Airbus Anti Ice

B r i t i s h A i r w a y s E n g i n e e r i n g T r a i n i n g

Your Course NotesThese notes have been prepared by BritishAirways Engineering Training to provide asource of reference during your period oftraining.

The information presented is as correct aspossible at the time of printing and is notsubject to amendment action.

They will be useful to you during yourtraining, but I must emphasise that theappropriate Approved Technical Publicationsmust always be used when you are actuallyworking on the aircraft.

I trust your stay with us will be informativeand enjoyable.

JOHN QUINLISKTraining and Quality Delivery Manager

ICE & RAIN PROTECTION

GENERAL

Ice and Rain Protection Level 2 (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

WING ICE PROTECTION

System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12System Warnings (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14System Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

ENGINE AIR INTAKE ICE PROTECTION


PROBES ICE PROTECTION

System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24System Description/Operation (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 26System Warnings (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

WINDOWS ANTI-ICING AND DEFOGGING

System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32System Description/Operation (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 34System Warnings (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

RAIN REPELLENT SYSTEM (option)

Rain Repellent System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . 42Rain Repellent System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

DRAIN MAST ICE PROTECTION

System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48PTP Pages Presentation (3) (Classic CIDS) . . . . . . . . . . . . . . . . . . . . 52

POTABLE/WASTE WATER LINES ANTI-ICE

System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56Air Stop Valve Cargo Drainage SYS D/O (3)(option) . . . . . . . . . . . . 58

SERVICING PANEL HEATING

Potable Water Service Panel Anti-Ice SYS D/O (3) . . . . . . . . . . . . . . 60Toilet Service Panel Anti-Ice SYS D/O (3)(option) . . . . . . . . . . . . . . 62

ICE INDICATOR ILLUMINATION

System Presentation (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64

DUAL ADVISORY ICE DETECTION (option)


MAINTENANCE COURSE - T1 (CFM56-5B/ME) 30 - ICE & RAIN PROTECTION

TABLE OF CONTENTS May 11, 2006Page 1

SINGLE AISLE TECHNICAL TRAINING MANUALU

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ICE AND RAIN PROTECTION LEVEL 2 (2)

SYSTEM OVERVIEW

The ice and rain protection system enables unrestricted operation in icingconditions and heavy rain.For anti-icing, hot air or electrical heating protects critical areas of theaircraft.The different subsystems of the ice and rain protection system are:- wing ice protection,- engine air intake ice protection,- probe ice protection,- windshield ice and rain protection,- drain mast ice protection,- ice detection system (optional),- water and waste system ice protection (some are optional).

WING ANTI ICE PROTECTIONHot air from the pneumatic system is provided for the anti-icing ofthe three outboard leading edge slats (3, 4 and 5) of each wing. Bleedair from the engines or the APU is supplied to each wing through apressure regulating and shut off valve. Wing anti-ice supply to bothwings is controlled by a single pushbutton switch on the overheadANTI ICE panel.

ENGINE AIR INTAKE ANTI ICE PROTECTIONEach engine air intake is protected from ice by an independent airbleed supply from the high-pressure compressor of that engine. Theair is supplied through the engine air intake anti-ice valve. Engineanti-ice is manually selected by the crew and is available in flight oron the ground with the engine running.

PROBE ICE PROTECTIONIn order to provide reliable information for the air data systems, theair data probes are heated AUTOMATICALLY when at least oneengine is running. Ice protection of the Angle Of Attack (AOA)

sensors, pitot probes, static ports, and Total Air Temperature (TAT)probes is achieved by electrical heating. The PROBE/WINDOWHEAT pushbutton switch (normally in the AUTO position) may beused to select the probe heating ON with the engines shut down.

WINDSHIELD ANTI ICE PROTECTIONElectrical heating is provided for windshield anti-icing and cockpitside window de-fogging. The front windshields and side windows areheated AUTOMATICALLY when at least one engine is running. ThePROBE/WINDOW HEAT pushbutton switch (normally in the AUTOposition) may be used to select the window heating ON with theengines shut down.

DRAIN MAST ICE PROTECTIONWhen the electrical system is powered, the wastewater Drain Mastsare also electrically heated. The Drain Mast Heating is switched ONwhen the temperature is below a specific value. It is not always inoperation. There are two Drain Masts located on the lower fuselageforward and aft sections. Two Control Units, located in the cargocompartments, control the Heating of the FWD and AFT Drain Masts.


ICE AND RAIN PROTECTION LEVEL 2 (2) May 10, 2006Page 2


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SYSTEM OVERVIEW - WING ANTI ICE PROTECTION ... DRAIN MAST ICE PROTECTION




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MEL/DEACTIVATION

WING ICE PROTECTIONIn case of failure, the aircraft may be dispatched per MinimumEquipment List with the RH WING anti-ice valve deactivated in theOPEN position or either valve in the CLOSED position. If the valveis deactivated OPEN, the associated engine bleed switch must beselected OFF until after takeoff. A flight manual performance penaltyis applied (fuel consumption is increased by 1%). If the valve isdeactivated CLOSED, the aircraft may not be flown into icingconditions.Procedure:- Install zero-locking tool on slat/flap lever to prevent movement,- Depressurize bleed air system,- Remove access panel on wing lower surface,- Move the valve indicator to the required position and install thelocking screw OR,- Move the valve indicator to the required position and install thelocking plate.




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MEL/DEACTIVATION - WING ICE PROTECTION




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MEL/DEACTIVATION (continued)

ENGINE AIR INTAKE ICE PROTECTIONIn case of failure, the aircraft may be dispatched per MinimumEquipment List with one ENGINE anti-ice valve deactivated in theOPEN or CLOSED position. If the valve is deactivated OPEN, a FlightManual performance penalty must be applied. Based on temperatureand altitude, the maximum weight, takeoff speeds and fuelconsumption will be adjusted. If the valve is deactivated CLOSED,the aircraft may not be flown into icing conditions.Procedure:- Full Authority Digital Engine Control (FADEC) ground power OFF,- Open RH fan cowl,- Move the manual override to the required position,- Lock in place with the locking pin.




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MEL/DEACTIVATION - ENGINE AIR INTAKE ICE PROTECTION




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MEL/DEACTIVATION (continued)

DRAIN MAST ICE PROTECTIONIn case of a failure of a drain mast heater, the fault will be displayedon the Programming and Test Panel or the Flight Attendant Panel(FAP) of the Cabin Intercommunication Data System (CIDS). Theaircraft may be dispatched per Minimum Equipment List with thedrain mast heater inoperative. The water supply to the LAVatory(ies)(LAV(s)) and galley which use the failed drain mast must be shut off.As a result, the LAV(s). will not be usable and must be secured closedand locked.




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MEL/DEACTIVATION - DRAIN MAST ICE PROTECTION




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MAINTENANCE TIPS

When the aircraft is parked, it is recommended to install protective coverson the air data probes (static ports, pitot probes, AOA probes, TATprobes). The protective covers help protect the probes from contamination.The covers should be marked with REMOVE BEFORE FLIGHT. Groundpersonnel must insure that the covers are removed before flight or beforepower is applied to the probes (engine start or ground test).The probe heat system operates automatically to power the air data probeheaters when at least one engine is running. It is also designed to operateautomatically when the aircraft is in flight. During the troubleshootingand the on ground operations, observe the following precautions:- if the Probe Heat Computer (PHC) power supply C/B is pulled, thePHC internal relay will relax and the related probes will be heated. Makesure to pull ALL of the associated probe heat C/B's (Static supply(28VDC), AOA supply, Pitot supply & TAT supply (all 115 VAC)).- if the Engine Interface Unit (EIU) power supply C/B is pulled, the PHCwill sense an "engine running" condition and the probes will be heated.Make sure to pull ALL of the probe heat C/B's (Static supply (28VDC),AOA supply, Pitot supply & TAT supply (all 115 VAC)).- if the C/B of the LGCIU is pulled, it simulates FLIGHT situation. Sothe probe heating is also switched ON.




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MAINTENANCE TIPS




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SYSTEM PRESENTATION (1)

SOURCES

The air for wing anti-icing is supplied by the pneumatic system.

VALVES

The hot air from the pneumatic system is supplied to each wing via apressure control shut-off valve. This valve is electrically controlled toopen and pneumatically operated. In case of electrical failure or lack ofpressure, the valve closes.

CONTROLS

The valves are controlled from the cockpit by a Wing Anti-Ice (WAI)P/B. On ground and only for test purposes, the WAI P/B electricallyopens the valves for 30 seconds.

DUCTS

Air reaches slat 3 through a telescopic duct. It is distributed to theoutboard slats by piccolo ducts, interconnected by flexible connections.A restrictor located downstream from the control valve adjusts the airflow.It also limits the flow in case of rupture of a distribution duct.

USERS

Only the three outboard slats are protected by the hot anti-icing air. Dueto the aerodynamic characteristics of the wing, slats 1 and 2 do not needto be protected.


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SOURCES ... USERS




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SYSTEM WARNINGS (3)

OPEN ON GND

If both anti-ice valves remain open after the ground test sequence, anaural warning sounds and the MASTER CAUTion light comes on. Thefailure is shown amber on the EWD and the ECAM BLEED page isdisplayed automatically.

CAUTION: In this case, the system must be switched off to prevent slatoverheat damage.

L (R) VALVE OPEN

If either anti-ice valve remains open when the system is set to OFF, anaural warning sounds, the MASTER CAUT and the Wing Anti-Ice (WAI)fault lights come on. The failure is shown amber on the EWD and theECAM BLEED page is displayed automatically. If this failure occurs inflight, the triangle symbol is shown green; on ground it will be amber.

CAUTION: On ground, the pneumatic supply must be switched off toprevent slat overheat damage.

SYS FAULT

If either anti-ice valve remains closed when the system is set to ON, anaural warning sounds, the MASTER CAUT light comes on. The failureis shown amber on the EWD and the ECAM BLEED page is displayedautomatically. In this case, the fault light on the WAI P/B is on due toLP detection.

L (R) HI PR

If the air pressure is above the high limit when the system is set to ON,the failure is shown amber on the EWD and the ECAM BLEED page isdisplayed automatically.

NOTE: The fault light and the MASTER CAUT light remain off, andthe WAI system is still available.


SYSTEM WARNINGS (3) May 10, 2006Page 14


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OPEN ON GND ... L (R) HI PR




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SYSTEM INTERFACES (3)

P/BSW

The Wing Anti-Ice (WAI) P/BSW lets the WAI system be activated eitherduring flight operation or during ground test operation for a limited time.It also sends the P/BSW configuration to the System Data AcquisitionConcentrators (SDACs) and to the Engine Interface Units (EIUs). TheWAI P/BSW acquires a discrete signal from the fault relay for theillumination of the FAULT light, during either valves transit or in caseof disagreement between valves position and system selection or in caseof LP detection.

EIU

The EIUs acquire system selection for engine power increase accordingto the bleed demand.

LGCIU

The Landing Gear Control and Interface Units (LGCIUs) send a shockabsorber extended signal to the control relay to enable the system to becontrolled when the A/C is in flight configuration.

SDAC

The SDACs acquire discrete inputs to display the system status on theECAM warning page, ECAM MEMO page and ECAM BLEED page.

ZC

The Zone Controller (ZC) acquires discrete inputs, to monitor the systemand manage the bleed air. It stores failure data of the WAI system. Onthe enhanced Air Conditioning System, the Air Conditioning SystemController ACSC 1 and 2 are interfacing with signals from the Wing IceProtection System.


SYSTEM INTERFACES (3) May 10, 2006Page 16


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P/BSW ... ZC




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SOURCE

On the V2500, it is the 7th stage from we bled the air. On the CFM-56,

it is from the 5th stage of the High-Pressure (HP) compressor.

VALVE

For each engine, hot bleed air is controlled by an OPEN/CLOSED valve.In the absence of air pressure, the valve is spring-loaded to the closedposition. With air pressure available and solenoid energized, the valvecloses. In case of loss of electrical power supply, the valve is fully openprovided engine bleed air pressure is high enough. The valve of the

CFM-56 engine needs 9th stage muscle pressure for the opening.

CONTROLS

For each engine, the OPEN/CLOSED valve is controlled by a P/BSWlocated on the ANTI ICE section of the overhead panel. When the engineAnti-ice (A.ICE) valve is open, the cabin Zone Controller (ZC) determinesthe bleed demand for the Full Authority Digital Engine Control (FADEC)system. This decreases the N1 for CFM56 and Engine Pressure Ratio(EPR) limit for V2500 relative to the ambient conditions, the engineoperating conditions and the load of the A.ICE bleed.

USERS

The engine air intake is protected by its related bleed air, which heats theinlet leading edge in icing conditions. The hot air is then dischargedoverboard.

ECAM PAGE

If at least one of the two engine air intake anti-ice protection systems isselected ON, a message appears in green on the upper ECAM MEMOdisplay.




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SOURCE ... ECAM PAGE




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SYSTEM WARNINGS (3)

ENG1 (2) VALVE OPEN

When an ENGine1 (2) VALVE OPEN condition occurs, if an engineAnti-ice valve remains open when the related P/B is set to off, an auralwarning sounds, the MASTER CAUTion and the associated FAULTlights come on. The failure is shown amber on the EWD.

ENG1 (2) VALVE CLOSED

When an ENGine1 (2) VALVE CLoSeD condition occurs, if an engineAnti-ice valve remains closed when the related P/B is set to ON, an auralwarning sounds, the MASTER CAUTion and the associated FAULTlights come on. The failure is shown amber on the EWD.




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ENG1 (2) VALVE OPEN & ENG1 (2) VALVE CLOSED




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P/BSW

The P/BSW sends a discrete signal to the solenoid to open or close thevalve, this information is also sent to the System Data AcquisitionConcentrators (SDAC). The "FAULT" light comes on either during valvetransit or in case of disagreement between valve position and systemselection.

SDAC

The SDAC acquire the P/BSW configuration and the "FAULT" conditioninformation to display system status on the ECAM warning page andECAM MEMO page.

ZC

The Zone Controller (ZC) acquires the "valve not closed" positioninformation from the valve position switch for bleed air management.On the enhanced Air Conditioning System the ACSC1 is responsible forthe bleed management when the Engine Anti Ice System is switched ON.




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FUNCTION

The static ports, Angle-Of-Attack (AOA), pitot and Total Air Temperature(TAT) probes are electrically heated to prevent ice formation. The CAPT,F/O and STBY systems are independent. Each one includes a Probe HeatComputer (PHC), which controls probe and static ports heating. As thereare only 2 TAT probes, the first one on the CAPT and the second one onthe F/O, PHC 3 is not linked to a TAT probe.

CONTROL

The probes and static ports heating come on automatically when at leastone engine is running. It can also be manually activated by thePROBE/WINDOW HEAT P/B. On ground, pitot heating is reduced andTAT heating is cut off, the Landing Gear Control and Interface Units(LGCIUs) control both. The Probe Heating System is also switched ONautomatically when the LCGIU sends a FLIGHT signal.

PHC

Heating monitoring and fault indication is given by the related PHC. Aprobe or a sensor heating failure is sent to the ECAM via an AirData/Inertial Reference Unit (ADIRU) and the Flight Warning Computers(FWC). The PHC also transmits fault messages to the Centralized FaultDisplay Interface Unit (CFDIU).

CAUTION

Pulling the PHC or Engine Interface Unit (EIU) power supply C/Bs causesunwanted heating of the probes and static ports. The system is alsoswitched ON when the C/B of the LGCIU 1 and 2 is pulled (Flight signal).That is the failed safe function, in case of both engines get lost in flight.




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FUNCTION ... CAUTION




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SYSTEM DESCRIPTION/OPERATION (3)

GENERAL

This typical probe heat schematic shows an A/C on ground, electricallysupplied, with the system "off". Remember that the standby probe heatsystem has no Total Air Temperature (TAT) heating.

CONTROL

Probes and static ports heating come on automatically when at least oneengine is running. It can also be activated by the PROBE/WINDOWHEAT P/B. On ground, pitot heating is reduced and TAT heating is cutoff.

LGCIU

When one of the three control conditions is met, the flight conditionenables heating of the TAT sensor and full wave heating of the pitotprobe.

ENGINE RELAYS

The Engine Interface Unit (EIU) energizes the oil low-pressure and groundrelays, when the related engine is not running. If you have to pull theEIU power supply C/B, the related engine oil low-pressure and groundrelays are de-energized, this will cause related probes and static ports tobe heated.

POWER SUPPLY

The Probe Heat Computer (PHC) is supplied with 28 VDC. The staticports are supplied with 28 VDC; the Angle-Of-Attack (AOA) sensor,TAT sensor and pitot probe are supplied with 115 VAC. If you pull thePHC power supplied C/B, the related probes and static ports will be fullyheated.

ADIRU

In case of a probe-heating fault the PHC sends a discrete output to itsrespective Air Data/Inertial Reference Unit (ADIRU), which in turntransmits the failure to the Flight Warning Computers (FWC).

CFDIU

The Centralized Fault Display Interface Unit (CFDIU) is connected tothe PHC for fault system transmission. The PHC is a type 2 system:ARINC 429 output and maintenance test discrete input.


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GENERAL ... CFDIU




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GENERAL ... CFDIU




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This Page Intentionally Left Blank




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SYSTEM WARNINGS (3)

SINGLE PROBE FAILURE

If a static port or a probe heating is faulty, an aural warning sounds andthe MASTER CAUTion comes on. The failure is shown amber on theEWD. The same warnings are triggered in case of fault of the followingprobes and static ports:- CAPT: L(R) STATic, Angle-Of-Attack (AOA) and Total AirTemperature (TAT),- F/O: PITOT, L(R) STAT, AOA and TAT,- STBY: PITOT, L (R) STAT, AOA.

NOTE: The related Probe Heat Computer (PHC) triggers warningsthrough its associated Air Data/Inertial Reference Unit(ADIRU).

PROBE HEAT COMPUTER FAILURE

If a PHC is faulty, an aural warning sounds and the MASTER CAUTcomes on. The failure is shown amber on the EWD. The same warningsare triggered in case of failure of:- PHC 2: F/O PROBES,- PHC 3: STBY PROBES.




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SINGLE PROBE FAILURE & PROBE HEAT COMPUTER FAILURE




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FUNCTION

Windshields and side windows are electrically heated to maintain clearvisibility in icing or misting conditions. The system is made up of twoindependent systems. Each one includes one Window Heat Computer(WHC), one windshield and two windows, one fixed and one sliding.

CONTROL

Windshield and windows heating comes on automatically when at leastone engine is running. It can also be manually activated by thePROBE/WINDOW HEAT P/B. The windshield heating operates at lowpower on the ground and high power in flight.

WHC

Temperature regulation, overheat protection and fault indication are givenby each WHC. In case of a windshield or window heating fault, the WHCsends an output signal to the ECAM via the System Data AcquisitionConcentrator (SDAC). The WHCs also transmit fault messages to theCentralized Fault Display Interface Unit (CFDIU).

CAUTION

CAUTION: Pulling the engine interface unit (EIU) power supply C/Bscauses the unwanted heating of the windshield and the sidewindows.




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SYSTEM DESCRIPTION/OPERATION (3)

GENERAL

The window and windshield anti-icing and demisting system is designedto maintain clear visibility through the cockpit front and side windowsin icing or misting conditions. Windshields are de-iced, sliding and fixedwindows are demisted.

POWER SUPPLY

Each Window Heat Computer (WHC), windshield and one-side windowhas its own power supply. The WHC is supplied with 28 VDC. Thewindows are supplied with 115 VAC; the windshield is supplied with adual phase of 200 VAC.

CONTROL

The heating is cut off, when the three ground signals are sent to the ANDlogic. The windshield and windows are heated either when one engineis running or when the PROBE/WINDOW HEAT P/B is set to ON.

COMPUTER

Each WHC fulfils the monitoring of its system. It identifies andmemorizes the faulty component. It also incorporates protection againstover voltage due to lightning strike and to static electricity on thewindows. The WHC supplies independent temperature regulation between35 and 42°C (95 and 107.6°F). Safety: heating is cut off if temperaturereaches +/-60°C (140 or -76°F).

USERS

Each window comprises a heating element and two single loop sensors;one of the two sensors is a spare. Each windshield has a heating elementand three loop sensors; only one sensor can be connected at a time. If

that sensor fails, the maintenance has to swap the connectors to the sparesensor! The third sensor is an option.

ENGINE RELAYS

Oil LOW PRESSure and GrouND ReLaYs are energized by the EngineInterface Unit (EIU), when the related engine is not running.

CAUTION: If you have to pull the EIU power supply C/Bs, the relatedengine OIL LOW PRESS and GND RLYs are de-energized,this will cause windshield and windows to be heated.

LGCIU

Landing Gear Control and Interface Units (LGCIUs) inputs are used forthe two heating levels of the windshield. When flight configuration isdetected, the windshield is fully heated by the dual phase current. Thepower is reduced on ground to 23 W/dm² and in flight, it is full powerwith 70 W/dm².

SDAC

The System Data Acquisition Concentrators (SDACs) receive two discreteinputs from each WHC, one for the windshield and one for both windowsto inform the crew about a heating fault.

CFDIU

The Centralized Fault Display Interface Unit (CFDIU) is connected tothe WHC for fault system transmission. The WHC is a type 2 system,with an ARINC 429 output and a maintenance test discrete input.




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SYSTEM WARNINGS (3)

L+R WINDSHIELD

If both windshield heatings are faulty, an aural warning sound, theMASTER CAUTion comes on. The failure is shown amber on the EWD.

L(R) WINDSHIELD

If either windshield heating is faulty, an aural warning sounds, theMASTER CAUT comes on. The failure is shown amber on the EWD.The detection of extreme temperature or failure of the associated sensorcauses:- warning activation,- automatic cut-off of the windshield heating.

L(R) WINDOW

If either the sliding window or the fixed window heating is faulty, thefailure is shown amber on the EWD. The detection of extreme temperatureor failure of the associated sensor causes:- warning activation,- automatic cut-off of the related window heating.

1(2) WHC

If there is a lost of one WHC, the failure is shown amber on the EWD.




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RAIN REPELLENT SYSTEM PRESENTATION (1)

FUNCTION

In heavy rain conditions, a rain repellent liquid, stored in a pressurizedbottle, may be sprayed on the windshield to improve visibility. The spraynozzles are permanently purged by air from cabin hot air supply.

CONTROL

When the RAIN Repellent (RPLNT) P/B is pressed in, the solenoid valveopens for a short time. This causes a measured quantity of rain repellentliquid to be sprayed on to the related windshield. To repeat the cycle, theP/B must be pressed again. On ground, the rain repellent system isinhibited when both engines are shut down.

CAUTION

Make sure that the fluid does not stay on the A/C structure. If the fluidgets on the A/C structure, wash it off immediately with soap and water.

CAUTION: Do not apply the rain repellent fluid on a dry surface.


RAIN REPELLENT SYSTEM PRESENTATION (1) May 10, 2006Page 42


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RAIN REPELLENT SYSTEM PRESENTATION (1)

DEACTIVATION

The system is still installed but can be optionally deactivated. For thisthe rain repellent bottle has been removed and C/B pulled, safetied andtagged. Clear visibility through the windshield is only achieved throughthe use of the wiper system.




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DEACTIVATION




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RAIN REPELLENT SYSTEM D/O (3)

GENERAL

The system is designed to improve visibility through the windshield inheavy rain, particularly when the wipers are not sufficient. The systemoperates independently on the CAPT side and on the F/O side.

RAIN REPELLENT CIRCUIT

The rain repellent fluid used is packaged in a nitrogen-pressurized can.The can is directly attached to the rain repellent fluid gage. A purge P/Bis used when the can is replaced. A nozzle sprays the rain repellent fluidonto the related windshield through four orifices. The spray nozzles aresymmetrical but not interchangeable:- the CAPT spray nozzle is identified with red paint mark.- the F/O spray nozzle is identified with yellow paint mark.

PURGE CIRCUIT

The spray nozzle lines are permanently purged by air from cabin hot airsupply. The blow-out reservoir works as a pressure accumulator, adecanting reservoir and has a test connection.

OPERATION

Upon actuation of the P/B, the time-controlled solenoid valve of theassociated side releases out fluid to the spray nozzle for a preset periodof time. To initiate a new cycle, it is necessary to release, then to pressthe P/B again. Between each cycle, the lines are automatically andpermanently purged by hot air. The pressure indication shows the nitrogenpressure in the bottle. When the needle is in the yellow range, or the canis completely empty, the bottle should be replaced.


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GENERAL ... OPERATION


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GENERAL

The wastewater from the galley and lavatory compartment washbasinsis dumped overboard through drain masts.

CONTROL SUPPLY

To protect drain masts against ice formation, electrical heating, throughan automatically controlled system, is supplied when the A/C iselectrically supplied.

USERS

The flexible heater foil, bonded on the drain mast tube, is temperatureregulated via a sensor and powered by the drain mast heating ControlUnit (CU). The AC power supply line, within the drain mast, is installedwith a thermal switch opening at 120°C (250°F). It will regulate thetemperature in case of normal temperature control failure.

CONTROL UNIT

The CU regulates the temperature of the drain mast tube. The correctoperation of the system is monitored by the BITE function of the CU.Each CU regulates the heating temperature of the associated drain masttube between 6°C (43°F) and 10°C (50°F).

MONITORING

The system status is sent to the Cabin Intercommunication Data System(CIDS) for indication on the Forward Attendant Panel (FAP) and theprogramming and test panel. The failure of the Heater (HTR) or CU isindicated on the FAP by a CIDS CAUTion light, on the programmingand test panel and on the front face of the CU by HTR and CU lights.The drain mast data is stored in the Centralized Fault Display InterfaceUnit (CFDIU).

TEST (CLASSIC CIDS)

To perform a complete test of the drain mast system, two tests must becarried out, one from the programming and test panel, and the secondone on each CU. If the test is satisfactory:- on the programming and test panel, the message "DRAIN MAST TESTOK" is displayed,- on the front face of the CU, the HTR and CU lights are ON as long asthe associated TEST P/B is pressed in.




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GENERAL ... TEST (CLASSIC CIDS)




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TEST (ENHANCED CIDS)

To perform a complete test of the drain mast system, two tests must becarried out, one from the MCDU, and the second one on each CU. If thetest is satisfactory:- on the MCDU, the message "TEST OK" is displayed,- on the front face of the CU, the HTR and CU lights are ON as long asthe associated TEST P/BSW is pressed in.If we have a fault on that system, the information is indicated by a CAUTlight on the Flight Attendant Panel and can be seen on the SYSTEMINFO, on page "DRAINMAST FAIL>CHECH WASTE WATEROVERFLOW FWD (AFT)".




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TEST (ENHANCED CIDS)




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PTP PAGES PRESENTATION (3) (CLASSIC CIDS)

SYSTEM STATUS

For the system status, a failure has been detected on the drain mast iceprotection system.


PTP PAGES PRESENTATION (3) (CLASSIC CIDS) May 10, 2006Page 52


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SYSTEM STATUS




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PTP PAGES PRESENTATION (3) (CLASSIC CIDS)

SYSTEM TEST

For the system test, a failure is detected on the drain mast ice protectionsystem.




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SYSTEM TEST




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GENERAL

The potable and waste water lines in sections 13 and 14 are insulated andelectrically heated to prevent ice formation in or around the water lines.The system comprises a control unit and heater assemblies associated totwo sensors.

CONTROL SUPPLY

Each system operates as soon as the A/C is electrically supplied.

CONTROL UNIT

Each control unit regulates the temperature range of each group of heaterassemblies via their respective sensor.

TEST

A manual test of the system is available via a P/B located on the controlunit. On the front face of the control unit, two green "OK" LEDs comeon if the test is satisfactory.




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GENERAL ... TEST




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AIR STOP VALVE CARGO DRAINAGE SYS D/O (3)(OPTION)

GENERAL

Two air stop drain valves are installed on the forward and aft cargocompartment drainage lines, upstream of the forward and middle drainmasts. These valves are electrically heated to prevent ice formation.

CONTROL SUPPLY

The system operates as soon as the aircraft is electrically supplied. Thepower supply is 115 V AC. This system is an option, as well as the MIDdrain masts.

TEMPERATURE REGULATION

A thermostat controls the heating and the heater has an overheatprotection.


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GENERAL ... TEMPERATURE REGULATION


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POTABLE WATER SERVICE PANEL ANTI-ICE SYS D/O (3)

GENERAL

The fill/drain nipple at the potable water service panel is electricallyheated to prevent ice formation.

NOTE: Note: On the A318/A319/A321 the overflow nipple at thepotable water service panel is also electrically heated.

CONTROL SUPPLY

The system operates as soon as the aircraft is electrically supplied.

TEMPERATURE REGULATION

A thermostat controls the heating and the heater has an overheatprotection.


POTABLE WATER SERVICE PANEL ANTI-ICE SYS D/O (3) May 10, 2006Page 60


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GENERAL ... TEMPERATURE REGULATION


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TOILET SERVICE PANEL ANTI-ICE SYS D/O (3)(OPTION)

GENERAL

The Rinse nipple 21 DV, of the toilet service panel, is electrically heatedup and controlled by the thermostat 22 DV, to prevent ice formation.

CONTROL SUPPLY

The system operates as soon as the A/C is electrically supplied.

CONTROL UNIT

A heating element is installed to each toilet waste outlet (FWD and AFT)to give protection against ice formation. A temperature thermostat isinstalled adjacent to this element and permanently measures the nippletemperature. The temperature thermostat is connected to the heatingelement. When icing conditions occurs, the thermostat will turn on theelement for heating.


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GENERAL ... CONTROL UNIT


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GENERAL

A visual ice indicator is installed in the central retainer of the windshield.It can be lit up to appreciate the icing conditions at night or in darkconditions.

ICE INDICATOR

The ice indicator on has a titanium part with openings, a transparent coverand a Light Emitting Diode (LED).

CONTROL

The indicator light LED is supplied with 28 VDC and controlled by theICE INDicator & STandBY COMPASS switch.




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FUNCTION

The purpose of the dual advisory ice detection system is to supply:- a better detection of icing conditions,- fuel saving by cutting off the hot air bleed for the anti-ice systems whenthe latter are no longer necessary.The dual advisory ice detection system is made of two ice detectorsinstalled on the aircraft skin and directly connected to the Flight WarningComputer (FWC) to send warning messages to the crew on the EWD.

DETECTION

Two levels of detection are given:- "ICE DETECTED" corresponding to an elementary detection,- "SEVERE ICE DETECTED" corresponding to 7 successive elementarydetections.The ice detection system is operating at electrical power-up. It sendswarning messages when the aircraft is in flight, depending on the altitudeand when Total Air Temperature (TAT) is below 8°C (46.4°F), even withone ice detector faulty.

MESSAGES

The ice detectors generate three different discrete signals:- "ICE DETECTED" signal when engine air intake anti-ice is necessary,- "SEVERE ICE DETECTED" signal when wing anti-ice is necessary,- "ICE DETECT FAULT" signal when the two ice detectors are faulty.

MONITORING

Each ice detector is installed with a BITE function for continuousmonitoring. The "FAULT" signals are also sent to the System DataAcquisition Concentrator (SDAC) and to the Centralized Fault DisplayInterface Unit (CFDIU).




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FUNCTION ... MONITORING




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SYSTEM WARNINGS (3)

ICE DETECTED

If ice is detected by at least one ice detector and the ENGine ANTI ICEP/Bs are off, an aural warning sounds, the MASTER CAUTion lightcomes on and the failure is shown amber on the EWD.

SEVERE ICE DETECTED

If severe ice is detected by at least one ice detector and the WING ANTIICE P/B is off, an aural warning sounds, the MASTER CAUT light comeson and the failure is shown amber on the EWD.

ICE DETECT FAULT

If both ice detectors are faulty, an aural warning sounds, the MASTERCAUT light comes on and the failure is shown amber on the EWD.The ENG A.ICE and/or WING A.ICE is/are pulsing on the memo partof the E/WD if no ice is detected for more than 60 seconds.




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ICE DETECTED ... ICE DETECT FAULT




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FWC

Each ice detector sends "ICE" and "SEVERE" signals to Flight WarningComputers (FWCs) 1 and 2 respectively in case of an elementary icedetection or 7 elementary ice detections. This displays class 1 warningmessages on the EWD. These messages can be respectively inhibited byengine or wing anti-ice selection.

SDAC

Each ice detector sends a "FAULT" signal to System Data AcquisitionConcentrators (SDACs) 1 and 2 in case of failure during either power-up,MCDU or in operation tests. A class 1 failure message is displayed onthe EWD in case of dual ice detector failure.

CFDIU

Each ice detector sends a "FAULT" signal to the Centralized Fault DisplayInterface Unit (CFDIU) in case of failure during either power-up, MCDUor in operation tests. A class 2 fault message is displayed on the MCDUANTI-ICE ICE DETECTOR 1 or 2 system page in case of ice detectorfailure.

WING ANTI-ICE RELAYS

When wing anti-ice valves are controlled to open, two ground signalsare sent to the ice detectors in order to reset the ice detection counter andcut off the "SEVERE" signal.




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FWC ... WING ANTI-ICE RELAYS




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AIRBUS S.A.S.31707 BLAGNAC cedex, FRANCE

STMREFERENCE U3T06191

MAY 2006PRINTED IN FRANCEAIRBUS S.A.S. 2006

ALL RIGHTS RESERVED

AN EADS JOINT COMPANYWITH BAE SYSTEMS

Documents

Airbus Anti Ice