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TABLE OF CONTENTS
LEGAL CAUTION.................................................................................................................................................................... 1
ICE AND RAIN PROTECTION .............................................................................................................................................. 2
INTRODUCTION ..................................................................................................................................................................... 2
ICING DETECTION ................................................................................................................................................................ 3
ENGINE ANTI-ICE SYSTEM ................................................................................................................................................. 3
WING ANTI-ICE SYSTEM ..................................................................................................................................................... 4
WINDOW HEATING SYSTEM .............................................................................................................................................. 6
PROBE HEATING SYSTEM .................................................................................................................................................. 6
WATER WASTE DRAIN MAST HEATING ......................................................................................................................... 7
RAIN REMOVAL ..................................................................................................................................................................... 8
ANTI-ICE CONTROLS AND INDICATIONS REVIEW ..................................................................................................... 8

LEGAL CAUTION
Copyrights © 2007 by Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti.
All rights reserved. No part of this document may be reproduced or copied in any form or by any means
without written permission of Flyco BilgisayarProgramcılığıveEğitimHizmetleri Ltd. Şti.
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The material contained in this training program is based on the information obtained from current state,
local and company regulations and it is to be used for training purposes only. At the time of designing this
program contained then current information. In the event of conflict between data provided herein and
that in publications issued by the authority, the authority shall take precedence.

ICE AND RAIN PROTECTION

This chapter introduces you to the aircraft ice and rain protection system and provides an overview of its
organization,operation, control and indication. Here is the chapter outline:
 Introduction
 Ice Detection
 Engine Anti-ice System
 Wing Anti-ice System
 Window Heating System
 Probe Heating system
 Waste water drain mast heating
 Rain Removal System
 Anti-ice Controls and Indications Review

INTRODUCTION

When an aircraft operates in rain, for instance during takeoff or approach, the visibility for the pilots is
reduced. When the aircraft flies in icing conditions, you can imagine that more problems are possible.
The ice build-up on the aircraft results in a decrease in lift, increase in drag and the aircraft weight
increases. Engines can also have problems. Ice can block probes for air data system. In addition ice on
the windshield reduces visibility more than rain. The purpose of the ice and rain protection system is to
protect the aircraft against those negative effects of ice and rain.

In flight, icing conditions exist when total air temperature is 10 °C or below and visible moisture is
present. Visible moisture is clouds, fog with visibility of one mile or less; or rain, snow, sleet or ice
crystals.

Icing conditions also exist on the ground when the outside air temperature is 10°C or below and standing
water, slush, ice or snow is present on the ramps, taxiways or runways.

There are two types of ice protection systems: an anti-icing system which prevents ice formation by
operating continuously and a de-icing system which removes the ice after it has formed by operating
intermittently. On aircraft with jet engines anti-icing systems are used.

Anti-icing systems use two methods for protecting critical surfaces of the aircraft from ice accretion: hot
air heating or electrical heating. Hot air systems are referred to as thermal anti-icing systems and
electrical heating systems are referred to as electric anti-icing systems.

Copyrights © 2007 by Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti.

All rights reserved. No part of this document may be reproduced or copied in any form or by any means
without written permission of Flyco BilgisayarProgramcılığıveEğitimHizmetleri Ltd. Şti.
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ICE AND RAIN PROTECTION Rev: 2
Date 01/08/2014

The Airbus 320 incorporates both hot air anti-icing systems and electric anti-icing systems. Hot air is
used for engine anti-icing and wing anti-icing . Electrical heating is used to protect flight deck windows,
air data probes and waste water drain masts against icing.

ICING DETECTION

The task of the ice detector is to provide the pilots with visual cue when flying in icing conditions.

On the Airbus 320, a visual ice indicator with integrated light is installed between the two windshields,
where it is in sight of two pilots. When the pilots see ice on the detector, there is probably ice on the other
parts of aircraft. Therefore, pilots must switch on the thermal anti-ice systems.

ENGINE ANTI-ICE SYSTEM

The engine anti-ice system protects engine cowl inlet from icing. Ice on the engine cowl inlet has two
important negative effects. First, it disturbs the airflow which reduces engine performance and may lead
to a compressor stall. Second, particles of ice can be sucked into the engine which causes damage of fan
blades and inlet vanes.

The engine anti-ice system uses hot bleed air from corresponding engine to protect each engine nacelle
from ice. The hot air is obtained from the high pressure compressor of each engine through a port which
is independent of the pneumatic system ducting. The engine anti-ice valves are electrically controlled and
pressure operated. They connectthe cowl inlet ducts to engine bleed air. When a valve opens hot bleed air
goes to the cowl inlets and heats up the nacelle preventing ice build-up. The air is then vented overboard.

The operation of the engine anti-ice system is controlled via the ENGINE ANTI-ICE switches on the
Anti-ice panel located on the forward overhead panel.

Individual anti-ice push-button switches for each engine let you control the position of the respective
engine anti-ice valve.

Engine anti-icing can be used both on the ground and inflight provided that the engines are running. Do
not rely on visual indications of airframe icing to turn the engine anti-ice on. Engine anti-ice must be
immediately activated when icing conditions specified previously exist or are anticipated. Late activation
of engine anti-ice may cause ice buildup on the air intakes, which may result in engine damage due to
ingested ice plates.

When icing conditions exist, or are anticipated, you must set the engine anti-ice ON during all ground and
flight operations, except during climb and cruise when the static air temperature is less than -40 °C.
Engine anti-ice must be ON before and during a descent in icing conditions, even if the static air
temperature is less than -40 °C.

When engine anti-ice is needed, select the engine anti-ice switch to ON position, except during climb and
cruise when the SAT is below -40 °C. An amber FAULT light illuminates momentarily in the switch
when the valve is in transit, then extinguishes. Ensure that the ENGINE ANTI-ICE message in green

Copyrights © 2007 by Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti.

All rights reserved. No part of this document may be reproduced or copied in any form or by any means
without written permission of Flyco BilgisayarProgramcılığıveEğitimHizmetleri Ltd. Şti.
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appears on the ECAM memo display. With the engine anti-ice switch ON, the bleed air pressure from the
engine opens the engine anti-ice valve, which lets the hot air flow to the engine cowl lips

When either engine anti-ice valve is open, these occur automatically: the maximum N1 limit is reduced,
if necessary, the idle N1 is increased for both engines in order to provide the required pressure and the
engine igniters operate continuously

When engine anti-ice is no longer needed, push the engine anti-ice switch OFF. Engine anti-ice valve
closes stopping the hot bleed air flow to the cowl inlet.

Do not use engine anti ice on the ground and inflight when outside air temperature and total air
temperature respectively is above 10°C.

With the engine anti-ice switch selected ON and if the related engine anti-ice valve fails to open, the
FAULT light remains illuminated in the switch, ENGINE VALVE CLOSED caution message with
affected engine number appears on the ECAM and a single chime sounds. In addition, master caution
light illuminates on the glareshield.

Similarly, with the engine anti-ice switch selected OFF, if the related engine anti-ice valve fails to close,
FAULT light stays illuminated in the switch, ENGINE VALVE OPEN caution message with affected
engine number appears on the ECAM and a single chime sounds and a master caution light illuminates
on the glareshield.

Note that when the engine is not running, the related engine anti-ice valve automatically closes. On the
other hand, in the event of electrical power loss, the engine anti-ice valves open.

WING ANTI-ICE SYSTEM

The wing anti-ice system protects the three outboard leading edge slats on each wing from icing in flight.

The wing anti-ice system uses hot air from pneumatic system to provide ice protection. The wing anti-ice
control valves connect the wing distribution ducts to pneumatic system. When the valves open hot bleed
air enters distribution ducts and sprays through holes into outboard leading edge slats. This heats up the
leading edge area and prevents ice buildup. The bleed air is then exhausted outboard through openings in
lower part of structure. The system uses telescoping ducts which makes the wing anti-icing effective with
the slats in any position.

Operation of the wing anti-ice system is controlled via WING ANTI-ICE switch on the Anti-ice panel.

A single pushbutton switch is provided to control wing anti-ice at two sides at the same time, because
both sides must always operate symmetrically.

The wing anti-icing is normally operated in flight whenever icing conditions exist or are anticipated.

You should set the wing anti-ice ON, whenever there is an indication that airframe icing exists. The ice
accumulation on visual ice indicator or on the windshield wipers can be evidence of airframe icing.
Copyrights © 2007 by Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti.
All rights reserved. No part of this document may be reproduced or copied in any form or by any means
without written permission of Flyco BilgisayarProgramcılığıveEğitimHizmetleri Ltd. Şti.
 Ref: C-OL-AC4014
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Do not operate wing anti-ice in flight when the total air temperature is above 10°C.

You should avoid extended operation in icing conditions when the leading edge slats are extended.

When wing anti-ice is needed, select wing anti-ice switch to ON position. Amber FAULT light
illuminates momentarily in the switch when the valves are in transit, then extinguishes. Ensure that
WING ANTI-ICE message in green appears on the ECAM memo display. With the wing anti-ice switch
ON, the air pressure from the pneumatic manifold opens the wing anti-ice valves, which lets the hot air
flow to the outboard leading edge slats.

With the wing anti-ice switch ON, the position and control indicating of the wing anti-ice valve anti-ice
indication is displayed on the ECAM BLEED page.

When the wing anti-ice valve is open, the following occur automatically: the maximum N1 limit is
reduced and the idle N1 is increased.

When the wing anti-ice switch is selected ON, if either or both wing anti-ice valves fail to open, a FAULT
light remains illuminated in the switch, SYSTEM FAULT caution message appears on the ECAM and a
single chime sounds. In addition, the master caution light illuminates on the glare shield

If high air pressure is detected when the wing anti-ice is selected ON, a HIGH PRESSURE caution
message appears on the ECAM upper display.

When wing anti-ice is no longer needed, push the wing anti-ice switch OFF. The ON light extinguishes
and wing anti-ice valves close stopping the hot air flow to the outboard leading edge slats.

Note that in the event of electrical power loss or if a leak is detected during normal operation, the wing
anti-ice valves close automatically

When the wing anti-ice switch is selected OFF, if either or both wing anti-ice valves fail to close, a
FAULT light remains illuminated in the switch, VALVE OPEN caution message appears on the ECAM
and a single chime sounds. In addition, the master caution light illuminates on the glare shield

In flight the wing anti-ice system can be used intermittently as a de-icer to remove an ice accumulation
from the leading edge slats or it can be used continuously for anti-icing to prevent any ice formation on
the leading edge slats.

When the aircraft lands, the wing anti-ice valves close automatically without needing to switch the wing
anti ice pushbutton to OFF. The blue ON light stays illuminated as long as the pushbutton is pressed.

On the ground, the wing anti-ice valves are inhibited from opening, except for testing. When the wing
anti-ice is switched to ON, the valves open for 30 seconds only to let the flight crew check the correct
operation of the system before flight.

Copyrights © 2007 by Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti.

All rights reserved. No part of this document may be reproduced or copied in any form or by any means
without written permission of Flyco BilgisayarProgramcılığıveEğitimHizmetleri Ltd. Şti.
 Ref: C-OL-AC4014
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If the valves stay open more than 35 seconds after wing anti-ice is switched ON while on the ground, a
WING A. ICE OPEN ON GND caution message appears on the ECAM upper display and a single chime
sounds. The master caution light illuminates on the glareshield

WINDOW HEATING SYSTEM

The Flight deck has 3 windows at the left and 3 windows at the right. Number 1 windows, or the
windshields, are electrically heated to prevent icing and fogging. The heating element is a transparent,
conductive film which is located behind the outer glass panel.

The Number 2 and 3 side windows are electrically heated to prevent fogging only. Therefore, heating film
is located near the inner glass panel.

Window heating activates automatically when at least one engine is started, or when the aircraft is in the
flight.

You can also activate window heating manually, before engine start, with the PROBE/WINDOW HEAT
switch on the Anti-ice panel.

Windows heating is controlled by independent window heat computers, one on each side. The computers
receive input signal from temperature sensors in windows.

The window heat computers maintain windows at the correct temperature. This not only provides
maximum protection against icing and/or fogging, but also ensures the highest impact resistance of the
windshields in case of a bird strike.

The window heat computers also provide protection against overheating and indicate system faults.

When either windshield heating fails, the LEFT or RIGHT WINDSHIELD caution message appears on
the ECAM upper display, a single chime sounds and a master caution light illuminates on the glareshield

Failure of both windshields heating causes the LEFT plus RIGHT WINDSHIELD caution message to
appear on the ECAM upper display, a single chime sounds and a master caution light illuminates on the
glareshield

When there is a failure in the side window heating, LEFT or RIGHT WINDOW caution message appears
on the ECAM upper display.
PROBE HEATING SYSTEM

A very important anti-ice system for flight safety is the air data probe heating. Therefore pitot probes,
static ports, angle of attack (AOA) probes and total air temperature (TAT) probes are electrically heated
against icing.

Three independent Probe Heat Computers (PHCs) automatically control and monitor the captain probes,
first officer probes and standby probes. The computers provide protection against overheating and allow
system faults to be indicated on the ECAM.
Copyrights © 2007 by Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti.
All rights reserved. No part of this document may be reproduced or copied in any form or by any means
without written permission of Flyco BilgisayarProgramcılığıveEğitimHizmetleri Ltd. Şti.
 Ref: C-OL-AC4014
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ICE AND RAIN PROTECTION Rev: 2
Date 01/08/2014

The probes are automatically heated. When you start one of the engines, the electrical power is applied
tothe pitot probes, static ports and angle of attack probes for heating against icing.

Pitot probe heating operates at low power on the ground and automatically switches to normal power in
flight.

The total air temperature probes are not heated on the ground. The probe heating is activated
automatically for icing protection when the aircraft is in flight.

Probe heating can also be switched on manually from the anti-ice panel by selecting the
PROBE/WINDOW HEAT switch to the ON position. This may be required when there is a failure in the
automatic circuit or for ground test.

When the captain static port heating fails, the CAPTAIN STATIC caution message with the affected side
label appears on the ECAM upper display, a single chime sounds and the master caution light illuminates
on the glareshield.

Failure of any other probe causes a similar caution message for the associated probe to appear on the
ECAM. Those messages are: F/O LEFT/RIGHT STATIC, CAPTAIN PITOT, F/O PITOT, CAPTAIN
TAT, F/O TAT, CAPTAIN AOA, F/O AOA, STANDBY LEFT/RIGHT STATIC, STANDBY PITOT
and STANDBY AOA

When there is double pitot probe heating failure, the following messages are displayed: CAPTAIN + F/O
PITOT, CAPTAIN+ STANDBY PITOT, or F/O + STANDBY PITOT caution message appears on the
ECAM upper display, a single chime sounds and the master caution light illuminates on the glareshield.

Loss of all three pitot probes heating causes ALL PITOT caution message to appear on the ECAM upper
display. A single chime sounds and master caution light illuminates on the glareshield.

When a probe heat computer fails, PROBES caution message with affected system label appears on the
ECAM upper display and a single chime sounds. Master caution light illuminates on the glareshield.

You should avoid icing conditions, when there is a failure in heating of any air data probe.

Flying in icing conditions with a failed pitot probe, static port or angle of attack probe heating can cause
ice to accumulate on the probe, which may result in erroneous flight instrument indications.

Similarly, flying in icing conditions with failed total air temperature probe heating can cause ice to
accumulate on the probe, which may result in erroneous performance calculations.

In the event of double AOA heat failure, if the icing conditions cannot be avoided, turn off one of the
affected Air Data References.

WATER WASTE DRAIN MAST HEATING

The water waste drain masts are also electrically heated, whenever the electrical system is powered.
Copyrights © 2007 by Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti.
All rights reserved. No part of this document may be reproduced or copied in any form or by any means
without written permission of Flyco BilgisayarProgramcılığıveEğitimHizmetleri Ltd. Şti.
 Ref: C-OL-AC4014
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ICE AND RAIN PROTECTION Rev: 2
Date 01/08/2014

RAIN REMOVAL

The aircraft windshields are fitted with rain removal system to improve the visibility for pilots in rain.
The rain removal system incorporates windshield wipers and rain repellent liquid system. However, the
rain repellent system is deactivated.

Each pilot independently controls his or her own windshield wiper with corresponding selector on the
overhead panel.

The windshield wiper selectors allow for speed selection and stow the wiper blades. Two different
speeds can be selected. Fast speed is used in heavy rain. Slow speed is selected during normal rain or
during taxi on the ground. When the OFF position is selected, the wiper motor turns off and blades move
to park position.

Note that operating windshield wipers on a dry windshield will cause windshield scratching.

Rain repellent pushbuttons do not function, since the system is deactivated.

The rain repellent bottle, if installed, is located on the left hand side, in the rear part of the cockpit.

ANTI-ICE CONTROLS AND INDICATIONS REVIEW

ENGINE ANTI-ICE switches: When selected on: Blue ON light illuminates, ENGINE ANTI-ICE
message in green appears on the ECAM memo display and the respective engine anti-ice valve opens if
bleed air is available from the engine. When selected off: ON light extinguishes and the related engine
anti-ice valve closes. FAULT light illuminates when position of anti-ice valve disagrees with switch
selection or the related valve is in transit.

WING ANTI-ICE switch controls the wing anti ice system on the left and right sides simultaneously.
With the switch selected on: Blue ON light illuminates, WING ANTI-ICE message in green appears on
the ECAM memo display and both wing anti-ice valves open if pneumatic pressure is available. On the
ground, the valves open 30 seconds only to allow system test. When selected off: ON light extinguishes
and the wing anti-ice valves close. FAULT light illuminates when either or both valves fail to achieve
selected position or low pressure is detected or the valves are in transit.

PROBE/WINDOW HEAT switch: AUTO: Provides automatic heating of probes in flight or on the
ground, except TAT probes, if one engine is running. When pushed on: Blue ON light illuminates, and
probes and windows are heated permanently.

The windshield WIPER selector has three positions: OFF: Respective wiper is parked out of view at the
base of the window. FAST: Respective wiper operates at high speed. SLOW: Respective wiper operates
at low speed. RAIN REPELLENT switch is deactivated.

End of course.

Copyrights © 2007 by Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti.

All rights reserved. No part of this document may be reproduced or copied in any form or by any means
without written permission of Flyco BilgisayarProgramcılığıveEğitimHizmetleri Ltd. Şti.