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hazardous.
11.2 The pilot in the best position to assess the
situation should take the responsibility of coordinating
the airborne intercept and inspection, taking into
account the unique flight characteristics and
differences of the category(s) of aircraft involved.
11.3 Some of the safety considerations are:
11.3.1 Area, direction, and speed of the intercept.
11.3.2 Aerodynamic effects (i.e., rotorcraft downwash)
which may also affect.
31 JULY 08
AIP ENR 5.7−9
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
11.3.3 Minimum safe separation distances.
11.3.4 Communications requirements, lost communications
procedures, coordination with ATC.
11.3.5 Suitability of diverting the distressed aircraft
to the nearest safe airport.
11.3.6 Emergency actions to terminate the intercept.
11.4 Close proximity, inflight inspection of another
aircraft is uniquely hazardous. The pilot in command
of the aircraft experiencing the problem/emergency
must not relinquish his/her control of the situation
and jeopardize the safety of his/her aircraft. The
maneuver must be accomplished with minimum risk
to both aircraft.
12. Precipitation Static
12.1 Precipitation static is caused by aircraft in flight
coming in contact with uncharged particles. These
particles can be rain, snow, fog, sleet, hail, volcanic
ash, dust, any solid or liquid particles. When the
aircraft strikes these neutral particles, the positive
element of the particle is reflected away from the
aircraft and the negative particle adheres to the skin
of the aircraft. In a very short period of time a
substantial negative charge will develop on the skin
of the aircraft. If the aircraft is not equipped with
static dischargers, or has an ineffective static
discharger system, when a sufficient negative voltage
level is reached, the aircraft may go into “CORONA.”
That is, it will discharge the static electricity
from the extremities of the aircraft, such as the wing
tips, horizontal stabilizer, vertical stabilizer, antenna,
propeller tips, etc. This discharge of static electricity
is what you will hear in your headphones and is what
we call P−static.
12.2 A review of pilot reports often shows different
symptoms with each problem that is encountered.
The following list of problems is a summary of many
pilot reports from many different aircraft. Each
problem was caused by P−static:
12.2.1 Complete loss of VHF communications.
12.2.2 Erroneous magnetic compass readings (30%
in error).
12.2.3 High pitched squeal on audio.
12.2.4 Motor boat sound on audio.
12.2.5 Loss of all avionics in clouds.
12.2.6 VLF navigation system inoperative most of
the time.
12.2.7 Erratic instrument readouts.
12.2.8 Weak transmissions and poor receptivity of
radios.
12.2.9 “St. Elmo’s Fire” on windshield.
12.3 Each of these symptoms is caused by one
general problem on the airframe. This problem is the
inability of the accumulated charge to flow easily to
the wing tips and tail of the airframe, and properly
discharge to the airstream.
12.4 Static dischargers work on the principle of
creating a relatively easy path for discharging
negative charges that develop on the aircraft by using
a discharger with fine metal points, carbon coated
rods, or carbon wicks rather than wait until a large
charge is developed and discharged off the trailing
edges of the aircraft that will interfere with avionics
equipment. This process offers approximately
50 decibels (dB) static noise reduction which is
adequate in most cases to be below the threshold of
noise that would cause interference in avionics
equipment.
12.5 It is important to remember that precipitation
static problems can only be corrected with the proper
number of quality static dischargers, properly
installed on a properly bonded aircraft. P−static is
indeed a problem in the all weather operation of the
aircraft, but there are effective ways to combat it. All
possible methods of reducing the effects of P−static
should be considered so as to provide the best
possible performance in the flight environment.
12.6 A wide variety of discharger designs is
available on the commercial market. The inclusion of
well−designed dischargers may be expected to
improve airframe noise in P−static conditions by as
much as 50 dB. Essentially, the discharger provides
a path by which accumulated charge may leave the
airframe quietly. This is generally accomplished by
　
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