Amm Ata 30 PDF

MAINTENANCE TRAINING NOTES
T1 42-400l500 & 72-212A (MPC) ref 72

V1.6
ATA 30 ICE & RAIN PROTECTION
This publication will not be updated on a regular basis.

ATA 30 General description Page 2/ 236
General description
The Ice and Rain Protection system permits aircraft operation in icing conditions or heavy rain.
Aircraft ice protection is provided by a pneumatic and an electrical system adapted for the critical areas.
An ice detector provided below the left wing leading edge and connected to the CCAS, monitors ice accretion.
A visual indicator, or Ice Evidence Probe (IEP) located on the lower frame of the left side window 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.
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 de-icing protection, or level 3 protection, is a pneumatic system supplied by air bled 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.
This drawing gives a summary of anti-icing and de-icing utilization conditions.

Atmospheric icing conditions exist when:
OAT on ground or for take-off is 5C or less,
Or TAT in flight is 7C 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.
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 new 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 Cockpit Panels Page 11/ 236
Cockpit Panels
ATA 30 Cockpit Panels Page 12/ 236
ATA 30 Interfaces Page 13/ 236
Interfaces
ATA 30 Features Page 14/ 236
Features
ATA 30 Safety and precautions Page 20/ 236
Safety and precautions
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ATA 30 Safety and precautions Page 21/ 236
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ATA 30 Detection general description Page 22/ 236
Detection general description
ATA 30 Detection general description Page 23/ 236
The purpose of the ice detection system is to help the crew to detect icing conditions. Atmospheric icing conditions exist when :
OAT on ground and for take-off is 5C or less,
or TAT in flight is 7C or less,
and visible moisture in the air is present in any form (Visibility is lower than 1 mile).
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.
ATA 30 Ice detection system description Page 24/ 236
Ice detection system description
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.
This frequency change is electronically detected, triggering the warning signal.
Alert is generated by the amber ICING light on the Ice detection test and indicating panel, 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.
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.
ATA 30 Ice detection system description Page 25/ 236
ATA 30 Ice detector operation and cockpit controls & indicators Page 26/ 236
Ice detector operation and cockpit controls & indicators
ATA 30 Ice detector operation and cockpit controls & indicators Page 27/ 236
When ice accretion is detected, icing signal is activated. Master Caution and Single Chime are triggered.
If airframe de-icing system and / or horns anti-icing have not been selected before, ICING flashes amber on the front instrument panel.
Select the anti-icing system. Press the RUD & L ELEV HORN pushbutton.
Let's consider that both horns anti-icing have been set to ON. Now, set airframe de-icing to ON.
Both horns anti-icing and airframe de-icing are now selected ON. Icing stops flashing and illuminates steady amber on the front instrument panel. 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 fault signal, the FAULT amber legend illuminates. Master Caution and Single Chime are then triggered. On the Crew
Alerting Panel, ANTI-ICING caution light illuminates amber.
On the front instrument panel, the ice detector can be tested by the flight crew or the ground crew. Press the Ice Detector PTT pushbutton.
When the test is succesful, Master Caution and Single Chime are triggered. As we saw previously, the ICING legend flashes amber if horns anti-icing and
/ or airframe de-icing are not selected ON or illuminates steady amber provided both horns anti-icing and airframe de-icing are selected ON.
If the test has failed, the FAULT amber legend illuminates. Master CAUTION and Single Chime are triggered. On the Crew Alerting Panel, ANTI-ICING
caution light illuminates amber.
ATA 30 Ice detector description Page 28/ 236
Ice detector description
ATA 30 Ice detector description Page 29/ 236
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 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.
ATA 30 AAS description Page 30/ 236
AAS 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,
decrease the stall warning threshold in icing conditions with thresholds different in cruise and at take-off,
inform the crew that the warning triggering threshold is decreased via the ICING AOA pushbutton switch.
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 (IEP),
3 lights in the cockpit:
- the ICING amber light on the Ice Detector panel,
- the ICING AOA green light on the Ice Detector panel,
- the DE ICING blue light on the Memo panel.
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 ice detector panel. Two cases are possible; if the crew has forgotten to select both ice protection systems (horns anti-icing and airframe de-icing
are not selected ON), the ICING light flashes amber.
ICING illuminates steady amber when ice accretion is detected provided both horns anti-icing and airframe de-icing are selected ON.
ICING Angle Of Attack green light. The ICING Angle Of Attack green light illuminates 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 can only be extinguished manually 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 warning Angle Of Attack threshold returns to those values as defined
for flight in normal conditions.
DE-ICING blue light. The DE-ICING blue light illuminates when the airframe de-icing system is selected ON.
The light flashes blue when the airframe de-icing system is still selected ON five minutes after the last accretion detection. With the new operating
procedure, this flashing light must be ignored as the de-icing system now must remain ON until the aircraft is clear of ice conditions.
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 AAS operation and cockpit controls & indicators Page 36/ 236
AAS operation and cockpit controls & indicators
When ice accretion is detected, without airframe de-icing and / or horns anti-icing selected ON, ICING flashes amber on the Ice Detector panel. Master
Caution and Single Chime are triggered by the CCAS.
Switch ON the anti-icing system. Press the horns RUD & L ELEV pushbutton.
As soon as one horns pushbutton is ON, the ICING AOA green light illuminates on the Ice Detector panel, meaning that the stall warning threshold is
lower in icing conditions. ICING is still flashing amber. Press the Horns AIL & R ELEV pushbutton.
Both horns anti-icing pushbuttons are set to ON. Icing is still flashing amber. Now, switch ON the de-icing system. Press the airframe de-icing pushbutton.
Both anti-icing and de-icing system are now selected ON. Because of the airframe de-icing system on, blue DE-ICING light illuminates on the Memo
panel. Icing stops flashing and illuminates steady amber. Master Caution light extinguishes.
When no more ice accretion is detected by the ice detector, ICING amber light extinguishes on the Ice Detector panel. If aircraft is still in icing conditions,
anti-icing and de-icing systems remain selected. After a temporization of 5 minutes, DE-ICING blue light will start to flash. Let's pass 5 minutes
DE-ICING blue light is now flashing. As soon as aircraft leaves icing conditions, airframe de-icing system have to be disengaged. Depress the airframe de-
icing pushbutton.
Airframe de-icing system is deselected. Now let's deselect the anti-icing system. Depress the horns RUD & L ELEV pushbutton.
Then, depress horns AIL & R ELEV pushbutton.
Anti-icing system is deselected. But as you noticed, ICING AOA green light remains 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 verifiy 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 airframe is now free of ice. Press the ICING AOA pushbutton.
Aircraft is in normal conditions and is returned to the normal stall warning threshold.
A logic inside the MFC's validate, 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 evidence probe description Page 39/ 236
Ice evidence probe description
ATA 30 Ice evidence probe description Page 40/ 236
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.
The 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 evidence probe operation, cockpit controls and indicators Page 41/ 236
Ice evidence probe operation, cockpit controls and indicators
Light source of the Ice Evidence Probe is supplied when the Navigation lights selector is set to ON. Please do it.
Ok. The visual indicator is lighted by a floodlight through the translucent light diffuser. The check point enables the light on to be checked.
ATA 30 APM Description Page 42/ 236
APM Description
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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.
The APM analysis is conducted if the aircraft is in icing condition : t if ICING AOA light is illuminated, t and/or AIRFRAME DEICING is selected ON, t
and/or ICE accretion has been detected.
The APM principle is to compare the aircraft theoretical drag with an in-flight drag computed with measured parameters available in the FDAU and on
ASCB bus.
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.
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.
The Aircraft weight is not available as measured, the crew must enter the take-off weight value in the system with a twelve position rotary selector.
On ground, after the crew has computed the take-off weight, and once the engines are running, the crew must select the corresponding weight by moving
the rotary selector. The selection must be done before IAS reaches 30 kts because the APM ignores any rotator move as long as IAS is above 30 kts.
Even if the weight selection is identical to that of the previous flight, the crew must change the selector position before moving it back to the same right
weight position. This was specific certification request to ensure there is pilot interaction with the APM.
If the crew does not select the weight before take off, the APM computes two take-off weight values, one during the ground acceleration phase and one
during the free air initial climb phase. These two computations limit the effects of unknow external parameters, such as runway slope, runway status and
wind gusts that could spoil the take-off weights computations. APM maximum deviation is around 1500 kg (3300 lb) for take-off weight computation. It
confirms that take-off weight selection by crew is more accurate.
With this initial take-off weight and a theoretical fuel consumption depending of the altitude and the ATR model, the APM is able to compute instantaneous
aircraft weight by the second for the whole flight duration. This simplified fuel consumption computation was adopted because fuel flow parameters are not
recorded on all ATR models.
ATA 30 APM cockpit location Page 46/ 236
APM cockpit location
ATA 30 APM test operation Page 47/ 236
APM test operation
The APM test is activated daily by the crew, pushing the APM PTT button for all test duration. Clic on the APM PTT button.
Both CRUISE SPEED LOW lights illuminate.
One second later, both DEGRADED PERF lights illuminate, with CAUTION light and Single Chime and ANTI-ICING light on CAP.
One second later, both INCREASE SPEED lights illuminate flashing, with CAUTION light and Single Chime and ANTI-ICING light on CAP.
One second later, FAULT light illuminates, with CAUTION light and Single Chime and ANTI-ICING light on CAP.
At the end of test, the crew stop action on APM PTT button, all lights extinguish.
ATA 30 MPC description Page 48/ 236
MPC description
The MPC is composed of two independent parts, which are AFDAU part and DMU part.
AFDAU (Auxiliary Flight Data Acquisition Unit):
APM (Aircraft Performance Monitoring),
Enhanced Surveillance,
Ads-B (Automatic Dependent Surveillance-Broadcast).
DMU (Data Management Unit):
QAR/DAR (Quick Access Recorder / Digital ACMS Recorder),
ACMS (Aircraft Condition Monitoring System),
G-Meter,
Maintenance BITE,
FDEP (Flight Data Entry Panel).
The Multi Purpose Computer concept for improving data analysis and maintenance decisions (APM fonction) :
MPC computer troubleshooting: If APM fails, these lights are illuminated.
ATA 30 Aircraft Performance Interface Unit (APIU) Page 54/ 236
Aircraft Performance Interface Unit (APIU)
ATA 30 Aircraft Performance Interface Unit (APIU) Page 55/ 236
The APIU is an electronic installed in the cockpit, on the floor left side near flight control Captain pedals.
The function of this equipment is to realize interface between MPC and cockpit indicator lights and caution.
There is no specific indicating light on APIU, but APIU failure are detected by 5VU &/or 13VU components in following cases :
If APM fault illuminated on 5 VU without any light on MPC front panel,
APM test (from 5VU) result not in accordance with expected sequence (cruise speed low, degraded perf, increase speed and associated caution &
single chime by step of 1 second between each).
ATA 30 APM operation Page 56/ 236
APM operation
This 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.
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This alarm mainly appears in level flight after CRUISE SPEED LOW 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.
This alarm appears flashing after DEGRADED PERF, to inform the crew that an abnormal drag is abnormally high and IAS is lower than RED BUG + 10
KT.
ATA 30 De-icing description Page 59/ 236
De-icing description
A De-Icing system on exposed critical areas uses pneumatically inflated boots to shed ice accumulation. Areas de-iced in this manner are:
wings and horizontal tailplane leading edges,
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.
ATA 30 Wing & horizontal stabilizer de-icing description Page 62/ 236
Wing & horizontal stabilizer de-icing description
ATA 30 Wing & horizontal stabilizer de-icing description Page 63/ 236
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 overtemperature by two overheat thermal switches located on the supply ducts. When temperature is above 230C
upstream of de-ice valve, with Airframe Airbleed pushbutton selected OFF, the FAULT legend illuminates on the Engine De-Ice pushbuttons with CCAS
single chime triggered. With Airframe Airbleed pushbutton selected ON, the FAULT legend illuminates on the Airframe Airbleed pushbutton to indicate this
overtemperature.
The high pressure is regulated through two pressure & regulator 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.
Switches located on the De-Icing panel, together with the MFCs, ensure the control and monitoring of the wing de-icing system.
ATA 30 Wing & horizontal stabilizer de-icing operation, cockpit controls & indicator Page 64/ 236
Wing & horizontal stabilizer de-icing operation, cockpit controls & indicator
Without engine running, no air bleed is available, both Pressure & Regulator Shut Off Valves and both Shut Off Valves are spring-loaded to close, needing
air pressure to open.
De-icing AFR AIR BLEED pusbutton is normally pressed, so the valves' 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. Press the de-icing ENG1 pushbutton.
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 230C on one engine, FAULT legend illuminates on the AFR
AIR BLEED pushbutton and the associated alerts are triggered.
Note that engine 1 or 2 overheat is determined by a procedure shown in the Engine & Air Intake De-icing chapter.
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.
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. Press the AIRFRAME pushbutton.
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 -20C.
Time base in the MFCs will supply dual distributor valves in the 1 minute cycle.
When SAT becomes below -20C, 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. 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 -20C.
When standby de-icing is selected, MFCs authority on the system is lost.
All normal lights extinguish, OVRD illuminates white on the de-icing MODE SEL / NORM pushbutton.
Each time the AIRFRAME de-icing pushbutton is selected ON, a blue DE-ICING light illuminates on the memo panel.
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 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, ANTI-ICING caution light on
the CAP and both Master Caution amber lights. Press the MODE / NORM pushbutton to select the standby system.
Once MODE / NORM pushbutton released, the OVRD white 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.
On ground, when outside temperature given by the ADC's is above 3C or with the external power connected, heater elements inside dual valve are not
supplied.
When temperature drops below 3C 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 3C, heaters are not supplied.
As soon as the temperature drops below 3C, wing heater elements inside dual valve are supplied by the "full" 115 VAC. The horizontal stabilizer is still
supplied by the "half wave" supply.
ATA 30 Bleed port description Page 72/ 236
Bleed port description
ATA 30 Bleed port description Page 73/ 236
The HP bleed port is located at the HP compressor level.

High pressure stage of each engine is used to 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 Thermal switch description Page 74/ 236
Thermal switch description
ATA 30 Thermal switch description Page 75/ 236
Two thermal switches are provided in each nacelle on the supply duct, upstream of the pressure & regulator shut-off valve.
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 230C 11C, 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 207C 12C.
The thermal switches are 28 VDC electrical supplied.
ATA 30 Pressure and regulator shut-off valve description Page 76/ 236
Pressure and regulator shut-off valve description
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 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.
ATA 30 Shut-off valve description Page 80/ 236
Shut-off valve description
The right and left shut-off valves are located in the nacelle on each engine.
Two shut-off valves (or isolation valves) are provided 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 Pressure switch description Page 84/ 236
Pressure switch description
ATA 30 Pressure switch description Page 85/ 236
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-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 Water drains description Page 86/ 236
Water drains description
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 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 Dual distributor valves description Page 90/ 236
Dual distributor valves description
The airframe de-icing system comprises five dual distributor valves:

two are located in the LH and RH wing leading edge at RIB13,
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 115 VACW.
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.
P30F5 Copyright 2001-2008 - ATR Training Centre - All right reserved For Training Only ACOS v1.6
The airframe de-icing system comprises four dual distributor valves:

one is located on the wing centre box,
one is located on the bottom of the vertical stabilizer.
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 solenoids power supplied by 28VDC,
one permanent drain,
one heating resistor power supplied by 115 VACW.
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.
P30F5 Copyright 2001-2008 - ATR Training Centre - All right reserved For Training Only ACOS v1.6
ATA 30 Pneumatic de-icers description Page 96/ 236
Pneumatic de-icers description
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 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%,
Chord protection are for the internal wing and horizontal stabilizer de-icers:
the upper surface of the wing: 5%,
ATA 30 De-icing control description Page 100/ 236
De-icing control description
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.
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 -20C, 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 -20C, 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 Standby controller description Page 106/ 236
Standby controller description
A standby de-icing control unit is there to ensure an 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.
To trigger the FAULT legend on the MODE SEL/NORM pushbutton, failure of both engines at the same time has to be detected.
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 white legend illuminates. FAULT light extinguishes.
The airframe and engines de-icing override cycle duration is 60 seconds.
ATA 30 Engine & air intake de-icing description Page 112/ 236
Engine & air intake de-icing description
ATA 30 Engine & air intake de-icing description Page 113/ 236
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.
The system is protected against overtemperature by two overheat thermal switches located on the supply ducts. When temperature is above 230C
upstream of de-ice valve, with Airframe Airbleed pushbutton selected OFF, the FAULT legend illuminates on the Engine De-Ice pushbuttons with CCAS
single chime triggered. With Airframe Airbleed pushbutton selected ON, the FAULT legend illuminates on the Airframe Airbleed pushbutton to indicate this
overtemperature.
The high pressure is regulated through two pressure & regulator 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.
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.
Switches located on the De-Icing panel, together with the MFCs, ensure the control and monitoring of the engine de-icing system.
ATA 30 Engine & air intake de-icing operation, cockpit controls & indicators Page 114/ 236
Engine & air intake de-icing operation, cockpit controls & indicators
This complete operation is shown in the airframe de-icing operation module, in the airframe de-icing 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. Select OFF the AFR AIR BLEED pushbutton.
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. Now, deselect the faulty engine
pushbutton.
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 that AFR AIR BLEED FAULT light will extinguish as soon as HP air temperature decreases.
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 - 20C. Time base in the MFC's
will supply engine dual distributor valves in the 1 minute cycle.
When SAT becomes below - 20C, 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 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.
Dual distributor valves description
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 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.
Pneumatic de-icers description
The engine pneumatic de-icers are made of elastomer 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 Anti-icing system description Page 130/ 236
Anti-icing system description
The Anti-Icing system is provided on the aircraft and consists of electrical heating of:
the probes (permanently heated),
the front windshields (permanently heated),
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 Anti-icing system description Page 131/ 236
ATA 30 Propeller anti-icing description Page 132/ 236
Propeller anti-icing 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 possible damage which could result from operation in icing 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 serve to 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 2 pushbutton.
The automatic mode selector (MODE SEL AUTO) automatically controls heating sequence between low or high power cycle according to SAT value.
In case of auto mode failure, a manual mode is available. The MODE SEL AUTO pushbutton must be depressed for anti-icing MODE SEL pushbutton to
be operative. The MAN white legend then illuminates. ON is selected when the SAT is lower than -10C.
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 developped 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.
The heating elements are electrically supplied in cycles. The MFCs control the heating element cycles, following two operating modes.
minutes.
The heating elements are electrically supplied in cycles. The MFCs serve to control the heating element cycles, following two operating modes.
minutes.
ATA 30 Propeller Anti-icing operation, cockpit controls and indicators Page 138/ 236
Propeller Anti-icing operation, cockpit controls and indicators
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.
28 VDC, coming from Emergency bus is used to supply the control system.
115 VAC Wild from main bus 1 C and main bus 2 A are used for the blades heating elements.
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. Engines are running. Please press the ANTI-ICING PROP 2 pushbutton.
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. Let's see how the
automatic selection works.
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. Now, let's return to the previous schematic.
A failure has occured and the FAULT amber light illuminates on the MODE SEL AUTO pushbutton. Press this pushbutton to select the manual mode.
A failure has occured and the FAULT amber light illuminates on the MODE SEL AUTO pushbutton. Press this pushbutton to select the manual mode.
FAULT amber light extinguishes and the MAN white legend illuminates. Manual selection of the SLOW cycle can be operated when SAT decreases below
-10C, by selecting the MODE SEL pushbutton to ON. Please, do it.
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.
Note that the test can also be done using the TEST pushbutton on the Np indicator.
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 Anti-icing control description Page 144/ 236
Anti-icing control description
The propeller anti-icing is controlled and monitored by the MFCs. An independant electrical circuit is incorporated for each propeller heating.
Propeller n1 anti-icing is controlled by MFC 1 modules A and B.
Propeller n2 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
white 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 -10C, 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 -10C, 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 Brush block description Page 148/ 236
Brush block description
ATA 30 Brush block description Page 149/ 236
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.
a ground test port,
a regulating valve,
an electrovalve.
ATA 30 Slip ring description Page 150/ 236
Slip ring description
ATA 30 Slip ring description Page 151/ 236
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.
The brush block, in contact with the three slip ring strips, ensures electrical supply to the blade heating elements.
a ground test port,
a regulating valve,
an electrovalve.
ATA 30 Heater description Page 152/ 236
Heater description
ATA 30 Heater description Page 153/ 236
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.
Power of each heating element is 1324 Watts.
ATA 30 Horns anti-icing description Page 154/ 236
Horns anti-icing description
The five horns are electrically heated to avoid ice formation. They are supplied by 115 VACW.
The horns anti-icing system is separated for safety reasons, comprising:
rudder and left elevator horns,
ailerons and right elevator horns.
ATA 30 Horns anti-icing description Page 155/ 236
When the horns anti-icing pushbuttons are selected ON, the horn heaters are supplied. To prevent any ice accretion, the minimum horn temperature is
10C. Two controllers serve to control the current flow through the horn resistors.
When the pushbuttons are released, the heaters are not supplied. When electrical power is lost on one heater, the associated amber FAULT light
illuminates and CCAS is activated.
As soon as at least one of the HORNS anti-icing pushbuttons is selected ON, the ICING AOA green light illuminates on the Ice Detector panel. The
thresholds for stall alert, stick shakers activation and stick pusher activation are reduced depending on the flaps position.
Note that ICING illuminates steady amber on the Ice Detector panel when ice accretion is detected, provided both horns anti-icing and airframe de-icing
are selected ON.
ATA 30 Horns operation, cockpit controls & indicators Page 156/ 236
Horns operation, cockpit controls & indicators
ATA 30 Horns operation, cockpit controls & indicators Page 157/ 236
Without horns anti-icing pushbuttons selected ON, DC supplies for the controllers and AC supplies for the anti-ice horns are available. Select the HORNS
RUD & ELEV pushbutton ON.
ON light illuminates blue on the RUD& L ELEV pushbutton. Controllers are selected one by one with RUD & L ELEV pushbutton and L / R AIL & 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 Detector panel illuminates and a discret is sent to the CCAS to change stick shaker / pusher
activation from normal to icing condition threshold. Select the HORNS L / R AIL & R ELEV pushbutton ON.
ON light illuminates blue on the L /R AIL & R ELEV pushbutton. AC wild bus 1 and 2 different phases are used to balance the load.
When the failure has been 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 Horns controller description Page 158/ 236
Horns controller description
The horns are controlled and monitored by two controllers incorporating power relay. They supply power to the horn heating resistors and monitor correct
operation of the horns anti-icing system.
Controller n1 supplies and monitors the rudder horn and the left elevator horn.
Controller n2 supplies and monitors left and right aileron horns and right elevator horn.
Three annunciator lights located on the front face of each controller and a test circuit integral with the controllers serve to test the correct operation of the
controller internal circuit.
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 Horns description Page 162/ 236
Horns description
ATA 30 Horns description Page 163/ 236
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 innner surfaces of the horn, incorporates a chromium-nickel
resistor.
In flight when HORN ANTI-ICING pushbuttons are selected ON, the minimum horn temperature is 10C, to prevent ice accretion.
Each horn is equipped with an electrical connector.
ATA 30 Probes heating description Page 164/ 236
Probes heating description
ATA 30 Probes heating description Page 165/ 236
Air data sensors are electrically heated to prevent ice accretion.

The electrically heated probes are:
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.
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 CCAS is activated 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 CCAS is activated 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 CCAS is activated if the probe is not heated when the associated pushbutton is selected ON.
ATA 30 Probes heating operation, cockpit controls & indicators Page 166/ 236
Probes heating operation, cockpit controls & indicators
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 elements.
Please select it.
28 VDC is used to supply static heating elements.
115 VAC Wild is used to supply alpha, pitot and TAT heating elements.
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.
As the system is similar to the Captain subsystem, please refer to it.
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.
Select the STBY pushbutton.
STBY subsystem failure is also made by current sensors.
As for CAPT and F/O subsytems, statics are not monitored in flight.
ATA 30 Pitot probe description Page 170/ 236
Pitot probe description
Three pitot probes are provided on the aircraft.

The three pitot probes are electrically anti-iced by an heating element embedded in the probe's body.
One pitot probe is provided for each Captain, First Officer and Standby subsystems.
The captain's pitot probe is electrically heated by 115 VAC Wild Bus 1.
The first officer's pitot probe is electrically heated by 115 VAC Wild Bus 2.
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 Static port description Page 176/ 236
Static port description
Six static ports are provided on the aircraft.

The six static ports are electrically anti-iced by an heating element embedded in the static port's body.
Two static ports are provided for each Captain, First Officer and Standby subsystems.
The captain's static ports are electrically heated by 28 VDC Bus 1.
The first officer's static ports are electrically heated by 28 VDC Bus 2.
The standby's static ports are electrically heated by 28 VDC Bus 1.
ATA 30 TAT probe description Page 182/ 236
TAT probe description
Two TAT probes are provided on the aircraft, one for each side of the karman.
Both TAT probes are electrically anti-iced by an heating element embedded in the TAT probe's body.
One TAT probe is provided for each Captain and First Officer subsystems.
The captain's TAT probe is electrically heated by 115 VAC Wild Bus 1.
The first officer's pitot probe is electrically heated by 115 VAC Wild Bus 2.
ATA 30 Alpha probe description Page 186/ 236
Alpha probe description
Two alpha probes are provided on each side of the aircraft.

Both alpha probes are electrically anti-iced by an heating element embedded in the alpha's probe body.
One alpha probe is provided for each Captain and First Officer subsystems.
The captain's alpha probe is electrically heated by 115 VAC Wild Bus 1.
The first officer's alpha probe is electrically heated by 115 VAC Wild Bus 2.
ATA 30 Windows heating description Page 190/ 236
Windows heating description
To ensure good visibility for pilots during aircraft operations, the windshields and a part of the side windows are electrically heated.
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 windshield 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 2C (70F).
The inner surface remains above 21C (70F) 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 21C (70F).
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.
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 1.6C
(35F).
The inner surface remains above 21C (70F) 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 21C (70F).
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.
ATA 30 Windows heating operation, cockpit controls & indicators Page 194/ 236
Windows heating operation, cockpit controls & indicators
28 VDC is only used for signalisation. The OFF light illuminates white on the windshield pushbutton, indicating that the system is not selected. Please
select the windshield heating system ON.
Power supply of 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 +/- 2.5C (140 +/- 4.5F),
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 a 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.
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 +/- 5.4F),
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 Windshield description Page 198/ 236
Windshield description
ATA 30 Windshield description Page 199/ 236
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.
Two temperature sensors are used for windshield heating regulation. A third one is provided as a spare.
ATA 30 Windshield heating control description Page 200/ 236
Windshield heating control description
Two Windshield Heating Controls 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 40.3C (104.5F) and the OFF setpoint at 42.8C (108F).
The system ensures that the outer surface temperature remains above 1.6C (35F) and that the inner surface temperature remains above 21.1C (70F).
The temperature control is ensured by two protection circuits, inside each conroller, identified as a normal circuit, which monitors the temperature value up
to 43.3 +/- 2.8C (110 +/- 5F), and as an overheat control circuit, which monitors the temperature value up to 60 +/- 2.5C (140 +/- 4.5F).
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 Side windows description Page 204/ 236
Side windows description
ATA 30 Side windows description Page 205/ 236
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 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.
ATA 30 Side window heating control description Page 206/ 236
Side window heating control description
ATA 30 Side window heating control description Page 207/ 236
The MFCs are located in the electronic rack (90VU).

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 1.6C (35F) and that the inner surface temperature remains above 21.1C (70F).
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 +/- 0.5C (102 +/- 0.9F), and as an overheat control circuit, which monitors the temperature value up to 54 +/- 3C (129.2 +/- 5.4F).
ATA 30 Rain protection description Page 208/ 236
Rain protection description
Rain is removed from the windshields by means of the windshields wipers.

The maximum wiper operating speed is 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 Rain protection operation, cockpit controls and indicators Page 209/ 236
Rain protection operation, cockpit controls and indicators
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 by the Main Bus 2.
It is activated by selecting SLOW or FAST the dedicated rotary selector. Set the Capt wiper selector to SLOW.
Electrical motor is now supplied by the SLOW coil. Microswitch on the cam closes. Set the Capt wiper selector to FAST.
FAST coil is supplied. Microswitch is always closed during SLOW or FAST operation. 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.
The wiper blade, attached on the wiper arm, is a rubber blade mounted in a light alloy.
ATA 30 Moto-converter description Page 210/ 236
Moto-converter description
The electrical motor has two different speeds:

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 Wipers description Page 214/ 236
Wipers description
ATA 30 Wipers description Page 215/ 236
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 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 Controls and indicators panels Page 216/ 236
Controls and indicators panels
Have a look at the anti-icing and de-icing panels.

For more details, click on a button or an indicating light.
<1>ON blue light illuminates when the heating elements are supplied according to the Mode Sel pushbutton and if NP is greater than 63%. When
extinguished, the heating elements are not supplied. FAULT amber light illuminates to indicate that electrical power is lost on a blade.
<2>When ON light is extinguished, the propeller LOW power cycle is selected. When the pushbutton is pressed, ON light illuminates blue, the HIGH
power cycle is selected.
<3>The anti-icing and de-icing cycles duration is provided by MFC's using ADC's outputs. FAULT light illuminates amber and the CCAS is activated when
one of the parameters used for the automatic cycle selection is not validated. When the pushbutton is pressed, MAN illuminates white and the Anti-
Icing and De-Icing Mode Sel pushbuttons are operative. They allow the pilots to select the appropriate timing cycle depending on SAT.
<4>When a pushbutton is pressed in, the ON blue light illuminates and associated horns anti-icing units are activated. The FAULT amber light illuminates
and the CCAS is activated when electrical power is lost on one of the associated units. Note that as soon as at least one of the horns anti-icing
pushbuttons is selected ON, the stall alert threshold is reduced. Horns heating is inhibited on ground.
<5>When pressed in, power is supplied to both side windows heat ststems and the ON blue light illuminates. FAULT amber light illuminates and the
CCAS is activated when there is a power loss.
<6>The engine pushbuttons control the pressure & regulator shut-off valves also called de-ice valves, and the outputs A and B of respective engine
distribution valves. When selected ON, the pressure & regulator shut-off valves are controlled open even if Airframe Airbleed pushbutton is not
selected ON. A signal is sent to the MFC in order to initiate a de-icing cycle. ON light illuminates blue. When the pushbuttons are released, ON light
extinguishes and associated boots stay deflated. It also controls pressure & regulator shut-off valves in closed position, after Airframe Airbleed
FAULT and Eng FAULT.
FAULT amber light illuminates 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,
Airframe Airbleed pushbutton is selected OFF and air temperature upstream of the pressure & regulator shut- off valve exceeds 230C for more than
6 seconds,
inflation sequencing of engine boots A or B is not correct.
<7>The De-Icing Mode Sel pushbutton controls the selection of wings / engines boots inflation cycles when MAN is selected on Mode Sel Auto
pushbutton. When the pushbutton is released, the FAST mode is selected and timing cycle is 60 seconds. When the pushbutton is pressed, the
SLOW mode is selected and timing cycle is 180 seconds. SLOW light illuminates blue.
<8>When the pushbutton is released, normal de-icing operation is performed. When the pushbutton is pressed in, the OVRD white legend illuminates and
the emergency de-icing activation is selected with the FAST mode. All de-icing lights extinguish. This position is used when the associated FAULT
light illuminates. The FAULT amber light illuminates when both MFC modules associated to air intake boots control fail resulting in an incorrect
inflation sequencing.
<9>The Airframe Airbleed pushbutton controls both pressure & regulator shut-off valves (also called de-iced valves) and isolation valves (also called shut-
off valves). When the pushbutton is pressed in, both pressure & regulator shut-off valves and shut-off valves are open. When the pushbutton is
released, OFF light illuminates white and both pressure & regulator shut-off valves and shut-off valves are closed. However, engine de-icing may be
used, but airframe de-icing is never available. FAULT amber light illuminates and the CCAS is activated when:
air pressure downstream of the pressure & regulator shut-off valves stays below 14 PSI for more than 10 seconds,
air temperature upstream of the pressure & regulator shut-off valves exceeds 230C. The alert is inhibited when the pushbutton is released.
<10>The Airframe pushbutton controls the outputs A and B of both wings and stabilizers distribution valves. ON blue light illuminates when the pushbutton
is pressed in and a signal is sent to the MFC in order to initiate a de-icing cycle depending on Mode Sel pushbutton. When the pushbutton is
released, ON light is extinguished and associated boots stay deflated. FAULT amber light illuminates and the 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.
Look at the horns and windshields heating panel.

<1>The TAT and ALPHA lights illuminates amber and the CCAS is activated when the respective probe is not heated.
<2>The PITOT light illuminates amber and the CCAS is activated if the associated pitot is not heated in flight or on ground.
<3>The STAT lights illuminate amber and the CCAS is activated when the respective probe is not heated. In flight, static ports are not monitored by the
CCAS.
<4>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.
<5>When pressed in, power is supplied to the associated window heat system and OFF light is extinguished. When released, OFF light illuminates white
and window heat system is deactivated. FAULT amber light illuminates and the CCAS is activated when there is a power loss. The light also
illuminates during MFC test.
Look at the ice detector and the memo panels.

<1>The ICING AOA light illuminates green as soon as one horns anti-icing pushbutton is selected ON, reminding the crew of stall alarm threshold being
lower in icing conditions. ICING AOA light can only be manually extinguished by depressing it, provided both horns anti-icing are selected OFF. In this
case, stall alarm threshold recovers the values defined for flight in normal condition.
<2>The Ice Detector PTT pushbutton is used to check the ice detector correct operation.
<3>The ICING light illuminates steady amber when ice accretion is detected provided both horns anti-icing and wing de-icing are selected ON. ICING light
flashes amber when ice accretion is detected and horns anti-icing and / or wing de-icing are not selected ON. FAULT amber light illuminates when a
system failure is detected ( a detector fault or a loss of power supply).
<4>The DE-ICING blue light illuminates when airframe de-icing system is ON. It flashes when airframe de-icing system is still selected ON five minutes
after last ice accretion detection.
Look at the propeller anti-icing and windshield heating PTT pushbutton. (For Maintenance purposes only).
<1>This pushbutton enables ground testing of the propeller anti-icing system with engines running.
<2>This pushbutton enables the entire system of windshield heating to be tested.
Look at the Capt and F/O wiper rotary selectors.

<1>The Captain and First Officer wiper rotary selector controls their respective windshield wiper. When selected to FAST, wiper operates at 130 cycles
per minute. When selected to SLOW, wiper operates at 80 cycles per minute. When selected to OFF, wiper operation stops at the end-of-travel to
parking position.
Look at the APM panel.

<1>The twelve position rotary selector enable crew to enter the take-off weight value in the system. This computation is performed during the first minutes
of the flight (on ground and during initial climb).
<2>The APM FAULT light function is to inform the crew that there is a problem in the APM computation, either in the MPC or in the APIU or in the
aircraft wiring. In case of APM FAULT light illumination, crew has to select the APM OFF.
<3>The APM test is activated daily by the crew pushing the APM PTT button for all test duration.
Look at the APM alarm panel.

<1>APM CRUISE SPEED LOW 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.
<2>APM INCREASE SPEED appears flashing after DEGRADED PERF, to inform the crew that an abnormal drag is abnormally high and IAS is lower
than RED BUG + 10 KT.
<3>APM DEGRADED PERF Mainly appears in level flight after CRUISE SPEED LOW 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.
ATA 30 Boots MFC maintenance test Page 228/ 236
Boots MFC maintenance test
ATA 30 Boots MFC maintenance test Page 229/ 236
A bite advisory, displayed on the right maintenance panel, is used to read, on the ground, all failure codes recorded by MFCs during operation.
A dedicated "BOOTS" position is available on the rotary selector.
Aircraft is on ground, and bite loaded has turned amber. The rotary selector is initially set on the "NORM-FLT" position.
Please select the "BOOTS" position to check if there is a boots failure recorded in the MFC maintenance memory.
Once the system selector is on the "BOOTS" position, the PTA / ERS pushbutton has to be pressed in order to check the system. Press the PTA / ERS
pushbutton.
The 4 and 1 "F" lights illuminate amber so a failure has been memorized in the "BOOTS" system. To define which kind of failure it is, you can either note
which "F" number is illuminated (here the 4 and 1 "F") or add the "F" number (4 plus 1 = 5).
The definition of this failure is given in the Job Instruction Card or in the Flight Crew Operating Manual and is "Left Wing Boot A Fault". By depressing the
PTA / ERS pushbutton once again, the following failure code will be displayed. Press the PTA / ERS pushbutton.
The four "F" lights illuminate. This means that all the failure codes related to the selected system have been displayed.
ATA 30 Propellers anti-icing test Page 230/ 236
Propellers anti-icing test
ATA 30 Propellers anti-icing test Page 231/ 236
Maintenance Operations
System studied:Propellers anti-icing test
Aircraft is on ground, engines are running. The propellers Np is above 63% as indicated by the Np Indicators. Let's perform the propellers anti-icing test.
First of all, deactivate each MFC's module B.
Set the MODE SEL AUTO pushbutton to MAN.
The white MAN light illuminates. Check that PROP MODE SEL is set to OFF. Then set the PROP 1 and 2 pushbutton to ON.
PROP 1 and 2 blue lights illuminate. Wait a complete anti-icing cycle i.e. 50 seconds. No warnings must appear. Set the PROP MODE SEL to ON.
PROP MODE SEL ON blue light illuminates. Wait a complete anti-icing cycle i.e. 83 seconds. No warnings must appear. Release the PROP MODE SEL
to OFF.
PROP MODE SEL ON blue light extinguishes. As with MFC's module B OFF, this test must be performed in the same way with MFC's module B ON and
MFC's module A OFF.
The test can also be accomplished by using the PROP A/ICING/PTT on the right hand maintenance panel. Note that the test must not exceed 160
seconds.
Now, let's continue with the propellers anti-icing and associated warnings test. All MFC's modules must be ON.
On panel 126VU, the following breaker must be open: 25DH PROP1 / ANTI-ICING / PWR SPLY.
The FAULT amber light illuminates twice in 20 seconds on the PROP 1 pushbutton. This corresponds to the period of time when the controllers supply the
propeller 1 group of blades. The FAULT light is extinguished when the propeller 2 blades are supplied.
The CCAS warnings are activated simultaneously to the FAULT illumination. ANTI-ICING caution light illuminates on the CAP, the Master CAUTION lights
come on and the Single Chime is broadcast.
Note that after 150 seconds, FAULT legend on the PROP 1 pushbutton remains ON as well as the associated warnings.
On panel 126VU, the breaker previously open is closed. On the PROP 1 pushbutton, FAULT legend must extinguish as well as the associated warnings.
This test must also be performed in the same way with the propeller 2 power supply circuit breaker open.
ATA 30 Horns anti-icing test Page 232/ 236
Horns anti-icing test
ATA 30 Horns anti-icing test Page 233/ 236
Maintenance Operations
System studied:Horns anti-icing test
Warning: Before to perform the horns anti-icing test, note that horns quickly reach a high temperature in about 10 seconds. It is important not to heat
horns for more than 10 seconds and particularly not to touch horns.
First of all, place aircraft in flight configuration. AC wild must be available for the test (engines running or GPU). Set the Weight On Wheels guarded
selector to FLT position.
Then set RUD & L ELEV HORN pushbutton to ON.
The blue ON light illuminates and, at the same time, the ICING AOA green light illuminates on the Ice Detector panel.
On panel 126VU, the following breaker must be open: 51DM HORNS / ANTI-ICING / PWR SPLY / RUD
The FAULT amber light illuminates on the RUD & L ELEV HORN pushbutton. The CCAS warnings are activated simultaneously to the FAULT
illumination. ANTI-ICING caution light illuminates on the CAP, the Master CAUTION lights come on and the Single Chime is broadcast.
On the front face of the associated anti-icing horns controller located on shelf 93VU in the electrics rack, the Channel 2 red light illuminates.
On panel 126VU, the breaker previously open is closed. The FAULT amber light extinguishes on the RUD & L ELEV HORN pushbutton as well as the
associated warnings. Press the TEST pushbutton on the front face of the anti-icing horns controller.
The Channel 2 red light extinguishes.
This test must also be performed with the following power supply circuit breaker open: 63DM HORNS / ANTI-ICING / PWR SPLY / L ELEV
The Channel 1 red light will illuminate on the front face of the anti-icing horns controller during the test.
This test should be performed in the same way with the AIL & R ELEV HORN pushbutton.
By opening the following breakers, the channel 1, 2 and 3 red lights will illuminate on the AIL & R ELEV anti-icing horns controller: 32DM HORNS / ANTI-
ICING / PWR SPLY / R ELEV Channel 1 red light
48DM HORNS / ANTI-ICING / PWR SPLY / L AIL Channel 2 red light
50DM HORNS / ANTI-ICING / PWR SPLY / R AIL Channel 3 red light
Note that if a light remains illuminated on the front face of the anti-icing horns controller, after having pressed the TEST switch, it means that an internal
fault has been detected.
ATA 30 Summary Page 234/ 236
ATA 30 ICE & RAIN PROTECTION

General description 2
Cockpit Panels 11
Interfaces 13
Features 14
Safety and precautions 20
Detection general description 22
Ice detection system description 24
Ice detector operation and cockpit controls & indicators 26
Ice detector description 28
AAS description 30
AAS operation and cockpit controls & indicators 36
Ice evidence probe description 39
Ice evidence probe operation, cockpit controls and indicators 41
APM Description 42
APM cockpit location 46
APM test operation 47
MPC description 48
Aircraft Performance Interface Unit (APIU) 54
APM operation 56
De-icing description 59
Wing & horizontal stabilizer de-icing description 62
Wing & horizontal stabilizer de-icing operation, cockpit controls & indicator 64
Bleed port description 72
Thermal switch description 74
Pressure and regulator shut-off valve description 76
Shut-off valve description 80
Pressure switch description 84
Water drains description 86
Dual distributor valves description 90
Pneumatic de-icers description 96
De-icing control description 100
Standby controller description 106
Engine & air intake de-icing description 112
Engine & air intake de-icing operation, cockpit controls & indicators 114
Dual distributor valves description 120
Pneumatic de-icers description 126
Anti-icing system description 130
Propeller anti-icing description 132
Propeller Anti-icing operation, cockpit controls and indicators 138
Anti-icing control description 144
Brush block description 148
Slip ring description 150
Heater description 152
Horns anti-icing description 154
Horns operation, cockpit controls & indicators 156
Horns controller description 158
Horns description 162
Probes heating description 164
Probes heating operation, cockpit controls & indicators 166
Pitot probe description 170
Static port description 176
TAT probe description 182
Alpha probe description 186
Windows heating description 190
Windows heating operation, cockpit controls & indicators 194
Windshield description 198
Windshield heating control description 200
Side windows description 204
Side window heating control description 206
Rain protection description 208
Rain protection operation, cockpit controls and indicators 209
Moto-converter description 210
Wipers description 214
Controls and indicators panels 216
Boots MFC maintenance test 228
Propellers anti-icing test 230
Horns anti-icing test 232

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MAINTENANCE TRAINING NOTES

T1 42-400l500 & 72-212A (MPC) ref 72

ATA 30 ICE & RAIN PROTECTION

This publication will not be updated on a regular basis.

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

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The AAS is composed of:

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MPC computer troubleshooting: If APM fails, these lights are illuminated.

Two types of boots are used:

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The HP bleed port is located at the HP compressor level.

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The airframe de-icing system comprises five water drains:

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The airframe de-icing system comprises five dual distributor valves:

The airframe de-icing system comprises four dual distributor valves:

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The MFCs process the selected cycle duration in normal mode.

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The propeller is a 568 F Hamilton standard.

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The aircraft is equipped with five horns.

Air data sensors are electrically heated to prevent ice accretion.

As the system is similar to the Captain subsystem, please refer to it.

This subsystem is used to protect against ice the standby probes.

Three pitot probes are provided on the aircraft.

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Six static ports are provided on the aircraft.

The captain's static ports are electrically heated by 28 VDC Bus 1.

The standby's static ports are electrically heated by 28 VDC Bus 1.

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Two alpha probes are provided on each side of the aircraft.

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The aircraft features two front windshields.

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The MFCs are located in the electronic rack (90VU).

Rain is removed from the windshields by means of the windshields wipers.

The electrical motor has two different speeds:

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Each aircraft windshield is provided with its own wiper.

Have a look at the anti-icing and de-icing panels.

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Look at the horns and windshields heating panel.

Look at the ice detector and the memo panels.

<2>This pushbutton enables the entire system of windshield heating to be tested.

Look at the Capt and F/O wiper rotary selectors.

Look at the APM panel.

Look at the APM alarm panel.

ATA 30 ICE & RAIN PROTECTION

Safety and precautions 20

Detection general description 22