ATR Ata 30 Ice and Rain Protection

[ATA] | [SUBCHAPTER] | [SECTION] [TITLE]
TRAINING HANDOUT T1+T2 42-400I500 and 72-

212A (600 variant)
ATA 30 ICE AND RAIN PROTECTION
2.3 (19/02/2015)
[REF] Copyright © [VERSION] ([DATE]) - ATR Training Centre - All right reserved For Training Only Page 1
ATA 30 ICE AND RAIN PROTECTION | | Table of content
Table of Content
TRAINING HANDOUT T1+T2 42-400I500 and 72-212A (600 variant)
ATA 30 ICE AND RAIN PROTECTION ........................................................................................................................................................................................................................... 6

30.00 GENERAL .................................................................................................................................................................................................................................................. 6
Presentation ................................................................................................................................................................................................................................................... 6
Cockpit Panels .............................................................................................................................................................................................................................................. 13
Cockpit Displays ........................................................................................................................................................................................................................................... 14
Interfaces ..................................................................................................................................................................................................................................................... 16
30.80 DETECTION ............................................................................................................................................................................................................................................. 17
System Description ...................................................................................................................................................................................................................................... 17
30.81 ICE DETECTION SYSTEM ......................................................................................................................................................................................................................... 19
System Operation ........................................................................................................................................................................................................................................ 20
Ice Detector .................................................................................................................................................................................................................................................. 22
30.82 ANTI ICING ADVISORY SYSTEM .............................................................................................................................................................................................................. 23
30.83 ICE VISUAL INDICATOR ........................................................................................................................................................................................................................... 30
30.84 AIRCRAFT PERFORMANCE MONITORING .............................................................................................................................................................................................. 32
Copyright © 2.3 (19/02/2015) - ATR Training Centre - All right reserved For Training Only Page 2
Multi Purpose Computer ............................................................................................................................................................................................................................. 40

30.10 AIRFOIL ................................................................................................................................................................................................................................................... 41
30.11 WING EMPENNAGE AND HORN ICE PROTECTION ................................................................................................................................................................................. 45
Bleed Port..................................................................................................................................................................................................................................................... 56
Thermal Switch ............................................................................................................................................................................................................................................ 57
Pressure and Regulator Shut off Valve ........................................................................................................................................................................................................ 58
Shut off Valve ............................................................................................................................................................................................................................................... 61
Pressure Switch ............................................................................................................................................................................................................................................ 62
Water Drains ................................................................................................................................................................................................................................................ 63
Dual Distributor Valves ................................................................................................................................................................................................................................ 64
Pneumatic De icers ...................................................................................................................................................................................................................................... 66
De icing Control ............................................................................................................................................................................................................................................ 67
Standby Controller ....................................................................................................................................................................................................................................... 68
30.21 ENGINE AIR INTAKE ICE PROTECTION .................................................................................................................................................................................................... 69
Dual Distributor Valves ................................................................................................................................................................................................................................ 73
Pneumatic De icers ...................................................................................................................................................................................................................................... 74
30.00 ANTI ICING.............................................................................................................................................................................................................................................. 75
30.61 PROPELLER ICE PROTECTION ................................................................................................................................................................................................................. 76
Anti Icing Control ......................................................................................................................................................................................................................................... 81
Brush Block................................................................................................................................................................................................................................................... 82
Slip Ring ........................................................................................................................................................................................................................................................ 83
Heater .......................................................................................................................................................................................................................................................... 84
30.11 HORNS ICE PROTECTION ........................................................................................................................................................................................................................ 85
Horns Controller........................................................................................................................................................................................................................................... 87
Horns ............................................................................................................................................................................................................................................................ 88
30.31 PROBES ICE PROTECTION ....................................................................................................................................................................................................................... 89
Pitot Probe ................................................................................................................................................................................................................................................... 93
Static Port ..................................................................................................................................................................................................................................................... 94
TAT Probe ..................................................................................................................................................................................................................................................... 95
Alpha Probe .................................................................................................................................................................................................................................................. 96
30.42 WINDSHIELD PANEL ANTI ICING AND DEFOGGING ............................................................................................................................................................................... 98
Windshield ................................................................................................................................................................................................................................................. 102
Side Window .............................................................................................................................................................................................................................................. 103
30.45 WINDSHIELD RAIN REMOVAL .............................................................................................................................................................................................................. 104
System Description .................................................................................................................................................................................................................................... 104
System Operation ...................................................................................................................................................................................................................................... 105
Moto Converter ......................................................................................................................................................................................................................................... 106
Wipers ........................................................................................................................................................................................................................................................ 107
30.CI CONTROLS AND INDICATORS ................................................................................................................................................................................................................ 108

Control Panels ............................................................................................................................................................................................................................................ 108
Maintenance Panel .................................................................................................................................................................................................................................... 122
30.00 GENERAL .............................................................................................................................................................................................................................................. 123
Safety and Precautions .............................................................................................................................................................................................................................. 123
Maintenance Operations ........................................................................................................................................................................................................................... 124
30.10 AIRFOIL 42 VERSION............................................................................................................................................................................................................................. 125
System Description .................................................................................................................................................................................................................................... 125
ATA 30 ICE AND RAIN PROTECTION | 30.00 GENERAL Presentation
 The Ice and Rain Protection system permits aircraft operation in icing or heavy rain conditions.
ATA 30 ICE AND RAIN PROTECTION
Aircraft ice protection is provided by two types of system adapted for the critical areas:
30.00 GENERAL
An electrical system used for probes, propellers, horns and windshields heating,
 A pneumatic system used on leading edges and engines air intakes.
Presentation
 An ice detector provided below the left wing leading edge, in a section that is not de-iced, monitors ice accretion.
 A visual indicator, or Ice Evidence Probe (IEP) located on the lower frame of the left side window, and visible from the flight compartment,
provides information of ice accretion and is shaped to retain ice when all others parts of aircraft airframe are free of ice.
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Three levels of icing protection are provided and presented on the ice protection panel in flight compartment:
 the permanent protection or level 1 protection,
 the anti-icing protection or level 2 protection,
 the de-icing protection or level 3 protection.
 The permanent ice protection, or level 1 protection, is ensured by electrical heating of the windshields and different probes provided on the
aircraft.
 Windshields are electrically heated to prevent ice accretion and mist on it.
The electrically heated probes are:

 the 3 pitot probes,
 the 6 static ports,
 the 2 temperature probes,
 the 2 alpha probes.
 The anti-icing protection, or level 2 protection, consists of electrical heating of several specific aircraft zones.
The zones heated by electrical power, for anti-icing protection, are:

 the aileron, elevator and rudder horns.
 the propeller blades.
 the side windows.
 The AC wild current primarily supplies the anti-icing system.

 The ailerons, elevators and rudder horns are heated to prevent ice accretion. 115 VAC Wild is the power source.
 The de-icing protection, or level 3 protection,

is a pneumatic system supplied by air bleed
from the engine HP compressor and which
operates on areas of the airframe.
The zones de-iced pneumatically are:

 the outer wing leading edges,
 the median wing leading edges,
 the inner wing leading edges,
 the horizontal stabilizer leading edges,
the engine air intakes and gas paths.
 The standby de-icing controller is designed to

make up for a failure of the MFCs.
 It ensures full airfoil and engine air intake de-
icing in case of a failure of the normal de-icing
system.
 Two shut-off valves (or isolation valves) are provided to

isolate the engine de-icing from the airframe de-icing system
in case of local failures such as:
 engine fire,
 leakage or rupture of airfoil de-icing duct,
 leakage or rupture of engine air intake de-icing duct.
 In the event of a leakage or a rupture of an engine de-icing

duct, the associated shut-off valve isolates this engine while
the second engine and the airframe still supplied through the
other opened shut-off valve.
 The APM function (Aircraft Performance Monitoring) of the MPC,

reinforces the knowledge and the awareness of the crew with regard
to severe icing conditions during flights.
 This function allows to react and to take corrective actions well
before icing consequences on the aircraft.
Real-time acquisition of aircraft parameters are made to compute,

according to:
 the aircraft configuration.
 aircraft weight.
 theoretical and minimum severe icing speeds.
 theoretical and real aircraft performance.
 These parameters are analyzed and compared with theoretical

values and when the situation becomes degraded, some
alerts/warnings are delivered to the crew.
 A rain removal system consisting of two windshield wipers, protects

the Captain and First Officer windshield panels and maintain clear
vision through the windshield during flight.
ATA 30 ICE AND RAIN PROTECTION | 30.00 GENERAL Cockpit Panels
 EWD shows ice and rain protection system

failures with corresponding procedures to
solve them.
Cockpit Panels  PFD displays indicators if ice accretion is
detected and if horn anti-icing system is
selected.
 On the MFD temporary selection window,

fuel cross feed information, passenger
messages and de-icing/anti-icing device
status are displayed.
 Probes and windshields heating panel

allows ice permanent protection control (level
1).
 ANTI ICING panel allows level 2 ice
protection control.
 DE ICING panel allows level 3 ice protection
control.
 Two individual rotating button allows to the

flight crew to activate wipers in case of rain.
ATA 30 ICE AND RAIN PROTECTION | 30.00 GENERAL Cockpit Displays
 ICE DET is equipped with a pushbutton light switch

"ICING AOA" and a PTT to test the ice detector.
 A PTT switch is available on the maintenance panel to

Cockpit Displays test propellers anti-icing functioning.
 On this panel, a PTT pushbutton is also available to test

windshields heating functioning.
 A NAV light switch is available on the External Lights

panel which allows to switch-on navigation lights.
 An APM panel is available to control and monitor the

APM system. The PTT pushbutton allows to test the
system functioning.
ATA 30 ICE AND RAIN PROTECTION | 30.00 GENERAL Cockpit Displays
PFD:
State 1 is displayed when no icing conditions are detected and anti-icing is off.
State 2 is displayed when ice accretion is detected.
State 3 is displayed as soon as any horn anti-icing system is selected.
MFD:
State 1 is displayed when propellers anti-icing are OFF.
State 2 is displayed when propellers anti-icing are activated.
State 3 is displayed when fault of propellers anti-icing is detected.
ATA 30 ICE AND RAIN PROTECTION | 30.00 GENERAL Interfaces
 The ice and rain protection system permits aircraft operations to continue in icing and heavy rain conditions.
 The electrical heating anti-icing system is supplied through the AC and DC electrical systems.
 The pneumatic de-icing system is supplied by air, bled from the engine high pressure compressors.
 Horns will be electrically supplied only if aircraft is sensed in flight to the weight on wheels system.
Interfaces
 Pitots, static ports and alpha probes are electrically heated to avoid ice accretion.
 Pneumatic boots are provided for flight surfaces and engines de-icing.
 The APM is provided to the crew to allow him to preserve good flight conditions in case of ice accretion.
 Electrical control signals permits to ensure the system operating.
ATA 30 ICE AND RAIN PROTECTION | 30.80 DETECTION System Description
 This drawing gives a summary of anti-icing and de-icing utilization conditions.

 The purpose of the ice detection system is to help the crew to detect icing conditions.
30.80 DETECTION
Atmospheric icing conditions exist when:
System Description
 OAT on ground or for take-off is 5°C or less,
 Or TAT in flight is 7°C or less,
 And visible moisture in the air is present in any form. The visibility is then lower than 1 mile.
 Ice accretion means that ice is building up on the airframe. "ICING" amber light illuminates in this case.
 Residual ice means that some ice is remaining on the airframe. It may be in or out of icing conditions.
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ATA 30 ICE AND RAIN PROTECTION | 30.80 DETECTION System Description
The ice detection system consists of the following :

 The ice detector located under the left wing,
 The Ice Evidence Probe (IEP).
 Note that the primary mode of detection remains visual detection

of ice formation on any aircraft surface by the crew.
 In addition to the ice detection system, an Anti-Icing Advisory

System is also provided on the aircraft.
 The APM function (Aircraft Performance Monitoring) of the MPC,

reinforces the knowledge and the awareness of the crew with
regard to severe icing conditions during flights.
 This function allows to react and to take corrective actions well

before icing consequences on the aircraft.
ATA 30 ICE AND RAIN PROTECTION | 30.81 ICE DETECTION SYSTEM System Description
Ice detection system:

 The ice detector alerts the crew as soon as and as long as ice accretion is sensed by the probe.
 The detection probe has its own axial vibration frequency, approximately 40 KHz, which is modified by ice accretion.
30.81 ICE DETECTION
This SYSTEM
frequency change is electronically detected, triggering the warning signal.
System Description
 Alert is generated by the amber "ICING" label on PFD, and single chime aural alert.
 When ice is detected, a heater installed in the mast at the bottom of the probe eliminates the accreted ice.
ATA 30 ICE AND RAIN PROTECTION | 30.81 ICE DETECTION SYSTEM System Operation
 When ice accretion is detected, "ICING" message on PFD is

displayed flashing. Master Caution and Single Chime are
triggered.
 "ICING" message flashes if airframe de-icing system and / or
System Operation horns anti-icing have not been selected before.
 Now we have to select the anti-icing system and press the RUD
& L ELEV HORN pushbutton.
 Now it is necessary to set airframe de-icing to ON.
 Both horns anti-icing and airframe de-icing are now selected ON.
"ICING" stops flashing and illuminates steady. Master Caution
light extinguishes.
 The ice detection system incorporates an internal test of its
circuits and warning circuits. This self monitoring is continuous.
 Any anomaly is indicated by "A-ICING DETECT" message on
EWD. Master Caution and Single Chime are then triggered.
ATA 30 ICE AND RAIN PROTECTION | 30.81 ICE DETECTION SYSTEM System Operation
 On the front instrument panel, the ice detector can be

tested by the flight crew or the ground crew.
 When we press the Ice detector test pushbutton and if

the test is successful, Master Caution and Single Chime
are triggered. ICING message comes "ON" on the PFD.
 If the test has failed, "A-ICING DETECT" message is

displayed. Master CAUTION and Single Chime are
triggered.
ATA 30 ICE AND RAIN PROTECTION | 30.81 ICE DETECTION SYSTEM Ice Detector
 The ice detector is located on the lower surface of the left

wing leading edge.
 The detector consists of a cylindrical box containing the
electronic part and an aerodynamic mast which maintains the
Ice Detector sensing element in the air flow.
 The sensing element consists of a cylindrical probe which is
1/4 inch (6.35 mm) in diameter and 1 inch (25.4 mm) long.
 The ice detector is power supplied by the 115 ACW Bus 2 as
soon as it is available.
 The sensing element has its own axial vibration frequency

which is modified by ice accretion.
 This frequency change is electronically detected, triggering
the warning signal, when the ice thickness is at least equal to
0.5 mm (0.02 inches). On the PFD, the icing message flashes
(if horns anti-icing and/or airframe de-icing are not selected
ON) or illuminates steady (providing both horns anti-icing and
airframe de-icing are selected ON). The warning signal is
maintained for 60 seconds after each detection.
 When ice is detected, a heater installed in the mast at the
bottom of the probes eliminates the accreted ice. The heating
time is less than 7 seconds. The detector is then ready for a
new detection cycle.
 The ice detector indicates ice accretion is building up on
aircraft. Therefore, extinguishing of the "ICING" message on
PFD must be regarded as an end of ice accretion and not as
an absence of ice on the aircraft. Consequently, a visual
check must be performed to assure aircraft is clear of ice after
having encountered ice accretion conditions.
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ATA 30 ICE AND RAIN PROTECTION | 30.82 ANTI ICING ADVISORY SYSTEM System Description
In addition to the primary means of ice detection, with the Ice Evidence Probe, an Anti-icing Advisory System (AAS) is installed on the aircraft.
Its purpose is to:
 draw the crew attention when ice accretion is detected,
30.82 ANTI ICING ADVISORY
decrease SYSTEM threshold in icing conditions with thresholds different in cruise and at take-off,
the stall warning
System Description
 inform the crew that the warning triggering threshold is decreased via the "ICING AOA" light on ICE detector panel and message on
PFD,
 inform the crew of the airfoil de-icing system operation when ice accretion is no longer detected.
The AAS is composed of:

 the ice detector,
 the ice evidence probe,
 several lights in the cockpit:

 an "ICING" amber message on the upper part of the PFD,
 an "ICING AOA" green message displayed on the upper part of the PFD,
 an "ICING AOA" green light located on the ICE Detector Panel,
 blue or amber messages, corresponding to anti-icing and de-icing systems status, on temporary selection window of MFD.
Here is the Anti-icing Advisory system principle:
 "ICING" amber light:

As soon as ice accretion is detected on the ice detector, "ICING
amber" light illuminates on the PFD:
 Flashing when horns anti-icing and airframe de-icing are
not selected "ON",
 Steady when horns anti-icing and airframe de-icing are
selected "ON".
 "ICING" Angle Of Attack green light:

 This light illuminates on the PFD and the ICE detector panel
as soon as one of the horn anti-icing pushbuttons is selected
"ON". This reminds the crew that the stall warning Angle Of
Attack threshold is lower in icing conditions.
 The "ICING" Angle Of Attack green light is extinguished by
depressing it, provided both horns anti-icing pushbuttons are
selected "OFF". This should be done after pilots have
confirmed that aircraft is clear of ice, the stall alert threshold
is reset to normal condition.
 Anti-icing and De-icing systems status lights:

 A corresponding system blue light is displayed on MFD as
soon as the system is activated.
 A corresponding system amber light is displayed on MFD as
soon as the system is fault.
 The MFCs ensure acquisition and management of fault signals and generate associated audio and visual warnings. In case of AAS system
failure, the bite loaded magnetic indicator turns amber on the RH maintenance panel.
 The reduced stall warning AOA threshold can be tested through the stick pusher / shaker tests on the LH maintenance panel.
ATA 30 ICE AND RAIN PROTECTION | 30.82 ANTI ICING ADVISORY SYSTEM System Operation
 In icing condition. As soon as one horns pushbutton is ON,

ICING AOA legend and green "ICING AOA" message on
PFD are on, meaning that the stall warning threshold is
lower in icing conditions.
System Operation
 When ice accretion is detected, without airframe de-icing
and / or horns anti-icing selected ON, "ICING" message on
PFD is displayed flashing. Master Caution and Single
Chime are triggered by the FWS.
 Both horns anti-icing pushbuttons are set to ON. "ICING" is

still flashing amber.
 DE ICING system has to be selected ON. Both anti-icing

and de-icing systems are now selected ON. Because of the
airframe de-icing system on, "AIRFRAME" cyan message is
displayed in the "DE-ICING" dedicated area on the
Temporary Selections. "ICING" stops flashing and
illuminates steady amber. Master Caution light extinguishes.
 When no more ice accretion is detected by the ice detector,

"ICING" amber message extinguishes on the PFD. If aircraft
is still in icing conditions, anti-icing and de-icing systems
remain selected.
 After a temporization of 5 minutes, "AIRFRAME" cyan

message will start to flash.
 "AIRFRAME" cyan message is now flashing.
 As soon as aircraft leaves icing conditions, airframe de-icing

system have to be disengaged.
Now the anti-icing system have to be disengaged by:

 depressing the "Rud & left elev" pushbutton,
 and depressing the "Ail & R elev" pushbutton.
 Anti-icing system is deselected. But as you noticed, ICING

AOA green light and "ICING AOA" message remain
illuminated and stall warning threshold in icing conditions is
still maintained.
 The aircraft can return to the normal stall warning threshold as

soon as airframe is free of ice. The pilot can verify it by
looking at the Ice Evidence Probe or the propeller spinners.
 ICING AOA green light is also a momentary switch.
 To return to the normal stall warning threshold, this

pushbutton has to be pressed to set it OFF.
 Aircraft is in normal conditions and is returned to the normal

stall warning threshold.
 A logic inside the MFC's validates, in icing conditions, an intermediate alpha angle value for take-off and for a maximum of 10 minutes after
take-off.
 For example, during take-off, with anti-icing selected, the stall warning threshold is greater than normal icing conditions threshold.
 With anti-icing selected the stall warning threshold is activated at 11° AOA. Only during take-off a greater value is validated when the flaps
are at 15° and the aircraft is on ground or in flight for less than 10 minutes.
ATA 30 ICE AND RAIN PROTECTION | 30.83 ICE VISUAL INDICATOR System Description
An Ice Evidence Probe (IEP) is provided close to the left side window and enables the cockpit crew members to:
 visually detect the beginning of ice formation,
 visually check that aircraft is free of ice after an icing encounter.
30.83 ICE VISUAL INDICATOR
System
 TheDescription
Ice Evidence Probe is made up of a base secured to the fuselage and a mount which maintains the sensing element in the airstream.
The sensing element consists of matt block cylinder.
 In icing conditions, ice accumulation is shown on the profiled block to the cockpit crew members.
 During night operation, ice accumulation masks a light source controlled by the NAV lights switch.
ATA 30 ICE AND RAIN PROTECTION | 30.83 ICE VISUAL INDICATOR System Operation
 Light source of the Ice Evidence Probe is supplied when the Navigation lights selector is set to ON.
 The visual indicator is lighted by a floodlight through the translucent light diffuser. The check point enables the light on to be checked.
System Operation
ATA 30 ICE AND RAIN PROTECTION | 30.84 AIRCRAFT PERFORMANCE MONITORING System Description
 The APM analysis is conducted if the aircraft is

in icing condition: if "ICE" accretion has been
detected and/or "ICING AOA" light is
30.84 AIRCRAFT PERFORMANCE MONITORING illuminated, and/or "AIRFRAME DE-ICING" is
System Description selected "ON".
 The APM analysis principle is to compare the

aircraft theoretical drag with an "in-flight drag"
computed.
 The drag analysis starts 2 minutes after flap

retraction and, as soon as the aircraft entered
in icing conditions with landing gears and flaps
retracted during climb, cruise and descent.
 The APM analysis is only done with both

engines operating.
 The drag analysis alert will start after at least

90 seconds of parameter acquisition.
 Aircraft is considered in cruise only two minutes

after the level off (ALT green or Vertical speed
< 200 ft/min). A cruise speed monitoring is also
conducted by comparing the measured IAS to
a theoretical maximum cruise in minimum time
mode with both engines at maximum cruise
power.
 Different alarm messages would be delivered

to the crew, depending on the drag difference
between computed and theoretical drag or on
the speed difference between measured IAS
and theoretical IAS. These alarm messages will
not be delivered if the Static Air Temperature is
above 10° Celsius.
ATA 30 ICE AND RAIN PROTECTION | 30.84 AIRCRAFT PERFORMANCE MONITORING System Description
 The Aircraft weight is not available as measured, the crew must enter the take-off weight before take-off through the MCDU (FMS system).
ATA 30 ICE AND RAIN PROTECTION | 30.84 AIRCRAFT PERFORMANCE MONITORING System Operation
Landing and take-off phase:

 To determine the aircraft theoretical and "in-flight" performances the aircraft weight must be known.
 As the weight is not available as a measured parameter, the crew must enter the take off weight value in the APM before the flight.
 The crew must entered the corresponding weight in the FMS or in the MPC through the MCDU.
System Operation
 This must be done before the IAS increases above 30kt.
 If the weight has not been entered by the

crew, the APM will perform a take off weight
computation at the beginning of the flight.
 The APM must verify that the weight unit for

the take off weight and the fuel flows unit
are consistent (kg and kg/hour, lb and
lb/hour).
 If not, the APM must perform its take off

weight computation.
 At landing, as soon as IAS decreases below

30kt, the APM must stop its computation,
reset all computed parameters to zero value
and wait for a new take off weight input.
In-flight phase:
 Altitude capture mode must be used to prove that the aircraft is in cruise.
 If Altitude capture mode is disengaged the aircraft must be also considered in cruise if the Vzp is in the range [-200;200ft/min].
 In order to allow the aircraft to accelerate to its maximum cruise speed, the first two minutes of the cruise would not be considered as
cruise but as climb/descent for analyses.
 If the aircraft is in cruise for more than 2 minutes, drag and speed monitoring are both conducted.
 This speed is determined with coefficient margins applied to minimum stall speeds for normal, icing and severe icing conditions.
 In cruise in clean configuration (landing gears and flaps retracted), the theoretical speed (IASth) is normally the speed obtained with max
cruise power and cruise NP for both operating engines.
 The computed IASth must be limited to 250 kts for all ATR models.
 The APM computes the aircraft weight during all the flight.
APM alarm messages:

 Depending on the temperature and icing conditions, alarm
messages could be delivered if the aircraft drag and the
theoretical cruise speed is abnormal.
 The APM will not deliver directly the alarm messages, but it
will set two discrete output levels.
 Several alarm messages must be delivered or maintained at

the same time.
 "CRZ SPD LO" alarm appears in cruise only, to inform the

crew that an abnormal drag increase induces a speed
decrease of more than 10 knots compared with the
expected speed.
 "DGD PERF" alarm mainly appears in level flight after "CRZ

SPD LO" or in climb to inform the crew that an abnormal
drag increase induces a speed decrease or a loss of rate of
climb.
 The most probable reason is an abnormal ice accretion.
 "INCREASE SPEED" alarm appears flashing after "DGD

PERF", to inform the crew that an abnormal drag is
abnormally high and IAS is lower than ICING BUG + 10 KT.
 The APM test is activated daily by the crew, by

pushing the APM TEST PTT button.
 Both "CRZ SPD LO" labels illuminate with

associated procedure on EWD.
 One second later, both "DGD PERF" labels

illuminate, with "CAUTION" light, single chime and
associated procedure on EWD.
 One second later, both "INCREASE SPEED" labels

illuminate flashing, with "CAUTION" light, single
chime and associated procedure on EWD.
 One second later, "FAULT" light illuminates, with

"CAUTION" light, single chime and associated
procedure on EWD.
 At the end of test, the crew stop action on APM

TEST PTT button, all lights and labels extinguish.
ATA 30 ICE AND RAIN PROTECTION | 30.84 AIRCRAFT PERFORMANCE MONITORING Multi Purpose Computer
LOCATION:
The MPC unit is including two functional parts:
 The Flight Data Acquisition Unit part (FDAU).
 The Data Management Unit part (DMU).
Multi Purpose Computer  The MPC is located in the electronic rack 80VU on shelf 83VU.
DESCRIPTION:
The MPC uses a standard ARINC 600 4 MCU case: the case is made
of aluminium alloy and is nickel plated.
Its front face is composed of:
 an ATE connector,
 three lights: FDAU FAIL and FDR FAIL and DMU FAIL.
 The MPC FDAU part acquires data in digital, analog or discrete

format from aircraft systems for the various FDAU functions.
 MPC computer troubleshooting: If APM fails, "FDAU FAIL" light is
illuminated.
ATA 30 ICE AND RAIN PROTECTION | 30.10 AIRFOIL System Description
 A De-Icing system on exposed critical areas uses

pneumatically inflated boots to shed ice accumulation.
Areas de-iced in this manner are:
30.10 AIRFOIL  wings and horizontal tail plane leading edges,
System Description  engine air intakes and engine gas paths.
 The HP bleed air is used for de-icing.
Two types of boots are used:

 transversal boots which inflate alternate chambers (A
& B) along the length of the boot for leading edges
and engine gas paths,
 annular boots for engine air intake.
 When deflated, the boots are held to the structure

thanks to a venturi supplied by bleed air.
 With this type of boot, there is no need to wait for ice
accumulation before selecting the system ON.
 The system must be used as soon as ice accretion
starts.
 Median and external boots have been extended on the

upper surface.
 This minimizes the chances of ridge ice accretion and so
reduces potential degradation in performances.
 Wing and horizontal stabilizer de-icing is ensured by

pneumatic de-icers consisting of boots A and B, alternately
inflated by air bled from the High Pressure Compressors of
engine 1 and 2.
 The system is protected against over temperature by two

overheat thermal switches located on the supply ducts.
 The high pressure is regulated through two pressure

regulator and shut-off valves, also called de-ice valves.
 The valves regulate the pressure of the air bleed from the
engine to the same pressure value supplying the de-icers.
 The air bleed pressure is 20.3 PSI (1.4 bar).
 Two shut-off valves, also called isolation valves, are used to

isolate the engine from the airframe de-icing systems in
case of engine fire or leaks.
 One engine is able to supply the whole system, except

icing protection of the inoperative engine which is lost.
 A pressure switch installed on the crossfeed duct of

the icing protection system, monitors the pressure of
the air in the airframe supply duct and signals any
pressure drop in the circuit.
 The airframe de-icing system utilizes five automatic

water drains.
 They are used to collect liquid from condensation in

the ducts.
 Water is evacuated by gravity when the circuit is no

longer pressurized.
 Five dual distributor valves provide, alternately,

inflation and deflation of the wing and horizontal
stabilizer de-icers boots.
 AIRFRAME switch located on the DE-ICING panel,

together with the MFCs, ensure the control and
monitoring of the wing de-icing system.
 When this pushbutton is depressed, "AIRFRAME" blue

message appears on VCP to indicates that the
airframe de-icing system is selected.
Note: The "AIRFRAME" message appears amber if
the airframe system fails.
 Engine air intakes and gas path de-icing is ensured by pneumatic

de-icers consisting of boots A and B, alternately inflated by HP air.
 Two pressure switches installed on each engine, monitor the

pressure of the air in the engine de-icers supply ducts, downstream
of the dual distributor valves and signal any pressure drop in the
circuit.
 The engine de-icing system utilizes two automatic water drains.
 They are used to collect water obtained by condensation in the

ducts.
 Water is evacuated by gravity towards the outside when the circuit

is no longer pressurized.
 Two dual distributor valves alternately provide inflation and deflation

of the engine air intakes and gas path de-icers boots.
 ENG switches located on the DE-ICING panel, together with the

MFCs, ensure the control and monitoring of the engine air intakes
de-icing system.
 When these pushbuttons are depressed, "1 ENG 2" blue message
appears on VCP to indicate that the engine air intakes de-icing
system is selected.
Note: The "1 ENG 2" message appears amber if the engine air
intakes system fails.
MW30.10_.02.E1L1_01 Copyright © 2.3 (19/02/2015) - ATR Training Centre - All right reserved For Training Only Page 44
ATA 30 ICE AND RAIN PROTECTION | 30.11 WING EMPENNAGE AND HORN ICE PROTECTION System Operation
Air bleed operation:

 Without engine running, no air bleed is available, both Pressure &
Regulator Shut Off Valves and both Shut Off Valves are spring-loaded
30.11 WING EMPENNAGE AND HORN ICE PROTECTION to close, needing air pressure to open.
System Operation  De-icing AFR AIR BLEED pushbutton is normally pressed, so the
valve's solenoids are not supplied.
 As no pressure is available, a low pressure is detected in the system by
the airframe cross feed line pressure switch. FAULT on the AFR AIR
BLEED and associated alerts are triggered.
 As soon as engines are running, High Pressure air bleed is available as
it comes directly from the HP stage of the engines.
 The four valves open, regulated air pressure is available for the
airframe and the engine dual distributor valves.
 FAULT light on the AFR AIR BLEED pushbutton extinguishes.
 If a low pressure in the system is now detected, FAULT amber legend
illuminates on the AFR AIR BLEED pushbutton and the alerts are
triggered after a delay of 5 seconds.
 AFR AIR BLEED pushbuttons has to be selected OFF. As soon as the
AFR AIR BLEED pushbutton is selected OFF, the FAULT legend
extinguishes and the four valves close. OFF light illuminates white and
alerts are also triggered.
 Airframe de-icing is now lost, but engine de-icing

can be selected. Both de-icing ENG pushbuttons
have been selected ON. Shut-off Valves keep
closed, while the Pressure and Regulator Shut-off
valves supply the engine distributor valves.
 Temperature of the HP bleed air is monitored by

thermal switches. If it becomes greater than
230°C on one engine, FAULT legend illuminates
on the AFR AIR BLEED pushbutton and the
associated alerts are triggered.
Note: Engine 1 or 2 overheat is determined by a
procedure shown on EWD.
 In case of fire detection, when the fire handle is pulled, both Pressure & Regulator Shut-Off Valves and Shut-Off Valves are supplied to
close, isolating the engine.
 If an overheat or low pressure failure is detected in

flight, both valves of an engine are energized to
close, if this engine's air intake de-icing is not
selected while that of the opposite engine is selected.
In flight, this protects the engine or the airframe,
depending on the failure.
 As soon as the standby de-icing is selected, all the

indications are inhibited, except the fire handles.
Dual distributor valve operation:

 Regulated pressure is now available for each airframe
dual distributor valves.
 Airframe pushbutton has to be selected ON to start de-

icing of the wings and horizontal stabilizer.
 Normal airframe de-icing cycle selection is

automatically performed by MFCs, using ADC's
outputs.
 MODE SEL AUTO pushbutton is released, no light is

on.
 As soon as airframe de-icing pushbutton is ON, de-

icing starts following the FAST cycle as SAT is greater
than -20°C.
 Time base in the MFCs will supply dual distributor

valves in the 1 minute cycle.
 When SAT becomes below -20°C, ADC's outputs state

change, MFCs switch automatically from FAST to
SLOW cycle.
 Time base in the MFCs will supply dual distributor

valves in the 3 minutes cycle. Automatic cycle selection
is performed by both MFC's module B using both
ADC's temperature outputs.
 Continuous monitoring of this automatic selection is made

by MFCs. If one of these components fails (no validity or
discrepancy output) FAULT is triggered on the MODE
SEL AUTO pushbutton.
 It is necessary to set the MODE SEL AUTO pushbutton to

MAN.
Cycle selection can be operated manually with the MODE
SEL SLOW / FAST pushbutton by selecting the FAST or
SLOW cycle depending on SAT greater or lower than -20°C.
 When standby de-icing is selected, MFCs authority on the system is lost.

 All normal lights extinguish, OVRD illuminates cyan on the de-icing MODE SEL / NORM pushbutton.
Operation monitoring:
 Each time the AIRFRAME de-icing pushbutton is
selected ON, cyan "AIRFRAME" message is
displayed on the temporary selections.
 MFC 1 and 2 monitor correct operation of the

valves and the boots with the pressure switches
fitted at each dual distributor valve outputs.
 During operation, according to the selected cycle, if

a boot A low pressure is detected by any MFC
module or all MFC modules, a failure code is
recorded in the MFC maintenance memory. FAULT
light illuminates on the AIRFRAME pushbutton and
associated alerts are triggered. During de-icing
cycle, the FAULT light, consequent to boot A (or B)
failure of distributor valve, illuminates each time the
failed boot is supplied. FAULT extinguishes during
the rest of the de-icing cycle.
Standby controller:
 Standby de-icing unit is supplied by 28 VDC EMER BUS
or BUS 2. It monitors, during normal de-icing, correct
operation of the controllers concerning the engine
supplies.
 In case of failure detection, the standby unit triggers a

FAULT amber legend on the de-icing MODE SEL / NORM
pushbutton, MASTER CAUTION light and "A-ICING SEL"
alert on EWD.
 It is necessary to press the MODE SEL / NORM

pushbutton to select the standby system.
 Once MODE SEL / NORM pushbutton released, the

OVRD cyan legend illuminates and the FAULT light
extinguishes. The normal system is automatically
neutralized.
 Standby de-icing cycle start without monitoring. Each

valve will be supplied following the cycle, until pushbutton
is selected off. Time base in the standby controller will
supply dual distributor valves in the 1 minute cycle.
Dual distributor valve heating:

 On ground:
 when outside temperature given by the
ADC's is above 3°C or with the external
power connected, heater elements
inside dual valve are not supplied.
 When temperature drops below 3°C
without external power connected,
heaters are supplied by a "half wave"
which provides less power supply than
the "full" 115 VAC.
 In flight:
 with temperature above 3°C, heaters
are not supplied.
 As soon as the temperature drops
below 3°C, wing heater elements inside
dual valve are supplied by the "full" 115
VAC. The horizontal stabilizer is still
supplied by the "half wave" supply.
 In case of failure, the Bite loaded turn yellow on the MFC panel, and failure is read on MCDU/MENU/ACMS/MFC page.
ATA 30 ICE AND RAIN PROTECTION | 30.11 WING EMPENNAGE AND HORN ICE PROTECTION Bleed Port
 The HP bleed port is located at the HP

compressor level.
 High pressure stage of each engine is used to

Bleed Port supply the de-icing system.
 Air pressure comes directly from the engine

bleed ducts.
 High pressure is available for the de-icing system

as soon as an engine is running even if the high
pressure bleed valve is closed as the air tapping
is upstream the valve.
ATA 30 ICE AND RAIN PROTECTION | 30.11 WING EMPENNAGE AND HORN ICE PROTECTION Thermal Switch
 Two thermal switches are provided in each nacelle

on the supply duct, upstream of the pressure &
regulator shut-off valve.
Thermal Switch  The thermal switches are used to detect supply air
overheat.
 Each comprises a cylindrical body consisting of a

detection sensing element linked to an electrical
contact in the lower section and a 3 pin electrical
connector in the upper section.
 For an air temperature above 230°C ± 11°C, the

detection sensing element trips and establishes a
contact between pin 1 and pin 2 of the electrical
connector.
 Contact opens when the temperature decreases to

207°C ± 12°C.
 The thermal switches are 28 VDC electrical

supplied.
ATA 30 ICE AND RAIN PROTECTION | 30.11 WING EMPENNAGE AND HORN ICE PROTECTION Pressure and Regulator Shut off Valve
 The right and left pressure & regulator shut-off valves are
located in the nacelle on each engine.
 Two pressure & regulator shut-off valves (or de-ice

Pressure and Regulator Shut off Valve valves) regulate the pressure of the air bleed from the
engines, to the same pressure supplying the de-icers.
The air bleed pressure is 20.3 PSI (1.4 bar).
The valve is composed of:

 a check valve,
 a pressure relief valve,
 a ground test port,
 a regulating valve,
 an electrovalve.
The pressure & regulator shut-off valve can operate as a

pressure regulator valve or as a shut-off valve.
Operation as a pressure regulator valve:

 In this diaphragm type valve, the balance is ensured by a
pressure regulated by the pilot valve.
 Without air pressure, the inlet port is closed by the check
valve. When air pressure is available, the check valve
opens, blanking off the seat of the ground test port.
 Pressure acts in the upper surface of the diaphragm
(chamber 1) to oppose the force of reduced pressure
acting on the other face of the diaphragm (chamber 2).
 The diaphragm acts as a differential pressure detector. It
compares the outlet pressure, transmitted to chamber by
the orifice 2, to the pressure maintained constant by the
pilot valve in the control chamber 1.
 The control chamber 1 is supplied from the supply
pressure through the calibrated orifice 1 and by the check
valve maintained in the open position by the spring.
 When the valve is not supplied, the pressure relief valve
closes by action of the system spring and the pilot valve
is held in the closed position by the calibrated spring.
 As soon as air enters the valve, pressure increases in the

control chamber 1 reaching the setting value of the pilot
valve, which maintains a constant pressure on the
diaphragm. The pressure relief valve, which is an integral
part with the diaphragm, starts to open to regulate.
 In the event of failure of the regulator valve, the
overpressure valve opens, thus preventing any pressure
surge.
Operation as a shut-off valve:

 When at rest or during regulation, the electrovalve is held on its seat by the spring.
 When the solenoid is energized, the electrovalve blanks off the inlet port of the supply pressure and vents the control chamber 1 through
its seat.
 Pressure transmitted to chamber 2 by the orifice 2 maintains the valve closed.
 The ground test port is used to supply power to the system and to perform system ground tests when the engines are shut-down. During
operation with the ground test port, the check valve prevents depressurization of the system. In the normal operation, the port is blanked
off by a plug.
ATA 30 ICE AND RAIN PROTECTION | 30.11 WING EMPENNAGE AND HORN ICE PROTECTION Shut off Valve
 The right and left shut-off valves are located in

the nacelle on each engine.
Two shut-off valves (or isolation valves) are provided

Shut off Valve to isolate the engine air intake or airfoil de-icing
system in case of local failures such as:
 engine fire,
 leakage or rupture of airfoil de-icing duct,
 leakage or rupture of engine air intake de-icing
duct.
 In the event of leakage or rupture associated to

one engine de-icing duct, the shut-off valve
isolates that engine while de-icing system is still
supplied through the other engine.
The shut-off valve is composed of:

 a solenoid which is 28VDC supplied,
 a valve.
ATA 30 ICE AND RAIN PROTECTION | 30.11 WING EMPENNAGE AND HORN ICE PROTECTION Pressure Switch
 The pressure switch is installed on the crossfeed duct

of the airframe de-icing system.
 The pressure switch monitors any pressure drop in the
airframe de-icing system supplying the pneumatic de-
Pressure Switch icers.
The pressure switch detects the following pressure level:

 for increasing pressure, the electrical circuit closes
between A and B when the pressure P = 17 ± 1 PSI
(1.172 bar ± 0.069 bar),
 for decreasing pressure, the electrical circuit closes
between A and C when the pressure P < 13.5 ± 1
PSI (0.931 bar).
 The pressure switch is 28VDC electrical supplied.
ATA 30 ICE AND RAIN PROTECTION | 30.11 WING EMPENNAGE AND HORN ICE PROTECTION Water Drains
The airframe de-icing system comprises five water drains:

 two water drains are located in the LH and RH wing
leading edge at RIB13,
 a water drain is located in the right wing leading edge at
Water Drains RIB3,
 a water drain is located at the beginning of the
empennage supply duct in the wing center box.
 a water drain is located in the rear cone upstream of the
dual distributor valve.
 The water drain comprises a cylindrical body in which slides

a teflon valve maintained open by a spring when at rest.
 The pressurized air maintains the drain in closed position

when the air pressure is between 0.725 PSI and 1.08 PSI
(50 mbar and 75 mbar). Water present in the circuit is then
collected.
 At system shut-down, as soon as the pressure drops below

0.29 PSI (20 mbar), the valve is opened by the action of the
spring and the collected water flows normally by gravity.
ATA 30 ICE AND RAIN PROTECTION | 30.11 WING EMPENNAGE AND HORN ICE PROTECTION Dual Distributor Valves
The airframe de-icing system comprises five dual distributor

valves:
 two are located in the LH and RH wing leading edge at
RIB13,
Dual Distributor Valves  two are located in the LH and RH wing leading edge at
RIB22,
 one is located on the bottom of the vertical stabilizer.
 When operating, the dual distributor valve serves to supply

pressure for alternate inflation and deflation of the de-icers
boots. When the system is not operative, negative pressure
maintains the de-icers against the structure. The airframe dual
distributor valves installed on the aircraft incorporate a water
drain and are interchangeable. The valves and drains are
electrically heated.
The dual distrubutor valve mainly consits of:

 a jet pump,
 two pressure switches,
 two inflating valves,
 two deflating valves,
 two chambers A and B,
 two solenoids power supplied by 28VDC,
 one permanent drain,
 one heating resistor power supplied by 115V ACW.
 Plugs A and B are used to supply the solenoid valves with

28VDC and monitor the pressure in boots A and B.
 Plug C is used to supply with 115VACW heater elements

integrated inside the dual distributor valve, to prevent icing
inside the valve.
ATA 30 ICE AND RAIN PROTECTION | 30.11 WING EMPENNAGE AND HORN ICE PROTECTION Dual Distributor Valves
 At rest, solenoid valves, which are not excited, are closed.

 Supply pressure and springs maintain the inflating valves
closed.
 De-icers are maintained against the structure by the
deflating valves which are open and connect the de-icers
boots A and B to the jet pump intake.
 When solenoid valve A is excited, the corresponding inflating
valve opens and the deflating valve closes.
 Boot A is pressurized.
 The associated pressure switch sends a signal to the
monitoring system during boot A inflation.
 Solenoid valve A is no longer excited. The inflating valve

closes and the deflating valve opens. The pressure switch
closes.
 Rapid depressurization of boot A is activated through the
pressure relief valve and negative pressure generated by the
jet pump is created in the boot.
 Now solenoid valve B is excited. The corresponding inflating
valve opens, the deflating valve closes and the associated
pressure switch opens.
 Boot A is depressurized while boot B is pressurized.
ATA 30 ICE AND RAIN PROTECTION | 30.11 WING EMPENNAGE AND HORN ICE PROTECTION Pneumatic De icers
Pneumatic rubber boots are provided on the wing and

horizontal stabilizer leading edges:
 Internal boots,
 Median boots,
Pneumatic De icers  External boots,
 Horizontal stabilizer boots.
 The pneumatic de-icers are made of elastomer with

average thickness of 2.5 mm.
 They are cemented on the leading edges made of
composite for the wings and metal for the horizontal
stabilizers.
 They have chordwise type boots A and B feeding with
two supply valves. In the lower surface, integrated to the
de-icers, two feeding boots A and B provide alternately
the active de-icer chamber.
 The chord protection is extended for the median and

external wing de-icers, compared with the internal wing
and horizontal stabilizer de-icers. This is to avoid
aerodynamic perturbations made by ice accretion.
Chord protection are for the median and external wing de-
icers:
 the upper surface of the wing: 12.5%,
 the lower surface of the wing: 7%.
Chord protection are for the internal wing and horizontal
stabilizer de-icers:
 the upper surface of the wing: 5%,
 the lower surface of the wing: 7%.
ATA 30 ICE AND RAIN PROTECTION | 30.11 WING EMPENNAGE AND HORN ICE PROTECTION De icing Control
 The MFCs are located in the electronic rack (90VU).

 The engine and airframe pneumatic de-icing is controlled and
monitored by the MFCs. The computers include an electrical
time base which controls the dual distributor valves.
De icing Control  When operating, MFC 1 and 2 transmit current pulses to the
dual distributor valve solenoids following two cycles, normal
or slow.
 Correct operation of the system is permanently monitored by
the MFCs.
Controls and monitoring of dual distributor valves is duplicated:

 MFC 1 module A: controls boots A monitors boots A and B
 MFC 1 module B: controls boots A
 MFC 2 module A: controls boots B monitors boots A and B
 MFC 2 module B: controls boots B
 The MFCs module B include a logic in order to select

automatically the type of cycles (fast or slow) using SAT
derived from Air Data Computer 1 and 2.
 The MFCs process the selected cycle duration in normal
mode.
 The fast and slow cycles are automatically selected by the
MFCs when the MODE SEL AUTO pushbutton is not pressed
on the De-icing panel, as follows:
 if SAT is greater than -20°C, the airframe and engines de-
icing high speed cycle is selected by the MFCs. The cycle
duration is then 60 seconds.
 if SAT is lower than -20°C, the airframe and engines de-
icing low speed cycle is selected by the MFCs. The cycle
duration is then 180 seconds.
 Manual selection is possible if one of the automatic selection
components has failed by pressing the MODE SEL AUTO
pushbutton to MAN. The MAN white legend then illuminates.
ATA 30 ICE AND RAIN PROTECTION | 30.11 WING EMPENNAGE AND HORN ICE PROTECTION Standby Controller
 The standby de-icing controller is located in the electronic

rack (93VU).
 A standby de-icing control unit is there to ensure an

Standby Controller emergency de-icing in case of failure of the normal system.
Two functions are ensured by this unit:

 detection of normal de-icing system malfunctions (normal
mode),
 energization of all the dual distribution valves in one single
cycle (standby de-icing mode).
 Three cases of failure can be detected:
 a permanent supply of both boots A and B for 200
seconds,
 no supply of both boots A and B for 200 seconds,
 boot A supplied for 20 seconds while the boot B is not
supplied.
 When a failure is detected, the standby controller generates

a signal which triggers illumination of the FAULT legend of
the MODE SEL / NORM pushbutton when this is released
and OVRD legend off.
 By pressing the MODE SEL / NORM pushbutton, the standby

de-icing system is selected on and MFCs authority on the
system is lost. All normal lights extinguish and OVRD cyan
legend illuminates. FAULT light extinguishes.
 The airframe and engines de-icing override cycle duration is

60 seconds.
ATA 30 ICE AND RAIN PROTECTION | 30.21 ENGINE AIR INTAKE ICE PROTECTION System Operation
Air bleed operation:
 This complete operation is shown in the airframe de-

30.21 ENGINE AIR INTAKE ICE PROTECTION icing operation module, in the airframe de-icing
System Operation chapter. Air bleed source and regulation are common
with the engine de-icing and the airframe de-icing.
 Regulated air pressure is available for the engine air

intakes de-icers. Engine 1 and 2 pushbuttons have to
be selected ON, in case of icing conditions.
 Both engine 1 and 2 pushbuttons have been selected

ON. An overheat is detected on one engine. FAULT
amber light illuminates on the AFR/AIR BLEED
pushbutton and the associated alerts are triggered.
A special procedure has to be followed to know, on which engine, the

overheat has been detected:
 AFR AIR BLEED pushbuttons has to be selected OFF.
 FAULT amber light extinguishes and OFF white light illuminates on the
AFR AIR BLEED pushbutton. The shut-off valves close.
 10 seconds later, a logic inside each MFC module illuminates the FAULT
amber light on the faulty engine pushbutton.
 The faulty engine pushbutton has to be deselected.
 The faulty engine has been deselected and the AFR / AIR BLEED
pushbutton has been selected ON once again. As we are in flight, a
special logic keeps the faulty engine valves closed while the opposite
engine ensures its own de-icing and the airframe de-icing.
Note: AFR AIR BLEED FAULT light will extinguish as soon as HP air
temperature decreases.
Dual distributor valve operation:

 Normal engine air intake de-icing cycle is automatically performed by the
MFCs, using ADC's outputs.
 As soon as engine de-icing pushbuttons are selected ON, de-icing starts
following the FAST cycle as SAT is greater than - 20°C. Time base in the
MFC's will supply engine dual distributor valves in the 1 minute cycle.
 When SAT becomes below - 20°C, ADC's outputs state will change, MFC's will
switch automatically from FAST to SLOW cycle and the time base will change
to the 3 minutes cycle. You can refer to the airframe de-icing operation module
in the airframe de-icing chapter.
 When a low pressure is detected by a boot pressure switch, according to the
cycle, a failure signal is triggered by the MFC's.
 For example, an engine 2 low pressure boots B is detected. FAULT amber
light illuminates on the ENG 2 pushbutton. The associated alerts are triggered
and a failure code is recorded in the MFC maintenance memory.
 When standby de-icing is selected, MFCs authority on the system is lost. All
normal lights extinguish.
Standby controller:
 Standby de-icing unit monitors, during normal de-icing, correct operation of the MFCs concerning the engine supplies. Please refer to
the airframe de-icing operation module in the airframe de-icing chapter to see the whole operation of the standby de-icing.
ATA 30 ICE AND RAIN PROTECTION | 30.21 ENGINE AIR INTAKE ICE PROTECTION Dual Distributor Valves
 The engine de-icing system comprises two

dual distributor valves located in each nacelle.
 When operating, the dual distributor valve

Dual Distributor Valves serves to supply pressure for alternate
inflation and deflation of the de-icers boots.
When the system is not operative, negative
pressure maintains the de-icers against the
structure.
 The dual distributor valves installed on the

aircraft incorporate a water drain and are
interchangeable.
The dual distrubutor valve mainly consits of:

 a jet pump,
 two inflating valves,
 two deflating valves,
 two chambers A and B,
 two solenoids power supplied by 28VDC.
 Plugs A and B are used to supply the solenoid

valves with 28 VDC. Monitoring of the valve is
done through separate pressure switches
fitted on the engine de-icing ducts.
ATA 30 ICE AND RAIN PROTECTION | 30.21 ENGINE AIR INTAKE ICE PROTECTION Pneumatic De icers
 Pneumatic rubber boots are provided on the engines

air intake and gas path.
 The engine pneumatic de-icers are made of elastomer

Pneumatic De icers with average thickness of 2.5 mm as for the airframe
pneumatic de-icers.
Engine ice protection is composed of the following de-

icers:
 air intake leading edge de-icer,
 gas path floor de-icer,
 upper gas path throat de-icers,
 cooler upper de-icers.
 Each pneumatic de-icer is composed of 2 series of

deformable boots A and B, air supplied independently
one from the other. In icing conditions, when the
system is selected, air is bled from the engine
compressors. This air is then distributed to the engine
de-icers by means of the dual distributor valves.
ATA 30 ICE AND RAIN PROTECTION | 30.00 ANTI ICING System Description
The Anti-Icing system is provided on the aircraft and

consists of electrical heating of:
 the probes (permanently heated),
30.00 ANTI ICING  the front windshields (permanently heated),
System Description  the side windows (heated for defogging only,
not for ice protection),
 the propellers,
 the flight controls horns.
 The power is supplied primarily by AC Wild

frequency current.
ATA 30 ICE AND RAIN PROTECTION | 30.61 PROPELLER ICE PROTECTION System Description
 The propeller blade leading edge ice protection system is

normally selected only when icing conditions are encountered. It
is designed to minimize loss of propeller performance and
30.61 PROPELLER ICE PROTECTION possible damage which could result from operation in icing
System Description conditions.
 Blade anti-icing is ensured by a heating element consisting of

electrical resistors embedded in an insulation material and
supplied with 115 VACW. The electrical connection between the
fixed part and the rotating part is provided by one brush block
per engine.
 The heating elements are electrically supplied in cycles. The

MFCs control the heating element cycles, following two
operating modes.
 Propeller heating is controlled by the respective MFC and is

individually selected by the associated PROP 1 or PROP 2
pushbutton.
 Propellers anti-icing is inhibited when Np is below 63 % to

prevent overheating.
 A minimum of 82 % Np is required at all times whilst in icing

conditions to ensure sufficient centrifugal force is developed to
remove loose ice.
 If significant vibrations occur because of ice accretion on the

blades, the Condition Levers must be set to 100 % OVRD
position for not less than 5 minutes.
ATA 30 ICE AND RAIN PROTECTION | 30.61 PROPELLER ICE PROTECTION System Operation
 As propeller 1 system is similar to propeller 2 system, here is shown propeller 2 system as example. MFC 1 controls and monitors propeller
1 heating system while MFC 2 controls and monitors propeller 2 heating system.
 The control system is supplied by 28 VDC EMER BUS.
 The heating system is supplied by 115 VACW BUS 1 and BUS 2.
System Operation
 When propeller 1 or 2 pushbuttons are selected ON, system is ready to start but propeller Np greater than 63% is required to start
automatically the system in order not to damage propeller assembly.
 The blue ON legend illuminates on the ANTI-ICING PROP 2 pushbutton indicating that the system has been selected ON.
 Np 1 is used for system 1 while Np 2 is used for system 2. In this example, Np 2 is greater than 63%. A signal is then sent to the MFC 2.
 Fast cycle can start to work. The time base in the MFC supplies 10 seconds each group of three blades, propeller 2 after propeller 1. As
you can see, the MFC 2 has closed the blades 2, 4 & 6 contactor to allow the blades 2, 4 and 6 heater elements to heat.
 Normal cycle selection is automatic, when the

AUTO MODE SEL pushbutton is released. No
light is illuminated on this pushbutton.
 When the Static Air Temperature (SAT) signals
given by both ADC's change, MFC's
automatically switch from FAST to SLOW cycle
for boots or propeller cycle depending on the
temperature.
 When a failure is detected by the MFC's, the
FAULT amber light illuminates on the MODE
SEL AUTO pushbutton which has to be
selected to MAN.
 Once selected, the SLOW cycle control will be
manually activated by the MODE SEL
pushbutton.
A cross check is permanently made by the MFC's,
also using an ARINC bus to validate the SLOW
cycle control. Failure detection works for the
following cases:
 no validity of ADC 1 or ADC 2 or no validity
of MFC 1 or MFC 2,
 discrepancy between ADC 1 outputs or
discrepancy between ADC 2 outputs,
 discrepancy between ADC's outputs.
 Normal de-icing and anti-icing cycle selection is
automatic. To achieve this goal, both MFCs are
involved in this system. They receive ADC 1
and ADC 2 temperatures IAS valid signals.
 To work properly, the MFC's need all inputs /
outputs to be in good state. As soon as one
element is not in accordance with the others,
the MFC's triggers a FAULT signal and
selection has to be selected manually.
 A failure has occured and the FAULT amber light illuminates on the
MODE SEL AUTO pushbutton. It is necessary to press this pushbutton to
select the manual mode.
 FAULT amber light extinguishes and the MAN cyan legend illuminates.
 Manual selection of the SLOW cycle can be operated when SAT
decreases below -10°C, by selecting the MODE SEL pushbutton to ON.
 The blue ON legend illuminates on the MODE SEL pushbutton. Propeller
heating slow cycle starts. The time base in the MFC supplies 20 seconds
each group of three blades.
 The MFC's use current transformers information to detect heating
element failures. They monitor the load in the blade heating elements
supply circuits.
 If abnormal signal is read by MFC, 2.5 seconds later, a failure indication
is triggered and, 7 seconds later, a failure code is recorded in the MFC's
maintenance memory.
 A monitoring logic inside the MFC's, using current transformer and
pushbuttons information triggers a failure signal in case of MFC abnormal
operation for more than 150 seconds.
 The propeller anti-icing system can be tested on ground with engines running by means of the PROP A / ICING / CAUTION PUSH ONLY
PROP RUNNING / PTT pushbutton. A FAST anti-icing cycle is then performed.
Caution: blade heaters power supply has to be cut off if the propeller is not running to avoid damaging the brush block and slip rings.
ATA 30 ICE AND RAIN PROTECTION | 30.61 PROPELLER ICE PROTECTION Anti Icing Control
 The propeller anti-icing is controlled and monitored by the MFCs.

They are located in the electronic rack (90VU).
An independant electrical circuit is incorporated for each propeller

Anti Icing Control heating:
 Propeller n°1 anti-icing is controlled by MFC 1 modules A and B.
 Propeller n°2 anti-icing is controlled by MFC 2 modules A and B.
 The MFC's module B includes a logic in order to automatically select

the type of cycles (fast or slow) using SAT derived from ADC 1 and 2.
The MFC's process the selected cycle duration in normal mode.
 The fast and slow cycles are automatically selected by the MFC's
when the MODE SEL AUTO pushbutton is not pressed on the de-
icing panel.
 Manual selection is possible if one of the automatic selection

components has failed by pressing the MODE SEL AUTO pushbutton
to MAN. The MAN cyan legend illuminates . The slow cycle can then
be manually selected by pressing the MODE SEL pushbutton to ON.
The fast and the slow cycles are performed according to the following:
 If SAT is greater than -10°C, the propellers anti-icing is selected by
the MFC's. The cycle duration is then 50 seconds. The MFC's
supply each group of three blades for 10 seconds. There is a
pause of 10 seconds before each new cycle.
 If SAT is lower than -10°C, the propellers anti-icing low speed
cycle is selected by the MFC's. The cycle duration is then 83
seconds. The MFC's supply each group of three blades for 20
seconds. There is a pause of three seconds before each new
cycle.
ATA 30 ICE AND RAIN PROTECTION | 30.61 PROPELLER ICE PROTECTION Brush Block
 The anti-icing system comprises two removable brush blocks, one per engine.
 Each brush block includes six brushes, two per track.
 The brush block, in contact with the three slip ring strips, ensures electrical supply to the blade heating elements.
Brush Block
ATA 30 ICE AND RAIN PROTECTION | 30.61 PROPELLER ICE PROTECTION Slip Ring
 Each propeller assembly integrates a bulkhead with a slip ring.

 The slip ring is composed of three tracks on which the brushes are in
contact, thus providing electrical connection and supplying electrical
power to the blade heating elements.
Slip Ring
ATA 30 ICE AND RAIN PROTECTION | 30.61 PROPELLER ICE PROTECTION Heater
 The propeller is a 568 F Hamilton standard.

 Anti-icing is ensured by a heating element
bonded to the lower part of the blade leading
edges.
Heater  Power of each heating element is 1324 Watts.
ATA 30 ICE AND RAIN PROTECTION | 30.11 HORNS ICE PROTECTION System Description
 The five horns are electrically heated to avoid ice formation.

They are supplied by 115 VACW.
30.11 HORNS ICE PROTECTION The horns anti-icing system is separated for safety reasons,
System Description comprising:
 rudder and left elevator horns,
ailerons and right elevator horns.
 When the horns anti-icing pushbuttons are selected "ON", the

horn heaters are supplied. To prevent any ice accretion, the
minimum horn temperature is 10°C. Two controllers serve to
control the current flow through the horn resistors.
 When electrical power is lost on one heater, the associated
amber "FAULT" light illuminates and EWD displays an "A-ICING
HORNS" message with the corresponding procedure.
 When pushbuttons are released, the heaters are not supplied.
 As soon as at least one of the HORNS anti-icing pushbuttons is
selected "ON", the "ICING AOA" green light illuminates on the
ICE DETECT panel and the PFD. The thresholds for stall alert,
stick shakers activation and stick pusher activation are reduced
depending on the flaps position.
Note: "ICING" illuminates steady amber on the PFD when ice

accretion is detected, provided both horns anti-icing and airframe
de-icing are selected "ON".
ATA 30 ICE AND RAIN PROTECTION | 30.11 HORNS ICE PROTECTION System Operation
 Without horns anti-icing pushbuttons selected

"ON", DC supply for the controllers and AC
supply for the anti-ice horns are available.
System Operation  When the RUD and L ELEV pushbutton is
depressed, "ON" light illuminates blue.
Controllers are selected one by one with RUD
and L ELEV pushbutton and L/R AIL and R
ELEV pushbutton.
 When aircraft is in flight, anti-ice horns are

supplied according to the selected controllers.
 In the same time, "ICING AOA" green indicator

light on the ICE DETECT panel illuminates and
a discret is sent to the CCAS to change stick
shaker / pusher activation from normal to icing
condition threshold.
 The "ICING AOA" green indicator light also

illuminates on the PFD.
 "ON" light illuminates blue on the L/R AIL and R

ELEV pushbutton. AC wild bus 1 and 2 different
phases are used to balance the load.
 When a failure is detected by the controller

comparator, "FAULT" light on the pushbutton,
associated alerts and red faulty channel are
triggered by the controller. If the pushbutton is
selected "OFF", alerts and "FAULT/ON" light
will extinguish.
ATA 30 ICE AND RAIN PROTECTION | 30.11 HORNS ICE PROTECTION Horns Controller
 Both horns anti-icing controllers are located in the electronic rack

(90VU).
 The horns are controlled and monitored by two controllers

Horns Controller incorporating power relay. They supply power to the horn heating
resistors and monitor correct operation of the horns anti-icing
system.
 Controller n°1 supplies and monitors the rudder horn and the left
elevator horn.
 Controller n°2 supplies and monitors left and right aileron horns
and right elevator horn.
 The controller has three channels. Each one is equipped with a

comparator receiving a reference signal and a red failure light. A
test switch serves to test the correct operation of the controller
internal circuit.
 Red light on the controller stays illuminated until power supply is

cut off or TEST pushbutton is pressed to reset the FAULT light.
 Without a failure, when the TEST pushbutton is pressed and held,

the three red lights will illuminate and then extinguish within five
seconds. This checks the operation of the controller.
 Power is supplied to the controllers via two fixed electrical

connectors 1 and 2.
They are assigned as follows:

 Connector 1: DC supplies,
 Connector 2: AC supplies.
Power supply of each controller is 28 VDC; power supply of each

horn is 115 VACW through the controller.
ATA 30 ICE AND RAIN PROTECTION | 30.11 HORNS ICE PROTECTION Horns
 The aircraft is equipped with five horns.

 The horns are made of nickel. The nickel sheath of a coaxial cable which is brazed on the inner surfaces of the horn, incorporates a
chromium-nickel resistor.
 Each horn is equipped with an electrical connector.
Horns
 In flight when HORN ANTI-ICING pushbuttons are selected ON, the minimum horn temperature is 10°C, to prevent ice accretion.
ATA 30 ICE AND RAIN PROTECTION | 30.31 PROBES ICE PROTECTION System Description
 Air data sensors are electrically heated to prevent ice

accretion.
30.31 PROBES ICE PROTECTION The electrically heated probes are:

System Description  the 3 pitot probes,
 the 6 static ports,
 the 2 temperature probes (TAT),
 the 2 alpha probes.
 The probes are heated both on ground and in flight,

except TAT sensors heating which is inhibited on
ground.
ATA 30 ICE AND RAIN PROTECTION | 30.31 PROBES ICE PROTECTION System Description
 The probes heating panel, located on the overhead

panel, is used to select probes heating.
It is composed of three subsystems:

 Captain (CAPT),
 First Officer (F/O),
 Standby (STBY).
 "PITOT" light illuminates amber and a message with

associated procedure is display in the EWD if the
pitot is not heated when the associated pushbutton
is selected ON.
 Logic is identical for "ALPHA" lights.
 On ground, "STAT" light illuminates amber and a

message with associated procedure is display in the
EWD if one of the static ports is not heated when
the related pushbutton is selected ON. "STAT" light
illumination due to heating element failure detection
is inhibited in flight.
 In flight, "TAT" light illuminates amber and a

message with associated procedure is display in the
EWD if the probe is not heated when the associated
pushbutton is selected ON.
ATA 30 ICE AND RAIN PROTECTION | 30.31 PROBES ICE PROTECTION System Operation
Capt subsystem:
 When the aircraft is energized, PITOT, STAT and ALPHA amber lights
illuminate. OFF white light also illuminates on the CAPT pushbutton.
 The pushbutton has to be selected to start the supply of the probe heating
System Operation elements.
 28 VDC is used to supply static heating elements.
 115 VAC Wild is used to supply alpha, pitot and TAT heating elements.
Note: TAT is not heated and monitored on ground.
 Each supply passes through a current sensor which monitors the heating
element current load. It triggers a failure signal in case of abnormal value.
 Statics are not monitored in flight.
F/O subsystem:
As the system is similar to the Captain subsystem, please refer to it.
ATA 30 ICE AND RAIN PROTECTION | 30.31 PROBES ICE PROTECTION System Operation
STBY subsystem:
 This subsystem is used to protect against ice the standby
probes. To perform it, even in emergency situation,
28VDC ESS Bus and 115 VAC STBY Bus are used.
 With the STBY pushbutton selected OFF, PITOT and

STAT amber lights illuminate.
 The pushbutton has to be selected to start the supply of

the probe heating elements.
 STBY subsystem failure is also made by current sensors.
 As for CAPT and F/O subsytems, statics are not

monitored in flight.
ATA 30 ICE AND RAIN PROTECTION | 30.31 PROBES ICE PROTECTION Pitot Probe
Three pitot probes are provided on the aircraft:

 One Captain and one Standby pitot probe on the left
side,
 One First Officer pitot probe on the right side.
Pitot Probe
 The three pitot probes are electrically anti-iced by an
heating element embedded in the probe's body.
CAPT subsystem:
The captain's pitot probe is electrically heated by 115 VAC
Wild Bus 1.
F/O subsystem:
The first officer's pitot probe is electrically heated by 115 VAC
Wild Bus 2.
STBY subsystem:
The standby's pitot probe is electrically heated by 115 VAC
Wild Bus 1 in normal supply, and by 115 VAC Standby Bus in
emergency supply.
ATA 30 ICE AND RAIN PROTECTION | 30.31 PROBES ICE PROTECTION Static Port
Six static ports are provided on the aircraft:

 Three static ports for Captain, First Officer and Standby subsystems on the left side,
 Three static ports for Captain, First Officer and Standby subsystems on the right side.
Static Port  The six static ports are electrically anti-iced by an heating element embedded in the
static port's body.
CAPT subsystem:
The captain's static ports are electrically heated by 28 VDC Bus 1.
F/O subsystem:
The first officer's static ports are electrically heated by 28 VDC Bus 2.
STBY subsystem:
The standby's static ports are electrically heated by 28 VDC Bus 1.
ATA 30 ICE AND RAIN PROTECTION | 30.31 PROBES ICE PROTECTION TAT Probe
 Two TAT probes are provided on the aircraft. One for

each Captain and First Officer subsystems, on each
side of the Karman.
 Both TAT probes are electrically anti-iced by an heating
TAT Probe element embedded in the TAT probe's body.
CAPT subsystem:
The captain's TAT probe is electrically heated by 115
VAC Wild Bus 1.
F/O subsystem:
The first officer's pitot probe is electrically heated by
115 VAC Wild Bus 2.
ATA 30 ICE AND RAIN PROTECTION | 30.31 PROBES ICE PROTECTION Alpha Probe
 Two alpha probes are provided on each side of the aircraft. One for each
Captain and First Officer subsystems.
Alpha Probe  Both alpha probes are electrically anti-iced by an heating element embedded
in the alpha's probe body.
ATA 30 ICE AND RAIN PROTECTION | 30.31 PROBES ICE PROTECTION Alpha Probe
CAPT subsystem:
The captain's alpha probe is electrically heated by 115 VAC Wild Bus 1.
F/O subsystem:
The first officer's alpha probe is electrically heated by 115 VAC Wild Bus 2.
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ATA 30 ICE AND RAIN PROTECTION | 30.42 WINDSHIELD PANEL ANTI ICING AND DEFOGGING System Description
 To ensure good visibility for pilots during aircraft operations, the

windshields and a part of the side windows are electrically
heated.
30.42 WINDSHIELD PANEL ANTI ICING AND DEFOGGING
System Description The system is divided in 2 parts:
 the front windshields heating is to protect against ice, fog and
also to improve impact resistance under low temperature. It is
always selected from take-off to landing,
 the side windows heating is only selected for defogging, when
icing conditions are encountered.
 The windshields are protected against ice formation by an

electrically heated transparent film incorporated between two
layers of glass.
 It is supplied with 200 VAC Wild and temperature is controlled by

an electronic controller which keeps the outer windshield
temperature above 1.6°C (35°F).
 The inner surface remains above 21°C (70°F) to prevent mist

formation.
 The side windows are protected by an electrically heated system

consisting of small wires embedded between two layers of glass.
 It is supplied with 28 VDC and keeps the inner temperature above

21°C (70°F).
 Overheat protection is provided for all windows heating systems.

When there is a power loss in a system, a "FAULT" light
illuminates on the associated pushbutton on the overhead control
panel and an alert message is displayed on the EWD with the
corresponding procedure.
ATA 30 ICE AND RAIN PROTECTION | 30.42 WINDSHIELD PANEL ANTI ICING AND DEFOGGING System Operation
Windshield heating:
28 VDC is only used for signalisation. The OFF light illuminates white on
the windshield pushbutton, indicating that the system is not selected.
When the windshield heating system is selected ON, Power supply of
System Operation the windshield heating control unit is activated using 115 VAC Wild.
Windshield heating film is supplied by using 200 VAC Wild made by
phase A and B Bus 1.
A bite circuit triggers a fault signal in case of :

 over current output,
 normal sensor in open or short circuit,
 overheat detected : 60 +/- 2.5°C (140 +/- 4.5°F),
 overheat sensor in open or short circuit,
 microcomputer failure.
 Each controller is designed to test the entire circuit by the windshield HTG PTT switch located on the right hand maintenance panel.
 When this switch is pressed and held for at least 5 seconds, it allows FAULT amber legend on the windshield pushbuttons to illuminate and
a BITE failure code to be recorded in the MFC maintenance memory. If the test is satisfactory, the pushbuttons extinguish after 15 seconds.
If a failure is detected, FAULT legend remains on.
Side windows heating:

 Left and right side windows are heated by selecting ON the
side windows pushbutton. The ON blue light illuminates to
indicate that the system is on.
 A constant monitoring of thermal sensors is made by the
overheat control circuit.
 They trigger a failure signal in case of:
 overheat condition: 54 +/- 3 °C (129.2 +/- 5.4°F),
 overheat control unit failure.
 overheat sensor is open or short circuit,
 The MFC 1 monitors Captain side window normal sensor and
spare sensor.
 The MFC 2 monitors First Officer side window normal sensor
only.
ATA 30 ICE AND RAIN PROTECTION | 30.42 WINDSHIELD PANEL ANTI ICING AND DEFOGGING Windshield
 The aircraft features two front windshields.

 The windshield is a glass multi-layer assembly. A heating film is
fed with bus bars located at two edges of the transparency day
opening. It is located behind the outer glass layer.
Windshield  Two temperature sensors are used for windshield heating
regulation. A third one is provided as a spare.
 Two Windshield Heating Control Units, one per windshield, are

installed on the forward fuselage section, just after the pressure
bulkhead.
 The Windshield Heating Control Unit (WHCU) is capable of
supplying up to 4 kW of power to the window heater in response
to demands generated by the temperature sensors to maintain
the window at a predetermined temperature.
 The WHCU is an ON/OFF controller, with the ON setpoint at
40.3°C (104.5°F) and the OFF setpoint at 42.8°C (108°F).
 The system ensures that the outer surface temperature remains
above 1.6°C (35°F) and that the inner surface temperature
remains above 21.1°C (70°F).
 The temperature control is ensured by two protection circuits,
inside each controller, identified as a normal circuit, which
monitors the temperature value up to 43.3 +/- 2.8°C (110 +/- 5°F),
and as an overheat control circuit, which monitors the
temperature value up to 60 +/- 2.5°C (140 +/- 4.5°F). This wide
temperature range is necessary to reduce the overheat relay
cycling, this one also located inside each controller extending its
deenergizing state in case of prolonged system operation after
normal circuit failure.
ATA 30 ICE AND RAIN PROTECTION | 30.42 WINDSHIELD PANEL ANTI ICING AND DEFOGGING Side Window
 The aircraft features two heated side windows on each side of the
cockpit.
 The side window is an acrylic plastic multi-layer assembly.
 A heating element, composed of nearby invisible wires and fed with
Side Window bus bars, is located behind the outer acrylic plastic layer.
 A temperature sensor is used for side window heating regulation. A
second one is provided as a spare.
 The Side windows left & right are controlled by the MFC 1 and 2
through two relays, one for each side.
 Both MFC's are involved in the side window heating system. They
ensure monitoring of the system, failure detection and also that the
outer surface temperature remains above 1.6°C (35°F) and that the
inner surface temperature remains above 21.1°C (70°F).
 The temperature control is ensured by one protection circuit, inside
each computer, identified as a normal circuit, which monitors the
temperature value up to 39 +/- 0.5°C (102 +/- 0.9°F), and as an
overheat control circuit, which monitors the temperature value up to
54 +/- 3°C (129.2 +/- 5.4°F).
ATA 30 ICE AND RAIN PROTECTION | 30.45 WINDSHIELD RAIN REMOVAL System Description
 Rain is removed from the windshields by

means of the windshields wipers.
30.45 WINDSHIELD RAIN REMOVAL  The maximum wiper operating speed is

System Description 160 knots. Above this speed, rain removal
is ensured by air flow.
 The wiping system is divided into two

symmetrical and completely independent
subsystems, controlled by the Captain
and First Officer selector switch
respectively.
 Wipers operate at 130 cycles per minute

on FAST, 80 cycles per minute on SLOW
and go to a park position at OFF
selection.
ATA 30 ICE AND RAIN PROTECTION | 30.45 WINDSHIELD RAIN REMOVAL System Operation
 Captain and First Officer wiper systems

are similar. Each wiper system is supplied
by 28 VDC. The Capt wiper system is
supplied by ESS Bus and the F/O wiper
System Operation system by the Main Bus 2.
 It is activated by selecting SLOW or FAST

on the dedicated rotary selector.
 If you set the Capt wiper selector to

SLOW, electrical motor is supplied by the
Slow coil. Microswitch on the cam closes.
 If you set the Capt wiper selector to

FAST, Fast coil is supplied. Microswitch is
always closed during SLOW or FAST
operation.
 Now, if you set the Capt wiper selector to

OFF, normal supply is now cut off. Motor
is still supplied through the microswitch.
This causes a reverse rotation until the
wiper arm reaches the parking position.
ATA 30 ICE AND RAIN PROTECTION | 30.45 WINDSHIELD RAIN REMOVAL Moto Converter
 Two motor-converters are located under the

windshield sills connected to the aircraft skin.
The electrical motor has two different speeds:

Moto Converter  the first one, 6100 RPM ± 10% or 80 ± 8
wiper arm strokes/mn,
 the second one, 9000 RPM ± 10% or 130
± 13 wiper arm strokes/mn.
 The electrical motor is equipped with a

thermal protection and noise filters.
 The mechanical converter transforms

continuous clockwise rotation in short
alternative rotations.
 A microswitch, installed on a cam linked to

the output drive shaft, is used when the
selector is set to OFF, with the normal supply
cut off, to supply the electrical motor until the
wiper reaches the parking position.
ATA 30 ICE AND RAIN PROTECTION | 30.45 WINDSHIELD RAIN REMOVAL Wipers
 Each aircraft windshield is provided with its own wiper.

 The wiper arm is made in aluminium and is articulated on a support which is attached to the output drive shaft.
 It is equipped with a roller, which ensures the raising up of the blade in parking position.
 It is possible to provide a correct blade pressure on the windshield through an adjustable screw located on arm support. This screw acts on
Wipers
the spring fitted in the splined joint. The pressure is 3.5 kg (7.868 lbs) in extreme position.
 The wiper blade, attached on the wiper arm, is a rubber blade mounted in a light alloy.
ATA 30 ICE AND RAIN PROTECTION | 30.CI CONTROLS AND INDICATORS Control Panels
Probes and windshields heating panel:
PROBES HTG lights:

30.CI CONTROLS AND INDICATORS  No amber light appears when probes are correctly
Control Panels heated.
 The "TAT" lights illuminates amber and the CCAS is
activated when the respective probe is not heated
(in flight only).
 The "ALPHA" lights illuminate amber and the CCAS
is activated when the respective probe is not heated.
 The "PITOT" lights illuminate amber and the CCAS
is activated if the associated pitot is not heated.
 The "STAT" lights illuminate amber and the CCAS is
activated (on ground only) when the respective
probe is not heated.
 The CAPT, F/O and STBY pushbuttons control the
activation of probe heating of their respective
circuits.
 When a pushbutton is released, "OFF" light
illuminates white and probe heating is deactivated.
 Respective probe heat amber light illuminates.
MW30.CI_.01.I1L2_01 Copyright © 2.3 (19/02/2015) - ATR Training Centre - All right reserved For Training Only Page 108
WINDSHIELD HTG pushbuttons:

 State 1 is displayed when a WINDSHIELD HTG pushbutton is depressed, which indicates that power is supplied to the associated
window heating system.
 State 2 is displayed and the CCAS is activated when there is a power loss.
 The light also illuminates during WSHLD HTG test.
 State 3 is displayed when the pushbutton is released, the window heating system is deactivated.
Have a look at the ANTI ICING panel:
PROP pushbuttons:
 State 1 appears when the heating elements are not
supplied.
 Nothing is displayed on MFD and PFD.
 State 2 is displayed when the heating elements are
supplied according to the MODE SEL pushbutton and if
NP is greater than 63%.
 Corresponding system status information is displayed on
MFD.
 State 3 appears to indicate that electrical power is lost
on a blade.
 Corresponding system status information is displayed on
MFD.
MODE SEL SAT<-10°C pushbutton:

 Controls the selection of propeller heating cycles when
"MAN" is selected on MODE SEL AUTO pushbutton.
 State 1 is displayed when the propeller slow mode cycle
is selected.
 State 2 is displayed when the pushbutton is depressed,
and indicates that the fast mode cycle is selected.
HORNS pushbuttons:
 State 1 is displayed when the associated horns anti-icing units are
deactivated.
Nothing is displayed on MFD and PFD.
 State 2 is displayed, when a pushbutton is depressed, to indicate
that associated horn anti-icing unit is activated.
Corresponding system status information is displayed on MFD.
As soon as any HORNS anti-icing pushbuttons is selected "ON", the
stall alert threshold is reduced and the "ICING AOA" green message
is displayed on the PFD and on on the Ice detector panel. Horns
heating is inhibited on ground.
 State 3 is displayed and the CCAS is activated when electrical power
is lost on one of the associated units.
SIDE WINDOWS pushbutton:

 State 1 is displayed when side windows heating system is
deactivated.
 State 2 is displayed when the pushbutton is depressed, to indicate
that power is supplied to both side windows heating systems.
 State 3 is displayed and the CCAS is activated when there is a
power loss.
DE ICING panel:
ENG pushbuttons:
The engine pushbuttons control the pressure and regulator shut-
off valves also called de-ice valves, and the outputs A and B of
respective engine distribution valves.
 State 1 is displayed when pushbuttons are pressed in, and

associated boots stay deflated.
 State 2 is displayed when pushbuttons are selected "ON",

which indicates that the pressure and regulator shut-off valves
are controlled open even if AFR AIR BLEED pushbutton is not
selected "ON". A signal is sent to the MFC in order to initiate a
de-icing cycle.
 State 3 is displayed and CCAS is activated when:

 associated distribution valve output has been controlled open
but no downstream pressure is detected or,
 associated distribution valve output has been controlled
closed but a downstream pressure is detected,
 AFR AIR BLEED pushbutton is selected "OFF" and air
temperature upstream of the pressure and regulator shut- off
valve exceeds 230°C for more than 6 seconds.
 Inflation sequencing of engine boots A or B is not correct.
SAT<-20°C pushbutton:
The SAT<-20°C pushbutton controls the selection of wings / engines
boots inflation cycles when "MAN" is selected on MODE SEL AUTO
pushbutton.
 State 1 is displayed when the pushbutton is released which
indicates that the "FAST" mode is selected following a 60
seconds timing cycle.
 State 2 is displayed when the pushbutton is depressed which
indicates that the "SLOW" mode is selected following a 180
seconds timing cycle.
MODE SEL pushbutton:

 State 1 is displayed when the pushbutton is released which
indicates that normal de-icing operation is performed.
 State 2 is displayed and CCAS is activated when both MFC
modules associated to air intake boots control fail resulting in an
incorrect inflation sequencing.
Nothing is displayed on MFD.
 State 3 is displayed when the pushbutton is depressed, to
indicate that the STBY Controller is selected following its FAST
mode cycle.
All de-icing lights extinguish.
Nothing is displayed on MFD.
AFR AIR BLEED pushbutton:
The AFR AIR BLEED pushbutton controls both pressure and regulator shut-off valves (also called de-iced valves) and isolation valves (also
called shut-off valves).
 State 1 is displayed when the pushbutton is depressed which indicates that both pressure and regulator shut-off valves and shut-off
valves are open.
 State 2 is displayed and CCAS is activated when:
 air pressure downstream of the pressure and regulator shut-off valves stays below 14 PSI for more than 10 seconds,
 air temperature upstream of the pressure and regulator shut-off valves exceeds 230°C.
 State 3 is displayed when the pushbutton is released (both pressure and regulator shut-off valves and shut-off valves are closed).
However, engine de-icing may be used, but airframe de-icing is never available.
AIRFRAME pushbutton:
The AIRFRAME pushbutton controls the
outputs A and B of both wings and stabilizers
distribution valves.
 State 1 is displayed when the pushbutton
is pressed in (associated boots stay
deflated).
 State 2 is displayed when the pushbutton
is depressed, and a signal is sent to the
MFC in order to initiate a de-icing cycle.
Corresponding system status information
is displayed on MFD.
Note: this indication can flash if AIRFRAME

pushbutton is still selected ON but ice is no
more detected for 5 minutes.
State 3 is displayed and CCAS is activated

when:
 associated distribution valve output has
been controlled open but no downstream
pressure has been detected or,
 associated distribution valve output has
been controlled closed but a downstream
pressure is detected.
MODE SEL AUTO pushbutton:

The anti-icing and de-icing cycles duration is provided by MFC's
using ADC's outputs.
 State 1 is displayed when selection is automatically made by
MFC 1 and MFC 2.
 State 2 is displayed and the CCAS is activated when one of
the parameters used for the automatic cycle selection is not
validated.
 State 3 is displayed when the pushbutton is depressed to
indicate that the Anti-Icing and De-Icing Mode Sel
pushbuttons are operative.
They allow the pilots to select the appropriate timing cycle
depending on "SAT".
Look at the ICE detector panel:
ICING AOA pushbutton:

 State 1 is displayed As soon as any HORNS anti-icing
pushbuttons is selected "ON", the stall alert threshold is
reduced.
The green "ICING AOA" message is also displayed on PFD.
"ICING AOA" light is extinguished by depressing it, provided
both horns anti-icing are selected "OFF".
 State 2 is displayed in this case to indicate that stall alert
threshold is reset to normal condition.
The ICE Detector TEST pushbutton is used to check the ice
detector correct operation.
When the test is normal, "ICING" legend is displayed on the
PFD.
In the opposite case, CCAS is activated.
Look at the Primary Flight Display (PFD):

 State 1 is displayed when no ice presence is detected on the
aircraft.
 State 2 is displayed when ice accretion is detected:
 Flashing when horns anti-icing and airframe de-icing are
not selected "ON",
 Steady when horns anti-icing and airframe de-icing are
selected "ON".
CAPT WIPER and F/O WIPER rotary selectors:

 When selected to "OFF", wiper operation
stops at the end-of-travel to parking
position.
 When selected to "SLOW", wiper
operates at 80 cycles per minute.
 The Captain and First Officer wiper rotary
selector controls their respective
windshield wiper.
 When selected to "FAST", wiper operates
at 130 cycles per minute.
APM panel:
APM pushbutton:
 State 1 is displayed when APM is activated.
 State 2 is displayed to inform the crew that there is a problem in the
APM computation, either in the MPC or in the aircraft wiring.
 State 3 is displayed when the APM is selected OFF.
Maintaining the APM TEST pushbutton enables the APM system to be
tested in sequence.
PFD:
 APM alarm messages are displayed
on PFD.
 A "CRZ SPD LO" amber message is
displayed on PFD to inform the crew
that an abnormal drag increase
induces a speed decrease of more
than 10 knots compared with the
expected speed.
 A "DGD PERF" amber message is
displayed on PFD after "CRZ SPD LO"
or, in climb to inform the crew that an
abnormal drag increase induces a
speed decrease or a loss of rate of
climb.
 An "INCREASE SPEED" amber
message flashes on PFD appears after
"DGD PERF", to inform the crew that

an abnormal drag is abnormally high
and IAS is lower than Icing bug + 10
KT.
ATA 30 ICE AND RAIN PROTECTION | 30.CI CONTROLS AND INDICATORS Maintenance Panel
 Propeller anti-icing and windshield heating

PTT pushbutton. (For Maintenance
purposes only).
 The PROP A/ICING pushbutton enables
Maintenance Panel ground testing of the propeller anti-icing
system with engines running.
 The WSHLD HTG pushbutton enables the
entire system of windshield heating to be
tested. During the test, CCAS is activated.
 Anti-icing and de-icing systems failure

codes, recorded by MFCs during
operation, can be read through the MCDU.
ATA 30 ICE AND RAIN PROTECTION | 30.00 GENERAL Safety and Precautions
 Pneumatic de icers:
The de icers are subjected to intense abrasion due to
sand, dust and adverse conditions.
30.00 GENERAL It is therefore important to avoid any other type of
Safety and Precautions damage such as dents or scratches caused by
maintenance tools.
Because of theirs position, some de icers are
contaminated by engine oil, hydraulic fluid and exhaust
gases.
They shall be cleaned when they are very
contaminated, with non-acid soap (castile soap) or
unleaded petrol. Use unleaded petrol sparingly.
 Electrical heaters of dual distributor valves:
During the tests, the heaters are electrically supplied.
Avoid all contact with the heaters to prevent burning
hands. At the end of the tests, wait for the heaters to
cool down before performing work on the valves.
 Horns anti-icing:
Horns quickly reach a high temperature in about 10
seconds.
Do not heat horns for more than 10 seconds and do
not touch them.
 Probes anti-icing:
Probes anti-icing protection must be applied on the
probes to avoid any water or objects intrusion when
the aircraft is parked.
 Windshield rain removal system:
Do not operate windshield wipers if windshields are
dry.
Wet windshield abundantly throughout duration of
functional tests.
MW30.SAF.01.P1L1_01 Copyright © 2.3 (19/02/2015) - ATR Training Centre - All right reserved For Training Only Page 123
ATA 30 ICE AND RAIN PROTECTION | 30.00 GENERAL Maintenance Operations
This module presents the various tasks programmed regarding the Ice and rain protection system, according to their periodicity (A: A check,
C: C check, LC: Line Check, WY: Weekly).
The contained information in the following tables results from the maintenance planning program, based on Maintenance Review Board
Report document (MRBR). ATR defines a standard document MPD (Maintenance Planning Document) where the maintenance programmed
Maintenance Operations
tasks are identified.
MW30.MO_.01.O1L1_01 Copyright © 2.3 (19/02/2015) - ATR Training Centre - All right reserved For Training Only Page 124
ATA 30 ICE AND RAIN PROTECTION | 30.10 AIRFOIL 42 VERSION System Description
 Wing and horizontal stabilizer de-icing is ensured by

pneumatic de-icers consisting of boots A and B, alternately
inflated by air bled from the High Pressure Compressors of
engine 1 and 2.
30.10 AIRFOIL 42 VERSION
 The system is protected against over temperature by two
System Description
overheat thermal switches located on the supply ducts.
 The high pressure is regulated through two pressure
regulator and shut-off valves, also called de-ice valves.
 The valves regulate the pressure of the air bleed from the
engine to the same pressure value supplying the de-icers.
 The air bleed pressure is 20.3 PSI (1.4 bar).
 Two shut-off valves, also called isolation valves, are used
to isolate the engine from the airframe de-icing systems in
case of engine fire or leaks.
 One engine is able to supply the whole system, except
icing protection of the inoperative engine which is lost.
 A pressure switch installed on the crossfeed duct of the
icing protection system, monitors the pressure of the air in
the airframe supply duct and signals any pressure drop in
the circuit.
 The airframe de-icing system utilizes five automatic water
drains.
 They are used to collect liquid from condensation in the
ducts.
 Water is evacuated by gravity when the circuit is no longer
pressurized.
 Four dual distributor valves provide, alternately, inflation
and deflation of the wing and horizontal stabilizer de-icers
boots.
 AIRFRAME switch located on the DE-ICING panel,
together with the MFCs, ensure the control and monitoring
of the wing de-icing system.
 When this pushbutton is depressed, "AIRFRAME" blue
message appears on VCP to indicates that the airframe de-
icing system is selected.
Note: The "AIRFRAME" message appears amber if the
MX30.11_.01.S1L1_01 Copyright © 2.3 (19/02/2015) - ATR Training Centre - All right reserved For Training Only Page 125
airframe system fails.
 Engine air intakes and gas path de-icing is ensured by pneumatic de-icers consisting of boots A and B, alternately inflated by HP air.
 Two pressure switches installed on each engine, monitor the pressure of the air in the engine de-icers supply ducts, downstream of the
dual distributor valves and signal any pressure drop in the circuit.
 The engine de-icing system utilizes two automatic water drains.
 They are used to collect water obtained by condensation in the ducts.
 Water is evacuated by gravity towards the outside when the circuit is no longer pressurized.
 Two dual distributor valves alternately provide inflation and deflation of the engine air intakes and gas path de-icers boots.
 ENG switches located on the DE-ICING panel, together with the MFCs, ensure the control and monitoring of the engine air intakes de-icing
system.
 When these pushbuttons are depressed, "1 ENG 2" blue message appears on VCP to indicates that the engine air intakes de-icing system
is selected.
Note: The "1 ENG 2" message appears amber if the engine air intakes system fails.

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[ATA] | [SUBCHAPTER] | [SECTION] [TITLE]

TRAINING HANDOUT T1+T2 42-400I500 and 72-

ATA 30 ICE AND RAIN PROTECTION

TRAINING HANDOUT T1+T2 42-400I500 and 72-212A (600 variant)

ATA 30 ICE AND RAIN PROTECTION ........................................................................................................................................................................................................................... 6

Multi Purpose Computer ............................................................................................................................................................................................................................. 40

30.CI CONTROLS AND INDICATORS ................................................................................................................................................................................................................ 108

The electrically heated probes are:

The zones heated by electrical power, for anti-icing protection, are:

 The AC wild current primarily supplies the anti-icing system.

 The de-icing protection, or level 3 protection,

The zones de-iced pneumatically are:

 The standby de-icing controller is designed to

 Two shut-off valves (or isolation valves) are provided to

 In the event of a leakage or a rupture of an engine de-icing

 The APM function (Aircraft Performance Monitoring) of the MPC,

Real-time acquisition of aircraft parameters are made to compute,

 These parameters are analyzed and compared with theoretical

 A rain removal system consisting of two windshield wipers, protects

 EWD shows ice and rain protection system

 On the MFD temporary selection window,

 Probes and windshields heating panel

 Two individual rotating button allows to the

 ICE DET is equipped with a pushbutton light switch

 A PTT switch is available on the maintenance panel to

 On this panel, a PTT pushbutton is also available to test

 A NAV light switch is available on the External Lights

 An APM panel is available to control and monitor the

 This drawing gives a summary of anti-icing and de-icing utilization conditions.

The ice detection system consists of the following :

 Note that the primary mode of detection remains visual detection

 In addition to the ice detection system, an Anti-Icing Advisory

 The APM function (Aircraft Performance Monitoring) of the MPC,

 This function allows to react and to take corrective actions well

Ice detection system:

 When ice accretion is detected, "ICING" message on PFD is

 On the front instrument panel, the ice detector can be

 When we press the Ice detector test pushbutton and if

 If the test has failed, "A-ICING DETECT" message is

 The ice detector is located on the lower surface of the left

 The sensing element has its own axial vibration frequency

The AAS is composed of:

 several lights in the cockpit:

Here is the Anti-icing Advisory system principle:

 "ICING" amber light:

 "ICING" Angle Of Attack green light:

 Anti-icing and De-icing systems status lights:

 In icing condition. As soon as one horns pushbutton is ON,

 Both horns anti-icing pushbuttons are set to ON. "ICING" is

 DE ICING system has to be selected ON. Both anti-icing

 When no more ice accretion is detected by the ice detector,

 After a temporization of 5 minutes, "AIRFRAME" cyan

 "AIRFRAME" cyan message is now flashing.

 As soon as aircraft leaves icing conditions, airframe de-icing

Now the anti-icing system have to be disengaged by:

 Anti-icing system is deselected. But as you noticed, ICING

 The aircraft can return to the normal stall warning threshold as

 ICING AOA green light is also a momentary switch.

 To return to the normal stall warning threshold, this

 Aircraft is in normal conditions and is returned to the normal