SINGLE AISLE

TECHNICAL TRAINING MANUAL

MAINTENANCE COURSE - T1
ICE & RAIN PROTECTION
 This document must be used for training purposes only

Under no circumstances should this document be used as a reference

It will not be updated.

All rights reserved

No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
 SINGLE AISLE TECHNICAL TRAINING MANUAL

ICE & RAIN PROTECTION

GENERAL POTABLE/WASTE WATER LINES ANTI-ICE
Ice and Rain Protection Level 2 (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Air Stop Valve Cargo Drainage System D/O (3) . . . . . . . . . . . . . . . . 52
WING ICE PROTECTION
SERVICING PANEL HEATING
System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
System Warnings (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Potable Water Service Panel Anti-Ice SYS D/O (3) . . . . . . . . . . . . . 54
System Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Toilet Service Panel Anti-Ice System D/O (3) . . . . . . . . . . . . . . . . . . 56
ENGINE AIR INTAKE ICE PROTECTION ICE INDICATOR ILLUMINATION
System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 System Presentation (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
System Warnings (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
System Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
DUAL ADVISORY ICE DETECTION
System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
PROBES ICE PROTECTION
System Warnings (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 System Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
System Description/Operation (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
System Warnings (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
WINDOWS ANTI-ICING AND DEFOGGING
System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
System Description/Operation (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
System Warnings (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
RAIN REPELLENT SYSTEM
Rain Repellent System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . 36
Rain Repellent System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
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DRAIN MAST ICE PROTECTION

System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
PTP Pages Pres. for Drain Mast Ice PROT SYS (3) . . . . . . . . . . . . . 46

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ICE AND RAIN PROTECTION LEVEL 2 (2)

sensors, pitot probes, static ports, and Total Air Temperature (TAT)
SYSTEM OVERVIEW probes is achieved by electrical heating. The PROBE/WINDOW
HEAT pushbutton switch (normally in the AUTO position) may be
The ice and rain protection system enables unrestricted operation in icing
used to select the probe heating ON with the engines shut down.
conditions and heavy rain.
For anti-icing, hot air or electrical heating protects critical areas of the WINDSHIELD ANTI ICE PROTECTION
aircraft. Electrical heating is provided for windshield anti-icing and cockpit
The different subsystems of the ice and rain protection system are: side window de-fogging. The front windshields and side windows are
- wing ice protection, heated AUTOMATICALLY when at least one engine is running. The
- engine air intake ice protection, PROBE/WINDOW HEAT pushbutton switch (normally in the AUTO
- probe ice protection, position) may be used to select the window heating ON with the
- windshield ice and rain protection, engines shut down.
- drain mast ice protection,
- ice detection system (optional), DRAIN MAST ICE PROTECTION
- water and waste system ice protection (some are optional). When the electrical system is powered, the waste water drain masts
are also electrically heated. There are two drain masts located on the
WING ANTI ICE PROTECTION
lower fuselage forward and aft sections. Heating of the FWD and AFT
Hot air from the pneumatic system is provided for the anti-icing of drain masts is controlled by two Control Units located in the cargo
the three outboard leading edge slats (3, 4 and 5) of each wing. Bleed compartments.
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.
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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)
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SYSTEM OVERVIEW / DRAIN MAST ICE PROTECTION

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ICE AND RAIN PROTECTION LEVEL 2 (2)

MEL/DEACTIVATION
WING ICE PROTECTION
In case of failure, the aircraft may be dispatched per Minimum
Equipment List with the RH WING anti-ice valve deactivated in the
OPEN position or either valve in the CLOSED position. If the valve
is deactivated OPEN, the associated engine bleed switch must be
selected OFF until after takeoff. A flight manual performance penalty
is applied (fuel consumption is increased by 1%). If the valve is
deactivated CLOSED, the aircraft may not be flown into icing
conditions.
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 the
locking screw OR,
- Move the valve indicator to the required position and install the
locking plate.
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MEL/DEACTIVATION / WING ICE PROTECTION

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ICE AND RAIN PROTECTION LEVEL 2 (2)

MEL/DEACTIVATION (continued)
ENGINE AIR INTAKE ICE PROTECTION
In case of failure, the aircraft may be dispatched per Minimum
Equipment List with one ENGINE anti-ice valve deactivated in the
OPEN or CLOSED position. If the valve is deactivated OPEN, a Flight
Manual performance penalty must be applied. Based on temperature
and altitude, the maximum weight, takeoff speeds and fuel
consumption 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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ICE AND RAIN PROTECTION LEVEL 2 (2)

MEL/DEACTIVATION (continued)
DRAIN MAST ICE PROTECTION
In case of a failure of a drain mast heater, the fault will be displayed
on the Programming and Test Panel or the Flight Attendant Panel
(FAP) of the Cabin Intercommunication Data System (CIDS). The
aircraft may be dispatched per Minimum Equipment List with the
drain 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 closed
and locked.
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MEL/DEACTIVATION / DRAIN MAST ICE PROTECTION

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ICE AND RAIN PROTECTION LEVEL 2 (2)

MAINTENANCE TIPS
When the aircraft is parked, it is recommended to install protective covers
on the air data probes (static ports, pitot probes, AOA probes, TAT
probes). The protective covers help protect the probes from contamination.
The covers should be marked with REMOVE BEFORE FLIGHT. Ground
personnel must insure that the covers are removed before flight or before
power is applied to the probes (engine start or ground test).
The probe heat system operates automatically to power the air data probe
heaters when at least one engine is running. It is also designed to operate
automatically when the aircraft is in flight. During troubleshooting and
ground operations, observe the following precautions:
- if the Probe Heat Computer (PHC) power supply C/B is pulled, the
PHC internal relay will relax and the related probes will be heated. Make
sure 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 PHC
will 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)).
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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 a
pressure control shut-off valve. This valve is electrically controlled to
open and pneumatically operated. In case of electrical failure or lack of
pressure, 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 electrically
opens the valves for 30 seconds.

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.
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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.

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USERS

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SYSTEM WARNINGS (3)

OPEN ON GND NOTE: The fault light and the MASTER CAUT light remain off, and
the WAI system is still available.
If both anti-ice valves remain open after the ground test sequence, an
aural warning sounds and the MASTER CAUTion light comes on. The
failure is shown amber on the EWD and the ECAM BLEED page is
displayed automatically.

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

L (R) VALVE OPEN

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

CAUTION: On ground, the pneumatic supply must be switched off to

prevent slat overheat damage.

SYS FAULT
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If either anti-ice valve remains closed when the system is set to ON, an
aural warning sounds, the MASTER CAUT light comes on. The failure
is shown amber on the EWD and the ECAM BLEED page is displayed
automatically. In this case, the fault light on the WAI P/B is on due to
LP 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 is
displayed automatically.

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

ZC
The Zone Controller (ZC) acquires discrete inputs to monitor the system
and manage the bleed air. It stores failure data of the WAI system.

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ZC

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SYSTEM PRESENTATION (1)

SOURCE
Air is bled from the fifth stage of the High-Pressure (HP) compressor of
each engine.

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 closed
position. With air pressure available and solenoid energized, the valve
closes. In case of loss of electrical power supply, the valve is fully open
provided engine bleed air pressure is high enough.

CONTROLS
For each engine, the OPEN/CLOSED 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, the cabin Zone Controller (ZC) determines
the 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 engine
operating conditions and the load of the A.ICE bleed.

USERS
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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.

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.

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ECAM PAGE

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SYSTEM WARNINGS (3)

ENG1 (2) VALVE OPEN
When an ENGine1 (2) VALVE OPEN condition occurs, if an engine
Anti-ice valve remains open when the related P/B is set to off, an aural
warning sounds, the MASTER CAUTion and the associated FAULT
lights come on. The failure is shown amber on the EWD.

ENG1 (2) VALVE CLOSED

When an ENGine1 (2) VALVE CLoSeD condition occurs, if an engine
Anti-ice valve remains closed when the related P/B is set to ON, an aural
warning sounds, the MASTER CAUTion and the associated FAULT
lights come on. The failure is shown amber on the EWD.
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ENG1 (2) VALVE CLOSED

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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 (SDACs). The "FAULT" light comes on either during
valve transit or in case of disagreement between valve position and system
selection.

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

ZC
The Zone Controller (ZC) acquires the "valve not closed" position
information from the valve position switch for bleed air management.
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ZC

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SYSTEM PRESENTATION (1)

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.

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
(FWCs). The PHC also transmits fault messages to the Centralized Fault
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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.

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CAUTION

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SYSTEM DESCRIPTION/OPERATION (3)

GENERAL ADIRU
This typical probe heat schematic shows an A/C on ground, electrically In case of a probe-heating fault the PHC sends a discrete output to its
supplied, with the system "off". Remember that the standby probe heat respective Air Data/Inertial Reference Unit (ADIRU), which in turn
system has no Total Air Temperature (TAT) heating. transmits the failure to the Flight Warning Computers (FWCs).

CONTROL CFDIU
Probes and static ports heating come on automatically when at least one The Centralized Fault Display Interface Unit (CFDIU) is connected to
engine is running. It can also be activated by the PROBE/WINDOW the PHC for fault system transmission. The PHC is a type 2 system:
HEAT P/B. On ground, pitot heating is reduced and TAT heating is cut ARINC 429 output and maintenance test discrete input.
off.

LGCIU
When one of the three control conditions is met, the flight condition
enables heating of the TAT sensor and full wave heating of the pitot
probe.

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

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

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CFDIU

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SYSTEM WARNINGS (3)

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

NOTE: The related Probe Heat Computer (PHC) triggers warnings

through its associated Air Data/Inertial Reference Unit
(ADIRU).

PROBE HEAT COMPUTER FAILURE

If a PHC is faulty, an aural warning sounds and the MASTER CAUTion
comes on. The failure is shown amber on the EWD. The same warnings
are triggered in case of failure of:
- PHC 2: F/O PROBES,
- PHC 3: STBY PROBES.
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PROBE HEAT COMPUTER FAILURE

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SYSTEM PRESENTATION (1)

FUNCTION
Windshields and side windows are electrically heated to maintain clear
visibility in icing or misting conditions. The system is made up of two
independent 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 least
one engine is running. It can also be manually activated by the
PROBE/WINDOW HEAT P/B. The windshield heating operates at low
power on the ground and high power in flight.

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

CAUTION
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CAUTION: Pulling the engine interface unit (EIU) power supply C/Bs
causes the unwanted heating of the windshield and the side
windows.

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CAUTION

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SYSTEM DESCRIPTION/OPERATION (3)

GENERAL ENGINE RELAYS
The window and windshield anti-icing and demisting system is designed Oil LOW PRESSure and GrouND ReLaYs are energized by the Engine
to maintain clear visibility through the cockpit front and side windows Interface Unit (EIU), when the related engine is not running.
in icing or misting conditions. Windshields are de-iced, sliding and fixed
windows are demisted. CAUTION: If you have to pull the EIU power supply C/Bs, the related
engine OIL LOW PRESS and GND RLYs are de-energized,
POWER SUPPLY this will cause windshield and windows to be heated.
Each Window Heat Computer (WHC), windshield and one-side window LGCIU
has its own power supply. The WHC is supplied with 28 VDC. The
windows are supplied with 115 VAC, the windshield is supplied with a Landing Gear Control and Interface Units (LGCIUs) inputs are used for
dual phase of 115 VAC. the two heating levels of the windshield. When flight configuration is
detected, the windshield is fully heated by the dual phase current.
CONTROL
SDAC
The heating is cut off, when the three ground signals are sent to the AND
logic. The windshield and windows are heated either when one engine The System Data Acquisition Concentrators (SDACs) receive two discrete
is running or when the PROBE/WINDOW HEAT P/B is set to ON. inputs from each WHC, one for the windshield and one for both windows
to inform the crew about a heating fault.
COMPUTER
CFDIU
Each WHC fulfils the monitoring of its system. It identifies and
memorizes the faulty component. It also incorporates protection against The Centralized Fault Display Interface Unit (CFDIU) is connected to
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overvoltage due to lightning strike and to static electricity on the windows. the WHC for fault system transmission. The WHC is a type 2 system
The WHC supplies independent temperature regulation between 35 and with an ARINC 429 output and a maintenance test discrete input.
42°C (95 and 107.6°F). Safety: heating is cut off if temperature reaches
+/-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 element
and three loop sensors; one sensor activates the others.

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CFDIU

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SYSTEM WARNINGS (3)

L+R WINDSHIELD
If both windshield heatings are faulty, an aural warning sounds, the
MASTER CAUTion comes on. The failure is shown amber on the EWD.

L(R) WINDSHIELD
If either windshield heating is faulty, an aural warning sounds, the
MASTER CAUT comes on. The failure is shown amber on the EWD.
The detection of extreme temperature or failure of the associated sensor
causes:
- warning activation,
- automatic cut-off of the windshield heating.

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

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RAIN REPELLENT SYSTEM PRESENTATION (1)

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

CONTROL
When the RAIN RePeLleNT P/B is pressed in, the solenoid valve opens
for a short time. This causes a measured quantity of rain repellent liquid
to be sprayed on to the related windshield. To repeat the cycle, the P/B
must be pressed again. On ground, the rain repellent system is inhibited
when both engines are shut down.

CAUTION

CAUTION: Make sure that the fluid does not stay on the A/C structure.
If the fluid gets on the A/C structure, wash it off immediately
with soap and water.
Do not apply the rain repellent fluid on a dry surface.
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CAUTION

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RAIN REPELLENT SYSTEM PRESENTATION (1)

DEACTIVATION
The system is still installed but can be optionally deactivated. For this
the rain repellent bottle has been removed and C/B pulled, safetied and
tagged. Clear visibility through the windshield is only achieved through
the 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 in
heavy rain, particularly when the wipers are not sufficient. The system
operates independently on the CAPT side and on the F/O side.

RAIN REPELLENT CIRCUIT

The rain repellent fluid used is of type 3 and is packaged in a
nitrogen-pressurized can. The can is directly attached to the rain repellent
fluid gage. A purge P/B is used when the can is replaced. A nozzle sprays
the rain repellent fluid onto the related windshield through four orifices.

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

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

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OPERATION

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SYSTEM PRESENTATION (1)

GENERAL TEST (CLASSIC CIDS)
The wastewater from the galley and lavatory compartment washbasins To perform a complete test of the drain mast system, two tests must be
is dumped overboard through drain masts. carried out, one from the programming and test panel, and the second
one on each CU. If the test is satisfactory:
CONTROL SUPPLY - on the programming and test panel, the message "DRAIN MAST TEST
OK" is displayed,
To protect drain masts against ice formation, electrical heating, through
- on the front face of the CU, the HTR and CU lights are ON as long as
an automatically controlled system, is supplied when the A/C is
the associated TEST P/B is pressed in.
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 57°C (135°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
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tube between 5°C (41°F) and 15°C (59°F).

MONITORING
The system status is sent to the Cabin Intercommunication Data System
(CIDS) for indication on the Forward Attendant Panel (FAP) and the
programming and test panel. The failure of the Heater (HTR) or CU is
indicated on the FAP by a CIDS CAUTion light, on the programming
and 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 Interface
Unit (CFDIU).

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TEST (CLASSIC CIDS)

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SYSTEM PRESENTATION (1)

TEST (ENHANCED CIDS)
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.
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TEST (ENHANCED CIDS)

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PTP PAGES PRES. FOR DRAIN MAST ICE PROT SYS (3)
SYSTEM STATUS
For the system status, a failure has been detected on the drain mast ice
protection system.
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SYSTEM STATUS

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PTP PAGES PRES. FOR DRAIN MAST ICE PROT SYS (3)
SYSTEM TEST
For the system test, a failure is detected on the drain mast ice protection
system.
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SYSTEM TEST

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SYSTEM PRESENTATION (1)

GENERAL
The potable and waste water lines in sections 13 and 14 are insulated and
electrically heated to prevent ice formation in or around the water lines.
The system comprises a control unit and heater assemblies associated to
two 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 heater
assemblies via their respective sensor.

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

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AIR STOP VALVE CARGO DRAINAGE SYSTEM D/O (3)

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

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 overheat
protection.
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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 electrically
heated to prevent ice formation.

NOTE: Note: On the A318/A319/A321 the overflow nipple at the

potable 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 overheat
protection.
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TEMPERATURE REGULATION

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

GENERAL
The rinse nipple and the drain line at the toilet service panel are
electrically heated to prevent ice formation.

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

CONTROL UNIT
A control unit regulates the temperature range of the heater assembly of
the drain line via a sensor and electrically supplies the rinse nipple heater
of the toilet service panel which is helped by a thermostat and an overheat
switch.

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

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SYSTEM PRESENTATION (3)

GENERAL
A visual ice indicator is installed in the central retainer of the windshield.
It comes on to appreciate the icing conditions at night or in dark condition.

ICE INDICATOR
The ice indicator on has a titanium part with openings, a transparent cover
and a Light Emitting Diode (LED).

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

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SYSTEM PRESENTATION (1)

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 when
the latter are no longer necessary.
The dual advisory ice detection system is made of two ice detectors
installed on the aircraft skin and directly connected to the Flight Warning
Computer (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 elementary
detections.
The ice detection system is operating at electrical power-up. It sends
warning messages when the aircraft is in flight, depending on the altitude
and when Total Air Temperature (TAT) is below 8°C (46.4°F), even with
one ice detector faulty.

MESSAGES
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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 continuous
monitoring. The "FAULT" signals are also sent to the System Data
Acquisition Concentrator (SDAC) and to the Centralized Fault Display
Interface Unit (CFDIU).

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MONITORING

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SYSTEM WARNINGS (3)

ICE DETECTED
If ice is detected by at least one ice detector and the ENGine ANTI ICE
P/Bs are off, an aural warning sounds, the MASTER CAUTion light
comes 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 ANTI
ICE P/B is off, an aural warning sounds, the MASTER CAUT light comes
on and the failure is shown amber on the EWD.

ICE DETECT FAULT

If both ice detectors are faulty, an aural warning sounds, the MASTER
CAUT light comes on and the failure is shown amber on the EWD.
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ICE DETECT FAULT

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SYSTEM INTERFACES (3)

FWC
Each ice detector sends "ICE" and "SEVERE" signals to Flight Warning
Computers (FWCs) 1 and 2 respectively in case of an elementary ice
detection or 7 elementary ice detections. This displays class 1 warning
messages on the EWD. These messages can be respectively inhibited by
engine or wing anti-ice selection.

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

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

WING ANTI-ICE RELAYS

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

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WING ANTI-ICE RELAYS

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 AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE U2B05411
OCTOBER 2005
PRINTED IN FRANCE
AIRBUS S.A.S. 2005
ALL RIGHTS RESERVED

AN EADS JOINT COMPANY

WITH BAE SYSTEMS