DOC AIRBUS | AMM A320FICE AND RAIN PROTECTION - DESCRIPTION AND OPERATION
** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL
1. General
The ice and rain protection system lets the aircraft operate normally in ice conditions or heavy rain.
Ice protection is given by the use of hot air, or electrical power, to make the necessary areas of the aircraft hot.
The areas that hot air supplies are:
The engine bleed air system (Ref. AMM D/O 36-11-00-00) supplies the hot air to the anti-ice system.
The items with electrical heaters are:
** ON A/C NOT FOR ALL The ice and rain protection system lets the aircraft operate normally in ice conditions or heavy rain.
Ice protection is given by the use of hot air, or electrical power, to make the necessary areas of the aircraft hot.
The areas that hot air supplies are:
- the leading edge of the slats 3, 4 and 5 on each wing
- the engine air intakes.
The engine bleed air system (Ref. AMM D/O 36-11-00-00) supplies the hot air to the anti-ice system.
The items with electrical heaters are:
- the cockpit windshield and side windows
- the Total Air Temperature (TAT) probes
- the Angle of Attack (alpha) probes
- the Pitot and Static probes of the Air Data System (ADS)
- the waste-water drain-masts.
2. Component Location
Ice and Rain Protection ** ON A/C NOT FOR ALL
Ice and Rain Protection - Component Location ** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL Ice and Rain Protection ** ON A/C NOT FOR ALL Ice and Rain Protection - Component Location ** ON A/C NOT FOR ALL 3. System Description
A. Airfoil (Ref. 30-10-00)
The airfoil anti-ice system uses hot air bled from the engine (Ref. AMM D/O 36-11-00-00) to prevent ice on the slats 3, 4 and 5 leading edge.
The airfoil anti-ice system uses hot air bled from the engine (Ref. AMM D/O 36-11-00-00) to prevent ice on the slats 3, 4 and 5 leading edge.
(1) Wing Anti-ice (Ref. AMM D/O 30-11-00-00)
The ice-protection system of the wing leading-edge slats 3, 4, and 5 uses hot air from the engine bleed air system (Ref. AMM D/O 36-11-00-00). The hot air causes the slats leading edge to become warm which prevents ice. Each engine supplies its related wing.
The anti-ice valve 9DL(10DL) isolates its related wing anti-ice system from the engine bleed air system. The anti-ice valves are electro-pneumatically operated, and, for safety, spring-loaded to the closed position.
It is possible to supply the two wings from only one engine bleed-air system. To do this, the crossbleed valve (Ref. AMM D/O 36-12-00-00) opens to connect the two pneumatic systems.
Lagged ducts connect the anti-ice valve to a telescopic duct at the slat 3. Each of the slats 3, 4 and 5 have a piccolo duct that supplies the hot air (bled from the engine) to the related slat leading edge. The slat 3 piccolo duct is connected to the telescopic duct. The slat 3, 4 and 5 piccolo ducts are connected together by flexible ducts. The bleed air in the slats is then released overboard through the holes in the bottom surface of the slat.
The operation of the anti-ice valve is controlled by the WING pushbutton switch (P/BSW) on the overhead panel 25VU.
The ice-protection system of the wing leading-edge slats 3, 4, and 5 uses hot air from the engine bleed air system (Ref. AMM D/O 36-11-00-00). The hot air causes the slats leading edge to become warm which prevents ice. Each engine supplies its related wing.
The anti-ice valve 9DL(10DL) isolates its related wing anti-ice system from the engine bleed air system. The anti-ice valves are electro-pneumatically operated, and, for safety, spring-loaded to the closed position.
It is possible to supply the two wings from only one engine bleed-air system. To do this, the crossbleed valve (Ref. AMM D/O 36-12-00-00) opens to connect the two pneumatic systems.
Lagged ducts connect the anti-ice valve to a telescopic duct at the slat 3. Each of the slats 3, 4 and 5 have a piccolo duct that supplies the hot air (bled from the engine) to the related slat leading edge. The slat 3 piccolo duct is connected to the telescopic duct. The slat 3, 4 and 5 piccolo ducts are connected together by flexible ducts. The bleed air in the slats is then released overboard through the holes in the bottom surface of the slat.
The operation of the anti-ice valve is controlled by the WING pushbutton switch (P/BSW) on the overhead panel 25VU.
B. Air Intakes (Ref. 30-20-00)
The air intakes anti-ice system uses hot air (from the engine HP compressor) to prevent ice on the engine air intakes.
The air intakes anti-ice system uses hot air (from the engine HP compressor) to prevent ice on the engine air intakes.
(1) Engine Air Intake Ice Protection (Ref. AMM D/O 30-21-00-00)
The engine air-intake ice protection system uses hot air from the engine HP compressor intermediate stage. The hot air goes through a solenoid operated, butterfly, anti-ice valve, to make the engine intake-lip hot. Each engine has its own protection system and operates independently from the aircraft pneumatic system.
If, with the engines running, there is an electrical power failure, the anti-ice valve will automatically open. If there is an anti-ice valve failure (with the aircraft on the ground) it can be manually locked in the open or the closed position.
A restrictor orifice is fitted downstream of each anti-icing valve to control the flow of air bled from the engine. The restrictor also reduces the leakage of air if a supply duct is damaged.
The operation of the engine ice protection system is controlled by the ENG1(ENG2) P/BSW on the overhead panel 25VU.
The engine air-intake ice protection system uses hot air from the engine HP compressor intermediate stage. The hot air goes through a solenoid operated, butterfly, anti-ice valve, to make the engine intake-lip hot. Each engine has its own protection system and operates independently from the aircraft pneumatic system.
If, with the engines running, there is an electrical power failure, the anti-ice valve will automatically open. If there is an anti-ice valve failure (with the aircraft on the ground) it can be manually locked in the open or the closed position.
A restrictor orifice is fitted downstream of each anti-icing valve to control the flow of air bled from the engine. The restrictor also reduces the leakage of air if a supply duct is damaged.
The operation of the engine ice protection system is controlled by the ENG1(ENG2) P/BSW on the overhead panel 25VU.
C. Probe Ice Protection (Ref. 30-31-00)
The probes have electrical heaters to prevent ice. The probes connect to three different channels:
The probes have electrical heaters to prevent ice. The probes connect to three different channels:
- CAPT
- F/O
- STBY.
(1) The CAPT channel has:
- 1 pitot probe
- 2 static probes
- 1 alpha probe
- 1 TAT probe.
(2) The F/O channel is the same as the CAPT channel.
(3) The STBY channel has:
- 1 pitot probe
- 2 static probes
- 1 alpha probe.
(4) Pitot Probes
The pitot probes have electrical heat elements in the main body and in the inner surface of the cavity in the mast. When the aircraft is on the ground, the Control and Monitoring Unit (CMU) automatically decreases the temperature level.
The pitot probes have electrical heat elements in the main body and in the inner surface of the cavity in the mast. When the aircraft is on the ground, the Control and Monitoring Unit (CMU) automatically decreases the temperature level.
(5) Static Probes
The static probes have electrical heat elements in the edge of the orifice.
The static probes have electrical heat elements in the edge of the orifice.
(6) Alpha Probes
The alpha probes have internal solid-state heat elements in the vane and in the case heater.
The alpha probes have internal solid-state heat elements in the vane and in the case heater.
(7) TAT Probes
The only part of the TAT probe that gets hot is the leading edge of the air intake. When the aircraft is on the ground, the TAT probe electrical supply is automatically isolated by the CMU.
The voltage that supplies the pitot probes, the alpha probes and the TAT probes is 115V AC. The voltage that supplies the static probes is 28V DC.
The only part of the TAT probe that gets hot is the leading edge of the air intake. When the aircraft is on the ground, the TAT probe electrical supply is automatically isolated by the CMU.
The voltage that supplies the pitot probes, the alpha probes and the TAT probes is 115V AC. The voltage that supplies the static probes is 28V DC.
(8) The probe heat systems are automatically energized when the first engine is started. The PROBES/WINDOW HEAT P/BSW, on the overhead panel 25VU, can be pushed in (on) if probe heat is necessary before engine start.
D. Windshield Anti-icing and Defogging (Ref. 30-42-00)
The windshield anti-icing and defogging system keeps the windshield and side windows clear in ice or fog conditions. The system has two sub-systems, left hand and right hand, which operate independently. Each sub-system supplies heat to two side windows (one sliding and one fixed) and one windshield.
Each window has two temperature sensors, one controls the temperature the other is spare. The windshield has three temperature sensors, one controls the temperature the other two are spare.
The sensors control the temperature between 35 deg.C (95 deg.F) and 42 deg.C (107.6 deg.F).
The windshield anti-icing and defogging system is automatically energized when the first engine starts. The PROBES/WINDOW HEAT P/BSW, on the overhead panel 25VU, can be pushed in (on) if the system is necessary before engine start.
The windshield anti-icing and defogging system keeps the windshield and side windows clear in ice or fog conditions. The system has two sub-systems, left hand and right hand, which operate independently. Each sub-system supplies heat to two side windows (one sliding and one fixed) and one windshield.
Each window has two temperature sensors, one controls the temperature the other is spare. The windshield has three temperature sensors, one controls the temperature the other two are spare.
The sensors control the temperature between 35 deg.C (95 deg.F) and 42 deg.C (107.6 deg.F).
The windshield anti-icing and defogging system is automatically energized when the first engine starts. The PROBES/WINDOW HEAT P/BSW, on the overhead panel 25VU, can be pushed in (on) if the system is necessary before engine start.
E. Windshield Rain Protection System (Ref. 30-45-00)
A wiper system removes rain from the cockpit windshield.
A wiper system removes rain from the cockpit windshield.
(1) Wiper System
There are two wiper systems which operate independently, one for the left hand and one for the right hand windshield. A three-position switch on the cockpit overhead panels 21VU and 22VU controls each system. The three positions operate the wipers as follows:
The wipers can operate in the flight phases that follow:
There are two wiper systems which operate independently, one for the left hand and one for the right hand windshield. A three-position switch on the cockpit overhead panels 21VU and 22VU controls each system. The three positions operate the wipers as follows:
- slow operation (95 cycles/min.)
- fast operation (140 cycles/min.)
- OFF, a 'parked' position with the wiper blades out of view and just clear of the windshield surface. This is to prevent dirt (between the wiper blades and the windshield) which can cause scratches.
The wipers can operate in the flight phases that follow:
- taxying
- take-off
- approach
- landing.
F. Waste Water Ice Protection (Ref. 30-71-00)
The waste water from the galley and lavatory washbasins is discarded overboard through two drain masts (4DU and 14DU) on the bottom skin of the fuselage. To prevent ice, in or around the drain masts, they have electrical heaters.
The drain masts have internal electrical heat-elements, which are connected to the aircraft electrical network. The elements are energized when electrical power is applied to the aircraft.
There are two power levels for the drain masts, 18.72 Watt (on the ground) and 313.6 Watt (in flight).
The waste water from the galley and lavatory washbasins is discarded overboard through two drain masts (4DU and 14DU) on the bottom skin of the fuselage. To prevent ice, in or around the drain masts, they have electrical heaters.
The drain masts have internal electrical heat-elements, which are connected to the aircraft electrical network. The elements are energized when electrical power is applied to the aircraft.
There are two power levels for the drain masts, 18.72 Watt (on the ground) and 313.6 Watt (in flight).
G. Potable Water Ice-Protection (Ref. 30-73-00)
The waste water from the galley and lavatory washbasins is moved to the related drain mast through water lines. To prevent ice, in or around the water lines, they have electrical heaters.
The heater assemblies are temperature controlled.
The waste water from the galley and lavatory washbasins is moved to the related drain mast through water lines. To prevent ice, in or around the water lines, they have electrical heaters.
The heater assemblies are temperature controlled.
H. Water Servicing Panels Heating (Ref. 30-72-00)
The fill/drain nipple (11DV) of the potable water service panel has an electrical heater to prevent ice.
The heating element is energized when electrical power is applied to the aircraft.
The fill/drain nipple (11DV) of the potable water service panel has an electrical heater to prevent ice.
The heating element is energized when electrical power is applied to the aircraft.
I. Ice Detection (Ref. 30-81-00)
Ice Detection - Location and Detail ** ON A/C NOT FOR ALL
Ice Detection - Location and Detail ** ON A/C NOT FOR ALL
A visual icing indicator is installed on the the center pane retainer between the two windscreens. It can be seen by the two pilots.
An advisory ice detection system is installed, which operates during all flight phases. It has two ice detectors, but only one detector is necessary to operate the system. Each ice detector has a sensing probe which vibrates in the air. If ice formation occurs on the probe, the frequency of the vibration decreases. When the vibration decreases, the detector sends a warning to the ECAM.
After a detection, the detectors are electrically heated to remove the ice. They are then ready to make another detection.
Two levels of detection are provided:
After the warnings are shown, the crew take the applicable action. The ENG A and the WING A ICE messages on the EWD will pulse if:
Ice Detection - Location and Detail ** ON A/C NOT FOR ALL Ice Detection - Location and Detail ** ON A/C NOT FOR ALL A visual icing indicator is installed on the the center pane retainer between the two windscreens. It can be seen by the two pilots.
An advisory ice detection system is installed, which operates during all flight phases. It has two ice detectors, but only one detector is necessary to operate the system. Each ice detector has a sensing probe which vibrates in the air. If ice formation occurs on the probe, the frequency of the vibration decreases. When the vibration decreases, the detector sends a warning to the ECAM.
After a detection, the detectors are electrically heated to remove the ice. They are then ready to make another detection.
Two levels of detection are provided:
- one level gives elementary detections and is used to generate the messages for the engine anti-ice
- the other level uses a selected number of 7 elementary detections to generate the messages for the wing anti-ice.
After the warnings are shown, the crew take the applicable action. The ENG A and the WING A ICE messages on the EWD will pulse if:
- the ENG and the WING ANTI ICE P/BSWs are set to ON and no ice formation occurs for 190 seconds.
4. Power Supplies
Ice and Rain Protection - Power Supplies ** ON A/C NOT FOR ALL
Ice and Rain Protection - Power Supplies ** ON A/C NOT FOR ALL
The referenced figure shows the power supply.
Ice and Rain Protection - Power Supplies ** ON A/C NOT FOR ALL Ice and Rain Protection - Power Supplies ** ON A/C NOT FOR ALL The referenced figure shows the power supply.