CONTROLS & NORMAL ABNORMAL

ICE & RAIN 1 of 44 OVERVIEW

INDICATORS OPERATION OPERATION
DIFFERENCES QUIZ

Welcome to the presentation

of the A320 Series ice and rain
protection systems.

After completing this lesson,

you will be familiar with the
location and function of the ice
and rain system controls and
indicators.

You will also have a good

understanding of the normal
and abnormal operation of
these systems.

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The ice and rain protection

systems enable operation in
icing conditions and heavy
rain.

Critical areas of the aircraft are

anti-iced either electrically or
using hot air.

Ice and rain protection

systems include:
• Engine anti-ice
• Wing anti-ice
• Probe and port heat
• Drain mast heat
• Window heat
• Windshield wipers
• Rain repellent

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In the CONTROLS &

INDICATORS section, you will
learn how to activate and
deactivate the ice and rain
protection systems.

You will also learn how the

ECAM provides information
about these systems to the
crew.

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In the NORMAL OPERATION

section, we will provide
examples of how the systems
might be used on a typical line
flight.

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We will also cover some

possible ice and rain
protection abnormals and
finish the lesson with a short
quiz.

That completes the overview

portion of our journey through
ice and rain. Now let’s move
on to the controls and
indicators.

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The ice & rain protection

controls are located on the
overhead panel.

Controls are provided on the

ANTI ICE panel for:

- Wing and engine anti-ice

- Cockpit windows and

exterior components (other
than drain masts) using the
PROBE/WINDOW HEAT pb

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Electric windshield wipers and

a rain repellent system are
also provided.

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The engine anti-ice system is

controlled using the ENG 1
and ENG 2 pbs on the ANTI
ICE panel.

Two engine anti-ice selections

are provided:
ON: The engine anti-ice valve
opens if engine bleed air is
available. The blue ON light in
the pb illuminates.
Off: The engine anti-ice valve
closes and the blue ON light
extinguishes.

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Each engine’s air intake

(nacelle) is anti-iced.

It is important to note that anti-

ice is only provided for the
nacelle. The spinner and fan
blades are not anti-iced.

The system is designed for

anti-icing and must be
selected ON when icing
conditions are anticipated.

You should not wait until ice

build-up occurs to select
engine anti-ice ON.

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The engine nacelles are

heated using bleed air from
the high pressure compressor
section of the respective HP
engine.

Air is supplied through a two-

position anti-ice valve the crew
controls from the cockpit.

The bleed air source is

independent of the rest of the
pneumatic system. Engine
anti-ice is available regardless
of the position of the engine
bleed valve.

Engine anti-ice cannot be

provided from one engine to
the other.

The valve automatically closes ENGINE ANTI ICE VALVE

if air is not available
(e.g., engine not running).

If electrical power fails, the

engine anti-ice valve fails to
the open position.

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ENG A. ICE is displayed on

the E/WD when either ENG 1
or 2 ANTI-ICE pb is selected
ON.

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Continuous ignition is
automatically activated when
ENG ANTI-ICE is selected
ON.

IGNITION is displayed on the

E/WD when continuous
ignition is activated.

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The amber FAULT light in the

ENG ANTI-ICE pbs illuminate
if valve position disagrees with
the selected position.

For example, if you select the

ENG 2 pb ON, but the valve
fails to open, the amber
FAULT light would remain
illuminated.

The appropriate ECAM

message would also be
displayed.

It is normal for the FAULT light

to illuminate briefly while the
valve is in transit when
selecting engine anti-ice ON or
off.

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Engine anti-ice indications are

not provided on the BLEED
page.

You must rely on pb

indications and the E/WD to
determine system status.

Now, let’s move on and

discuss the wing anti-ice
system controls and
indicators.

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Wing anti-ice is controlled

using the WING pb on the
ANTI ICE panel.

Two wing anti-ice selections

are provided:

ON: Wing anti-ice valves open

if air is available. The blue ON
light in the pb illuminates. On
the ground, the valves close
after thirty seconds.

Off: Wing anti-ice valves close

and the blue ON light
extinguishes.

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Hot air from the pneumatic

system passes through two
wing anti-ice valves, one for
each wing.

The hot air is used to anti-ice

the three outboard leading
edge slats on each wing
(3, 4, & 5).

The wing anti-ice valves close

with a loss of electrical power.

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WING A. ICE is displayed on

the E/WD when wing anti-ice
is ON.

IGNITION is displayed
because continuous ignition is
activated with engine anti-ice
ON.

Selecting wing anti-ice ON

does not activate continuous
ignition.

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The amber FAULT light in the

WING ANTI-ICE pb illuminates
if the position of either wing
anti-ice valve disagrees with
the selected position, or if low
air pressure is detected.

The appropriate ECAM

message is also displayed.

It is normal for the FAULT light

to illuminate briefly while the
valves are in transit when
selecting wing anti-ice ON or
off.
Now let’s discuss probe and
window heat.

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Electric heat is used to anti-ice

the cockpit windshields and
de-fog the side windows. Windshields Side windows

Two independent Window

Heat Controllers (WHCs), one
for each side of the cockpit,
automatically regulate the
system.

The WHCs protect against

overheats and provide fault
indications.

Window heat operates at low

power on the ground and at
normal power inflight.

The changeover is automatic

and does not require crew
action.

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In addition to the cockpit

windows, the following items
are also electrically heated:
- Angle of Attack (AOA)
probes
- Total air temperature (TAT)
probes
- Pitot probes

- Static ports

- Waste water drain masts

On the ground, the TAT
probes are not heated and
pitot probe and drain mast
heat operates at a low level.

Cockpit control of waste water

drain mast heat is not
provided.

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Three independent Probe Heat

Computers (PHCs)
automatically control and
monitor the captain’s, FO’s,
and standby probe heat.

The PHCs protect against

overheats and provide fault
indications.

The probes are heated:

- Automatically inflight or if an
engine is running on the
ground.

- Manually when the

PROBE/WINDOW HEAT pb is
selected ON.

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The probe and window heat

system is controlled using the
PROBE/WINDOW HEAT pb.

Two selections are available:

AUTO (lights out): Probe and

window heat is automatic.

ON: The probes and windows

are heated.

Now, let’s discuss the wipers

and the rain repellent
system.

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Electric wipers are provided for

the windshields. They are
operated independently at
slow or fast speed using the
respective WIPER selector.

The maximum speed for wiper

operation is 230 knots.

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Rain repellent fluid is provided

to improve visibility in
moderate to heavy rain.

Repellent can be applied to

each windshield independently
using the RAIN RPLNT pbs.

When pushed, a measured

quantity of repellent is applied
to the respective windshield
over a period of time.

Pushing it a second time

repeats the cycle.

Rain repellent operation is

inhibited when the aircraft is
on the ground with the engines
shutdown.

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The repellent reservoir is

located in the rear wall of the
cockpit.

Two indications are provided.

A small gauge indicates the
nitrogen pressure in the rain
repellent bottle. The bottle
should be replaced when the
needle is in the yellow range.

A rain repellent fluid quantity is

indicated using a float. The
bottle should be replaced if the
REFILL float is displayed.

That concludes the

CONTROLS & INDICATORS
section. Let’s move on to
NORMAL OPERATIONS.

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For academic purposes, let’s

assume we are going to
operate a flight in potential
icing conditions.

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First, we have to determine if

icing conditions exists.

Icing conditions may be

expected when the OAT (on
the ground and for takeoff), or
when the TAT (inflight), is at or
below 10ºC with visible
moisture or there is standing
water, slush, ice, or snow
present on taxiways or
runways.

Visible moisture consists of

clouds, fog with visibility of one
mile or less, rain, snow, sleet,
or ice crystals.

Today we have snow and

slush on the ramp, an OAT of
0ºC, and 1SM visibility.

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During your preflight you

notice snow and ice build-up
on the cockpit windows and
probes.

The aircraft is electrically

powered so we have the
capability to electrically heat
the probes and windows.

Advance to select the

PROBE/WINDOW HEAT pb
ON and deice the windows.

Selecting the pb ON provides

electric heat to the probes and
cockpit windows.

Keep in mind that the TAT

probes are not heated on the
ground and all other probes
are heated to a lower level.

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You are now ready to start

engines. The probes and
cockpit windows are now clear
of ice.

You decide to return the

PROBE/WINDOW HEAT pb to
the AUTO position.

Advance to select the

PROBE/WINDOW HEAT pb to
the AUTO position.

Notice that the pb is “lights

out” when AUTO is selected.

Heat has been removed from

the probes and windows.

When an engine is started, the

windshield and probe heat will
operate at low power on the
ground.

Inflight, cockpit window heat

will operate at normal level
and the TAT probes will be
heated.

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Now that the engines are

running we must select engine
anti-ice ON because we are in
potential icing conditions.

Advance to select the ENG 1

ANTI ICE pb ON.

Notice that the amber FAULT

light illuminates briefly while
the valve is in transit.

ENG A. ICE and IGNITION

are now displayed on the
E/WD.

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Idle N1 automatically increases

with engine anti-ice selected
ON.

Also, the N1 limit (amber mark)

automatically reduces
because air from the engines
is bled for anti-icing purposes.
Now, let’s continue and select
the ENG 2 ANTI ICE pb ON.

Both engine nacelles are now

heated.

Engine anti-ice must be ON

during all ground and flight
operations when icing
conditions exist, or are
anticipated, except during
climb or cruise when SAT is
below -40°C.

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Now we are inflight. Wing

anti-ice is available.

Wing anti-ice may either be

used to prevent ice formation
or to remove ice accumulation.

Wing anti-ice should be

selected ON if there is an
indication that airframe icing
exists.

This can be evidenced by ice

accumulation on the visual ice
indicator located between the
cockpit windshields or on the
windshield wipers.
CAUTION

Prolonged flight in icing conditions

with the slats extended should be
avoided.

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The WING ANTI-ICE pb is

used to control the wing anti-
ice system on both wings
simultaneously.

Advance to select the WING

ANTI-ICE pb ON.

The amber FAULT light in the

WING ANTI-ICE pb illuminates
briefly while the valve is in
transit.

WING A. ICE is now displayed

on the E/WD.

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Let’s take a look at the wing

anti-ice indications on the
BLEED page.

The areas circled in yellow are

where wing anti-ice indications
are displayed.

No indications are displayed

with the WING ANTI-ICE pb
selected off.

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ANTI-ICE is displayed in white

when the WING ANTI-ICE pb
is selected ON.

The triangles indicate wing

anti-ice valve position.

An amber triangle indicates

the valve is in transit or the
valve is open with high or low
air pressure.

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The triangle is displayed in

green when the wing anti-ice
valve is open.

The triangles are not displayed

when the valves are closed.

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The wing anti-ice system has

ground testing capability.
Selecting the WING ANTI-ICE
pb ON while on the ground
opens the wing anti-ice valves.

After ten seconds the valves

are displayed in amber.

After thirty seconds, the valves Wing anti-ice ON while on the ground
close to prevent overheating
the slats and the valve Ten seconds later
indications are removed from
the BLEED page.
Thirty seconds later
Notice ANTI ICE remains
displayed because the WING
ANTI-ICE pb is selected ON.

After takeoff, the valves will

re-open automatically and the
system will operate normally.

That concludes the NORMAL

OPERATION section. It’s time
for some abnormals.

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In this section, we will look at

some abnormals that can
occur in the ice and rain
protection systems.

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Earlier, you learned the

FAULT light in the WING ANTI
ICE pb illuminates when the
valve is not in agreement with
the selected position.

You also learned it is normal

for the FAULT light to
illuminate briefly while the
valves are in transit.

If the FAULT light remains

illuminated, the valve did not
move to the commanded
position.

Let’s take a look at an

example.

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In this example, the crew has

selected the WING ANTI-ICE
pb off but the left wing anti-ice
valve has failed to close.

The following items occur:

- The MASTER CAUT lights

illuminate.

- A single chime sounds.

- The appropriate message is

displayed on the E/WD.

- The BLEED page is

displayed.

- The FAULT light in the WING

ANTI-ICE pb illuminates.

Notice the valve indication

remains green because it is
open.

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In this example, the crew has

selected the ENG 2 ANTI-ICE
pb ON and the engine anti-ice
valve has failed to open.

The following items occur:

- The MASTER CAUT lights

illuminate.

- A single chime sounds.

- The appropriate message is

displayed on the E/WD.

- The FAULT light in the ENG

2 ANTI-ICE pb illuminates

Engine anti-ice indications are

not provided on the BLEED
page.

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In this example, heat has been

lost to the captain’s
windshield.

The crew has been alerted

with an ECAM message,
MASTER CAUT lights, and a
single chime.

Notice there isn’t a FAULT

light in the PROBE/WINDOW
HEAT pb.

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In this example the captain’s

pitot probe heat has failed.

The crew has been alerted

with an ECAM caution
message, MASTER CAUT
lights, and a single chime.

In this case, there is an action

step to perform.

The captain must select AD 3

for pitot-static information.

AD 1 no longer has a reliable

pitot probe.

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There are no significant

differences in the ice and rain
protection systems.

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You are inflight with the ANTI ICE

panel selected as you see here.
Select the BLEED page with the
correct indications.

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You are inflight with the ANTI ICE

panel selected as you see here.
Select the BLEED page with the
correct indications.

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You are in flight. According to these

indications…

The right wing anti-ice valve has failed to

open.

The left wing anti-ice valve has failed to

close.

Both wing anti-ice valves have failed to

open.

Both wing anti-ice valves have failed to

close.

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You are in flight. According to these

indications…

The right wing anti-ice valve has failed to

open.

The left wing anti-ice valve has failed to

close.

Both wing anti-ice valves have failed to

open.

Both wing anti-ice valves have failed to

close.

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In the event of an electrical power

supply loss …

The engine anti-ice valves will open

automatically, anti-icing is ensured.

The engine anti-ice valves will close

automatically, anti-icing is lost.

The engine anti-ice valves will be

controlled using the wing anti-ice controls.

The engine anti-ice valves remain in the

position they were before.

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In the event of an electrical power

supply loss …

The engine anti-ice valves will open

automatically, anti-icing is ensured.

The engine anti-ice valves will close

automatically, anti-icing is lost.

The engine anti-ice valves will be

controlled using the wing anti-ice controls.

The engine anti-ice valves remain in the

position they were before.

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If an engine bleed valve fails closed,

engine anti-ice for that engine is lost.

True

False

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If an engine bleed valve fails closed,

engine anti-ice for that engine is lost.

True

False

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In the event of an electrical power

supply loss …

The wing anti-ice valves will open

automatically, anti-icing is ensured.

The wing anti-ice valves will close

automatically, anti-icing is lost.

The wing anti-ice valves will be

controlled using the engine anti-ice controls.

The wing anti-ice valves remain in the

position they were before.

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In the event of an electrical power

supply loss …

The wing anti-ice valves will open

automatically, anti-icing is ensured.

The wing anti-ice valves will close

automatically, anti-icing is lost.

The wing anti-ice valves will be

controlled using the engine anti-ice controls.

The wing anti-ice valves remain in the

position they were before.

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Which ECAM memos would you

expect with these selections?

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Which ECAM memos would you

expect with these selections?

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Which statement is true regarding the

PROBE/WINDOW HEAT pb?

The system should only be selected ON

in icing conditions.

When in AUTO mode, the windows are

heated only when necessary.

The system should only be selected ON

after first engine start.

Window heat comes on automatically

after first engine start.

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Which statement is true regarding the

PROBE/WINDOW HEAT pb?

The system should only be selected ON

in icing conditions.

When in AUTO mode, the windows are

heated only when necessary.

The system should only be selected ON

after first engine start.

Window heat comes on automatically

after first engine start.

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What is the speed limit for operating

the windshield wipers?

185 kts.

200 kts.

215 kts.

230 kts.

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What is the speed limit for operating

the windshield wipers?

185 kts.

200 kts.

215 kts.

230 kts.

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You have completed the

Ice & Rain Protection
lesson.

Click here to
exit to the main menu.

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