeds where mounting circumstances do not produce
unduly severe turbulence.
3.2 Many modern dischargers consist of a tapered glass-fibre rod for mechanical support
which is rendered conductive by a coating of material having high electrical resistivity
to provide the path back from a discharge tip assembly. The conductive coating is
protected by baked-on synthetic finish and in some types is further protected by a heat-
shrunk sheath of Skydrol-resistant plastics. Three types of discharger tips are normally
2
LIMIT
OF
TRIM
ANCHOR
PLATE
PLASTICS
SHEATH
WICK
RL/2-4
used; (a) a minute brush of extremely fine 80/20 nichrome wires, (b) solid carbon which
is machined to a 90 degree point, and (c) tungsten needles. The glass-fibre rod is
terminated at its thicker end by one of various attachment fittings, assembled together
with a conducting cement. Figure 2 shows a typical example of a rod discharger.
FINE NICHROME WIRES.
ALUMINIUM PLUG
CONDUCTING
CEMENT
RESISTIVE COATED
GLASS-FIBRE ROD
CONDUCTING
CEMENT
AERODYNAMIC
POLYTHENE SHROUD
AROUND
ALUMINIUM TUBE
RETAINING
SCREW
TAPERED SLEEVE
SKYDROL-RESISTANT
SHEATHING
Figure 2 ROD DISCHARGER
3.3 The lightning diverter spike fitted at the apex of nose radomes on some aircraft can
be particularly prone to noisy discharge. To minimize the noise from this source, a
discharger assembly which can be screwed into the lightning diverter is fitted. This
discharger comprises four wire-brush dischargers mounted at the forward end of a rigid
dielectric support, and critically angled back so that each wire brush remains well exposed
to high electric field intensity while remaining protected by its polythene shroud against
bunching of the wires under air pressure. A high-resistance spiral track, provides the
current path back to the airframe. Figure 3 shows the general arrangement of the
dischargers.
Figure 3 RADOME-MOUNTED DISCHARGER
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3.4 Static dischargers are intended to prevent or reduce the radio noise experienced
when an aircraft, which has acquired a high electric charge relative to its immediate
surroundings, releases this charge by corona breakdown directly from one or more of the
aircraft extremities or protuberances. The dischargers provide the means for shifting
this discharge point aft of the trailing edge where the RF coupling is at a minimum. The
charge travels along the resistive coating over the glass-fibre material to the discharger
tip positioned away from the wing or tail surface. Since the dischargers act as low-
impedance discharge points, the voltage required to cause and sustain discharging is
minimized. The result is a high pulse rate with much lower pulse peaks. Recorded
test results have shown a 70,000 volts discharge threshold to have been reduced to 7,800
volts by the use of static dischargers. Dischargers need to be fitted in sufficient numbers
to ensure that their total discharge current holds the aircraft potential below the threshold
of direct discharge at the higher charge accumulation rates anticipated.
4 SITING It is important that sufficient numbers of static dischargers are fitted and
are sited in positions where they can efficiently discharge the static with the minimum of
interference being induced into radio aerials. Optimum siting of dischargers can only be
determined by a thorough investigation of the characteristics of the particular aircraft
type. However, in general, the wing, tail and fin tips, particularly at the trailing edges, are
the locations of the greatest potential gradient. Dischargers positioned at these points,
with additional units at spacings of 9 inches around these regions will generally give
satisfactory results. Dischargers should not be located near to radio aerials unless they
are specifically designed to be so located. Table 1 gives details of the number and location
of static dischargers on various aircraft.
TABLE 1
Aircraft
Trident 3B
BAC1-11
Boeing 707
Boeing 747
Wing
Trailing
Edge
8 on each
wing
3 on each
wing
6 on each
wing
12 on each
wing
Wing
Tip
2 on each
tip
1 on each
tip
2 on each
tip
3 on each
tip
Horizontal
Stabilizer
(Tailplane)
Trailing
Edge
3 on each
stabilizer
3 on each
stabilizer
4 on each
stabilizer
9 on each
stabilizer
Horizontal
Stabilizer
(Tailplane)
Tip
2 on each
tip
2 on each
tip
2 on each
tip
4 on each
tip
Vertical
Fin
Trailing
Edge
Nil
Nil
4
8
Vertical
Fin Tip
N/A
N/A
2
4
Tailplane
Bullet
2
2
N/A
N/A
5 INSTALLATION
5.1 The discharger units are attached to the aircraft by means of bases machined from
high-purity aluminium to obviate problems of electro-mechanical corrosion where there
is direct contact with the aircraft skin. The base may be fixed permanently to the air-
craft by screws, rivets, a conducting cement, or any combination of these. Where a
conducting cement is used, this should be of the type recommended by the manufacturer.
A tapered sleeve on the end of the discharger rod plugs into the base and is locked by
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means of a round-head screw. Where the discharger is to be fitted to wing or horizontal
stabilizer tips, an angled sleeve is provided. The base flanges are sufficiently ductile to
enable shaping to the aircraft skin contour. Figure 4 shows the general arrangement of
a discharger and its base.
NOTE: On certain types of aircraft, e.g. BAC1 -11, the wing tips are made of reinforced plastics and it is
important to ensure that the bonding inside the plastics is of sound construction so that where dischargers
are fitted to the wing tips there is good bonding between the discharger and the main structure.
BASE RETAINING
PLATE SCREW
Figure 4 DISCHARGER AND BASE
5.2 Various types of discharger exist which are interchangeable. However, where
dischargers are installed on the trailing edge of control surfaces it is important to ensure
that replacement of a discharger with a different type does not alter the control-surface
balance. This is particularly important on smaller aircraft employing stabilizers where
both primary controls and tabs are balanced to fine limits.
MAINTENANCE The dischargers should be checked in accordance with
procedures detailed in the relevant Maintenance Manual at the periods prescribed in the
approved Maintenance Schedule for the particular aircraft. As a general guide the
following points should be observed.
6.1 Periodically, a general check should be made to determine that all dischargers are
securely mounted, and are not broken or missing.
6.2 The efficient operation of the dischargers is dependent on good electrical contact
between the base and the aircraft. The resistance between the base and the aircraft
should, in general, not exceed 0,05 ohm. However, provided there is no static inter-
ference with the radio systems, a resistance not exceeding 0,1 ohm may be acceptable.
If the resistance exceeds the acceptable limit, the discharger should be removed and the
contact surfaces cleaned.
6.3 Where dischargers of the tapered glass-fibre rod type are fitted, the condition of the
resistive coating between the base and tip, and of the Skydrol-resistant plastics, should
be checked for physical continuity particularly at the base and tip joints. The electrical
resistance between the base and tip should be within the limits specified by the manu-
facturer for the type of discharger. Typically, values between 8 and 100 megohms are
acceptable for trailing-edge dischargers and 5 to 60 megohms for tip-mounted dischargers.
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DISCHARGER
TIP
RL/2-4
6.4 Particular attention should be paid to the condition of the discharger tip. In the
case of carbon or tungsten tips, if these show signs of damage or erosion the discharger
should be renewed. Where the tips comprise nichrome wire brushes, these should be
clean and the wires should not be matted together. If the brush is corroded, or clogged
with fuel, oil, polish or any other foreign matter, the discharger should be renewed.
6.5 Impregnated cotton-fibre dischargers will erode in service and when this occurs the
plastic sheath should be cut back to expose fresh fibres such that a wick length of 1 1/2
inches is obtained. The cotton fibres must not be cut with scissors in order to obtain
the desired tip shape as this would compress the silver into comparatively large metallic
areas resulting in noisy discharge. A sharp knife or similar tool is suitable for trimming
the tip to shape. Generally, this type of discharger is marked with a 'limit of trim'
indicating when a new unit should be fitted.
6.6 Dischargers should be checked for lightning damage, which is generally indicated by
a burning and roughening of the conductive coating and. pitting of the metal base plate.
In extreme cases, as a result of lightning, part of the discharger may be burnt away.
Any discharger damaged by lightning should be replaced with a new unit.
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