ICE & RAIN PROTECTION
SYSTEM OVERVIEW
The ice and rain protection system enables unrestricted operation in icing conditions and heavy rain.
For anti-icing, hot air or electrical heating protects critical areas of the aircraft.
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,
- water and waste system ice protection (some are optional).
- visual lighted ice detection,
- electronic ice detection system (optional)
WING ANTI ICE PROTECTION
Hot air from the pneumatic system is provided for the anti-icing of the three outboard leading edge slats (3, 4 and 5) of each wing. Bleed air from the engines or the APU is supplied to each wing through a pressure regulating and shut off valve. Wing anti-ice supply to both wings is controlled by a single pushbutton switch on the overhead ANTI ICE panel.
ENGINE AIR INTAKE ANTI ICE PROTECTION
Each engine air intake is protected from ice by an independent air bleed supply from the high-pressure compressor of that engine. The air is supplied through the engine air intake anti-ice valve. Engine anti-ice is manually selected by the crew and is available in flight or on the ground with the engine running.
PROBE ICE PROTECTION
In order to provide reliable information for the air data systems, the air data probes are heated AUTOMATICALLY when at least one engine is running. Ice protection of the Angle Of Attack (AOA) probes is achieved by electrical heating. The PROBE/WINDOW HEAT pushbutton switch (normally in the AUTO position) may be used to select the probe heating ON with the engines shut down.
WINDSHIELD ANTI ICE PROTECTION
Electrical heating is provided for windshield anti-icing and cockpit side window de-fogging. The front windshields and side windows are heated AUTOMATICALLY when at least one engine is running. The PROBE/WINDOW HEAT pushbutton switch (normally in the AUTO position) may be used to select the window heating ON with the engines shut down.
DRAIN MAST ICE PROTECTION
When the electrical system is powered, the waste water Drain Masts are also electrically heated. The Drain Mast Heating is switched ON when the temperature is below a specific value. It is not always in operation. There are two Drain Masts located on the lower fuselage forward and aft sections. Two Control Units, located in the cargo compartments, control the Heating of the FWD and AFT Drain Masts.
SYSTEM OVERVIEW
The ice and rain protection system enables unrestricted operation in icing conditions and heavy rain.
For anti-icing, hot air or electrical heating protects critical areas of the aircraft.
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,
- water and waste system ice protection (some are optional).
- visual lighted ice detection,
- electronic ice detection system (optional)
WING ANTI ICE PROTECTION
Hot air from the pneumatic system is provided for the anti-icing of the three outboard leading edge slats (3, 4 and 5) of each wing. Bleed air from the engines or the APU is supplied to each wing through a pressure regulating and shut off valve. Wing anti-ice supply to both wings is controlled by a single pushbutton switch on the overhead ANTI ICE panel.
ENGINE AIR INTAKE ANTI ICE PROTECTION
Each engine air intake is protected from ice by an independent air bleed supply from the high-pressure compressor of that engine. The air is supplied through the engine air intake anti-ice valve. Engine anti-ice is manually selected by the crew and is available in flight or on the ground with the engine running.
PROBE ICE PROTECTION
In order to provide reliable information for the air data systems, the air data probes are heated AUTOMATICALLY when at least one engine is running. Ice protection of the Angle Of Attack (AOA) probes is achieved by electrical heating. The PROBE/WINDOW HEAT pushbutton switch (normally in the AUTO position) may be used to select the probe heating ON with the engines shut down.
WINDSHIELD ANTI ICE PROTECTION
Electrical heating is provided for windshield anti-icing and cockpit side window de-fogging. The front windshields and side windows are heated AUTOMATICALLY when at least one engine is running. The PROBE/WINDOW HEAT pushbutton switch (normally in the AUTO position) may be used to select the window heating ON with the engines shut down.
DRAIN MAST ICE PROTECTION
When the electrical system is powered, the waste water Drain Masts are also electrically heated. The Drain Mast Heating is switched ON when the temperature is below a specific value. It is not always in operation. There are two Drain Masts located on the lower fuselage forward and aft sections. Two Control Units, located in the cargo compartments, control the Heating of the FWD and AFT Drain Masts.
COMPONENT LOCATION
WING ICE PROTECTION
Two wing anti-ice control-valves are installed on the aircraft, one in each wing leading-edge outboard of the engine pylons.
ENGINE AIR INTAKE ICE PROTECTION
The engine anti-ice valve is installed on the lower right hand side of the engine.
WING ICE PROTECTION
Two wing anti-ice control-valves are installed on the aircraft, one in each wing leading-edge outboard of the engine pylons.
ENGINE AIR INTAKE ICE PROTECTION
The engine anti-ice valve is installed on the lower right hand side of the engine.
LOCATE CONTROL/INDICATING IN COCKPIT
WING ANTI-ICE TEST
ENGINE ANTI-ICE FAULT
WING ANTI-ICE TEST
ENGINE ANTI-ICE FAULT
SYSTEM PRESENTATION (2)
SOURCES
The air for wing anti-icing is supplied by the pneumatic system.
VALVES
Hot air from the pneumatic system is supplied to each wing by an electrically controlled, pneumatically operated anti-ice control valve. The anti-ice control valves regulate the anti-icing pressure to approximately 23 psi. The valves also include high and low pressure switches to monitor the regulation function of the valve. In case of electrical failure or lack of pneumatic supply pressure, the valve closes.
CONTROLS
The wing anti-ice control valves are controlled from the cockpit by the WING Anti-Ice P/B. On the ground for test functions, a time-delay relay limits the opening of the valve to 30 seconds when the pushbutton switch is selected ON.
DUCTS
Air reaches slat 3 through a telescopic duct. It is distributed to the outboard 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. Due to the aerodynamic characteristics of the wing, slats 1 and 2 do not need to be protected.
PRESSURE SWITCH
The two pressure switches monitor the pressure downstream of the butterfly valve to sense a valve malfunction. If the pressure increases to
2.1 bar (30.5 psi) the related switch gives a "high pressure " signal. If the pressure decreases to 1.0 bar (14.5 psi) the related switch gives a "low pressure" signal.
SOURCES
The air for wing anti-icing is supplied by the pneumatic system.
VALVES
Hot air from the pneumatic system is supplied to each wing by an electrically controlled, pneumatically operated anti-ice control valve. The anti-ice control valves regulate the anti-icing pressure to approximately 23 psi. The valves also include high and low pressure switches to monitor the regulation function of the valve. In case of electrical failure or lack of pneumatic supply pressure, the valve closes.
CONTROLS
The wing anti-ice control valves are controlled from the cockpit by the WING Anti-Ice P/B. On the ground for test functions, a time-delay relay limits the opening of the valve to 30 seconds when the pushbutton switch is selected ON.
DUCTS
Air reaches slat 3 through a telescopic duct. It is distributed to the outboard 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. Due to the aerodynamic characteristics of the wing, slats 1 and 2 do not need to be protected.
PRESSURE SWITCH
The two pressure switches monitor the pressure downstream of the butterfly valve to sense a valve malfunction. If the pressure increases to
2.1 bar (30.5 psi) the related switch gives a "high pressure " signal. If the pressure decreases to 1.0 bar (14.5 psi) the related switch gives a "low pressure" signal.
SYSTEM INTERFACES (3)
P/BSW
The Wing Anti-Ice (WAI) P/BSW lets the WAI system be activated either during flight operation or during ground test operation for a limited time. It also sends the P/BSW configuration to the System Data Acquisition Concentrators (SDACs) and to the Engine Interface Units (EIUs). The WAI P/BSW acquires a discrete signal from the fault relay for the illumination of the FAULT light, during either valves transit or in case of disagreement between valves position and system selection or in case of LP detection.
EIU
The EIUs acquire system selection for engine power increase according to the bleed demand.
LGCIU
The Landing Gear Control and Interface Units (LGCIUs) send a shock absorber extended signal to the control relay to enable the system to be controlled when the A/C is in flight configuration.
SDAC
The SDACs acquire discrete inputs to display the system status on the ECAM warning page, ECAM MEMO page and ECAM BLEED page.
ACSC
The Air Conditioning System Controller (ACSC) 1 and 2 are interfacing with signals from the wing ice protection system. The ACSC acquires discrete inputs, to monitor the system and manage the bleed air. It stores failure data of the WAI system
P/BSW
The Wing Anti-Ice (WAI) P/BSW lets the WAI system be activated either during flight operation or during ground test operation for a limited time. It also sends the P/BSW configuration to the System Data Acquisition Concentrators (SDACs) and to the Engine Interface Units (EIUs). The WAI P/BSW acquires a discrete signal from the fault relay for the illumination of the FAULT light, during either valves transit or in case of disagreement between valves position and system selection or in case of LP detection.
EIU
The EIUs acquire system selection for engine power increase according to the bleed demand.
LGCIU
The Landing Gear Control and Interface Units (LGCIUs) send a shock absorber extended signal to the control relay to enable the system to be controlled when the A/C is in flight configuration.
SDAC
The SDACs acquire discrete inputs to display the system status on the ECAM warning page, ECAM MEMO page and ECAM BLEED page.
ACSC
The Air Conditioning System Controller (ACSC) 1 and 2 are interfacing with signals from the wing ice protection system. The ACSC acquires discrete inputs, to monitor the system and manage the bleed air. It stores failure data of the WAI system
SYSTEM PRESENTATION (2)
USERS
The engine air intake is protected by its related bleed air, which heats the inlet leading edge in icing conditions. The hot air is then discharged overboard.
SOURCE
Hot air for the engine anti-ice system is supplied by a dedicated HP Compressor (HPC) bleed:
- on the V2500, 7th stage,
- on the CFM-56, 5th stage,
- on the PW6000, 9th stage.
The nacelle installed on CFM56 TECH INSERTION:
The modified Nacelle Anti-Icing (NAI) supply duct with the restrictor is required because of the new HPC higher air pressure and temperature at the 5th stage customer bleed ports. It complies with the certification requirement in case of duct rupture or failure occurring in the area of the NAI bleed air supply.
VALVE
The engine anti-ice system supply is controlled by an electrically controlled, pneumatically operated anti-ice valve. The solenoid is energized to CLOSE the valve, so in case of loss of electrical power supply, the valve will go fully open provided the engine bleed air supply pressure is high enough. In the absence of air pressure, the valve is spring-loaded to the closed position.
NOTE: Note: The anti-ice valve of the CFM-56 engine uses an external 9th stage muscle supply to open the valve.
CONTROLS
For each engine, the anti-ice valve is controlled by a P/BSW located on the ANTI ICE section of the overhead panel. When the engine Anti-ice (A.ICE) valve is open, a signal is sent to the Air Conditioning System Controller (ACSC), which calculates the bleed air demand and sends the signal tothe Full Authority Digital Engine Control (FADEC) via the Engine Interface Unit (EIU). The additional bleed demand decreases the maximum N1 for the CFM56 and PW6000 and the maximum Engine Pressure Ratio (EPR) limit for the V2500 relative to the ambient conditions and the engine operating conditions.
ECAM PAGE
If at least one of the two engine air intake anti-ice protection systems is selected ON, a message appears in green on the upper ECAM MEMO display.
The signal received by EIU is used to avoid an unwanted anti ice fault ECAM warning on ground, when the engine is not running.
USERS
The engine air intake is protected by its related bleed air, which heats the inlet leading edge in icing conditions. The hot air is then discharged overboard.
SOURCE
Hot air for the engine anti-ice system is supplied by a dedicated HP Compressor (HPC) bleed:
- on the V2500, 7th stage,
- on the CFM-56, 5th stage,
- on the PW6000, 9th stage.
The nacelle installed on CFM56 TECH INSERTION:
The modified Nacelle Anti-Icing (NAI) supply duct with the restrictor is required because of the new HPC higher air pressure and temperature at the 5th stage customer bleed ports. It complies with the certification requirement in case of duct rupture or failure occurring in the area of the NAI bleed air supply.
VALVE
The engine anti-ice system supply is controlled by an electrically controlled, pneumatically operated anti-ice valve. The solenoid is energized to CLOSE the valve, so in case of loss of electrical power supply, the valve will go fully open provided the engine bleed air supply pressure is high enough. In the absence of air pressure, the valve is spring-loaded to the closed position.
NOTE: Note: The anti-ice valve of the CFM-56 engine uses an external 9th stage muscle supply to open the valve.
CONTROLS
For each engine, the anti-ice valve is controlled by a P/BSW located on the ANTI ICE section of the overhead panel. When the engine Anti-ice (A.ICE) valve is open, a signal is sent to the Air Conditioning System Controller (ACSC), which calculates the bleed air demand and sends the signal tothe Full Authority Digital Engine Control (FADEC) via the Engine Interface Unit (EIU). The additional bleed demand decreases the maximum N1 for the CFM56 and PW6000 and the maximum Engine Pressure Ratio (EPR) limit for the V2500 relative to the ambient conditions and the engine operating conditions.
ECAM PAGE
If at least one of the two engine air intake anti-ice protection systems is selected ON, a message appears in green on the upper ECAM MEMO display.
The signal received by EIU is used to avoid an unwanted anti ice fault ECAM warning on ground, when the engine is not running.
SYSTEM INTERFACES (3)
P/BSW
The P/BSW sends a discrete signal to the solenoid to open or close the valve, this information is also sent to the System Data Acquisition Concentrators (SDAC). The "FAULT" light comes on either during valve transit or in case of disagreement between valve position and system selection.
SDAC
The SDAC acquire the P/BSW configuration and the "FAULT" condition information to display system status on the ECAM warning page and ECAM MEMO page.
ACSC
The Air Conditioning System Controller (ACSC) 1 is responsible for the bleed management when the engine Anti Ice (A.ICE) system is switched ON. ACSC acquires the "valve not closed" position information from the valve position switch for bleed air management.
P/BSW
The P/BSW sends a discrete signal to the solenoid to open or close the valve, this information is also sent to the System Data Acquisition Concentrators (SDAC). The "FAULT" light comes on either during valve transit or in case of disagreement between valve position and system selection.
SDAC
The SDAC acquire the P/BSW configuration and the "FAULT" condition information to display system status on the ECAM warning page and ECAM MEMO page.
ACSC
The Air Conditioning System Controller (ACSC) 1 is responsible for the bleed management when the engine Anti Ice (A.ICE) system is switched ON. ACSC acquires the "valve not closed" position information from the valve position switch for bleed air management.
SYSTEM PRESENTATION (2)
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 Heat Computer (PHC), which controls probe and static ports heating. As there are only 2 TAT probes, the first one on the CAPT and the second one on the F/O, PHC 3 is not linked to a TAT probe.
CONTROL
The probes and static ports heating come on automatically when at least one engine is running. It can also be manually activated by the PROBE/WINDOW HEAT P/B. On ground, pitot heating is reduced and TAT heating is cut off, the Landing Gear Control and Interface Units (LGCIUs) control both. The Probe Heating System is also switched ON automatically when the LCGIU sends a FLIGHT signal.
PHC
Heating monitoring and fault indication is given by the related PHC. A probe or a sensor heating failure is sent to the ECAM via an Air Data/Inertial Reference Unit (ADIRU) and the Flight Warning Computers (FWC). The PHC also transmits fault messages to the Centralized Fault Display Interface Unit (CFDIU).
CAUTION
Pulling the PHC or Engine Interface Unit (EIU) power supply C/Bs causes unwanted heating of the probes and static ports. The system is also switched ON when the C/B of the LGCIU 1 and 2 is pulled (Flight signal).
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 Heat Computer (PHC), which controls probe and static ports heating. As there are only 2 TAT probes, the first one on the CAPT and the second one on the F/O, PHC 3 is not linked to a TAT probe.
CONTROL
The probes and static ports heating come on automatically when at least one engine is running. It can also be manually activated by the PROBE/WINDOW HEAT P/B. On ground, pitot heating is reduced and TAT heating is cut off, the Landing Gear Control and Interface Units (LGCIUs) control both. The Probe Heating System is also switched ON automatically when the LCGIU sends a FLIGHT signal.
PHC
Heating monitoring and fault indication is given by the related PHC. A probe or a sensor heating failure is sent to the ECAM via an Air Data/Inertial Reference Unit (ADIRU) and the Flight Warning Computers (FWC). The PHC also transmits fault messages to the Centralized Fault Display Interface Unit (CFDIU).
CAUTION
Pulling the PHC or Engine Interface Unit (EIU) power supply C/Bs causes unwanted heating of the probes and static ports. The system is also switched ON when the C/B of the LGCIU 1 and 2 is pulled (Flight signal).
GENERAL
The wastewater from the galley and lavatory compartment washbasins
is dumped overboard through drain masts.
CONTROL SUPPLY
To protect drain masts against ice formation, electrical heating, through
an automatically controlled system, is supplied when the A/C is
electrically supplied.
USERS
The flexible heater foil, bonded on the drain mast tube, is temperature
regulated via a sensor and powered by the drain mast heating Control
Unit (CU). The AC power supply line, within the drain mast, is installed
with a thermal switch opening at 120°C (250°F). It will regulate the
temperature in case of normal temperature control failure.
CONTROL UNIT
The CU regulates the temperature of the drain mast tube. The correct
operation of the system is monitored by the BITE function of the CU.
Each CU regulates the heating temperature of the associated drain mast
tube 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 Flight Attendant Panel (FAP). The failure
of the Heater (HTR) or CU is indicated on the FAP by a CIDS CAUTion
light, and on the front face of the CU by HTR and CU lights. The drain
mast data is stored in the Centralized Fault Display Interface Unit
(CFDIU).
TEST
To perform a complete test of the drain mast system, two tests must be
carried out, one from the MCDU, and the second one on each CU. If the
test 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 as
the associated TEST P/BSW is pressed in.
If we have a fault on that system, the information is indicated by a CAUT
light on the FAP and can be seen on the SYSTEM INFO, on page:
"DRAINMASTS FAIL>
- CHECK WASTE WATER OVERFLOW FWD (AFT)".
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Front matter, or preliminaries, is the first section of a book and is usually the smallest section in terms of the number of pages. Each page is counted, but no folio or page number is expressed or printed, on either display pages or blank pages.
Front matter, or preliminaries, is the first section of a book and is usually the smallest section in terms of the number of pages. Each page is counted, but no folio or page number is expressed or printed, on either display pages or blank pages.
