Level III - Ata 30 Ice & Rain

A380
TECHNICAL TRAINING MANUAL

MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 30 Ice & Rain
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.
A380 TECHNICAL TRAINING MANUAL
LEVEL III - ATA 30 ICE & RAIN

Theory System
Anti Ice Control Unit System Description (3) . . . . . . . . . . . . . . . . . . .2
Ice Detection System Description (3) . . . . . . . . . . . . . . . . . . . . . . . . . .6
Wing Ice Protection System Description (3) . . . . . . . . . . . . . . . . . . .16
Engine Air Intake Ice Protection System Desc. (3) . . . . . . . . . . . . . .24
WSHLD Anti Icing, Defogging & Rain PROT Desc. (3) . . . . . . . . .32
Potable & Waste Water Ice PROT SYS Desc. (3) . . . . . . . . . . . . . . .50
Ice & Rain Protection System Maintenance (3) . . . . . . . . . . . . . . . . .56
Ice & Rain Protection System OPS, CTL & IND (3) . . . . . . . . . . . .62
Ice & Rain Protection System Component Loc. (3) . . . . . . . . . . . . . .94
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) TABLE OF CONTENTS Apr 21, 2006
LEVEL III - ATA 30 Ice & Rain Page 1
ANTI ICE CONTROL UNIT SYSTEM DESCRIPTION (3)

General
Two identical AICUs are installed in the forward section of the avionic
main compartment, as close as possible to the cockpit windows in order
to limit possible electromagnetic propagation through the wiring between
windows and the controller.
The heat dissipation of the AICU is made by forced input ventilation. A
dedicated hood installed on the top of each AICU extracts the air.
Each AICU controls and monitors:
- Automatic and manual Engine Air Intake ice protection and Wing ice
protection.
- Icing condition indication from the ice detectors.
- Cockpit windows anti icing and defogging.
- Rain protection.
Each AICU has 4 connectors:
- Connector A for Channel A
- Connector B for Channel B
- Connector C for Lateral Windows
- Connector D for Windshield.
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) ANTI ICE CONTROL UNIT SYSTEM DESCRIPTION (3) Apr 18, 2006
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GENERAL
ANTI ICE CONTROL UNIT SYSTEM DESCRIPTION (3)

Temperature control, monitoring and overheat protection of cockpit
AICU Functions windows (First Officer system)
BITE
AICU has 3 main Circuit boards:
- Channel A Board
- Channel B Board
- 115VAC Power Board for windows heating
AICU 1 functions
Channel A
Monitoring of engine 4 air intake anti-ice
Control of engine 2 air intake anti-ice
Control of wing anti-ice LH and RH outer valves
Channel B
Monitoring of wing anti-ice LH and RH, outer and inner valves
Captain wiper system monitoring
Rain repellent (control and fluid level monitoring)
Temperature control, monitoring and overheat protection of cockpit
windows (Captain system)
BITE
AICU 2 functions
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Channel A
Control of wing anti-ice LH and RH inner valves
Channel B
Monitoring of wing anti-ice LH and RH, outer and inner valves
First officer wiper system monitoring
Rain repellent function (control only)
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AICU FUNCTIONS - AICU 1 FUNCTIONS & AICU 2 FUNCTIONS
ICE DETECTION SYSTEM DESCRIPTION (3)

General
The automatic ice detection system has two ice detectors.
There are two anti ice control units (AICUs), one computer per side
When icing conditions occur, the detectors send output signals to the
computer Anti Ice Control Unit (AICU).
The AICU uses theses outputs to start the wing anti ice system and the
engine ice protection system, in automatic mode.
Six pushbutton switches on the overhead panel, have lights with the
following captions:
- AUTO MODE, OFF blue indication, FAULT amber indication
- WING and ENG, ON blue indication, FAULT amber indication.
The automatic mode starts when the AUTO MODE P/BSW is pushed
on the ANTI ICE panel 1215VM.
Under certain conditions, the crew must manually control the ice
protection system by means of the ANTI ICE ENG 1 (2, 3, 4) or the
ANTI ICE WING pushbutton switches.
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) ICE DETECTION SYSTEM DESCRIPTION (3) Apr 18, 2006
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GENERAL

threshold occurs again in the 60 seconds period, the ICE signal continues
Ice Detector for 60 seconds more.
In automatic mode, the ICE signal starts the engine air-intake anti ice
The ice detector is a probe type ice detector that is designed to detect
system through the AICU.
natural icing conditions in flight.
- SEVERITY signal (severe icing condition)
The sensing element and the electronic part are grouped in the same unit.
The ice detectors send the SEVERITY signal when the initial detection
The probe has a magnetostrictive nickel alloy tube of approximately 0.25
threshold occurs seven times, one after the other. In automatic mode, the
in. (6.35 mm) diameter with an exposed length of 1 in. (25.4 mm). In
SEVERITY signal starts the wing anti ice system through the AICU.
addition, the strut also contains the drive and feedbacks coils and probe
The ice detectors receive these inputs from the AICUs:
heaters, and the probe biasing magnetic. The probe vibrates axially at its
- TEST (to initiate the internal test)
natural frequency of 40 kHz. As ice accretes on the sensing element, the
- RESET
mass loading effect causes the natural frequency to drop. A 133 Hz drop
This input resets the SEVERITY signal and inhibits its processing as
is correlated to 0.020 plus or minus 0.005 in. (0.508 plus or minus 0.127
long as the WAI is activated.
mm) of ice and is considered as the detection trip point. When the trip
point is reached, the probe is deiced by means of internal heaters to
prepare for subsequent detection.
It operates permanently during all flight phases in which the aircraft is
supplied with electrical power. Oils, greases, de-icing fluids or water do
not affect the response frequency of the sensitive element.
The probe is installed on a strut long enough to cross the boundary layer
of the aircraft and submit it to the icing environment.
The ice detector detects the icing conditions and sends outputs to the
AICUs.
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The AICUs use these outputs (in auto mode only) to activate the Engine
Air Intake Anti Ice system (Eng AI) and/or the Wing Anti Ice (WAI)
system and to give ice conditions information and related warning
messages on ECAM Warning Display (EWD), in auto and manual modes.
The detectors send two detection signals to the two AICUs:
- ICE signal (icing condition)
The ice detectors send the ICE signal when icing increases to the initial
detection threshold.
The signal continues for 60 seconds and the probe is de-iced immediately
to make it ready for the subsequent detection. If the initial detection
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ICE DETECTOR

Visual Lighted Indicator
Two visual lighted icing indicators give a visual detection of icing
conditions to flight crew. Each one is installed between cockpit windshield
panels and is visible by either flight crew.
The indicator is lighted by an internal light source (LED).
The indicators are connected to the 28DVC supply. A toggle switch, used
for the standby lighting, also controls the lighting of the indicators.
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VISUAL LIGHTED INDICATOR

- Communication with On Board Maintenance System (OMS), using
Interface ARINC429 data bus through the Network Server System (NSS) SCI
(Secure Communication Interface).
The AICU fulfills the:
- Ice Detector 1 and 2 discrete signals acquisition (ICE, SEVERE,
FAULT).
- Ice detectors 1 and 2 testing (automatically at each flight or on request
from maintenance)
- Ice Detector 1 and 2 SEVERITY signals reset when wing anti icing is
commanded ON.
- Pushbutton switches discrete signals acquisition (Engine, Wing, Auto
mode)
- Pushbutton caption lighting, depending on ice protection system
command (Engine, Wing, Auto mode)
- Wing and Nacelle Anti ice valves command.
- Wing and nacelle anti ice valves monitoring devices acquisition through:
- One position switch, one Low Pressure switch and one High Pressure
switch for each Wing Anti Ice valve
- One low pressure switch for each engine anti ice regulating valve
(RAIV)
- Flight/ground information acquisition from LGERS (Landing Gear
Extension Retraction System)
- Communication with other aircraft systems using ARINC429 data bus
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to IOM
Each AICU is connected to 4 different IOMs to respect engine segregation
and ensure redundancy when aircraft is dispatch with one IOM failed.
Communication is done with:
- Air Data and Inertial Reference System (ADIRS)
- Engine Bleed Air System (EBAS)
- Air Conditioning Generation System (AGS)
- Full Authority Digital Engine Control (FADEC)
- Flight Warning System (FWS)
- Cockpit Display System (CDS)
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INTERFACE

When icing conditions are no longer detected for more than 190
Operation seconds, the ice protection systems automatically stop:
- The ON legend on the related pushbutton switches goes off
The functions of the automatic ice-detection system are:
- The related warning message on the EWD goes out of view.
- To detect the level of icing
- To send warning message(s) to the flight crew when ice is detected Manual Mode (Ice Detection Advisory)
- In automatic mode, to start or stop the ice protection systems (engine The crew must start the ice protection systems (manual mode) only
air-intake anti-ice system and wing anti-ice system) in the conditions specified in the Flight Manual (visible moisture and
Automatic Mode Total Air Temperature (TAT) below 10C, criteria for engine anti-ice,
and visual ice accretion on the lighted indicator for wing anti-ice)
On the ground (landing confirmation from LGERS by a ground signal
But the ice detection system continues to operate as an advisory system
that continues for more than 30 seconds), and during some flight
as follows:
phases (until reduction of engine thrust after takeoff and climb), the
When icing conditions are detected and engine anti-ice is not in
automatic control of the ice protection systems is inhibited, although
operation:
it is started. This prevents modification of the engine bleed-air
The A.ICE ICE DETECTED warning message comes into view on
configuration that could cause unwanted thrust reduction or Exhaust
the EWD.
Gas Temperature (EGT) increase during these flight phases.
- The MASTER CAUT light comes on.
Thus, the crew must manually control (if necessary) the ice protection
- The single chime sounds.
systems by means of the related pushbutton switches. Then, after
This tells the crew to start the engine 1,2,3 and 4 anti-ice.
thrust reduction and until landing (engine not in Max, Flex or Derated
When the engine anti-ice operates, the A.ICE ICE DETECTED
Take Off mode), the automatic mode becomes available again and
warning message on the EWD goes out of view.
automatically takes control of the ice protection systems. The control
When severe icing conditions are detected and wing anti-ice is not in
pushbutton switches are only used as annunciator lights.
operation:
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When icing conditions (ICE signal) are detected, the ice protection
- The A.ICE SEVERE ICE DETECTED warning message comes into
of engines 1, 2, 3, and 4 automatically starts:
view on the EWD
- The ON legend comes on the ANTI ICE/ENG pushbutton switch
- The MASTER CAUT light comes on.
- The ENG A. ICE message comes into view on the ECAM
- The single chime sounds.
Engine/Warning Display (EWD)
This tells the crew to start the wing anti-ice system.
When severe icing conditions are detected (SEVERITY signal), the
When the wing anti-ice operates, the A.ICE SEVERE ICE
wing ice protection automatically starts:
DETECTED warning message on the EWD goes out of view.
- The ON legend comes on the ANTI ICE /WING pushbutton switch
When icing conditions are no longer detected for more than 190
- The WING A. ICE message comes into view on the MEMO item
seconds and the ice protection systems operate, the ICE NOT DET
of the ECAM Engine/Warning Display (EWD)
message comes into view on the MEMO item of the EWD.
This Page Intentionally Left Blank

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WING ICE PROTECTION SYSTEM DESCRIPTION (3)

test operation is automatically stopped after 30 seconds to prevent heat
General Overview damage.
The Wing Anti-Ice system normally gets its bleed-air supply from the
outer engine on the same wing. If the bleed-air supply is not available,
it is supplied from either the inner engines on the same wing via a
cross-feed system, or engines on the other wing through a cross-bleed
system.
There are 2 Wing Anti Ice Valves (WAIV) installed in the Fixed Leading
Edge of each wing, inboard of the outer pylons, and they control the
supply of engine bleed air to the No. 4 slats.
The bleed air supply is transferred along rigid telescopic ducting in the
fixed leading edge of the wing. An in-line restrictor is positioned in the
duct downstream of each WAI valve at the entry to each piccolo tube. If
a WAI valve fails in OPEN position, the restrictor limits the flow air to
the leading edge D-Bay. The restrictors also provide chocking should a
piccolo tube fail.
There are 2 Wing Anti Ice Valves (WAIV) installed in the Fixed Leading
Edge of each wing, inboard of the outer pylons, and they control the
supply of engine bleed air to the No. 4 slats.
Two Anti-Ice Control Units (AICUs) activate the Wing Anti-Ice Valves.
- Once activated (by operation of a solenoid valve) the WAI Valves
operate pneumatically.
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- Only one WAI valve in each wing is used in normal (automatic)

operation. The second, redundant, WAIV is installed to provide
increased system availability (i.e. if one valve fails then the system can
operate with the other WAIV).
The system operation is primarily automatic with a Manual mode facility
and is only normally used during flight.
Operation of the WAI system with the aircraft on the ground is normally
inhibited to prevent potential heat damage of the Slats. However, the
WAI system may be operated on the ground for a short ground test period
(Ground discrete signal from landing gear system LGERS). This ground
MAINTENANCE COURSE - T1 & T2 (RR / Metric) WING ICE PROTECTION SYSTEM DESCRIPTION (3) Apr 18, 2006
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GENERAL OVERVIEW

Wing Anti Ice Ducting
The Telescopic Duct is used to transfer the hot bleed air from the fixed
leading edge to SLAT 4 at the inboard end.
It extends and retracts with the movement of the slat.
Each SLAT 4 contains a 0.8 mm thick titanium Piccolo tube with 414 x
2 mm diameter holes, arranged in three rows along the length of its
forward side.
The hot air is released through these holes and into the forward area of
the SLAT.
The air flows around the forward area of the slat then goes trough
acceleration slots into the rear section.
The acceleration slots accelerate the airflow to improve the heat
distribution towards the rear of the slot.
The air is then released overboard through vent holes in the bottom surface
of the slot.
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WING ANTI ICE DUCTING

chamber of the actuator to atmosphere. Bleed air pressure from the
Wing Anti Ice Valve upstream side of the butterfly is transmitted to the middle chamber of
the actuator. This pressure is larger than the force of the spring in the
The wing anti-ice valves are electrically controlled and pneumatically
top chamber and the diaphragm moves up. This movement causes the
operated pressure-regulating shut off valves.
actuator rod to move up and open the butterfly.
When energized, and the required bleed air is available, they regulate the
When the solenoid valve is de-energized, a spring closes the poppet
downstream static pressure to 22.5 psig.
valve, blocking the top chamber opening to atmosphere. The needle
When de-energized, the valves are closed.
valve moves onto its seat. Upstream pressure goes to the top chamber
Description of the actuator. The air pressure and spring pressure move the upper
The actuator body attaches to the top of the butterfly body and contains diaphragm down to close the butterfly.
the actuator rod. The rod attaches to two diaphragms, which divide If upstream pressure is not available, the spring pressure keeps the
the actuator body into three chambers. The bottom chamber has an butterfly closed.
opening to atmosphere. The top chamber has a spring, which keeps The butterfly valve always closes if a failure of the anti-ice valve
the actuator rod in the extended position. Drillings in the body, connect occurs unless a blockage keeps the butterfly open.
the top and the middle chambers to: If an anti-ice control valve is known to be unserviceable, it can be
. The solenoid valve manually locked in the open or closed position by a manual override
. The pilot-valve assembly device.
. The upstream and downstream sides of the butterfly body.
The valve position microswitch in the actuator body senses when the
valve is closed.
Two pressure switches monitor the air pressure downstream of the
butterfly. One switch monitors the high-pressure conditions; the other
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switch monitors the low-pressure conditions. If the pressure increases

to 30 psi (2.0684 bar) 1 psi (0.0689 bar or decreases to 14 psi (0.9652
bar) 1 psi (0.0689 bar), the related switch gives a 'high pressure'
signal or 'low pressure' signal.
Each anti-ice control valve has two ground test connections. These
make it possible to do an in situ functional test of the valve without
bleed air pressure in the ducts.
Operation
When the solenoid valve is energized, the solenoid poppet valve moves
against its return spring to the open position connecting the top
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WING ANTI ICE VALVE - DESCRIPTION & OPERATION

System Description
With the Wing Anti Icing System in AUTO mode and ice detected, the
AICUs will command a pair of wing anti ice valves OPEN.
In AUTO mode with ice detected AICU 1 will command the left and
right outer valves OPEN on an even flight and AICU 2 will command
the left and right inner valves OPEN on an odd flight. Anti Ice AUTO
mode is only available during climb, cruise and approach.
Note that the AICU uses the information from the channel in control of
the FADEC (Full Authority Digital Engine Control) to recognize odd/even
flight.
By releasing the AUTO MODE P/B SW the AICUs will switch from
Automatic to Manual mode. The Flight Crew then operate the WING
switch as required when notified of Severe Icing Conditions. In Manual
Mode operation of the WING switch causes both AICUs to activate all
4 WAI valves simultaneously.
Each AICU monitors the condition of all four WAI valves; however most
warnings are inhibited unless the WAI valve is in the OPEN position.
The exception is 'WAIV Failed Open', where the AICU monitors both
the 'Active' and 'Inactive' WAI valves. Warnings are provided on the
AUTO MODE and WING switches and the ECAM screens in addition
to Master Cautions and audible warnings.
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The High or Low pressure switch gives a 'high pressure' signal to FWS
and CMS or 'low pressure' signal to FWS, CMS, AUTO P/B SW FAULT
amber light. (NOTE: These pressure warnings are inhibited when the
butterfly valve is closed.)
WAI valve position micro switch provides 'CLOSED/NOT CLOSED'
signals to ECAM and to WING P/BSW FAULT amber light
Each AICU is supplied by an independent 28VDC power supply.
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SYSTEM DESCRIPTION
ENGINE AIR INTAKE ICE PROTECTION SYSTEM DESC. (3)

General Description
Anti icing protection is provided to the engine nose cowl by means of
hot air bled from HP3 bleed port of the engine compressor. The air bled
from the engine high-pressure compressor third stage is flowed through
ducts, orifice, a shut-off valve and a pressure-regulating valve (butterfly
type), and is then discharged thanks to nozzles into the air intake lip.
Nose Cowl and Cyclone System
The "Cyclone " type hot air anti icing system is developed in order to
minimize system weight and improve maintainability and accessibility.
It creates a jet pump effect that improves recirculation.
The cyclone system has an injector with three nozzles. The middle
one induces a primary flow and the two laterals induce secondary
flows. The nozzle jet does not flow directly into the inlet duct but into
a mixer to provide a global swirling flow.
The air turns several times in the Inlet duct (recirculation effect) before
being discharged overboard through an exhaust grid.
It creates a jet pump effect that improves recirculation.
The mixer has three functions:
- It makes flow homogenisation before entry in the inlet duct,
- It limits hot air to impinge directly on the Inlet and thus prevents
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overheating,
- It creates a jet pump effect that improves recirculation.
For maintenance facility, access to the major components of Cyclone
system such as supply duct and mixer is made through FWD and AFT
Anti-Ice access panels
MAINTENANCE COURSE - T1 & T2 (RR / Metric) ENGINE AIR INTAKE ICE PROTECTION SYSTEM DESC. (3) Apr 18, 2006
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GENERAL DESCRIPTION - NOSE COWL AND CYCLONE SYSTEM

RAIV). The LP switch is connected to AICU, and the HP switch is
System Overview connected to EEC.
The air bled from the HP compressor to the cyclone system (when
There are two nacelle anti-ice valves: one shut-off valve (SOV) and one
icing conditions are encountered) provides the anti-icing of the inlet.
pressure-regulating valve (RAIV). The shut-off valve is controlled by a
The Cyclone system mixes the air and injects it into a volume limited
deported solenoid linked to AICU.
by air intake lip and the forward bulkhead.
- The Nacelle Anti-Ice Shut-Off Valve (SOV) is located in the Core Zone
Ducts are insulated in the fan compartment, in order to keep duct
(Zone 3).
surface temperature below 200C and to minimize the risk of
- The pressure Regulating Anti-Ice Valve (RAIV) is located in the Fan
flammable fluids ignition.
Zone (Zone 1)
An operational test of the Engine Air intake anti-ice system is possible
- The solenoid that commands the shut-off valve is located in Zone 2 in
on ground when the engine is running.
a solenoid rack, in order to have a less restrictive thermal environment.
If the engine zone 1 temperature exceeds the limit (160 deg C), a
Downstream the Regulating Anti Ice Valve (RAIV), in the core
signal is sent to the EEC. The AICU will energize the SOV solenoid
compartment, a venturi restrictor operates as a flow restrictor in case of
to close the valve.
duct burst in the fan compartment.
Functions
The control of the system is done by the AICU via the solenoid located
in zone 2. When the AICU energises the solenoid, the muscle line to
SOV is not fed up by muscle pressure, and then, the SOV is closed.
On the contrary, when the AICU does not energise the solenoid, the
muscle line to SOV is fed up by muscle pressure, and then, the SOV
is open.
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The On / Off function is done by the pneumatic shut-off valve (SOV)

located in core zone.
The RAIV, located in FAN zone, regulates the anti-icing supply
pressure when SOV is commanded open and when the upstream
pressure is sufficient to allow regulation to provide an interface
pressure of 74 psig.
The monitoring is made by means of two pressure switches included
in RAIV. The high-pressure switch detects a failure of the regulation
pressure function (failure of RAIV) and the low-pressure switch detects
a failure of On/Off function (failure of solenoid, Shut-Off valve or
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SYSTEM OVERVIEW - FUNCTIONS

A low air pressure (LP) switch is present on the line downstream the
Components Description valve to give the indication of proper valve opening and closing.
This low-pressure switch setting is selected to give an adequate system
SOV Solenoid
monitoring at the lowest engine power setting for ground and flight
The SOV solenoid is controlled by the AICU to actuate the SOV. idle rating. It is connected to the AICU.
-When the solenoid is energised, the SOV is closed. Comparison between the AICU command and the RAI valve feedback
-When the solenoid is de-energised, the SOV is open. allows the AICU to detect a failure (valve locked in a position that is
The solenoid is integrated in the solenoid block, with solenoids acting not expected.
on engine handling bleed valves. A high air pressure (HP) switch is present on the line downstream the
Shut Off Valve (SOV) valve in order to monitor the regulation function or the valve. Under
normal operation the high pressure switch is OPEN.
It acts as an ON/OFF system. The SOV is a solenoid operated and
The switch closes if the valve pressure regulation function fails,
pneumatically actuated valve.
resulting in higher pressure than normal pressure downstream the
The SOV is a 75 angle valve.
valve.
When the solenoid is energised, the SOV is moved to the closed
The switch closing pressure setting is chosen sufficiently higher than
position: the retract side of the piston is pressurised.
the valve maximum regulating pressure, in order to avoid inadvertent
When the solenoid is de-energised, the SOV is moved to the open
failure signal. It is connected to the EEC.
position: the extend side of the piston is pressurised.
The SOV may be locked out in the open position. Unscrewing the
manual override and locking it in the fully open position accomplish
this. To help maintenance tasks, the manual override has a different
colour that allows people to know whether the valve is open or closed.
Regulating Anti Icing Valve (RAIV)
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The pressure-regulating valve is a butterfly valve and it regulates the

maximum downstream air pressure to 74 +/-9 psig. The aim is to avoid
getting too high pressures on the lip skin.
The RAIV may be locked out in the closed or in the open position.
This is accomplished by installing a pin through the actuator piston
shaft into the actuator housing, holding the piston in one position.
When the lockout pin is removed from the stowed position for use,
muscle pressure to the actuator is vented causing the valve to act as
if no pressure was applied to the inlet.
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COMPONENTS DESCRIPTION - SOV SOLENOID ... REGULATING ANTI ICING VALVE (RAIV)

Releasing the AUTO MODE P/B will switch from automatic to manual
System Interface mode. The lighting of the OFF light on the AUTO MODE pushbutton
indicates a manual mode selection.
Nacelle anti-Ice system has got interfaces with the AICU for monitoring
A pre-flight check of the AUTO MODE P/BSW position is necessary
and control, and with the EEC for maintenance message in case of an
in order to confirm which mode is operative. As soon as icing
Engine Anti Ice valve failed open event or in case of too high pressure
conditions are detected, engine 1,2,3 and 4 ice protection systems are
regulation.
automatically selected ON. The ON caption is illuminated on engine
The nacelle anti-icing system is an automatic and manual system. In
anti ice pushbutton switches and ENG A. ICE memo is shown on the
flight, the activation of the anti-icing function does not require any action
memo item of the Engine Warning Display.
of the crew. The anti-ice system can be manually activated on ground or
After thrust reduction and until landing, Engine Anti-Ice activation /
in flight by action on the cockpit pushbutton switches.
deactivation are based on ice detector information. Further action on
The AICU fulfils activation and deactivation of Nacelle Anti Ice systems
ENG A. ICE pushbutton switches does not have any effect on ice
based on inputs from the ice detectors and cockpit pushbutton switches
protection system operation. ENG A. ICE pushbutton switches are
information.
then used as indicating lights only.
Each AICU is a dual channel controller doing:
- Ice Detector 1 and 2 discrete signals acquisition (ICE, SEVERE, Failure operating mode
FAULT). In case of detected failure of the automatic mode (FAULT light on
- Pushbutton switches discrete signals acquisition (Engine, Wing, Auto the AUTO MODE pushbutton switch), the pilot has to switch to
mode) manual mode and to activate manually the nacelle anti-ice systems.
- Pushbutton caption lights lighting depending on ice protection system In case of failure in flight of one (or more) nacelle anti-ice system
command (Engine, Wing, Auto mode) (FAULT legends of the ANTI ICE/ENG 1,2,3 and 4 pushbutton
- Engine Anti ice control done by a dedicated wiring powering valve switches), the pilot has to avoid icing conditions.
solenoid. If the valve is detected failed on ground:
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- Engine anti ice valves monitoring devices acquisition (one Low Pressure - It is possible to lock the SOV and the RAIV in the open position for
switch for each Engine Anti Ice valve). the next flight,
- Flight/ Ground information Acquisition from LGERS System. - Or it is possible to lock the SOV in the open position and the RAIV
- Communication with other aircraft systems using ARINC429 data bus in the closed position for the next flight. But with the RAIV locked
to IOM's. in the closed position, the aircraft cannot be operated in icing
Operation/Control and Indicating conditions.
Two operating modes are available during all flight phases: an
AUTOMATIC Mode and a MANUAL Mode. The automatic mode
is considered to be the normal operating mode of the aircraft.
L1W06161 - L0KT0T0 - LM30D4000000001
SYSTEM INTERFACE - OPERATION/CONTROL AND INDICATING & FAILURE OPERATING MODE
WSHLD ANTI ICING, DEFOGGING & RAIN PROT DESC. (3)

Cockpit Windows
Heating Concept
A resistive film included between two glass plies has a heating function
for cockpit windows. Its position depends if the window is anti-iced
or anti-misted.
Each windshield is heated by only one heating film:
Two heating power levels are available for the ice protection of the
windshields:
- Half-heating power on the ground (35W/dm2)
- Full-heating power in flight (70W/dm2).
Three heating films heated each side window (sliding and fixed):
Only one heating power level is available on the ground and in flight
for the defogging of the side windows (20W/dm2).
Three temperature sensors are included near the heating films. Each
sensor continuously sends resistive information to the system to get
window temperature regulation.
L1W06161 - L0KT0T0 - LM30D5000000001
MAINTENANCE COURSE - T1 & T2 (RR / Metric) WSHLD ANTI ICING, DEFOGGING & RAIN PROT DESC. (3) Apr 18, 2006
L1W06161 - L0KT0T0 - LM30D5000000001
COCKPIT WINDOWS - HEATING CONCEPT

The AICU switches off the power supply of the relevant window (the
Cockpit Windows (continued) other windows stay supplied) and generates a warning, in the case of:
- The current is not in an appropriate range, depending on the ground
Control and Regulation
/ flight information,
The system is made of two independent subsystems, left and right. - Or the current detection is not in accordance with the window heating
There are two AICUs. Each AICU controls the heating of the command.
windshield and both lateral windows installed on the same side. Main degraded modes:
The AICU supplies the correct heating-power-level to each heating In case of an AICU detected failure, none of the windows are supplied.
film through bus bars installed on each cockpit window. In case of only one window failure, the AICU switches off the
The control/monitoring function is done in channel B of the AICU. concerned power supply but the other windows are always supplied.
The AICU activates the system automatically when the first engine
starts (engine 1,2,3 or 4) on the ground or if you press the PROBE & Interface and Electrical Power Supply
WINDOW HEAT pushbutton switch (ON). Interface:
Temperature regulation: The AICU's have interfaces with the ADCN through four Input/Output
The AICU regulates the temperature of the cockpit windows between Modules (IOMs) using ARINC 429 data bus.
35C and 42C (95 and 107.6 deg. F). This regulation is done from The AICU receives inputs from:
the sensor temperature values. - The Air Data/Inertial Reference System (ADIRS)
Each cockpit window contains three sensors. Each sensor sends a - The Full Authority Digital Engine Control (FADEC)
temperature signal to the AICU. But only signal of the first sensor is - The EIPM, which makes an "OIL LOW PRESS AND GROUND"
used for the regulation. After the first sensor-detected failure, the signal, related to Engine not started status.
AICU automatically uses information of the second one. And after The AICU transmits outputs to:
the second sensor-detected failure, the AICU automatically uses - The Flight Warning System (FWS)
information of the third one. AICU generates a message to the CMS - The Cockpit Display System (CDS)
L1W06161 - L0KT0T0 - LM30D5000000001
(part of the OMS) as soon as one sensor is detected faulty. - The OMS, through an ARINC bus 429 and the SCI Interface
Overheat function: The AICU receives also direct discrete inputs from:
When the window heating is activated and if the temperature of the - The PROBE & WINDOW HEAT pushbutton switch on the
cockpit window reaches +60C (140F) (hardware overheat), the Integrated Control Panel 1221VM
AICU switches off the relevant power supply. - The Landing Gear Extension and Retraction System (LGERS)
The overheat protection function operates independently. A circuit Reset of the AICU's can be done by means of the RESET SW on ICP
segregated from the regulation fulfils this function. This function takes 1231VM(for AICU1) and ICP 1222VM (for AICU2)
into account the 3 sensors information. Electrical Power Supply:
Monitoring: Each AICU Channel is electrically supplied by 28VDC.
The monitoring part of the AICU continuously measures the heating
current delivered to each window.
The Anti-Ice Control Unit (AICU) switches the adequate power supply
to each heating film. This power supply is delivered via two bus bars
integrated into windows.
- The windshield is powered by two phases 115VAC with only one
resistive film comprised between two glass plies.
- Each lateral (sliding and fixed) window is powered by three phases
115VAC with three resistive films comprised between two glass plies.
The AICU 1 and captain windshield are connected to the essential
bus bar, which lets, in case of an emergency electrical configuration,
these items to be normally supplied.
NOTE: Safety precautions have to be taken when opening circuit

breakers of the:
- LGRDCs
- EIPMs
Because of the status of the aircraft on the ground and one
engine not running can be lost and cause heating of the
windows.
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L1W06161 - L0KT0T0 - LM30D5000000001
COCKPIT WINDOWS - CONTROL AND REGULATION & INTERFACE AND ELECTRICAL POWER SUPPLY

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Windshield Wiper System
The windshield wiper system is composed of two sub-systems, one for
the left (Captain) windshield and one for the right (First Officer)
windshield.
The wiper system operates efficiently up to an Aircraft speed of 255kts.
The two wipers are independently actuated through two-speeds, high
speed and slow speed, electrical motor/converters controlled by the
WIPER control switches installed on cockpit panels (Captain:ICP02,
1211-VM, First Officer: ICP09, 1212-VM).
A three/position control switch is provided for each wiper:
- The FAST position controls wiper operation at 125 cycles per minute,
- The SLOW position controls wiper operation at 83 cycles per minute,
- The STOP position controls wiper stop and parking position.
An electronic control unit included in each motor converter does the
monitoring function of the wiper system.
If there is an internal electronic failure or motor overheat, the electronic
control unit stops the motor and sends a signal to its related AICU to
generates a message to the CMS.
The power supply of the system is:
- 115 VAC power supply essential type for the Captain wiper.
- 115 VAC power supply normal type for the First officer wiper.
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WINDSHIELD WIPER SYSTEM

The wiper blade is bent and is able to maintain a uniform pressure in
Windshield Wiper System (continued) case of residual deformation of the windshield.
It is possible to replace the blade without removing the arm.
Motor/converter
The motor and the converter make a single assembly, which provides
actuation of the arm/blade assembly.
The motor is a 115 VAC single-phase powered brushless motor.
The converter changes the rotary motion of the motor into the
oscillatory motion of the wiper arm.
Each motor converter assembly has an electronic control unit. This
unit uses a sensor to control the electronic current switching (no
mechanical device is used for current switching). It also does the
monitoring function.
The motor/converter is used to obtain the parking position of the wiper
arm when the WIPER control selector is placed in the OFF position,
by inverting the rotary motion of the motor.
Arm/Blade
The wiper arm is made of three main sub assemblies:
- The mobile part, which is an aluminum bar, applies the load of the
wiper blade on the windshield. A shock absorber prevents direct
contact between the arm and the structure.
- The adjustable load device is used to adjust the load of the blade on
L1W06161 - L0KT0T0 - LM30D5000000001
the windshield (between 20N and 50N) and lets release the load when
removal of the blade rubber.
- The arm roller, integrated in the arm, is used to lift the arm/blade on
the rest blocks in the parking position. The arm roller is adjustable to
give the correct pressure of the blade on the rest block. In the parking
position, the arm is lifted off with respect to the aircraft structure, at
the windshield lower part. This position avoids any risk of collecting
dust, sand or other abrasive particles that cause windshield.
A splinted bushing is used between the converter output shaft and the
arm to adjust the position of the arm/blade on the windshield.
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WINDSHIELD WIPER SYSTEM - MOTOR/CONVERTER & ARM/BLADE

Rain Repellent System
In heavy rain, rain repellent system gives the flight crew better visibility
through the windshield.
The rain repellent system sprays a rain-repellent fluid on the windshield.
The fluid increases the surface tension of the water.
The increase in surface tension:
- Removes the film of water from the windshield
- Causes water on the windshield to form droplets
- Helps evacuation of these droplets by the dynamic effect of the air
stream (the droplets do not make the windshield surface wet).
A pushbutton, one for the Captain and one for the First Officer, controls
each solenoid valve.
Each solenoid valve is supplied with 28VDC.
Upon actuation of a RAIN REPELLENT pushbutton switch, a
time-controlled solenoid valve of the associated system enables fluid
release to the spray nozzles for a limited period (0.4 seconds). To initiate
a new cycle, it is necessary to release then to press again the control
pushbutton switch.
When the engines are not running, the dedicated AICU inhibits the
solenoid valve alimentation.
When the can assembly is fully empty, the gage assembly delivers an
L1W06161 - L0KT0T0 - LM30D5000000001
electrical signal only to the AICU1. Then the AICU1 generates a low
level message to the CDS for indication on the ECAM -DOORS/OXY
page and to the OMS (On board Maintenance System) for refilling by
maintenance crew.
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RAIN REPELLENT SYSTEM

Rain Repellent System (continued)
Solenoid Valves, Check Valves, Spray Nozzles, Blowout
reservoir
Each solenoid valve is installed as near as possible to its associated
spray nozzles to limit:
- The response time of the system
- Loss of fluid between the valve and the nozzle
- The risk of internal clogging (residual fluid).
The solenoid valve is normally closed. Upon energization, the valve
controls the flow of rain repellent fluid released to the nozzles by
means of an incorporated electronic timing device. The timing device
is set at 0.4 second.
The check valves are installed behind the windshield frame.
The check valves prevent reverse fluid flow to the blowout reservoir
and to the air conditioning system during application of the fluid.
The rain repellent system has three check valves:
- One purge check valve installed in the Captain line
- One purge check valve installed in the First Officer line
- One test check valve installed on the blowout reservoir.
The blowout reservoir constitutes a decantation reservoir for the rain
repellent fluid in the event of possible leakage of check valves, and
L1W06161 - L0KT0T0 - LM30D5000000001
for water that could remain in the air and freeze on the nozzle orifices.
During application of the fluid onto the windshield, the reservoir
dampens the increase of air pressure that is used to purge the lines of
the system after each application of the fluid.
The blowout reservoir is attached to the wall of the nose landing-gear
bay, in the main avionics compartment.
There are two spray nozzles (CAPT and F/O) installed on the nozzle
mounts. The nozzles have three orifices of small diameter and serve
to spray the rain repellent fluid on the windshield.
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RAIN REPELLENT SYSTEM - SOLENOID VALVES, CHECK VALVES, SPRAY NOZZLES, BLOWOUT RESERVOIR
L1W06161 - L0KT0T0 - LM30D5000000001
RAIN REPELLENT SYSTEM - SOLENOID VALVES, CHECK VALVES, SPRAY NOZZLES, BLOWOUT RESERVOIR

L1W06161 - L0KT0T0 - LM30D5000000001

MAKE SURE THAT YOU DEPRESSURIZE THE
Rain Repellent System (continued) RAIN REPELLENT SYSTEM BEFORE YOU
REMOVE THE RAIN REPELLENT FLUID CAN.
Can Assembly/Gage Assembly (optional)
RAIN REPELLENT FLUID CAN COME OUT
The can assembly contains the rain repellent fluid (FORALKYL 2211) SUDDENLY IF YOU REMOVE THE FLUID CAN
and is pressurized with nitrogen to let the fluid be sprayed when it is WITH THE SYSTEM PRESSURIZED.
used. The nitrogen pressure in the can when full is 5.8 +0.7 -0.4 MAKE SURE THAT THE FLUID DOES NOT STAY
relative bars. ON THE AIRCRAFT STRUCTURE. IF THE FLUID
The can is screwed to the gage assembly, which is attached on-to the GOES ON TO THE AIRCRAFT STRUCTURE,
nose landing gear bay wall in the main avionics compartment. REMOVE IT IMMEDIATELY WITH SOAP AND
The connector is defined with self-obturator device, which prevents WATER
any rain repellent fluid leakage when the can is not installed on the
rain repellent gage assembly.
The can contains 505 5 cm3 of usable rain repellent fluid.
When the can is completely empty, the remaining nitrogen pressure
and the fluid remaining in the gage assembly are still sufficient for
several flights before replacement of the can.
The gage assembly is the can receptacle for the rain repellent fluid.
The rain repellent fluid gage includes the following components:
- A pressure gage indicating the pressure in the system and thereby
the remaining fluid (green band: the pressure is sufficient; yellow
band: the pressure is low, the can must be replaced)
- A purge pushbutton used at replacement of the can
L1W06161 - L0KT0T0 - LM30D5000000001
- An electrical connector
- A fluid level detection device, which allows indicating on CDS
ECAM-DOOR/OXY page.
The gage assembly includes a transparent liquid reservoir, 60 cm3,
in order to verify the remaining fluid level.
WARNING: DO NOT GET THE FLUID ON YOUR SKIN OR IN

YOUR EYES. IF YOU DO:
- FLUSH IT AWAY WITH CLEAN WATER
- GET MEDICAL AID.
L1W06161 - L0KT0T0 - LM30D5000000001
RAIN REPELLENT SYSTEM - CAN ASSEMBLY/GAGE ASSEMBLY (OPTIONAL)
POTABLE & WASTE WATER ICE PROT SYS DESC. (3)

Water that remains in the flush nipples could cause a blockage or
General damage in icing conditions. Electrical heating elements, which are
part of the nipples, prevent ice formation.
An automatic ice protection system is installed in the aircraft to prevent
The Ice-Protection Control-Unit (IPCU) controls the waste
ice formation for ground and flight operation.
service-panel heating.
Critical components that are in contact with water and waste water lines
are heated. The Potable-Water Ice Protection
The system is an anti-ice system but not a de-icing system. The potable-water ice-protection has electrical heating elements
The system has these subsystems: installed on the potable water lines in the under floor and main deck
- The waste water ice protection compartments in areas where icing conditions are possible. There is
- The water servicing-panels heating no upper deck installation.
- The potable-water ice protection. The Ice-Protection Control-Unit (IPCU) controls the heating elements
The Waste-Water Ice Protection of the potable-water ice-protection system.
The waste water ice-protection has electrical heating elements which
are installed on the waste-water lines in the under floor and main deck
compartments in areas where icing conditions are possible. There is
no upper deck installation.
The drain masts are installed on the lower side of the aircraft fuselage.
An electrical heating element is installed in each drain mast.
The Ice-Protection Control-Units (IPCUs) control and monitor the
heating elements of the waste- water ice-protection system.
The Water Servicing Panel Heating
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The potable-water service-panel heating prevents ice formation in the

potable-water service panel in icing conditions.
Water that remains in the fill/drain nipple and the overflow nipple
could cause a blockage or damage in icing conditions. Electrical
heating elements, which are part of the nipples, prevent ice formation.
The Ice-Protection Control-Unit (IPCU) controls the potable-water
service-panel heating.
The waste service-panel heating prevents ice formation in the waste
service-panel in icing conditions.
MAINTENANCE COURSE - T1 & T2 (RR / Metric) POTABLE & WASTE WATER ICE PROT SYS DESC. (3) Mar 17, 2006
L1W06161 - L0KT0T0 - LM30D6000000001
GENERAL - THE WASTE-WATER ICE PROTECTION ... THE POTABLE-WATER ICE PROTECTION
POTABLE & WASTE WATER ICE PROT SYS DESC. (3)

Each IPCU is able to control up to 32 heating circuits.
System Description
IPCU Functions and Interfaces
The system has the following components: The main functions of the IPCUs are:
- Ice Protection Control Unit (IPCU) - To control the ice protection of the potable and waste water systems
- Ice Protection Data Unit (IPDU) - To monitor the heating circuits and sensors
- Heaters - To transmit system status information to the Flight Attendant Panel
- Sensors (FAP) and the CMC/OMT
The heated components are: - To test the related system components (BITE).
- The drain mast The IPCU intercommunicates via DEU-B (Decoder/Encoder Unit)
- The potable water lines with the CIDS-Directors to monitor and indicate the status of the drain
- The waste water lines masts heaters.
- Valves CIDS also communicates with the OMS to let troubleshooting and
- Nipples (drain, fill/over flow, flush) tests be done during maintenance.
The water-line ice-protection system has interfaces with The LGCIS (Landing Gear Control and Interface System) supplies
- The Cabin-Intercommunication Data System (CIDS) the enable signal to operate the heating circuits within the IPDU
- The Landing Gear Control and Interface System (LGCIS) configuration data, it is defined when heater circuits operation can be
- The Electrical-Load Management Function (ELMF). triggered:
Power Supply - On ground only
- In flight only
The electrical heating-elements of the water lines are supplied with
- On ground and in flight.
115VAC through the Secondary Power Distribution Boxes
The IPCU will use its own default data when it does not receive the
(SPDB7/Zone 132 and SPDB8/Zone 162) and the IPCUs.
configuration data from the IPDU.
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The IPCUs are supplied with 28VDC through the Secondary Power
The ELMF supplies a second enable/disable input signal. If there is
Distribution Boxes (SPDB7/Zone 132 and SPDB8/Zone 162).
a power failure, the ELMF disables the related heating circuits, which
Heating Control are enabled through the SPDB and the IPDUs.
When electrical power is available, the IPCUs control and monitor IPDU
the water-line ice-protection system. Temperature sensors, which are
The IPDU is a separate unit that stores all configuration data in a
connected to the IPCUs, measure the temperature of the water lines
non-volatile memory, which is necessary to adapt the IPCU to the
in areas where icing conditions are possible. If there are icing
specific heating application.
conditions the IPCU supplies electrical power to the electrical heating
Each IPCU has an IPDU with specific configuration data.
elements in the related area. The temperature thresholds are stored in
The following configuration data is stored in the IPDU:
the Ice-Protection Data-Units (IPDUs)
- Project data
- Temperature thresholds (for each heating circuit, up to 32)
- Current thresholds
- Enable signal configuration
- Data load management configuration (IPCU/IPDU-FIN)
- Pin Programming (location signal)
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L1W06161 - L0KT0T0 - LM30D6000000001
SYSTEM DESCRIPTION - POWER SUPPLY ... IPDU

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ICE & RAIN PROTECTION SYSTEM MAINTENANCE (3)

Tests
OMS Interactive Tests Overview
The Ice and Rain Protection system BITE provides the following
menu:
- AICU
- IPCU
The AICU (anti Ice Control Unit) menu provides the following
interactive tests:
- System Test
- Rain Repellent Test
- Pin Programming Test
These tests are launched from the OMS HMI (using the OMT, OIT
or PMAT).
Tests for both AICU can be activated at the same time. Each AICU
is connected to CMS by its proper ARINC429 and can receive at the
same time a test request from CMS.
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) ICE & RAIN PROTECTION SYSTEM MAINTENANCE (3) Apr 18, 2006
L1W06161 - L0KT0T0 - LM30Y1MAINT0001
TESTS - OMS INTERACTIVE TESTS OVERVIEW

GOES ON TO THE AIRCRAFT STRUCTURE,
Tests (continued) REMOVE IT IMMEDIATELY WITH SOAP AND
WATER.
System Test
A condition is required to inform the maintenance operator to verify Pin Programming Test
if the other AICU is not supplied (no interactive test engaged with the This test lets check the configuration of the ice and rain protection
other AICU). If the other AICU is supplied, the maintenance operator system (side, engine type, rain repellent system...etc).
switches off the other AICU before start test.
The system test integrates the power up test made by AICU. In power
up test, in addition of internal checking of AICU, tests of ice detector
and wipers are done, and also tests of power outputs plus current
measure (on windows, Nacelle Anti Ice and Wing Anti Ice).
The system test duration is approximately 90 seconds.
Rain Repellent Test
This test lets check the correct operation of the rain repellent system.
To do this test, compressed air supply is necessary.
You must obey these cautions:
WARNING: DO NOT GET THE FLUID ON YOUR SKIN OR IN

YOUR EYES. IF YOU DO:
FLUSH IT AWAY WITH CLEAN WATER
GET MEDICAL AID.
L1W06161 - L0KT0T0 - LM30Y1MAINT0001
CAUTION: DO NOT SPRAY RAIN REPELLENT FLUID ON A

DRY SURFACE BECAUSE THIS CAN:
- DECREASE VISIBILITY THROUGH THE
WINDSHIELD
- CAUSE STAINS ON THE AIRCRAFT
WHEN YOU SPRAY THE RAIN REPELLENT FLUID,
YOU MUST ALSO SPRAY WATER ON THE
WINDSHIELD.
MAKE SURE THAT THE FLUID DOES NOT STAY
ON THE AIRCRAFT STRUCTURE. IF THE FLUID
L1W06161 - L0KT0T0 - LM30Y1MAINT0001
TESTS - SYSTEM TEST ... PIN PROGRAMMING TEST

Tests (continued)
IPCU Test
The IPCU (Ice Protection Control Unit) menu provides the following
interactive tests:
- Test (System Test)
- Reports
These tests are launched from the OMS HMI (using the OMT, OIT
or PMAT).
The system test lets check the system components:
- The IPCU itself (heating control PCBs, interface PCB, power supply
PCB and interconnections)
- PIN programming with IPDU - Data crosscheck
- Heater control PCB
- Heating circuits (current thresholds)
- Solid-state relays
- Temperature sensors
- AC power supply.
The IPCU starts the BITE test with a check of the IPDU data.
The report test lets check the system items identification data (IPCU
& IPDU).
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L1W06161 - L0KT0T0 - LM30Y1MAINT0001
TESTS - IPCU TEST
ICE & RAIN PROTECTION SYSTEM OPS, CTL & IND (3)
General
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) ICE & RAIN PROTECTION SYSTEM OPS, CTL & IND (3) Apr 18, 2006
L1W06161 - L0KT0T0 - LM30O1LEVEL0301
GENERAL
Locate Control/Indicating in Cockpit
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L1W06161 - L0KT0T0 - LM30O1LEVEL0301
LOCATE CONTROL/INDICATING IN COCKPIT
Locate Control/Indicating in Cockpit (continued)
Control Panels and ECAM Bleed Page
L1W06161 - L0KT0T0 - LM30O1LEVEL0301
L1W06161 - L0KT0T0 - LM30O1LEVEL0301
LOCATE CONTROL/INDICATING IN COCKPIT - CONTROL PANELS AND ECAM BLEED PAGE
Probe/Window Heat
L1W06161 - L0KT0T0 - LM30O1LEVEL0301
L1W06161 - L0KT0T0 - LM30O1LEVEL0301
PROBE/WINDOW HEAT
Visual Ice Indicator
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L1W06161 - L0KT0T0 - LM30O1LEVEL0301
VISUAL ICE INDICATOR
Wipers
Human factor point:
CAUTION: DO NOT OPERATE THE WIPERS ON A DRY SURFACE.

THERE IS A RISK TO HAVE WINDSHIELD SURFACE
OR BLADE DEGRADATION.
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WIPERS
Rain Repellent
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RAIN REPELLENT
Rain Repellent (continued)
Rain Repellent Level Indication
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RAIN REPELLENT - RAIN REPELLENT LEVEL INDICATION
Anti-Ice Detection Mode
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ANTI-ICE DETECTION MODE
Wing Anti-Ice
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L1W06161 - L0KT0T0 - LM30O1LEVEL0301
WING ANTI-ICE
Wing Anti-Ice (continued)
Wing Anti-Ice Fault
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WING ANTI-ICE - WING ANTI-ICE FAULT
Engine Anti-Ice
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L1W06161 - L0KT0T0 - LM30O1LEVEL0301
ENGINE ANTI-ICE
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ENGINE ANTI-ICE

L1W06161 - L0KT0T0 - LM30O1LEVEL0301
Engine Anti-Ice (continued)
Engine Anti-Ice Fault
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L1W06161 - L0KT0T0 - LM30O1LEVEL0301
ENGINE ANTI-ICE - ENGINE ANTI-ICE FAULT
OMS pages
AICU Menu
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L1W06161 - L0KT0T0 - LM30O1LEVEL0301
OMS PAGES - AICU MENU
OMS pages (continued)
IPCU Menu
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L1W06161 - L0KT0T0 - LM30O1LEVEL0301
OMS PAGES - IPCU MENU
ICE & RAIN PROTECTION SYSTEM COMPONENT LOC. (3)

L1W06161 - L0KT0T0 - LM30C1LEVEL0301
MAINTENANCE COURSE - T1 & T2 (RR / Metric) ICE & RAIN PROTECTION SYSTEM COMPONENT LOC. (3) Apr 18, 2006
Wing Ice Protection A/C Zone 200
A/C Zone 520 & 620 Ice Detection

Circuit Breakers A/C Zone 200
Engine Air Intake Ice Protection Circuit Breakers
A/C Zone 400

Circuit Breakers
Cockpit Windows Anti-Icing and Defogging
A/C Zone 120
Circuit Breakers
Windshield Rain Protection
A/C Zone 123
A/C Zone 211
Water Lines
A/C Zone 132 & 172
L1W06161 - L0KT0T0 - LM30C1LEVEL0301
Water Waste Ice Protection

A/C Zone 130
A/C Zone From 150 to 170
A/C Zone 200
Potable Water Ice Protection
A/C Zone 130
A/C Zone From 150 to 170
MAINTENANCE COURSE - T1 & T2 (RR / Metric) ICE & RAIN PROTECTION SYSTEM COMPONENT LOC. (3) Apr 18, 2006
AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE L1W06161
APRIL 2006
PRINTED IN FRANCE
AIRBUS S.A.S. 2006
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AN EADS JOINT COMPANY

WITH BAE SYSTEMS

Level III - Ata 30 Ice &amp; Rain

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Level III - Ata 30 Ice &amp; Rain

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A380

TECHNICAL TRAINING MANUAL

Under no circumstances should this document be used as a reference

It will not be updated.

All rights reserved

LEVEL III - ATA 30 ICE & RAIN

ANTI ICE CONTROL UNIT SYSTEM DESCRIPTION (3)

ANTI ICE CONTROL UNIT SYSTEM DESCRIPTION (3)

AICU FUNCTIONS - AICU 1 FUNCTIONS & AICU 2 FUNCTIONS

ICE DETECTION SYSTEM DESCRIPTION (3)

ICE DETECTION SYSTEM DESCRIPTION (3)

ICE DETECTION SYSTEM DESCRIPTION (3)

VISUAL LIGHTED INDICATOR

ICE DETECTION SYSTEM DESCRIPTION (3)

ICE DETECTION SYSTEM DESCRIPTION (3)

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WING ICE PROTECTION SYSTEM DESCRIPTION (3)

- Only one WAI valve in each wing is used in normal (automatic)

WING ICE PROTECTION SYSTEM DESCRIPTION (3)

WING ANTI ICE DUCTING

WING ICE PROTECTION SYSTEM DESCRIPTION (3)

switch monitors the low-pressure conditions. If the pressure increases

WING ANTI ICE VALVE - DESCRIPTION & OPERATION

WING ICE PROTECTION SYSTEM DESCRIPTION (3)

ENGINE AIR INTAKE ICE PROTECTION SYSTEM DESC. (3)

GENERAL DESCRIPTION - NOSE COWL AND CYCLONE SYSTEM

ENGINE AIR INTAKE ICE PROTECTION SYSTEM DESC. (3)

The On / Off function is done by the pneumatic shut-off valve (SOV)

SYSTEM OVERVIEW - FUNCTIONS

ENGINE AIR INTAKE ICE PROTECTION SYSTEM DESC. (3)

The pressure-regulating valve is a butterfly valve and it regulates the

ENGINE AIR INTAKE ICE PROTECTION SYSTEM DESC. (3)

SYSTEM INTERFACE - OPERATION/CONTROL AND INDICATING & FAILURE OPERATING MODE

WSHLD ANTI ICING, DEFOGGING & RAIN PROT DESC. (3)

COCKPIT WINDOWS - HEATING CONCEPT

WSHLD ANTI ICING, DEFOGGING & RAIN PROT DESC. (3)

NOTE: Safety precautions have to be taken when opening circuit

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WSHLD ANTI ICING, DEFOGGING & RAIN PROT DESC. (3)

WINDSHIELD WIPER SYSTEM

WSHLD ANTI ICING, DEFOGGING & RAIN PROT DESC. (3)

WINDSHIELD WIPER SYSTEM - MOTOR/CONVERTER & ARM/BLADE

WSHLD ANTI ICING, DEFOGGING & RAIN PROT DESC. (3)

RAIN REPELLENT SYSTEM

WSHLD ANTI ICING, DEFOGGING & RAIN PROT DESC. (3)

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WSHLD ANTI ICING, DEFOGGING & RAIN PROT DESC. (3)

WARNING: DO NOT GET THE FLUID ON YOUR SKIN OR IN

RAIN REPELLENT SYSTEM - CAN ASSEMBLY/GAGE ASSEMBLY (OPTIONAL)

POTABLE & WASTE WATER ICE PROT SYS DESC. (3)

The potable-water service-panel heating prevents ice formation in the

POTABLE & WASTE WATER ICE PROT SYS DESC. (3)

SYSTEM DESCRIPTION - POWER SUPPLY ... IPDU

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ICE & RAIN PROTECTION SYSTEM MAINTENANCE (3)

TESTS - OMS INTERACTIVE TESTS OVERVIEW

ICE & RAIN PROTECTION SYSTEM MAINTENANCE (3)

WARNING: DO NOT GET THE FLUID ON YOUR SKIN OR IN

CAUTION: DO NOT SPRAY RAIN REPELLENT FLUID ON A

TESTS - SYSTEM TEST ... PIN PROGRAMMING TEST

ICE & RAIN PROTECTION SYSTEM MAINTENANCE (3)

TESTS - IPCU TEST

LOCATE CONTROL/INDICATING IN COCKPIT

LOCATE CONTROL/INDICATING IN COCKPIT - CONTROL PANELS AND ECAM BLEED PAGE

Level III - Ata 30 Ice & Rain

Level III - Ata 30 Ice & Rain