A320 30 Rain and Ice Protection

AIRBUS
A 319/320/321
ATA 30
Ice and Rain Protection
30−40 Window Heat and Rain Protection

30−30 Probe Heating
EASA Part 66 B1
A320 30−30/-40 B1 E
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ICE AND RAIN PROTECTION A319/A320/A321
GENERAL
30−xx
ATA 30: ICE AND RAIN PROTECTION

For Training Purposes Only
FRA US/T-5 JaG November 2004 Page: 1

GENERAL
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ICE AND RAIN PROTECTION

GENERAL
The ice and rain protection system lets the aircraft operate normally in ice con-
ditions or heavy rain.
Ice protection is given by the use of hot air, or electrical power, to make the
necessary areas of the aircraft hot.
The areas that hot air supplies are:
the leading edge of the slats 3, 4 and 5 on each wing
the engine air intakes
The engine bleed air system (Ref. 36−11−00) supplies the hot air to the anti−
ice system.
The items with electrical heaters are:
the cockpit windshield and side windows
the Total Air Temperature (TAT) probes
the Angle of Attack (alpha) probes
the Pitot and Static probes of the Air Data System (ADS)
the waste−water drain−masts.
Rain is removed from the windshield with windshield wipers

GENERAL
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Figure 1 Ice and Rain Protection - General

PROBE ICE PROTECTION
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GENERAL
General
The air data system (Ref. 34−10−00) includes several probes and sensors
(pitot and static probes, angle of attack and total air temperature (TAT) sen-
sors) located on the fuselage in zones particularly exposed to ice.
An electrical heating system integral with each probe operates permanently to
maintain probe efficiency. Permanent monitoring of the probes is ensured.
Warning is provided to indicate heating malfunction of each probe.
The air data system comprises three independent detection channels:
1 (Captain)
2 (First Officer)
3 (Standby)

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Figure 2 Probes
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SYSTEM DESCRIPTION
Probe Ice Protection CAUTION
Electrical heating of the probes prevents ice accretion on the probes of the air IF YOU PULL THE PHC POWER SUPPLY C/B,THE RELATED PROBES AND
data system: STATIC PORTS WILL BE HEATED (FLIGHT POSITION).
pitot probes OIL LOW PRESSURE AND GROUND RELAYS ARE ENERGIZED BY THE
ENGINE INTERFACE UNIT(EIU) WHEN THE RELATED ENGINE IS NOT
static probes
RUNNING. IF YOU PULL THE EIU POWER SUPPLY C/B, THE RELATED
angle of attack sensors ENGINE OIL LOW PRESSURE AND GROUND RELAYS ARE DEENER-
TAT sensors GIZED,THIS WILL CAUSE RELATED PROBES AND STATIC PROBES TO
The TAT sensors are not heated on the ground. BE HEATED.
The ice protection system of the probes is arranged in three independent chan-
nels (1, 2 and 3).
Probe Heat Computer (PHC)

The PHC controls and monitors heating of the probes given below:
one pitot probe
one AOA sensor
two static probes
one TAT sensor
There are three PHCs, one per probe channel:
PHC 1
PHC 2
PHC 3 (channel 3 does not include the TAT sensor)
Interface
The ice protection system of the probes is associated with:
the Engine Interface Unit (EIU) (Functional Interfaces)

the shock absorbers of the landing gear
the Centralized Fault Display Interface Unit (CFDIU)
to control and select the heating mode of the probes

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Figure 3 Probe Heat Computer

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COMPONENT DESCRIPTION
Probe Heat Computer (PHC) 1 for the indication of TAT sensor heating or not
The PHCs are installed in the avionics compartment. 1 for the indication of the pitot probe heating fault
The PHC controls and monitors heating of the probes given below: 1 for the indication of the L static probe heating fault
one pitot probe 1 for the indication of the R static probe heating fault
two static probes 1 for the indication of the AOA sensor heating fault
one AOA sensor heating availability directly to the SDAC
one TAT sensor The PHC transmits one ARINC 429 low−speed data bus for fault message to
The PHC identifies and memorizes the failures. the CFDS
There are three PHCs, one per probe channel:
PHC 1
PHC 2
PHC 3 (Channel 3 does not include the TAT sensor).
The PHC is supplied with 28VDC. Three ports enable the PHC position to be
selected.
The PHC controls the temperature of the probes and sensors according to ac-
quisition of discrete aircraft information. This function is achieved by a hard-
ware logic device independent of the software.
Inputs
The PHC acquires 10 discrete inputs of standard type (ground/open):
4 from the Landing Gear Control and Interface Unit (LGCIU), 2 ground/flight
information, and 2 from the LGCIU validity
2 from the EIVMU, engine running or not
1 for the ON control
1 from the CFDS for the maintenance test

1 for the reset function
1 for the low speed warning (V greater than 50 kts).
Outputs
The PHC generates 5 discrete outputs to the Flight Warning Computer (FWC)
via the Air Data/Inertial Reference Unit (ADIRU):
1 discrete output directly to the System Data Acquisition Concentrator
(SDAC)

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Figure 4 PHC - Component Description

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Pitot Probe
Power is applied to:
the main portion of the detection tube of total pressure
the inner surface of the cavity located in the mast
Power is supplied with 115 VAC nominal.
NOTE: HEATING OF THE PITOT TUBE IS REDUCED ON THE GROUND.
THE PHC AUTOMATICALLY CONTROLS THE CHANGEOVER OF
THE PROBE HEATING LEVEL.

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Figure 5 Pitot Tube - Heating Element

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Static Probe
Power is applied to the periphery of the orifice.
Power is supplied with 28VDC nominal.

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Figure 6 Static Port - Heating Element

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AOA Sensor
The AOA sensor is of the vane type.
Power is applied to the internal solid−state heaters of the vane.
Power is supplied with 115VAC nominal.

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Figure 7 AOA Sensor - Heating Element

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TAT Sensor
Power is applied to the leading edge of the air inlet.
Power is supplied with 115VAC nominal.
Heating is cut off on the ground. The PHC automatically controls this change-
over
NOTE: HEATING IS CUT OFF ON THE GROUND.
THE PHC AUTOMATICALLY CONTROLS THIS CHANGEOVER

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Figure 8 TAT Sensor - Heating Element

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OPERATION
Operation For L and R static probes
The conditions: − when the current is lower than 1.3 A or greater than 4 A.
ENG 1 RUNNING The PHC serves to:
or ENG 2 RUNNING identify the faulty element(s),
or PROBE/WINDOW HEAT pushbutton swith in ON configuration memorize the faulty element.
cause heating of the probes given below:
Indication
static probe
The PHC continuously emits signals via the ARINC 429 bus (low speed).
AOA sensor
A discrete output (one per probe) informs the ADIRU of associated probe chan-
pitot probe nel of the heating fault.
There are two heating levels for the pitot probe: Then, the ADIRU informs the Flight Warning Computer (FWC).
− on the ground: half−wave heating
− in flight: full−wave heating
TAT sensor in flight
CONTROL AND INDICATION

Monitoring
The PHC monitors heating of the static probes, AOA sensor, pitot probes and
TAT sensor.
Current detection with a preset threshold is provided for monitoring purposes.
Low heating or overcurrent or heating loss or discrepancy between the ground
and flight information sent by the LGCIUs triggers a warning.
Monitoring of the TAT sensors is inhibited on the ground.
A monitoring system activates a warning when heating is incorrect. Warning is
triggered as follows:
For pitot probe
− in flight when the current I is lower than 0.9 A or greater than 6 A
− on ground when the current I is lower than 0.4 A or greater than 4 A.
For TAT sensor
− When the current I is lower than 0.8 A or greater than 4 A
For AOA sensor
− When the current I is lower than 0.12 A or greater than 5 A.

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Figure 9 Operation / Control and Indicating

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Figure 10 Single Probe Failure (capt.)

FRA US/T-5 JaG NOvember 2004 Page: 20
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Figure 11 Single Probe Failure (f/o)

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Figure 12 Single Probe Failure (stby)

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Figure 13 Probes Failure (capt.)

WINDSHIELD ANTI-ICING AND DEFOG-
GING 30−42
WINDSHIELD ANTI-ICING AND DEFOGGING

GENERAL
General
The anti−icing and defogging system of the windshield keeps a clear visibility
through the windshield and windows in icing or foggy conditions.
This objective is achieved by electrical heating of the windshield and windows.
The system is automatically started at engine start−up.
A pushbutton switch also controls operation of the system (pushbutton switch
in ON configuration).
The system is made up of two independent sub−systems, left and right.
Each sub−system controls heating of the windshield and windows located on
the same side with respect to the aircraft centerline.
Each sub−system includes:
one windshield
two windows:
− one sliding and one fixed (aft)
one Window Heat Computer (WHC)
In each sub−system, the windshield temperature regulation and the window
temperature.

GING 30−42
Figure 14 General
GING 30−42
SYSTEM DESCRIPTION
System Description Interface
Two temperature sensors (or optionally three depending on the windshield part The windshield anti−icing and defogging system is related to the systems given
number), are installed inside each windshield (one sensor active, the other(s) below:
spare). the Engine Interface Vibration Monitoring Unit (EIVMU) (Functional Inter-
Two temperature sensors (one is in spare, which can be used permanently if faces) to ensure the heating control
the first one fails) are installed in each of the fixed and sliding side windows. the landing gear shock−absorbers to ensure the selection of the heating
mode (for the windshield
The regulation threshold of the WHC is between 35 and 42 deg.C the Centralized Fault Display Interface Unit (CFDIU)
The temperature is monitored by the in−service sensor.
the System Data Acquisition Concentrator (SDAC)
Windshield
Two heating power levels are available for the windshield:
23 W/dm2 on the ground,
70 W/dm2 in flight only (not allowed on the ground)
A 200 VAC/400 Hz line delivers these power outputs on the ground and in
flight.
Sliding- / Fixed Window
One heating power level only is available for the windows: 15 W/dm2 on the
ground as well as in flight.
A 115 VAC/400 Hz line delivers this power output.
Extreme Temperature Detection

Detection of window extreme temperatures or failure of associated temperature
sensor causes:
activation of a warning in the cockpit
automatic cut off of the heating of the defective window

These extreme temperatures are given below:
+60 deg.C (140 deg.F): corresponds to an overheat or to the sensor in open
circuit
−60 deg.C (−76 deg.F): corresponds to the sensor in short circuit.
NOTE: A (LIGHTED) ICING INDICATOR IS INSTALLED ON THE OUTER
FACE OF THE WINDSHIELD POST TO INDICATE THE PRES-
ENCE OF ICE.

GING 30−42
Figure 15 System Description

GING 30−42
Window Heat Controller (WHC)
The WHC provides the functions given below:
temperature regulation
monitoring
safety
There are two WHCs:
one for the right side identified WHC2
one for the left side identified WHC1
The regulation nominal is to between 35 and 42 deg.C (95 and 107.60 deg.F)
for each window.
The regulation minimum range which includes tolerances is to between 30 and
38 deg.C (86 and 100.40 deg.F)
The temperature sensor cuts off heating when the temperature is plus or minus
60 deg.C (140 deg.F).
The WHC provides two heating levels for the windshield:
high level in flight,
low level on the ground
Low/high level ratio is 1/3.

GING 30−42
Figure 16 Component Description - WHC

GING 30−42
OPERATION / CONTROL & INDICATING

Monitoring
The faults of the heating system of each window are shown on the ECAM dis-
play unit. The WHC automatically stops heating.
The WHC serves to:
identify the faulty component(s)
store the fault(s) in a memory which is not erased after supply cut−off
Indicating
The WHC continuously emits warnings via the ARINC 429 bus.
Two discrete outputs (one for the windshield, one for the two windows) inform
the crew of a heating fault.
The WHC transmits this information to the Flight Warning Computer (FWC).
Maintenance Test
A signal from the CFDIU permits to check the correct operation of the system
and of the related safety features.
The ground/flight transition deletes the memory.
Leading Particulars
A loss of 28 Volt supply is indicated as a failure.
The WHC includes electromagnetic power contactors.
The WHC also incorporates protections against overvoltages due to light-
ning strike and to static electricity on the windows.
The power outputs are protected against short circuits
The test function is inhibited in flight.

GING 30−42
Figure 17 Operation / Control & Indicating

GING 30−42
COMPONENT LOCATION

GING 30−42
Figure 18 Component Location

WINDSHIELD RAIN PROTECTION
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GENERAL
General Hydrophibic Coating
Rain removal from the right and left windshields is achieved by two systems: A hydrophobic coating can be applied on each windshield to repel rain.
a wiper system The hydrophobic coating is used instead of the rain−repellent fluid system.
aRain Repellent System NOTE: WHEN THERE IS A HYDROPHOBIC COATING ON THE WIND-
or SHIELD, THE RAIN REPPELENT FLUID MUST NOT BE APPLIED
ON THE WINDSHIELD
a hydrophobic coating
Wiper System
Two wipers are available, one for the left (Captain) windshield and one for the
right (First Officer) windshield.
The two wipers are independently actuated through two−speed electric motors
controlled by the WIPER control switches.
The wipers have a parking position clear of the area of visibility with the wiper
blades just lifted from the windshield surface to avoid sand accumulation which
could cause scratching of the windshield.
Rain Repellent System

The system is designed to improve visibility through the windshield in heavy
rain particularly when the wipers are not sufficient.
The system enables a special rain−repellent fluid to be sprayed in one or sev-
eral applications on the windshield; the fluid is designed to increase the surface
tension of water.
The increase in surface tension:
eliminates the film of water on the windshield; the water film is of variable
thickness and impairs vision
causes water to remain in the form of droplets (similarity with mercury),
facilitates evacuation of these droplets under dynamic effect of airstream;
the droplets do not wet the windshield surface. Purging of the spray nozzles
with air serves to prevent clogging.

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Wiper System Rain Repellent System
Figure 19 Rain Repellent / Wiper System

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WIPER SYSTEM
SYSTEM DESCRIPTION
System Description
Two totally independent sub−systems are provided:
CAPT sub−system (left windshield)
F/O sub−system (right windshield)
a two−speed electric motor serves to operate each arm/blade assembly.
Each sub−system ensures that clear vision is maintained through the wind-
shield during all rain conditions and during the following flight phases:
taxi
takeoff
approach
landing
Control switches located on the overhead panel are provided for each wiper to
select the wiper speed:
slow operation (SLOW position)
fast operation (FAST position)
stop (OFF position) in a parking position of the arm/blade assembly

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Figure 20 Wiper System

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COMPONENT DESCRIPTION - WIPER SYSTEM

Motor converter Control Switch
The motor and converter form a single assembly. The WIPER control switch located on the overhead panel (panels 21VU and
The motor is provided with a thermal protection which protects the mechanical 22VU) incorporates a quick−break device which enables electrical switching in
and electrical components of the system. the following positions:
The motor converter assembly provides the sweeping angles defined on the OFF: parking and stop position
referenced figure, via the wiper arm/blade assembly
SLOW: slow speed
The motor converter serves to obtain the parking position of the wiper arm
when the WIPER control switch is placed in the OFF position. FAST: fast speed
The converter changes the rotary motion of the motor into an oscillatory motion
Parking postition and liftoff device
of the wiper arm (alternate sweeping).
The motor leading particulars are: When the wiper system is selected OFF, the arm/blade assembly stops in the
parking position; in this position, the arm is lifted off with respect to the aircraft
direct current
structure, at the windshield lower part (parking position).
permanent magne
The liftoff device avoids any risk of collecting dust, sand or other abrasive par-
two rotation speeds (slow/fast) for sweeping ticles which could cause windshield damage upon next operation of the wipers.
one slow speed, inverted rotation, for the parking position
Sweeping pressure
It is possible, even on aircraft, to replace the motor from the assembly without
mechanical damage to the motor/converter junction. The pressure of the wiper arm−blade assembly is adjustable within the range of
pressures corresponding to forces between 2 daN (4.4961 lbf) and 5.5 daN
Capt and F/O wiper arms (12.3644 lbf) ; these are applied to the center of the blade perpendicular to the
Each rigid arm serves to adjust the parking position angle (lower position) to windshield plane.
plus or minus 1 deg. by the use of a splined bushing between the converter Within these limits, there is no degradation of the system performance.
output shaft and the arm. In all the utilization conditions (normal or abnormal operation of the wiper sys-
tem), rupture of one or several parts of this system will not result in damage to
The arm/blade junction is rigid enough to maintain the blade/arm angle
the aircraft structure or the engines.
constant in all the utilization cases.
The pressure of the arm on the windshield is adjustable. If, due to wiper system failure, the wiper arm stops away from the stop position
The arm is coated with a dull−black anti−reflective paint. (impossible to return the arm to the stop position), the flight can continue in all
safety without any speed restriction

Blade
Speed
The form of the blade is designed to ensure even sweeping of the windshield in
all the utilization conditions; the tolerances of the blade pressure adjustment The wiper system operates efficiently without adverse effect on its performance
must be observed. up to corrected speeds, Vc, of 200 kts.
Operation of the wiper system is even possible for speeds between 200 and
It is possible to replace the blade without removing the arm.
250 kts. In such a case, the wiper arm can be placed in the parking position.
When the wiper system is in operation, the blade should in no case overlap
onto the metal frame of the windshield.3) Blade

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Figure 21
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RAIN REPELLENT SYSTEM

SYSTEM DESCRIPTION The two nozzles are arranged symmetrically and are not interchangeable ; pre-
cise angular positioning is required.
Rain Repellent The purge system is provided to eliminate the fluid remaining between the
The rain repellent fluid used is packaged in a nitrogen pressurized can. check valve and the nozzle after each application of the fluid. The hot air man-
The nitrogen pressurizes the lines of the rain repellent system. ifold of the air conditioning system supplies the purge air at a pressure of 4 plus
The can is directly fitted to the rain−repellent fluid gage, thus enabling the seal- or minus 1 PSID with reference to the cabin pressure.
ing valve of the can to open. The assembly comprising the check valves and the rain−repellent blowout res-
The components given below are located on the side of the rain−repellent fluid ervoir:
gage: enables air to flow permanently to the spray nozzles when the rain−repellent
a pressure gage indicating the pressure in the system and thereby the re- system does not operate
maining fluid shuts off the air supply lines during spraying of the rain−repellent fluid
a purge pushbutton used to purge the lines when the can is replaced The system is inhibited on the ground (connection to the Engine Vibration Mon-
Lines release the fluid to each of the two spray systems which operate inde- itoring Unit (EVMU)).
pendently.
Ground checks
A fluid spray system is provided for each windshield.
It incorporates the components given below: Check reading on the pressure gage fitted to the fluid gage assembly.
a solenoid valve (time controlled If the pointer appears in the yellow band identified REPLACE, approximately
ten applications of fluid are left in the can before need of can replacement.
a control pushbutton switch
When replacing the can, purge the system lines using the purge pushbutton
a spray nozzle. located on the fluid gage assembly
A CAPT(FO) RAIN RPLNT pushbutton switch, located in the cockpit, serves to Do not operate the system in dry weather conditions. In the event of inadver-
control the system. tent application on dry surfaces, wash at the earliest opportunity.
Upon actuation of the pushbutton switch, the time−controlled solenoid valve of Avoid projections of fluid onto the mucous membranes.
the associated system enables fluid release to the spray nozzles for a limited
period. Utilization in flight
To initiate a new cycle, it is necessary to release then to push again the control The rain−repellent system is used in heavy rain, more precisely when the wip-
pushbutton switch. ers are not sufficient at high aircraft speed.

Each solenoid valve is installed as near as possible to its associated spray One or two applications of the fluid are generally sufficient for one takeoff or
nozzle to limit: l approach and landing sequence; however, the number of applications is unre-
stricted so as to improve visibility, regardless of the fluid amount used.
the response time of the system
loss of fluid between the valve and the nozzle NOTE: NEVER SPRAY FLUID ON A DRY WINDSHIELD. IN THE EVENT
OF INADVERTENT APPLICATION, DO NOT OPERATE THE WIP-
the risks of internal clogging due to the evaporation of the residual fluid.
ERS BEFORE THE RAIN WETS THE WINDSHIELD.
Each spray nozzle protrudes from the skin panel of the aircraft and incorpo-
rates four directional orifices with calibrated diameters.

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Figure 22 Rain Repellent System - General

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Rain repellent fluid can Rain repellent blowout reservoir
The pressurized can is attached to the aft−left wall of the cockpit. During application of the fluid onto the windshield, the reservoir provides an
The can contains 475 cubic centimeters of usable rain−repellent fluid. increase in transient air pressure which serves to purge the lines of the system
after each application of the fluid.
The system is pressurized with nitrogen; the nitrogen pressure in the can when
It constitutes a decantation reservoir :
full is 5.8 +0.7 −0.4 bar (84.1218 +10.1526 −5.8015 psi) .
A valve held closed under the load of internal pressure seals the can. A thin pin for the rain repellent fluid in the event of possible leakage of valves
is provided for displacement of the valve. for water which could remain in the air bled from the air conditioning system
and freeze on the nozzle orifices.
Rain repellent fluid gage assembly
The reservoir can serve as a test connector to check for absence of clogging of
The gage assembly forms the can receptacle. The can is mounted on the re- the nozzles, using an appropriate pressurization tool connected to the test
ceptacle, valve downwards. valve of the reservoir.
The receptacle includes the pin provided for unseating of the sealing valve of
the can. Purge check valves
A pressure gage indicates the pressure in the can and thereby the quantity of Each valve is designed to prevent fluid to flow to the rain−repellent blowout res-
fluid in the can: ervoir and to the air conditioning system.
green band: the pressure is sufficient Test check valve
yellow band: the pressure is low; the can must be replaced. Each valve is designed to prevent fluid to flow to the rain−repellent blowout res-
The fluid gage incorporates a 80 cubic centimeters transparent chamber from ervoir and to the air conditioning system.
which the fluid level is visible. When the can is completely empty, the remaining The check valve is mainly provided to isolate the system located upstream (to-
nitrogen pressure and the fluid remaining in the gage are still sufficient for sev- wards the air conditioning system) when the check of the nozzles is performed
eral flights before replacement of the can. using a special pressurization tool which is connected to the rain−repellent
A purge pushbutton located on the can serves to purge the lines of the system blowout reservoir.
when the can is replaced
Solenoid valve
Upon energization, the valve controls the flow of rain repellent fluid released to
the nozzles by means of an incorporated electronic timing device.

The timing device, adjustable between 0.1 and 1.0 second, is set at 0.4 second
(Lufthansa).
The solenoid valve is normally closed and is supplied with 28VDC nominal.
Spray nozzle
A single nozzle serves to spray the rain repellent fluid on the corresponding
windshield.
The nozzle has four orifices of small diameter

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Figure 23 Rain repellent System - Component Description

DRAIN MAST ICE PROTECTION
30−71

GENERAL
Drain Mast Ice Protection
The waste water ice protection is installed to prevent ice formation in the drain
lines and fwd and aft drain masts.
The waste water which comes from the galley and lavatory washbasins is dis-
carded through the drain lines and drain masts to atmosphere.
Waste water lines installed in areas of posssible icing conditions, are heated by
electrical tape heating elements and insulated. Heaters are installed in the fwd
and aft drain masts to prevent ice formation.
Ice−Protection control units are installed in the fwd and aft cargo compartments
regulate through the sensors the heating elements of the drain lines and drain
masts.

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Figure 24 Drain Mast ice Protection - General

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SYSTEM DESCRIPTION (A321)

Drain Mast Waste water drainline
The waste water is discarded through the drain lines to the fwd heated drain The waste water drain lines to the drain masts have heater assemblies which
mast and the rear heated drain mast to atmosphere, which are installed on the are installed on the drain lines with bonding tape.
lower fuselage shell. The drain lines are installed on supports and tightened with clamps and cov-
The waste water is moved to the drain masts through gravity on the ground ered with insulation.
and differential pressure in flight. Ice protection control unit and related sensor control the drain line heaters to
Each drain mast assembly has: the drain mast, keeping the temperature of the drain tube between +6 deg C
an aluminum alloy housing (aerodynamic shape) (+43 deg F) to +10 deg C (+50 deg F).
a drain tube with integrated electrical heating−elements Rear Galley and Lavatory waste water drain lines
an PTC temperature sensor (measures the ambient temperature) The rear galley and rear lavatory waste water drain lines have heater assem-
an over temperature switch (prevents damage to heating element) blies which are installed on to the drain lines with bonding tape.
A flange for installation of the drain mast is part of the top of the fairing. The drain lines are installed on supports and tightened with clamps and cov-
Two ice protection control units control the 115 V AC 400Hz single phase to ered with insulation.
the related heater of the drain masts. The control unit and related sensors is used to control the heating of the heat-
The drain mast heating element operates from −55 deg C (−65 deg F) to +75 ers installed on lavatory drain lines to keep the temperature of the drain tube
deg C (+160 deg F). between +10 deg C (+50 deg F) to +15 deg C (+60 deg F).
The control unit and related sensors is used to control the heating of the heat-
The overtemperature switch installed in the drain mast will stop the power sup-
ers installed on galley drain lines to keep the temperature of the drain tube be-
ply if the temperature increases above +120 deg C (+250 deg F).
tween +10 deg C (+50 deg F) to +15 deg C (+60 deg F).
Each heater has:
a self limiting element
two power supply conections
an inner insulation
a copper shield (ground bonding connection
an outer protection sheath
Each sensor has:

a ceramic and epoxit housing
a sensing chip (contains a thermister
two connection pins
The value of the thermister depends on the set temperature of the waste water
line

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Figure 25 System Description (A321)

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SYSTEM DESCRIPTION (A319/A320)

Drain Mast Waste water drainline
The waste water is discarded through the drain lines to the fwd heated drain The waste water drain lines to the drain masts have heater assemblies which
mast and the rear heated drain mast to atmosphere, which are installed on the are installed on the drain lines with bonding tape.
lower fuselage shell. The drain lines are installed on supports and tightened with clamps and cov-
The waste water is moved to the drain masts through gravity on the ground ered with insulation.
and differential pressure in flight. Ice protection control unit and related sensor control the drain line heaters
Each drain mast assembly has: 41DU and 42DU to the drain mast, keeping the temperature of the drain tube
between +6 deg C (+43 deg F) to +10 deg C (+50 deg F).
an aluminum alloy housing (aerodynamic shape)
a drain tube with integrated electrical heating−elements
an PTC temperature sensor (measures the ambient temperature)
an over temperature switch (prevents damage to heating element)
A flange for installation of the drain mast is part of the top of the fairing.
Two ice protection control units control the 115 V AC 400Hz single phase to
the related heater of the drain masts.
The drain mast heating element operates from −55 deg C (−65 deg F) to +75
deg C (+160 deg F).
The overtemperature switch installed in the drain mast will stop the power sup-
ply if the temperature increases above +120 deg C (+250 deg F).
Each heater has:
a self limiting element
two power supply conections
an inner insulation
a copper shield (ground bonding connection
an outer protection sheath
Each sensor has:

a ceramic and epoxit housing
a sensing chip (contains a thermister
two connection pins
The value of the thermister depends on the set temperature of the waste water
line

30−71
Figure 26 System Description (A319/A320)

30−71
OPERATION / CONTROL & INDICATION (A319/A320)

Operation / Control & Indication
The waste water ice protection system cannot be controlled manually.
The waste water ice protection system operates automatically when the related
circuit breakers are closed.
The system is available with the aircraft electrical−circuits engergized and
through closed circuit breakers 1DU and 11DU.
115 V AC is supplied from the normal busbar 110XP−B to the control unit 5DU.
115 V AC is supplied from the normal busbar 210XP−C to the control unit
15DU. The control units 5DU and 15DU control the heating of the drain masts
4DU and 14DU dependent to the ambient temperature.
Test
All control units of the waste water ice protection system are provided with a
internal BITE test.
The BITE test function monitors the correct function of:
the control and monitor circuits
the connected heater elements (tapes)
the connected temperatur sensor
the internal solid states relays
the power supply of the system
the interface connecto
You start the BITE test when you push the TEST pushbutton, located on the
top of the control unit.
Two Light Emmiting Diodes (LED) show the correct status of the system.
Additional the control units of the drainmast heating system are connected with
three discrete lines to the Cabin Intercommunication Data System (CIDS), via a
DEU−B.
A test menu displayed on the CIDS Programming and Test Panel (PTP) gives
you the facillity to start a BITE test of the drainmast heating system without the
need to remove the sidewall panels installed in the FWD and AFT cargo
compartments.
When you initiate the test via the PTP, a 28 V DC signal starts the internal
BITE test function of the related control units.
Two LED GND signals, ’HEATER OK’ and ’UNIT OK’, shows the correct status
of the drainmast heating system.

30−71
Figure 27 Operation / Control & Indication (A319/A320)

30−71
OPERATION / CONTROL & INDICATION (A321)

Operation / Control & Indication Sensor
The waste water ice protection system cannot be controlled manually. The sensor measures the waste water drain lines permamently, the control unit
The waste water ice protection system operates automatically when the related compares the measured values with the stored reference values. When icing
circuit breakers are closed. conditions occure the control unit will turn on the power supply to the related
The system is available with the aircraft electrical−circuits energized and tape heating circuits.
through closed circuit breakers 1DU, 8DU, 9DU, 101DU, 102DU, 31DW and
Test
32D.
All control units of the waste water ice protection system are provided with a
115 V AC is supplied from the normal busbar 110XP−B to the control unit 5DU
internal BITE test.
which controls the heater of fwd drain mast 4DU.W.
115 V AC is supplied from the GND/FLT busbar 212XP−C to the control unit
15DU which controls the heater of aft drain mast 14DU. the control and monitor circuits
115 V AC is supplied from the GND/FLT busbar 212XP−C to the control unit the connected heater elements (tapes)
140DW. 28 V DC is supplied from the GND/FLT busbar 602PP to the control the connected temperatur sensor
unit 140DW. the internal solid states relays
Control Unit 140DW the power supply of the system
Control unit 140DW controls the related sensor and heaters installed on the the interface connecto
drain lines to the fwd and aft drain masts. You start the BITE test when you push the TEST pushbutton, located on the
115 V AC is supplied from the GND/FLT busbar 212XP−C to the control unit top of the control unit.
25DU which controls the operation of the thermostat and heater of the mid− Two Light Emmiting Diodes (LED) show the correct status of the system.
drain mast 24DU heater. Additional the control units of the drainmast heating system are connected with
115 V AC is supplied from the GND/FLT busbar 212XP−C to the control unit three discrete lines to the Cabin Intercommunication Data System (CIDS), via a
33DW. 28 V DC is supplied from the GND/FLT busbar 602PP to the control DEU−B.
unit 33DW. A test menu displayed on the CIDS Programming and Test Panel (PTP) gives
you the facillity to start a BITE test of the drainmast heating system without the
Control Unit 33DW need to remove the sidewall panels installed in the FWD and AFT cargo
Control unit 33DW controls the related sensor and heaters installed on the compartments.
drain lines of the mid−drain mast 24DU. When you initiate the test via the PTP, a 28 V DC signal starts the internal
115 V AC is supplied from the normal busbar 212XP−B to the control unit BITE test function of the related control units.
160DU which controls the related sensor and heaters installed on the rear lava- Two LED GND signals, ’HEATER OK’ and ’UNIT OK’, shows the correct status
tory waste line. of the drainmast heating system.
115 V AC is supplied from the GND/FLT busbar 212XP−C to the control unit
180DU which controls the related sensor and heaters installed on the rear gal-
ley waste line

30−71
Figure 28 Operation / Control & Indication (A321)

WATER SERVICING PANELS HEATING
30−72

GENERAL, OPERATION / CONTROL & INDICATING
General
The potable water service panel heating is installed to prevent ice formation in
the potable water servicing panel in icing conditions.
The fill/drain nipple are electrically heated to prevent ice formation of the re-
maining water in the fill/drain nipple and overflow nipple which could cause a
blockage or damage to the nipples.
A thermostat controls the potable water service panel heating.
Potable Water Service Panel
The potable water service−panel is located at the aft left hand side of the lower
fuselage shell.
The fill/drain nipple (referred to as the nipples) are electrically heated with a foil
heating element. The foil heating element is part of the nipple.
A temperature thermostat is installed adjacent to the nipple and permamently
measures the nipple temperature.
The temperature thermostat is connected to the nipple foil heating element.
When icing conditions occurs the thermostat will turn on the foil heating ele-
ment.
An overtemperature switch prevents damage to the foil heating element.
The cut off temperature is 110 + 5 −5 deg. C (230. 00 + 9. 00 − 9. 00 deg. F).
Operation / Control & Indicating
When the busbar 210XP 115VAC is energized and the circuit breaker 15DV is
closed, the potable water service panel is energised through the thermostat
12DV to the fill/drain foil heater 11DV.

The thermostat permamently measures the nipple temperature, when icing
conditions occur, the thermostat will turn on the foil heaters of the nipples at
approx. 6 DEG.C (42.80 DEG.F) and switch off at approx. 13 DEG.C (55.40
DEG.F) .
Each heating circuit is protected by a micro fuse for overheat protection, the
cut off temperature is 110 DEG.C (230.00 DEG.F) .

30−72
Figure 29 Water Servicing Panels Heating

POPTABLE WATER ICE PROTECTION
30−73
POTABLE WATER ICE PROTECTION

GENERAL
General
The potable water ice protection is installed to prevent ice formation in in the
potable water system.
Ice formation in the potable water lines can cause a blockage or damage to the
water lines.
The potable water lines where icing conditions can occur are insulated and
heated by tape electrical heaters.
A control unit through the temperature sensors control the operation of the tape
electrical heaters.
The potable waste water from the galley and lavatory wash basins is dumped
through the waste water drain lines and drain masts to atmosphere

30−73
Figure 30 Potable Water Ice Protection

30−73
OPERATING / CONTROL & INDICATING (A319/A320)

Operating / Control & Indicating (A319/A320)
The potable water ice protection system operates when the busbars 212XP−C
115 V AC and 602PP 28 V DC are engergized and circuit breakers 1DW and
2DW are closed.
You cannot control the the system manually.
The system operates automatically on the ground and/or in the flight mode.
The control unit 3DW controls the operation of related sensors and heaters.
When the sensors detect icing conditions (This depends on stored temperature
threshold in the control unit), the control unit will supply electrical power (115 V
AC) to the header assemblies.
The control adjustments for the heaters are:
heaters ON < 6.0 +1 −1 deg.C (42.80 +1.80 −1.80 deg.F)
heaters OFF > 10.0 +1 −1 deg.C (50.00 +1.80 −1.80 deg. F)
The control unit(s) of the potable water ice protection is (are) provided with a
internal BITE test.
the connected heater circuits (tapes)
the connected temperature sensor
the interface connector
top of the control unit 3DW.


30−73
Figure 31 Operating / Control & Indicating (A319/A320)

30−73
OPERATING / CONTROL & INDICATING (A321)

Operating / Control & Indicating (A321)
The potable water ice protection system operates when the busbars 212XP−C
115 V AC and 602PP 28 V DC are engergized and the circuit breakers 1DW,
2DW and 303DW are closed.
You cannot control the the system manually.
The system operates automatically on the ground and/or in the flight mode.
The control units 3DW and 310DW control the related sensors and heaters.
When the sensors detect icing conditions (depends on the stored temperature
thresholds in the control unit), the control unit will supply electrical power (115
V AC) to the heater circuits.
The control adjustments for the heaters are:
heaters ON < 6.0 +1 −1 deg.C (42.80 +1.80 −1.80 deg.F)
heaters OFF > 10.0 +1 −1 deg.C (50.00 +1.80 −1.80 deg. F)
The control unit(s) of the potable water ice protection is (are) provided with a
internal BITE test.
the connected heater circuits (tapes)
the connected temperature sensor
the interface connector
top of the control unit 3DW.


30−73
Figure 32 Operating / Control & Indicating (A321)

ICE DETECTION
30−81
ICE DETECTION
SYSTEM DESCRIPTION
System Description
A lighted icing indicator is installed in lieu of one windshield center panel re-
tainer bolt. It is visible by both pilots. Its illumination is controlled by a switch
(INT LT/ICE IND & STBY COMPASS) located on the panel 25VU.
The indicator body is made of titanium. The end of the indicator is made of tita-
nium, with openings for lighting.
The ice detection system comprises:
one ICE IND & STBY COMPASS switch located on the INT LT section of
the panel 25VU,
a lighted icing indicator located on the center panel retainer between the two
windshield panels.

Lighted Icing Indicator

A lighted icing indicator is installed in lieu of one winshield center panel retainer
bolt. It is visible by both pilots. It provides a visual indication when icing condi-
tions are encountered.
Its illumination is controlled by a switch INT LT/ICE IND & STBY COMPASS
(2LF) for night visibility.
The icing indicator Lighting is supplied with 28 VDC.

ICE DETECTION
30−81
Figure 33 Ice Detection

ICE DETECTION
30−81
ICE DETECTION - ELECTRONIC (OPTIONAL)

SYSTEM DESCRIPTION
General the Multipurpose Control and Display Unit (MCDU)
The ice detection system sends warning messages to the crew when icing con-
Detector Outputs
ditions and heavy icing are detected.
Each ice detector generates three signals:
It also indicates the end of the icing conditions
ICE signal
This system is inhibited on ground.
The ice detector sends the ICE signal when a thickness of 0.5 mm of ice is
The system has two main functions: accreted on its sensing element. This signal is maintained for 60 seconds. If
better detection of icing conditions new ice detections occur within 60 seconds, the ICE signal is maintained for
cutting off of the anti ice system when the latter is no longer necessary (fuel 60 seconds after the last detection.
saving SEVERITY signal
The ice detector generates the SEVERITY signal when a number of ten ele-
System Description mentary ice detections is reached.
The system is composed of two ice detectors, for redundancy. The threshold for the SEVERITY signal corresponds to approximately 5 mm
The detection system is based upon the elementary detection of a small of ice accreted on the most critical protected surface of the wings (wing
amount of ice build up. tips).
The SEVERITY signal is reset and its processing is inhibited as long as the
The length of the probe and its location on the aircraft are determined to antici-
ice detectors receive an input indicating that the wing anti ice is supplied
pate safely the icing of the protected areas of the aircraft.
from the aircraft.
Two levels of detection are provided:
FAULT signal
one corresponding to elementary detections is used to generate messages The ice detector has an internal monitoring to get an appropriate failure
for the engine anti ice rate. A FAULT signal is sent when a fault is detected. In this case, the ICE
the other corresponding to a selected number of 7 elementary detections is and SEVERITY signals are inhibited.
used to generate messages for the wing anti ice.
The sensing probe is driven magnetostrictively to vibrate at its resonant fre-
quency of 40 KHz. Then, the weight of the accreted ice causes the frequency
to decrease
Interface
The ice detection system is associated with:
Electrical power: AC main generation
the Flight Warning Computer (FWC)
the System Data Acquisition Concentrator (SDAC)
the Centralized Fault Display Interface Unit (CFDIU)

ICE DETECTION
30−81
Figure 34 Ice Detection - Electronic

A320 30−30/-40 B1 E
TABLE OF CONTENTS
ATA 30: ICE AND RAIN PROTECTION . . . . . . . . . . 1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
OPERATING / CONTROL & INDICATING (A319/A320) . . . . . . . . . . . 58
ICE AND RAIN PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 OPERATING / CONTROL & INDICATING (A321) . . . . . . . . . . . . . . . . . 60
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 ICE DETECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
PROBE ICE PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 ICE DETECTION - ELECTRONIC (OPTIONAL) . . . . . . . . . . . . . . . . . . . . 64
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
CONTROL AND INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
WINDSHIELD ANTI-ICING AND DEFOGGING . . . . . . . . . . . . . . . . . . . . . 24
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
OPERATION / CONTROL & INDICATING . . . . . . . . . . . . . . . . . . . . . . . 30
COMPONENT LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
WINDSHIELD RAIN PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
WIPER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
COMPONENT DESCRIPTION - WIPER SYSTEM . . . . . . . . . . . . . . . . 38
RAIN REPELLENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
DRAIN MAST ICE PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
SYSTEM DESCRIPTION (A321) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
SYSTEM DESCRIPTION (A319/A320) . . . . . . . . . . . . . . . . . . . . . . . . . . 48
OPERATION / CONTROL & INDICATION (A319/A320) . . . . . . . . . . . 50
OPERATION / CONTROL & INDICATION (A321) . . . . . . . . . . . . . . . . . 52
WATER SERVICING PANELS HEATING . . . . . . . . . . . . . . . . . . . . . . . . . . 54
GENERAL, OPERATION / CONTROL & INDICATING . . . . . . . . . . . . 54
POTABLE WATER ICE PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
FRA US/T-5 Jakobi Nov 2004

Page i
A320 30−30/-40 B1 E
TABLE OF FIGURES
Figure 1 Ice and Rain Protection - General . . . . . . . . . . . . . . . . . . . 3
Figure 2 Probes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Figure 3 Probe Heat Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Figure 4 PHC - Component Description . . . . . . . . . . . . . . . . . . . . . . 9
Figure 5 Pitot Tube - Heating Element . . . . . . . . . . . . . . . . . . . . . . . 11
Figure 6 Static Port - Heating Element . . . . . . . . . . . . . . . . . . . . . . . 13
Figure 7 AOA Sensor - Heating Element . . . . . . . . . . . . . . . . . . . . . 15
Figure 8 TAT Sensor - Heating Element . . . . . . . . . . . . . . . . . . . . . . 17
Figure 9 Operation / Control and Indicating . . . . . . . . . . . . . . . . . . . 19
Figure 10 Single Probe Failure (capt.) . . . . . . . . . . . . . . . . . . . . . . . . 20
Figure 11 Single Probe Failure (f/o) . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Figure 12 Single Probe Failure (stby) . . . . . . . . . . . . . . . . . . . . . . . . 22
Figure 13 Probes Failure (capt.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Figure 14 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Figure 15 System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Figure 16 Component Description - WHC . . . . . . . . . . . . . . . . . . . . 29
Figure 17 Operation / Control & Indicating . . . . . . . . . . . . . . . . . . . . 31
Figure 18 Component Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Figure 19 Rain Repellent / Wiper System . . . . . . . . . . . . . . . . . . . . . 35
Figure 20 Wiper System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Figure 21 ................................................ 39
Figure 22 Rain Repellent System - General . . . . . . . . . . . . . . . . . . . 41
Figure 23 Rain repellent System - Component Description . . . . . . 43
Figure 24 Drain Mast ice Protection - General . . . . . . . . . . . . . . . . . 45
Figure 25 System Description (A321) . . . . . . . . . . . . . . . . . . . . . . . . 47
Figure 26 System Description (A319/A320) . . . . . . . . . . . . . . . . . . . 49
Figure 27 Operation / Control & Indication (A319/A320) . . . . . . . . 51
Figure 28 Operation / Control & Indication (A321) . . . . . . . . . . . . . 53
Figure 29 Water Servicing Panels Heating . . . . . . . . . . . . . . . . . . . . 55
Figure 30 Potable Water Ice Protection . . . . . . . . . . . . . . . . . . . . . . 57
Figure 31 Operating / Control & Indicating (A319/A320) . . . . . . . . 59
Figure 32 Operating / Control & Indicating (A321) . . . . . . . . . . . . . 61
Figure 33 Ice Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Figure 34 Ice Detection - Electronic . . . . . . . . . . . . . . . . . . . . . . . . . . 65
FRA US/T-5 Jakobi Nov 2004

Page ii
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A320 30 Rain and Ice Protection

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30−40 Window Heat and Rain Protection

Tel: +49 (0)40 5070 2520

ATA 30: ICE AND RAIN PROTECTION

FRA US/T-5 JaG November 2004 Page: 1

ICE AND RAIN PROTECTION

FRA US/T-5 JaG November 2004 Page: 2

Figure 1 Ice and Rain Protection - General

PROBE ICE PROTECTION

FRA US/T-5 JaG November 2004 Page: 4

Probe Heat Computer (PHC)

the Engine Interface Unit (EIU) (Functional Interfaces)

FRA US/T-5 JaG November 2004 Page: 6

Figure 3 Probe Heat Computer

1 from the CFDS for the maintenance test

FRA US/T-5 JaG November 2004 Page: 8

Figure 4 PHC - Component Description

FRA US/T-5 JaG November 2004 Page: 10

Figure 5 Pitot Tube - Heating Element

FRA US/T-5 JaG November 2004 Page: 12

Figure 6 Static Port - Heating Element

FRA US/T-5 JaG November 2004 Page: 14

Figure 7 AOA Sensor - Heating Element

FRA US/T-5 JaG November 2004 Page: 16

Figure 8 TAT Sensor - Heating Element

CONTROL AND INDICATION

FRA US/T-5 JaG November 2004 Page: 18

Figure 9 Operation / Control and Indicating

Figure 10 Single Probe Failure (capt.)

Figure 11 Single Probe Failure (f/o)

Figure 12 Single Probe Failure (stby)

Figure 13 Probes Failure (capt.)

WINDSHIELD ANTI-ICING AND DEFOGGING

FRA US/T-5 JaG November 2004 Page: 24

Extreme Temperature Detection

automatic cut off of the heating of the defective window

FRA US/T-5 JaG November 2004 Page: 26

Figure 15 System Description

FRA US/T-5 JaG November 2004 Page: 28

Figure 16 Component Description - WHC

OPERATION / CONTROL & INDICATING

FRA US/T-5 JaG November 2004 Page: 30

Figure 17 Operation / Control & Indicating

FRA US/T-5 JaG November 2004 Page: 32

Figure 18 Component Location

WINDSHIELD RAIN PROTECTION

Rain Repellent System

FRA US/T-5 JaG November 2004 Page: 34

Wiper System Rain Repellent System

Figure 19 Rain Repellent / Wiper System

FRA US/T-5 JaG November 2004 Page: 36

Figure 20 Wiper System

COMPONENT DESCRIPTION - WIPER SYSTEM

safety without any speed restriction

FRA US/T-5 JaG November 2004 Page: 38

RAIN REPELLENT SYSTEM

pushbutton switch. ers are not sufficient at high aircraft speed.

FRA US/T-5 JaG November 2004 Page: 40

Figure 22 Rain Repellent System - General

the nozzles by means of an incorporated electronic timing device.

FRA US/T-5 JaG November 2004 Page: 42

Figure 23 Rain repellent System - Component Description

DRAIN MAST ICE PROTECTION