Pitot system - odd event

[Del Jensen]

On tow the other day the airspeed indicator jammed and the digital airspeed read about 20kts too high. When I got down the digital airspeed was 30kts with the glider stopped, and turning off the unit (S80) and re-initialing the tas read 30kts. Upon examination the diaphragm was found to be ruptured in the winter, and auto zeroing the pressure sensors on the S80 left the tas navbox with no reading (---) indicating the transducer was likely damaged.

Something clearly sent a shock through the pitot system, perhaps a bug hit square in the inlet.

Air moves through the pitot tube when blowing into the tube from the panel end.

If any of you have experienced something like this before, I would appreciate your insight on this issue. I am reluctant to attach a new instrument to the system until I've taken basic precautions testing the system. Could there be a partial blockage that might shift and shock the system again? What procedures are there to establish the integrity of the pneumatics?

Many thanks for any ideas on this.

[SoaringXCellence]

On Wednesday, May 23, 2018 at 8:02:30 PM UTC-7, Del Jensen wrote:
> On tow the other day the airspeed indicator jammed and the digital airspeed read about 20kts too high. When I got down the digital airspeed was 30kts with the glider stopped, and turning off the unit (S80) and re-initialing the tas read 30kts. Upon examination the diaphragm was found to be ruptured in the winter, and auto zeroing the pressure sensors on the S80 left the tas navbox with no reading (---) indicating the transducer was likely damaged.
>
> Something clearly sent a shock through the pitot system, perhaps a bug hit square in the inlet.
>
> Air moves through the pitot tube when blowing into the tube from the panel end.
>
> If any of you have experienced something like this before, I would appreciate your insight on this issue. I am reluctant to attach a new instrument to the system until I've taken basic precautions testing the system. Could there be a partial blockage that might shift and shock the system again? What procedures are there to establish the integrity of the pneumatics?
>
> Many thanks for any ideas on this.

The air doesn't actually move through the tube in normal flight. There is no flow to speak of. The column of air in the tube is compressed by the impact of the relative wind on the pitot tube. The airspeed is a pressure not a flow "sensor".

As you noted, the air can flow from the panel to the pitot tube, but that is what it should be able to do when the instruments are disconnected. It appears that is no blockage in the pitot line.

I've not seen anything like you describe in 6600+ hours of flying, both with mechanical and digital instruments.

[Del Jensen]

On Wednesday, May 23, 2018 at 10:08:35 PM UTC-7, SoaringXCellence wrote:
> On Wednesday, May 23, 2018 at 8:02:30 PM UTC-7, Del Jensen wrote:
> > On tow the other day the airspeed indicator jammed and the digital airspeed read about 20kts too high. When I got down the digital airspeed was 30kts with the glider stopped, and turning off the unit (S80) and re-initialing the tas read 30kts. Upon examination the diaphragm was found to be ruptured in the winter, and auto zeroing the pressure sensors on the S80 left the tas navbox with no reading (---) indicating the transducer was likely damaged.
> >
> > Something clearly sent a shock through the pitot system, perhaps a bug hit square in the inlet.
> >
> > Air moves through the pitot tube when blowing into the tube from the panel end.
> >
> > If any of you have experienced something like this before, I would appreciate your insight on this issue. I am reluctant to attach a new instrument to the system until I've taken basic precautions testing the system. Could there be a partial blockage that might shift and shock the system again? What procedures are there to establish the integrity of the pneumatics?
> >
> > Many thanks for any ideas on this.
>
> The air doesn't actually move through the tube in normal flight. There is no flow to speak of. The column of air in the tube is compressed by the impact of the relative wind on the pitot tube. The airspeed is a pressure not a flow "sensor".
>
> As you noted, the air can flow from the panel to the pitot tube, but that is what it should be able to do when the instruments are disconnected. It appears that is no blockage in the pitot line.
>
> I've not seen anything like you describe in 6600+ hours of flying, both with mechanical and digital instruments.

Thanks for the reply. Yeah I know air doesn't flow through tube in normal flight. I removed the airspeed instrument and forced air into the tube from the instrument end to see if air would flow out the pitot inlet back on the vertical stabilizer. That was to check if there was blockage. The pitot system also directs the ram air into the digital variometer. The digital variometer (an LX NAV S80) accepts the pitot input via a pressure transducer (also called a pressure sensor). No airflow through the system indeed: that would be bad. I believe my original post used the term "pressure sensor", not "flow sensor".

In my case, something happened to take out two instruments at the same time, both the diaphragm on the winter and the "pressure sensor" on the S80. It happened in flight, on tow. Most likely something caused an overpressure in the pitot system - I don't know what else might have done this. My problem now is to verify the integrity of the pitot pneumatics before connecting it to another expensive instrument.

[Del Jensen]

On Thursday, May 24, 2018 at 3:42:38 AM UTC-7, Del Jensen wrote:
> On Wednesday, May 23, 2018 at 10:08:35 PM UTC-7, SoaringXCellence wrote:
> > On Wednesday, May 23, 2018 at 8:02:30 PM UTC-7, Del Jensen wrote:
> > > On tow the other day the airspeed indicator jammed and the digital airspeed read about 20kts too high. When I got down the digital airspeed was 30kts with the glider stopped, and turning off the unit (S80) and re-initialing the tas read 30kts. Upon examination the diaphragm was found to be ruptured in the winter, and auto zeroing the pressure sensors on the S80 left the tas navbox with no reading (---) indicating the transducer was likely damaged.
> > >
> > > Something clearly sent a shock through the pitot system, perhaps a bug hit square in the inlet.
> > >
> > > Air moves through the pitot tube when blowing into the tube from the panel end.
> > >
> > > If any of you have experienced something like this before, I would appreciate your insight on this issue. I am reluctant to attach a new instrument to the system until I've taken basic precautions testing the system. Could there be a partial blockage that might shift and shock the system again? What procedures are there to establish the integrity of the pneumatics?
> > >
> > > Many thanks for any ideas on this.
> >
> > The air doesn't actually move through the tube in normal flight. There is no flow to speak of. The column of air in the tube is compressed by the impact of the relative wind on the pitot tube. The airspeed is a pressure not a flow "sensor".
> >
> > As you noted, the air can flow from the panel to the pitot tube, but that is what it should be able to do when the instruments are disconnected. It appears that is no blockage in the pitot line.
> >
> > I've not seen anything like you describe in 6600+ hours of flying, both with mechanical and digital instruments.
>
> Thanks for the reply. Yeah I know air doesn't flow through tube in normal flight. I removed the airspeed instrument and forced air into the tube from the instrument end to see if air would flow out the pitot inlet back on the vertical stabilizer. That was to check if there was blockage. The pitot system also directs the ram air into the digital variometer. The digital variometer (an LX NAV S80) accepts the pitot input via a pressure transducer (also called a pressure sensor). No airflow through the system indeed: that would be bad. I believe my original post used the term "pressure sensor", not "flow sensor".
>
> In my case, something happened to take out two instruments at the same time, both the diaphragm on the winter and the "pressure sensor" on the S80. It happened in flight, on tow. Most likely something caused an overpressure in the pitot system - I don't know what else might have done this. My problem now is to verify the integrity of the pitot pneumatics before connecting it to another expensive instrument.

Sorry, I should have said "ram air signal to the digital variometer." Again I am well aware of the fact that no gas is actually transported from the pitot inlet to either instrument.

[[email protected]]

There might be a clue in AC43.13. Here's a caution note from the pitot static testing section ( Paragraphs 12-58 and 59)

"Do not blow air through the line toward the instrument panel. This may seriously damage the instruments. Be sure to disconnect the instrument lines so no pressure can reach the instruments."

"CAUTION: To avoid rupturing the diaphragm of the airspeed indicator, apply pressure slowly and do not build up excessive pressure in the line. Release pressure slowly to avoid damaging the airspeed indicator."


Sounds like over pressure or rate of pressure change has ruptured diaphragms before. For the electronic sensor I can't see how rate would do it which leaves over pressure. Probably more than the lungs or pitot ram air alone can make.

Any chance of compressed air, fast moving water, or ice in the pitot path?
Maybe somebody 'tested' or hosed off the glider between flights.
How long has it been since the last flight when it was working.

Does the tow rope hook up where it can affect the pitot port?

Was there any moisture (or bug parts ;-) in the pitot system when you looked at it?

Interesting detective project.

[Del Jensen]

On Thursday, May 24, 2018 at 5:40:12 AM UTC-7, wrote:
> There might be a clue in AC43.13. Here's a caution note from the pitot static testing section ( Paragraphs 12-58 and 59)
>
> "Do not blow air through the line toward the instrument panel. This may seriously damage the instruments. Be sure to disconnect the instrument lines so no pressure can reach the instruments."
>
> "CAUTION: To avoid rupturing the diaphragm of the airspeed indicator, apply pressure slowly and do not build up excessive pressure in the line. Release pressure slowly to avoid damaging the airspeed indicator."
>
>
> Sounds like over pressure or rate of pressure change has ruptured diaphragms before. For the electronic sensor I can't see how rate would do it which leaves over pressure. Probably more than the lungs or pitot ram air alone can make.
>
> Any chance of compressed air, fast moving water, or ice in the pitot path?
> Maybe somebody 'tested' or hosed off the glider between flights.
> How long has it been since the last flight when it was working.
>
> Does the tow rope hook up where it can affect the pitot port?
>
> Was there any moisture (or bug parts ;-) in the pitot system when you looked at it?
>
> Interesting detective project.

Part of my preflight routine is to look at the inlet, mainly to make sure I remember to take off the cover.

Actually, we did look for bug guts when I got down! Couldn't see anything though.

I did blow from the instrument end to test for blockage. That was after I got down and removed the damaged instruments.

I remember back in the old days people puffing at the pitot inlet to make sure the gauge was working. Makes me shudder to think about it.

If I could figure out what happened, at least it would be an expensive lesson. As it is, it's just expensive.

[Charlie M. (UH & 002 owner/pilot)]

Cupping your hand around a pneumatic port and blowing into your hand has almost "0" chance of hurting instruments.
Putting your mouth (or worse, a compressed air gun) against any port may either hurt instruments, blow a line off, split the side of a line or more.

I can't see any normal glider speed/pressure, due to speed, hurting anything......unless you consider the US space shuttle in the same group. That will go a wee bit faster than most of us are used to.
;-)

Granted, a "cupped hand puff" only shows air moves, it does NOT show minor leaks. We did that in the spring once, everything moved correctly, I did first spring flight.
At about 100', the ASI was really low, basically no ram air instruments for the rest of the flight (ASW-20).
I did manage to do some miles and a few hours without the panel working.

[Steve Leonard[_2_]]

Hi Del,
What kind of plane? Where is the pitot located (nose or tail, or somewhere else?), and where are the static ports?

Long ago, on a first flight in type, a friend had his airspeed turn into a "max speed" indicator. The needle would move up if you went faster than you had up to that point, but would not come down.

How old is the airspeed indicator? You have indicated that it is a Winter airspeed. Possible age related failure or manufacturing issue? If it was an overpressure and burst, I would expect the needle would have wound around a time or two in the process as the bellows pressure went up before rupture. I am more inclined to believe either age or manufacturing issue on the airspeed indicator.

Pitot is then connected to static through the failed bellows of the airspeed indicator would tend to make any airspeed system read low, and not high. If the static was somehow plugged, as you went up on tow at a constant airspeed, your indicated speed would drop. Only way I can think of to have the S80 reading high is that static pressure was made lower than actual.

You can safely leak check the pneumatic system by isolating it from all your flight instruments, and using a water manometer (no, you don't put any water into your pneumatic system!) or another working airspeed indicator.

I can't see how a bug impacting the pitot could cause that big a pressure bump, as there is considerable volume in the pitot lines and the bug would have to seal off the inlet and make considerable progress into the system to make the pressure go up that high.

Last obvious question. Had you made any panel changes or done any work that required access in the area since the previous flight when all was well?

As you said, many things don't add up.

Steve Leonard

[jfitch]

On Wednesday, May 23, 2018 at 8:02:30 PM UTC-7, Del Jensen wrote:
> On tow the other day the airspeed indicator jammed and the digital airspeed read about 20kts too high. When I got down the digital airspeed was 30kts with the glider stopped, and turning off the unit (S80) and re-initialing the tas read 30kts. Upon examination the diaphragm was found to be ruptured in the winter, and auto zeroing the pressure sensors on the S80 left the tas navbox with no reading (---) indicating the transducer was likely damaged.
>
> Something clearly sent a shock through the pitot system, perhaps a bug hit square in the inlet.
>
> Air moves through the pitot tube when blowing into the tube from the panel end.
>
> If any of you have experienced something like this before, I would appreciate your insight on this issue. I am reluctant to attach a new instrument to the system until I've taken basic precautions testing the system. Could there be a partial blockage that might shift and shock the system again? What procedures are there to establish the integrity of the pneumatics?
>
> Many thanks for any ideas on this.

A possible explanation might be: something over the winter blocked the pitot or line from pitot to panel. On tow you gained altitude, the system measures the difference between pitot pressure and static. As you gain altitude, static pressure drops, raising that difference. At some point the difference was enough to blow out the blockage, but not before damaging the instruments. A 150 knot ASI is designed to measure about 3 psi (dynamic pressure at 150 knots). A 2000 ft tow is only 1 psi, so it would take a good thermal to exceed the range of the ASI. When the fault occurred was it sudden, or simply stick at the tow airspeed reading? Also, anything blocking the pitot would have resulted in the ASI misreading immediately, was that notices?

[Dave Nadler]

On Wednesday, May 23, 2018 at 11:02:30 PM UTC-4, Del Jensen wrote:
> On tow the other day the airspeed indicator jammed and
> the digital airspeed read about 20kts too high.

Are you sure this happened DURING tow, rather than before the flight?

Where is your pitot located?

[Dave Nadler]

On Wednesday, May 23, 2018 at 11:02:30 PM UTC-4, Del Jensen wrote:
> Something clearly sent a shock through the pitot system

No... These exact symptoms can be caused....

Donkeys years ago I happened by a gliderport where I was assaulted by
an angry new glider owner. "Your instruments don't work worth crap!
P.O.S. !!! Go fly this glider and tell me what's wrong". And so forth.

I strapped on the shiny new plane and took off, noting incorrect ASI
on tow and general odd behavior. Enjoyed a nice flight and gave the new
owner some time to reflect on the error of his ways. Very peaceful
with no audio or instruments to distract from the pleasure of a nice
soaring day and the new-glider smell. Eventually I flew back home and
noted that as I rolled to a stop the ASI still read 45 knots.
New owner ran up and I pointed at the mechanical ASI...

The glider had been hosed down, and water was trapped in the low part
of the tube between the pitot probe and instruments. With enough airspeed
and agitation bubbles of air could get through the water, then the remaining
column of water acted like a water manometer. IIRC there was more than
a pint of water in the tube.

There was certainly no "burst diaphragm" in this instance but all other
symptoms match (including failure to correctly re-zero the electonic
ASI). Drying everything out (no compressed air EVER) cured all.

Please tell us the location of your pitot and the type of glider!

Hope that helps someone,
Best Regards, Dave

[Del Jensen]

On Thursday, May 24, 2018 at 12:43:52 PM UTC-7, Dave Nadler wrote:
> On Wednesday, May 23, 2018 at 11:02:30 PM UTC-4, Del Jensen wrote:
> > Something clearly sent a shock through the pitot system
>
> No... These exact symptoms can be caused....
>
> Donkeys years ago I happened by a gliderport where I was assaulted by
> an angry new glider owner. "Your instruments don't work worth crap!
> P.O.S. !!! Go fly this glider and tell me what's wrong". And so forth.
>
> I strapped on the shiny new plane and took off, noting incorrect ASI
> on tow and general odd behavior. Enjoyed a nice flight and gave the new
> owner some time to reflect on the error of his ways. Very peaceful
> with no audio or instruments to distract from the pleasure of a nice
> soaring day and the new-glider smell. Eventually I flew back home and
> noted that as I rolled to a stop the ASI still read 45 knots.
> New owner ran up and I pointed at the mechanical ASI...
>
> The glider had been hosed down, and water was trapped in the low part
> of the tube between the pitot probe and instruments. With enough airspeed
> and agitation bubbles of air could get through the water, then the remaining
> column of water acted like a water manometer. IIRC there was more than
> a pint of water in the tube.
>
> There was certainly no "burst diaphragm" in this instance but all other
> symptoms match (including failure to correctly re-zero the electonic
> ASI). Drying everything out (no compressed air EVER) cured all.
>
> Please tell us the location of your pitot and the type of glider!
>
> Hope that helps someone,
> Best Regards, Dave

Thanks guys. The glider is a glasflugel 304 (original version, 1980). Pitot is on vertical fin, static port on side of boom about 3/4 toward tail. Location is Arizona. Neither TE nor static was affected.

Glider is in hangar. I lost the pitot cover a couple of months ago, and have been meaning to get that taken care of. Maybe I should get on that.

It was a great soaring day, but I just puttered around locally for about an hour and a half after the airspeed failed, since I had to leave myself enough time to get behind the panel and pull the instruments once I got down.

Although I try to check things over one last time after belting in, I suppose it's possible the instrument was reading falsely at take off. I usually start rolling with flaps at -2 to get early aileron effectiveness, ease them back to neutral at about 45kts, so I usually take a glance at the airspeed well into the take off roll. I don't recall anything odd at that point. But who knows? That's a busy time, and most of take off is done by "feel," like everything else.

Landing without the instrument was a non-event. In some ways easier since I didn't feel any obligation to glance at the airspeed - easier to focus purely on attitude and wind noise, which is the we are supposed to do it. Landing with airspeed covered should be a part of training in my opinion.

P.S. I love my 304! The trailing edge spoiler/flap system is wonderful.

[Dave Nadler]

On Thursday, May 24, 2018 at 4:55:39 PM UTC-4, Del Jensen wrote:
> The glider is a glasflugel 304 (original version, 1980).
> Pitot is on vertical fin, static port on side of boom about 3/4 toward tail.

Two places where the pitot tube could possibly get pinched
and transmit a shock to instruments:
- under the seat (hard landing, rolling over bump, heavy pilot)
- hinge-up panel (check tubing routing in this area carefully)

Let us know what you find!
See ya, Dave "YO"

[[email protected]]

Excellent article by Lee Kuhlke in the July 2005 issue of Soaring magazine dealing with methods of troubleshooting your pitot/static/total energy system. I don't have the link available, but with the above information (Lee Kuhlke, July 2005, Title "How's Your Plumbing) you should be able to find it.Highly recommended.

Also, a great document from Mike Borgelt on the same subject.

https://www.dropbox.com/s/iqklz472pwcb8wh/Leaks.pdf?dl=0

[Del Jensen]

On Thursday, May 24, 2018 at 6:54:05 PM UTC-7, wrote:
> Excellent article by Lee Kuhlke in the July 2005 issue of Soaring magazine dealing with methods of troubleshooting your pitot/static/total energy system. I don't have the link available, but with the above information (Lee Kuhlke, July 2005, Title "How's Your Plumbing) you should be able to find it.Highly recommended.
>
> Also, a great document from Mike Borgelt on the same subject.
>
> https://www.dropbox.com/s/iqklz472pwcb8wh/Leaks.pdf?dl=0

Thank you so much. I've downloaded the Borgelt article and will track down the Kuhlke article. Also, appreciate Dave's advice; look under seat pan and tube routing through front hinge on panel/canopy. Makes sense. You've all been very helpful.

[[email protected]]

If the bellow ruptured, it seems like it would have made a path from the pitot to static which would have made the altimeter readings wierd.

From Dave's story, it might be worth putting the affected instruments in a sealed bag of fresh dessicant to dry them out. A cell phone that was run thru the wash takes about 24 hours, so a week should be more that enough time to know for sure if this will help.

Good luck.

[[email protected]]

This happened on my ASW-15 a few years back - when it was stored in the locked trailer in a garage over the winter. It was fine on the last flight of the year at the end of October and when I took it in for the annual in spring I noticed the ASI was off when I looked in the cockpit. The diaphragm had burst at the edge sometime during the off season. I think in my case it was just age.

[[email protected]]

On Friday, May 25, 2018 at 11:23:52 AM UTC-4, wrote:
> This happened on my ASW-15 a few years back - when it was stored in the locked trailer in a garage over the winter. It was fine on the last flight of the year at the end of October and when I took it in for the annual in spring I noticed the ASI was off when I looked in the cockpit. The diaphragm had burst at the edge sometime during the off season. I think in my case it was just age.

It is quite common that moisture builds up in the diaphragm and causes corrosion at the bottom edge, eventually leading to failure.
I've seen it a dozen times.
Any glider kept outside that has had a pitot blocked by water needs to be drained and dried. Obvious, but people don't do it.
UH
UH

[[email protected]]

On Friday, May 25, 2018 at 9:27:39 AM UTC-7, wrote:
> On Friday, May 25, 2018 at 11:23:52 AM UTC-4, wrote:
> > This happened on my ASW-15 a few years back - when it was stored in the locked trailer in a garage over the winter. It was fine on the last flight of the year at the end of October and when I took it in for the annual in spring I noticed the ASI was off when I looked in the cockpit. The diaphragm had burst at the edge sometime during the off season. I think in my case it was just age.
>
> It is quite common that moisture builds up in the diaphragm and causes corrosion at the bottom edge, eventually leading to failure.
> I've seen it a dozen times.
> Any glider kept outside that has had a pitot blocked by water needs to be drained and dried. Obvious, but people don't do it.
> UH
> UH

I never leave my glider out BUT now that I think of it that particular autumn most of the flying days we had humidity around 90%+ and the temperature and dew point were frequently very close. Whenever I rolled to a stop on landing the wings were almost instantly covered in moisture, the face of my electronic vario had some moisture condensed on the glass face quite often and once the radio acted up and when I took off the top plate I saw that the top of the circuit board was covered in dew... It worked fine when I dried it out in a warm room but I wouldn't be surprised if moisture condensed in the ASI led to corrosion and failure.

[[email protected]]

My 14-year-old ASI failed at Uvalde mid-contest. One day it worked. The next morning apparently the diaphragm or some other internal part was open. Sometimes stuff breaks. Usually only one thing at a time, but not always.

Chip Bearden