PROCEDURES

Pitot Probe Performance Covered On the Ground

Pitot Probe
Performance
Covered
On the Ground
Pitot probes inlet obstruction will affect accuracy of the air data
parameters calculated from its measurements such as the aircraft
airspeed and Mach number. Pitot probes inlet obstruction on the
ground can be caused by unexpected sources such as sand, dirt,
dust or insect nesting activity. This is why it is important to think
about when to install Pitot probe covers for an aircraft on the
ground to protect its air data system performance.

BENOIT AYMERIC STÉPHANE

DUQUESNE JACQUOT COTE
Anemo/Inertial Systems Air Data and Inertial Accident/Incident
Product Leader System Engineer Investigator

Safety first #22 July 2016 - 1/9

AN OBSTRUCTED PITOT PROBE
MAY OCCUR IN LESS TIME THAN
YOU THINK

In-service experience: impacts of a blocked Pitot The cause of the

probe in a context of dispatch under MEL indicated airspeed
In a recent incident, the captain of an reverted from normal to alternate law discrepancy was
A330 rejected the take-off attempt and the autopilot became unavailable.
after noticing an airspeed indication The crew performed an immediate
due to a Pitot probe
failure. Troubleshooting conducted in-flight turn-back. After the uneventful partially blocked in
subsequently led to swap two of the Air
Data Inertial Reference Units (ADIRU)
landing, a detailed ground inspection
found conclusive evidence that the
less than two hours
and the aircraft was dispatched with cause of the indicated airspeed by nesting wasps.
ADIRU 2 inoperative as allowed by discrepancy was due to a Pitot probe
the Minimum Equipment List (MEL). A partially blocked in less than two hours
second take-off passed the critical V1 by nesting wasps.
speed when an airspeed discrepancy
was noticed again on the captain’s PFD. An investigation of another in-flight turn-
The take-off had to be continued but back (from a non-Airbus aircraft type) at
a wrong captain airspeed associated the same airport also showed that the
with ADIRU 2 inoperative caused the inlet of the captain’s Pitot probe was
A330’s auto-thrust and flight directors partly obstructed by material consistent
to disengage, the flight controls mode with a mud-dauber wasp nest.

Main reasons for Pitot obstruction:

insects but not only…
Insects can cause rejected take- issued by the Australian Civil Aviation
off or in-flight turn-back events Safety Authority (CASA) following an
The main
and there are other potential investigation of an in-service occurrence. cause of airspeed
sources of Pitot obstruction. But it is not only insect activity that can discrepancy below
be the cause of Pitot blockage. Pitot
“A mud dauber wasp can build a probe inlet obstruction by insect, dust, FL250 was Pitot
significant nest capable of completely dirt or any materials (sand) is the main obstruction by
blocking a Pitot probe, vent, or drain root cause of rejected take-off or in-flight
in around 20 minutes” according turn-back events due to airspeed
sand, dust, dirt
to a recent airworthiness bulletin discrepancy below FL 250. or insects.

Safety first #22 July 2016 - 2/9

PROCEDURES
Pitot Probe Performance Covered On the Ground

(fig.1)
Pitot probe simplified schematic
(applicable for A320, A330
and A340 aircraft)

ADIRU1 ADIRU3 ADIRU2

Probe 1 Probe 3 Probe 2

Normal Display
Reconfigurations

A PRECISION INSTRUMENT FOR MEASURING AIRSPEED

The Pitot probe consists of a tube pointing directly into the air flow (fig.2) and
measuring the stagnation pressure called total pressure or Pitot pressure.

This total pressure information and the static pressure delivered by static
ports on the fuselage are used to compute the indicated airspeed and Mach
number provided by the ADIRU (fig.3).

Like any precision instrument, Pitot probes need to be protected on ground to

provide correct airspeed and Mach number measurements in flight in order to fly
the aircraft safely.

1
(fig.2)
2
Design principle of a Pitot
3
probe (applicable for A320,
A330 and A340 aircraft) 3

1 Drain hole
2 Water trap
3 Heater cable wound
around the pressure line
4 Total pressure line
5 Electrical connector 5

6 Pneumatic connector 6
(Quick disconnect)

Safety first #22 July 2016 - 3/9

 Static port
Static: Ps
Mach

ADIRU
Total pressure: Pt
Airspeed
Pitot probe

PREVENTING PITOT PROBE (fig.3)

Pitot probe principle

OBSTRUCTION ON GROUND

Aircraft Maintenance Manual parking procedure

Parking procedures available in the devices, including Pitot probes (fig.4).
Aircraft Maintenance Manual (AMM But many operators will not apply the
section 10-11-00) will request that AMM parking procedure if the aircraft (fig.4)
approved protective covers are installed only has a short turn-around time or Pitot probe locations on an Airbus
on each of the air data probes or remains on the flight line. A330 or A340 aircraft

LEFT RIGHT

STATIC PORTS
CAPT PITOT PROBE F/O PITOT
STBY PITOT PROBE

Safety first #22 July 2016 - 4/9

PROCEDURES
Pitot Probe Performance Covered On the Ground

The proper protection for Pitot probes

Using the approved Pitot probe (PN: 98A10001005000 or
covers (fig.5) is important as the alternate PN: A1000100500000).
covers for other manufacturer’s Airbus A380 and A350 aircraft
aircraft may not be the correct fit or have Multi-Function Probes
offer complete protection for the Pitot (MFP) and a standby Pitot probe
probes of Airbus aircraft. The that use two different covers. Pitot
same Pitot probe cover can be probe and MFP covers are part of
used on Airbus A310, A320, the flight kit for each aircraft.
(fig.5) A330, and A340 aircraft families
Example of Aircraft Pitot probe protective
cover

When is Pitot probe too hot to handle on ground?

Protective covers can be installed period of 15 minutes for the probe
30 minutes after engines shut down tip to cool to 70°C, it can take an
as the probe heating is deactivated additional 15 minutes to reach
when engines are turned off. After a ambient temperature.

AIRLINE ASSESSMENT –
FROM OPERATIONAL BASES
TO DESTINATION AIRPORTS

Is the Pitot probe protection a priority for ground

handlers and maintenance teams?
With the recent finding from the example For example, check if a wildlife
incident where a Pitot probe obstruction management plan is part of the
occurred in less than two hours, it is a i r p o r t ’s h a z a rd m a n a g e m e n t
important to know if Pitot probe protection strategy and what mitigations are
is a priority in local airport ground in place to detect or manage insect
handling or turn-around procedures. activity. Confirm how each airport will
The aircraft operator should collaborate alert airlines or operators where there
with the local airport authorities to assess is evidence that local conditions
the risk of Pitot probes being blocked by may contribute to an increased
sand, dust, dirt or insects activity at their risk of Pitot blockage to aircraft on
operational base or destination airports. the ground.

Safety first #22 July 2016 - 5/9

Depending on the outcomes of this Airlines or operators should also Some airlines
risk assessment, the operator should report any in-service incidents of Pitot
consider implementing a specific policy probe obstruction to the local airport already have policies
on the use of Pitot covers even for a authority and to Airbus. This will help in place for certain
short turn-around time. Some airlines to determine root causes, prevent
already have policies in place for certain further occurrences and track any
airports that require
airports that require Pitot covers to trends of obstructions of Pitot probes Pitot covers to be
be used for all aircraft on the ground on ground. used for all aircraft
regardless of turn-around times.
on the ground
regardless of turn-
around times.
AIRPORT PROACTIVE
PREVENTION STRATEGIES

The airports can also implement alert aircraft operators and their ground
preventive actions following an handlers to consider applying additional
assessment of the locally occurring preventive measures to protect Pitot
risks such as regularly inspecting for probes with the approved covers, even
wasps or other insects at their sites. for short aircraft turn-around times. If
It is important to continuously monitor there is a persisting problem, it may be
and communicate with all airlines and necessary to issue a Notice to Airmen
aircraft operators about any seasonal (NOTAM) making the pilots aware of (fig.6)
increased insect activity, especially the risk (fig.6) and alert them to pay Example extract from NOTAM
by wasps, and where there are local particular attention when checking their with item [3.] warning of mud wasp
activity and the recommendation
conditions causing accumulations of aircraft’s Pitot probes for any risk of to install Pitot tube covers - Courtesy
sand, dirt or fine particle dust. This will obstruction. of Brisbane Airport Corporation

Safety first #22 July 2016 - 6/9

PROCEDURES
Pitot Probe Performance Covered On the Ground

ADDITIONAL AIRPORT MEASURES – UPPING THE

ANTE

(fig.7) An example of where collaboration between Airlines

Mud wasp awareness poster - and Airports can enhance the operational safety of
Courtesy of Brisbane Airport Corporation
aircraft

Like many other airports around the world, being located

in a sub-tropical environment means Brisbane Airport
(BNE) is ever vigilant about the presence of mud wasps
on site. While the airport has always maintained a
stringent monitoring and control regime for these pests,
following an incident whereby a mud wasp nest blocked
the air data instruments of an Airbus aircraft during a
standard turn-around at Brisbane Airport, the Brisbane
Airport Corporation (BAC) upped the ante by introducing
additional measures to mitigate the ongoing risk of Pitot
blockage on ground.

Airport to Airline Communication

BAC recommends the use of Pitot probe covers on

aircraft at BNE to prevent possible obstructions from
mud wasp activity. Results from pest inspections carried
out by pest management professionals are emailed out
(fig.8) weekly to all airlines and stakeholders. The notifications
Array of 3D printed Pitot probes of various include the location and number of nests found and
designs (A330, B737-400, B737-800, Dash-8, treated. Their “Watch out for the Mud Wasp” awareness
B747 and E190) used for monitoring wasp
activity and ecology study at Brisbane
poster (fig.7) is a quick reference guide to the conditions
airport. - Courtesy of Brisbane Airport to observe when the wasps are likely to be more active
Corporation at BNE and details what information to report to the BAC
wildlife coordinator via email or at the Brisbane Airport
Wildlife Working Group.

Preventative pest control

BAC initiated a wasp ecology study consisting of an

array of 3D printed Pitot probes of various designs (A330,
B737-400, B737-800, Dash-8, B747 and E190), which
are secured to sheets of metal to resemble the aircraft’s
fuselage, and they are mounted in different parking
positions around the airfield (fig.8). Each location is
inspected regularly for evidence of mud wasp activity
and when there are nests found in any of the 3D printed
Pitot tube arrays the contents are hatched and examined
by an ecologist. Results from the study are expected
in February 2017. This will help BAC achieve a better
understanding of the species of mud wasp present at
Brisbane, the impacts that they can have on aircraft
operations and any further measures that can be taken
to mitigate the risk.

Safety first #22 July 2016 - 7/9

FLIGHT CREW FOCUS
ON PITOT PROBES

Additional safety barriers, embedded in Airbus Standard Operating

Procedures (SOP), are available to flight crews in order to avoid taking-
off with obstructed Pitot probes.

SOP Exterior Walk Around

(FCOM section PRO-NOR-SOP-05)
Always look at the Pitot probes probe and that the general condition
carefully during the pre-flight exterior is good. This will give confidence that
inspection and check that all of the the correct airspeed readouts will be
covers are removed before flight. available on all of the instruments in
Ensure there is no damage to the Pitot all flight phases.

SOP Take-off
(FCOM section PRO-NOR-SOP-12)
During the take-off phase, a partially which should be detected when cross
or totally obstructed Pitot probe may checked with the other PFD. Standard
lead to an underestimated, fluctuating Operating Procedures for Airbus aircraft
or “flagged” airspeed information on require the flight crew to scan airspeeds
the Primary Flight Display (PFD) or shown on the PFD throughout the take-
standby instrument for the affected off and the Pilot Flying shall cross check
Pitot probe. In this case, there is likely and confirm the airspeed indicated on
to be an indicated airspeed discrepancy reaching 100 knots.

Pitot probe protection using the Airbus approved covers is the most
effective way to prevent Pitot obstruction on ground.
Airlines and operators should assess and monitor the risk of any
obstruction to their aircraft’s Pitot probes at the airports where they are
based or operating to. Airports can also play an active role by collaborating
with their operators to manage airport hazards and communicate on any
of the mitigations in place.
Where there is an identified risk of Pitot obstruction due to sand, dirt,
dust or insect nesting activity, the operator should consider applying a
specific policy to use Pitot covers for aircraft on the ground regardless
of turn-around times.
Reporting any occurrences of Pitot probe obstruction to the local airport
authorities and Airbus will help to monitor for adverse trends, put specific
measures in place and communicate this information to the benefit of all
airlines and operators.

Safety first #22 July 2016 - 8/9

Safety first, #22 July, 2016. Safety first is
Safety first
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20161577. Reference: GS 420.0045 Issue 22.
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Safety first #22 July 2016 - 9/9