A320 30 L1 TM

Engineering and Maintenance
Training Department
Airbus A318/319/320/321 (CFM56) B1
Ice & Rain Protection ATA 30 (General Familiarization)
Document Code:MTM- A320-30-L1-0413 Reviews: (Date & Signature)
Date of issue: 30 April 2013
Prepared by: M.Dorri
Verified by: A.Keshtdar
This document must be used for training purposes only.
It will not be updated.

A318/A319/A320/A321 Austrian Technical Training
Airbus A318/319/320/321
CFM 56/ Level 1 (CFM56) School Notes - For Training Purposes Only
Ice & Rain Protection - ATA 30 (General Fam.)
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ATA 30
ICE&RAIN PROTECTION

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ICE&RAIN PROTECTION SYSTEMS

INTRODUCTION
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,
ice detection system (optional),
water and waste system ice protection (some are optional).

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SYSTEM INTRODUCTION

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WING ICE PROTECTION

Hot air from the pneumatic system is supplied 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 called Wing Anti-Ice (WAI) valve.
A single P/BSW on the overhead ANTI ICE panel controls WAI supply to
both wings. WAI must be manually selected by the crew and is available
in flight only.
Whenever WAI is selected, the engine idle is increased and the
Takeoff/Go Around (TOGA) limit (max thrust) is decreased by the Full
Authority Digital Engine Control (FADEC). This signal is sent to the
FADEC through the Engine Interface Unit (EIU).
For testing purposes, WAI can be selected on the ground but will be
automatically limited to 30 seconds operation to prevent damage to the
wing leading edge.

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WING ICE PROTECTION

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WING ICE PROTECTION

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ENGINE AIR INTAKE ICE PROTECTION

Each engine air intake is protected from ice by an independent air bleed
supply from the High Pressure (HP) 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. After circulating around the inlet, the
air is ducted overboard.
NOTE: IN THE EVENT OF AN ELECTRICAL POWER SUPPLY

FAILURE, THIS VALVE WILL AUTOMATICALLY OPEN WHEN THE
ENGINE IS RUNNING.
Whenever engine anti-ice is selected, the engine idle is increased and

the TOGA limit (max thrust) is decreased by the FADEC. For the V2500
the FADEC also turns on continuous ignition. This signal is sent to the
FADEC through the EIU. The ignition is automatically on PW6000 and
on V2500 engines. On CFM56 the IGN is not automatically.

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PROBE ICE PROTECTION

Ice protection of the Angle Of Attack (AOA) sensors, pitot probes, static
ports, and Total Air Temperature (TAT) probes is achieved by electrical
heating.
In order to give reliable information to the air data systems, the air data
probes are heated automatically when at least one engine is running.
The probes are arranged in three channels related to the three air data
systems: CAPT, F/O and STBY (Air Data/Inertial Reference Unit (ADIRU)
1, 2, 3). The heating system for each channel is controlled by a Probe
Heat Computer (PHC) 1, 2, 3.
The PROBE/WINDOW HEAT P/BSW (normally in the AUTO position)
may be used to select the probe heating ON with the engines shut
down.

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WINDOWS ANTI-ICING AND DEFOGGING

Electrical heating is supplied 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 heating system for each side is
controlled and monitored by a Window Heat Computer (WHC) 1, 2. The
PROBE/WINDOW HEAT P/BSW (normally in the AUTO position) may be
used to select the window heating ON with the engines shut down. The
windows are protected against overheat by sensors and flight/ground
logic. The sensors turn off the heat when the temperature reaches the
limit and the windows are heated at a lower power on the ground than
in flight.

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WINDSHIELD RAIN PROTECTION-WIPER SYSTEM

PRESENTATION
Rain removal from the windshield is ensured by tow independent wipers
powered by DC motors. The wiper system is designed to work efficiently
up to 200 knots.
Each wiper is controlled by a rotary selector located on the overhead
panel. "SLOW" or "FAST" speed can be selected. The selector switch
can be optionally equipped with and "INTERMITTENT" position. During
intermittent operation, the Dc motor is assisted by a timer. When the
selector is set to "off", the wiper stops in the parking position and is
lifted off the aircraft structure, at the bottom part of the windshield.
Do not operate the wipers in a dry windshield.

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WINDSHIELD RAIN PROTECTION-WIPER SYSTEM PRESENTATION

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RAIN REMOVAL
Rain removal from the windshield is done by two independent wipers
and by a rain repellent system in heavy rain. The wipers operate
independently. The rain repellent is discharged onto the left or right
windshield from a pressurized canister installed at the rear of the
cockpit.

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RAIN REMOVAL

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DRAIN MAST ICE PROTECTION

There are two drain masts installed on the lower fuselage forward and
aft sections. When the electrical system is powered, the waste water
drain masts are also electrically heated. Two Control Units located in the
cargo compartments control the heating of the forward and aft drain
masts.

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ICE DETECTION
An external visual ice indicator with an integral light is installed between
the two windshields. The ice detection system (if installed) has two
separate ice detectors located on the forward lower section of the
fuselage. The ice detectors send an "ice detected" signal directly to the
Flight Warning Computers (FWCs).

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ICE DETECTION

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MISCELLANEOUS SYSTEMS
It is also possible for the aircraft to have installed electrical heating
systems for:
potable water supply lines,
waste water lines,
water servicing panels.
These heating systems are controlled automatically by Control Units
connected to temperature sensors. The Control Units control multiple
heating elements and are installed in the cargo compartments.

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MISCELLANEOUS SYSTEMS

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CONTROL AND INDICATING

This section will highlight the control panels and indications for the ice
and rain protection systems.
CONTROL PANEL
The controls for the engine and wing anti-ice systems are located on
the overhead ANTI ICE panel. The probes ice protection and windows
anti-icing systems are controlled from the PROBE/WINDOW HEAT
P/BSW. Each rain removal system is independently controlled by
individual selectors on the overhead panel, on the left and right hand
sides.

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CONTROL AND INDICATING - CONTROL PANEL

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ECAM INDICATION
A MEMO appears on the upper ECAM when engine anti-ice or WAI is
selected. WAI valve position indication is available on the BLEED page
when the system is selected.
The optional electronic ice detection system sends warnings directly to
the ECAM though the FWCs.

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CONTROL AND INDICATING - ECAM INDICATION

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DRAIN MAST MONITORING

Drain mast heating faults may be displayed either on the Programming
and Test Panel (PTP) of the classic cabin or, on the Flight Attendant
Panel (FAP) of the enhanced cabin.

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CONTROL AND INDICATING - DRAIN MAST MONITORING

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MAINTENANCE/TEST FACILITIES
Wing and engine anti-ice valve position and the valves P/BSW position
are monitored by the air conditioning Zone Controller (ZC) on the classic
Single Aisle (SA) aircraft.
On the A318 and Enhanced-systems versions, the ZC is replaced by the
Air Conditioning System Controller (ACSC). The ZC or ACSC transmits
this information to the Centralized Fault Display System (CFDS).
All 3 PHCs, both WHCs and the ice detectors are connected directly to
the Centralized Fault Display Interface Unit (CFDIU). Each system menu
is available through the MCDU.

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MAINTENANCE/TEST FACILITIES

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SAFETY PRECAUTIONS
When you work on the ice and rain protection system, make sure that
you obey all Aircraft Manual Maintenance (AMM) safety procedures. This
will prevent injury to persons and/or damage to the aircraft. Here is an
overview of the main safety precautions related to the ice and rain
protection system. Remove the protective covers from the probes
before activating the probe ice protection system. Do not touch the
probes during or immediately after operation. The probes are hot and
can burn you. Do not touch the anti-ice ducts, slats 3, 4 and 5 and
engine air intake lips until they are cool. Those items stay hot for some
time after the engine shuts down.

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SAFETY PRECAUTIONS

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SPECIFIC WARNINGS
The probe heat system is a fail-safe system in order to keep the probes
and static ports de-iced (in flight) in case of a PHC failure. The window
heat system is designed in order to keep the windows defogged (in
flight) in case of a WHC failure. If the PHC or WHC power Circuit
Breakers (C/Bs) are pulled, the probe and window heat will come on.
Pulling the EIU C/B will have the same result. The EIU controls the
"engine running" signal for automatic operation. If any of these C/Bs
are pulled, all of the heater C/Bs must also be pulled.

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SAFETY PRECAUTIONS - SPECIFIC WARNINGS

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Engineering and Maintenance

Airbus A318/319/320/321 (CFM56) B1

Ice & Rain Protection ATA 30 (General Familiarization)

Document Code:MTM- A320-30-L1-0413 Reviews: (Date & Signature)

Date of issue: 30 April 2013

Prepared by: M.Dorri

Verified by: A.Keshtdar

This document must be used for training purposes only.

It will not be updated.

Ice & Rain Protection - ATA 30 (General Fam.)

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ICE&RAIN PROTECTION SYSTEMS

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WING ICE PROTECTION

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WING ICE PROTECTION

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WING ICE PROTECTION

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ENGINE AIR INTAKE ICE PROTECTION

NOTE: IN THE EVENT OF AN ELECTRICAL POWER SUPPLY

Whenever engine anti-ice is selected, the engine idle is increased and

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PROBE ICE PROTECTION

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PROBE ICE PROTECTION

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