11.3.2 Aerodynamic effects (i.e., rotorcraft down-wash) which may also affect.
11.3.3 Minimum safe separation distances.
11.3.4 Communications requirements, lost commu-nications 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 “CORO-NA.” 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 providing a group of tiny corona points to permit onset of corona.current flow at a low aircraft potential. Additionally, aerodynamic design of dischargers to permit corona to occur at the lowest possible atmospheric pressure also lowers the corona threshold. In addition to permitting a low potential
Federal Aviation Administration Twentieth Edition
discharge, the discharger will minimize the radiation of radio frequency (RF) energy which accompanies the corona discharge, in order to minimize effects of RF components at communications and navigation frequencies on avionics performance. These effects are reduced through resistive attachment of the corona point(s) to the airframe, preserving direct current connection but attenuating the higher frequency components of the discharge.
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