B767 ATA 30 - Ice & Rain

B767-300 CF6-80
ATA 30
Ice & Rain Protection
Civil Aviation Technical Training Solutions Ltd

This document is for training purposes only
Under no circumstances should this document be

used as a reference. It is not updated.
CIVIL AVIATION TECHNICAL TRAINING SOLUTIONS LTD

ICE & RAIN PROTECTION
TABLE OF CONTENTS
Introduction 4
Wing Anti Icing 10
Nose Cowl Anti Icing 18
Probe Heating 24
Window Heating 32
Windshield Wiper 40
Rain Repellant System 42
Water & Waste System Heaters 48
B767-300 CF6 Civil Aviation Technical Training Solutions Ltd 30-00-00

3
ICE AND RAIN PROTECTION
Ice Protection
The ice protection systems prevent icing on critical areas on the airplane
and helps maintain aerodynamic efficiency by protecting:
 Wing leading edge slats
 Engine nose cowls
 Pitot static probes
 Angle of attack probes (AOA) Total air temperature probe (TAT)
 Flight compartment windows
 Water and waste lines
Rain Protection
The rain protection systems increase forward visibility through use of:
 Windshield wipers
 Rain repellent

4
5
ANTI-ICED AREAS
Wing Thermal Anti-Icing
Three outboard slate on each wing are anti-iced with engine bleed air.
The Pilot’s overhead (P5) control panel, wing thermal anti-ice (TAT)
valves, temperature and pressure switches, valve lights and the engine
Indicating and crew alerting system (EICAS), are used to control and
monitor the system.
The system can be tested with a switch on the P61 test panel.
Engine Nose Cowl Thermal Anti-Icing
The leading edge of the engine nose cowls are anti-iced with engine bleed
air.
Each engine anti-ice valve is controlled by a switch light on the P5 panel.

A pressure switch in each system, when closed, completes a circuit to the
engine indicating and crew alerting system (EICAS) computer.
Probe Anti-Icing
The pitot static probes (two each side), angle of attack probes (AOA) (one
each side), and one total air temperature probe (TAT) (on the left side) are
electrically heated.
A switch on the P61 test panel provides for system testing. Malfunctions
illuminate individual lights on the miscellaneous annunciator P5 panel and,
provide an input to the engine indicating and crew alerting system
(ETCAS) computer.

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7
ANTI-ICED AREAS/RAIN PROTECTION
Flight Compartment window Anti-Icing
All flight compartment windows are electrically heated using two

controllers, each with BITE. The controls for the system are on the pilots
overhead P5 panel. A test switch on the P61 panel provides for system
checkout.
Entry/Service Door Window Anti-Fogging
The inner pane of the entry/service doors’ window is electrically heated.

The control for the system is automatic.
Windshield Wiper System
The two electrically operated windshield wipers are controlled from one
switch in the lower center of the P5 panel.
Rain Repellent System
The rain repellent system sprays liquid repellent solution on the forward
windshields. The individual control switches are together on the windshield
control panel or the lower center of the P5 panel.
Water and Drain Line Heaters
Insulation blankets, tape heaters and gasket heaters are used to prevent
freezing of the water supply lines, drain lines, and lavatory drain fittings in
areas susceptible to freezing. There are no control switches for the above
heaters, they are all controlled automatically.

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9
WING ANTI-ICE COMPONENTS
Wing Anti-Ice Valve
There is one valve for each wing located above engine strut behind the
wing leading edge. It regulates pressure to 23 +/-3 psig. The valve is
solenoid controlled (non-latching) and is pneumatically operated. It has a
manual operation drive and lock for maintenance use. To lock, lift knob
and rotate 90 degrees clockwise.
Wing Overheat Switch
The switch closes at 190 degrees F (90 degrees C) temperature and is

effective only on the ground. There is one in each wing, outboard of the
engine strut and just prior to the telescoping duct. It closes the TAT valve
when preset temperature is reached.
Pressure Switch
One switch is in each wing just upstream of the wing overheat switch. It
closes at 34 psi and provides an input to the EICAS computer.
Telescoping Duct
One telescoping duct in each wing is located on the outboard side of the
No. 5 and No. 8 slats. It interconnects the wing feeder duct to the slat
spray tube.
Flexible Coupling and Spray Tubes
A flexible coupling between each slat provides for differential movement.
Spray tubes spray bleed air into the leading edge cavity of the three
outboard slats only.

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11
WING THERMAL ANTI-ICE
Electrical Functional Description
When in flight with the control switch on the Pilots’ overhead panel
selected ON, a circuit is completed through the air/ground relays, anti-ice
valve relay, and a time delay relay to the valve solenoid. When the
air/ground relays are in the ground position, the system can only be
operated by the test switch on the P61 panel.
The amber “VALVE” light illuminates for valve position disagreement or for
an “open” in the valve position indication circuit as provided through the
disagree relay(s).
The disagree relay(s) also activates the engine indicating and crew
alerting system (EICAS) computer which will display a level advisory on
the P2 panel cathode ray tube for improper valve position or for an “open”
in the valve position indication circuit.
When selected ON, the system will display a “VALVE” light until the time
delay relay energizes (2 seconds). When the valve opens, the amber
“VALVE” light extinguishes.
If manifold pressure down stream of the valve reaches 34 psi due to a

malfunction, the EICAS computer will store a maintenance message.
When the wing TAI is selected “ON” and either pressure regulating and
shutoff valve is off, air conditioning high flow schedule will be inhibited
through their control cards. At the same time a signal is sent to the
electronic fuel control EEC for engine trim.

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13
WING ANTI-ICE COMPONENT REMOVAL/INSTALLATION
Wing Anti-Ice Valve
The procedure for removing and installing the left or right valve is the
same. The valve must be isolated electrically (open C/Be) and there must
be air pressure in the pneumatic distribution system. One WARNING is
stated concerning hot ducting. Removing an upper wing panel directly
above the engine strut provides access for removal of the valve. After
removing the electrical connector, bonding jumpers, outboard clamp and
inboard coupling and seal assembly, the valve may be removed.
Installation is in the reverse order.
Pressure and Temperature Switches
The wing anti-ice system must be electrically isolated (opening C/Bs). The
same WARNING applies for hot ducting as was stated for the wing anti-ice
valve. Removing a lower wing panel that is aft of the middle of the number
5 or number B slats will provide access to the switches. The electrical
connectors are locked wired and the switches are threaded into duct-
mounted bosses. Anti-seize compound is used when installing the
switches.
Telescoping Duct and Duct Seal Door
As stated earlier the wing anti-ice system must be electrically isolated

(open C/Be) and the hot duct WARNING applies. The slats must be
extended fully. The TAI duct seal door may be disconnected from the
telescoping duct by removing two forward hinge attach bolts. The door will
then swing out of the way for duct replacement.
The door may be completely removed by removing the mounting bolts

from the aft hinge. The telescoping duct may be removed as an assembly,
or the forward and aft tees may be removed separately. Detailed
instructions are provided in the maintenance manual.

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15
Ground Handling
The Dispatch Deviations Guide (DDG) states that one or both wing anti-ice
valves may be inoperative closed provided the flight is flg operated in icing
conditions. To insure that the valve(s) do stay closed, they must be
manually locked.
This is accomplished by gaining access to the valve(s) through the same

access panel as described for valve removal and installation. Check the
position indicator to insure the valve is closed. If not fully closed, rotate the
indicator, using a 7/16- inch wrench, to the CLOSED position. This action
moves the valve disk to the closed position.
Next, lift and rotate the lock-out knob to the LOCKED CLOSED position.
NOTE: The lock-out knob can not be repositioned to the LOCKED

CLOSED position if the valve is not fully closed.

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17
NOSE COWL THERMAL ANTI-ICE SYSTEM
Purpose General Subsystem Features
The nose cowl thermal anti-ice (TAI) system is designed to operate The system incorporates a duct overpressure monitoring and indication
continuously during icing conditions to maintain the leading edges of the system. The system may be manually controlled if required.
inlet cowl free of harmful accumulations of ice and anti-ice the inlet areas
to the extent necessary to control the runback of water into areas aft of the System Interfaces
heated surfaces.
Since the nose cowl TAI system uses engine bleed air to provide anti-
System Description icing, the appropriate engine must be operating before the nose cowl TAI
system can operate. The system’s control circuitry provides EICAS with
The system may be activated for testing or when ice protection is required system selected ON or OFF information which EICAS uses when
either on the ground or in flight. The system is electrically enabled through displaying N1 information. EICAS also receives information for faults within
switches in the flight compartment and is pneumatically operated using the nose cowl TAI system.
engine bleed air that has been temperature regulated by the engine bleed
air temperature control system (precooler, fan air valve and temperature General Operation
sensor). The system consists of a valve, a pressure switch, ducting, spray
ring and control circuitry. Once enabled (control sw selected to ON) the nose cowl PAl valve will
open and regulate (23 +/- 3 psig) the nose cowl TAI air if engine bleed air
General Component Locations is available. The overpressure switch and circuit will provide an indication
if the valve fails to regulate.
 The major components are located as follows:
 Flight compartment; wing and engine anti-ice control panel.
 Main equipment center; control relays.
 Engine strut; nose cowl TAI valve, nose cowl TAI pressure switch
and ducting.
 Nose cowling; ducting, spray ring and exhaust vent.

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19
NOSE COWL TAI VALVE AND SWITCH
Purpose Maintenance Practices
The nose cowl TAI valve (cowl TAl valve) provides ON/OFF control and The nose cowl TAI valve may be manually operated and locked either full
pressure regulation of the hot engine bleed air to the leading edge of the OPEN or CLOSE. Before the valve may be locked in position the valve
engine nose cowling. The cowl TAI pressure switch provides EICAS with a must be in the desired position. The position indicator is hex shaped to
signal which activates a maintenance message when an overpressure allow a 7/16” wrench to be used to manually move the valve disk to the
condition is sensed in the nose cowl TAT ducting. desired position. The lockout knob has three detented positions:
NORMAL, LOCKED OPEN and LOCKED CLOSED. To position the knob
Location it must first be pulled then rotated.
The cowl TAl valve is mounted within ducting that is in the left side of the
engine strut below and forward of the PRSOV. The pressure switch is
mounted on the nose cowl TAT ducting that is in the upper section of the
engine strut.
Physical Description/Features
The 6 lbs (27 kg) valve is an electrically controlled and pneumatically

operated. When operating, it regulates the engine nose cowl TAl air to 24
+1- 4 psig and an approximate flow rate of 90 lbs/mm (41kg/mm). The
valve is spring loaded closed and consists of the following valve body, pilot
assembly, actuator, solenoid valve, limit switches, filter, lockout knob and
position indicator The filter is shop replaceable only. The position indicator
may be used to reposition the valve manually and the lockout knob may be
used to lock the valve (once it has been repositioned) to the full OPEN or
full CLOSED position.
The pressure switch is a normally open type that closes at 30 psig. The
switch assembly consists of a housing that has an electrical connection
on. one end and has a threaded nipple on the other end.

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21
NOSE COWL ANTI-ICING
Operation/Control Sequence
The control switches are located on the PS Pilot’s overhead panel. When
the switch light is pushed, the “ON” label is displayed. The amber “VALVE”
light illuminates to indicate valve position disagreement.
After a 2-second time delay, the engine TAI control time delay relay
energizes, the valve open8 and the amber light extinguishes. This relay
also enables the high stage control circuit.
Selection of engine anti-ice causes EICAS to display the TAT readout in

green below the appropriate Ni display.
Indication is provided on the P5 overhead and ETCAS when switch

position and valve position disagree or when there is an “open” in the
valve position indication circuit. Valve position disagree indication or open
in the valve position indication circuit is provided by an amber “VALVE”
light within the control switch. A level “C” EICAS message will display,
“L(R) ENG ANTI-ICE”.
Normal cowl anti-ice pressure is regulated to 23 psi. Should cowl anti-ice

pressure reach 30 psi, a status/maintenance message, “L(R) ENG TAI
VALVE”, is generated.

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23
PITOT-STATIC PROBE HEAT
The pitot-static probe heat system provides anti-ice for the probes.
Switching relays automatically apply power to the probes under the proper
conditions. The current sensing relays initiate warnings to the crew if a
probe is not receiving heat while the airplane is either on the ground or in
the air.

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25
PROBE ANTI-ICING
Pitot Static Probes
The four pitot static probes (two each side) are electrically heated. They
are located slightly behind the No. 2 windows at about floor level.
Angle of Attack Probes AOA)
The two angle of attack probes (AOA), located between the pitot static
probes, have an electrically heated vane and casing.
Total Air Temperature Probe
The total air temperature probe, located on the left side slightly below and
just outboard of the No. 1 window, is electrically heated.
Bleed air is used to induce airflow across an internal sensor.
All probes can be accessed externally.

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27
PITOT-STATIC HEAT COMPONENT LOCATIONS
Pitot-Static Probes
Sta 200, both sides
Probe Heat Circuit Breakers
Overhead circuit breaker panel (P11) and main power distribution panel
(P6).
Probe Heat Monitor Lights
On annunciator panel on pilot’s overhead panel (P5).
Probe Heater Test Switch
On test panel on P61.
Probe Heat Control and Monitor Relays
The following relays are located in the forward miscellaneous electric

equipment panel (P33).
- Current sensing relays (4)
- Air/ground relays (4)
- Probe heat test relays (2)
- Probe heat N2 relays (2)
Engine Speed cards (2)
In electrical systems card file (P50).

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PROBE HEAT TEST
WINDOW/PROBE HEAT Test
The WINDOW/PROBE HEAT test is accomplished with engines not

operating. operating the test switch on the P61 test panel forces all the
probe heater circuits into the air position. Any probe heat-off indications on
the miscellaneous annunciator panel (PS) and on the upper EICAS display
unit should extinguish. Any probe not drawing power during the test will
have it’s annunciator illuminated.
WARNING:DO NOT TOUCH PROBES DURING TEST. SEVERE BURNS

MAY RESULT.
CAUTION:DO NOT OPERATE PROBE HEATERS

LONGER THAN 30 SECONDS MAXIMUM. WAIT FOR 5 MINUTES
MINIMUM BETWEEN PROBE HEATERS
OPERATION. PROBE DAMAGE MAY RESULT.
EICAS Messages
If, during the Probe Heat test, a probe heater circuit fails, EICAS will
provide an advisory message. One of four messages will be displayed for
the pitot-static probes. CAPT PITOT, L AUX PITOT, F/O PITOT or R AUX
PITOT. If a TAT probe heater circuit fails then the message TAT PROBE
will be displayed or as an option if the system has two TAT probes the
message will be L TAT PROBE or R TAT PROBE.
If an AOA probe heater circuit fails then the message will be L AOA
PROBE or R AOA PROBE. If two or more of any of the probes are not
operating the individual messages will be replaced with PROBE HEAT.

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31
WINDOW HEAT CONTROL UNIT
Window heat is provided through two controllers with BITE in each unit.
Each control unit has three channels. One channel controls window
number one, and the remaining two channels control opposite 2 and 3
aide windows. The controllers are located in the main equipment center
E2-l shelf (No. 2) and El-2 shelf (No. 1).
Built-in-test (BIT) monitors the operation of and records faults in the

window heaters, temperature sensors, and the control unit.
The temperature sensors are laminated into the windows. A spare sensor
is provided for each window. The No. 2 window use a coiled extension
cord for power and sensing leads and allows the window to be opened and
closed.

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33
WINDOW HEAT CONTROL AND INDICATION
Power BITE
Power for the left forward and right side window heat control unit comes All three window channels have tape into the BITE circuit. These taps
from the left main busses. The number 1 window uses 2-phase, m volt so measure power on, sensor resistance, output current, and asymmetry.
power to maintain a regulated 95 degrees F (35 degrees C). Number 2 Using logic in the BITE circuitry and the mentioned inputs, it is possible to
and 3 windows use single-phase ac power from a separate circuit. These determine control unit, window, or sensor faults. The INOP light can come
windows use a cycling full on and off circuit to maintain 100 degrees F to on fore asymmetrical output, shorted sensor, open sensor, overheat (110
105 degrees F (37.8 degrees C to 40.6 degrees C). Overheat for any of degrees F), demand without heat, heat without demand, control switch off
the windows is annunciated at 110 degrees F (43.3 degrees C). and input power not present.
Window Number 1. A BITE check can be initiated either at the control unit, or on the P61
panel. Various time delays in the circuit help to remove spurious faults.
Window number 1 uses the 2-phase power to generate a sawtooth carrier Any faults discovered remove power from the associated mop relay(s).
wave. At the same time, the window sensor resistance is measured, and if
there is a temperature error, a heat command Is generated. This heat
command is phased in slowly on initial power up due to a six-minute ramp
generator. The heat command is superimposed on the sawtooth generator
wave. This clips the signal into a series of on and off commands.
These commands are used by the silicon controlled rectifier to pass ac

power to the window.
Windows 2 and 3
Windows 2 and 3 use a different scheme to regulate temperature. The

sensor in the window will switch on the full single-phase ac power at 100
degrees F and turn the power off at 105 degrees
F. Under normal in-flight conditions, this would roughly approximate one
minute on, one minute off. The synch pulse generator times the zero volts
crossing point of the sine wave so that the rectifier circuits pass the entire
ac current. Opto-isolators are light sensor circuits used primarily for
voltage and noise isolation during signal transfer.

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35
EICAS
The EICAS computers have the capability of displaying messages relating

to the individual lights to the P5 control switches, or if more than one INOP
light is on at the same time, the EICAS computer displays the generic
message “WINDOW HEAT’.

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37
ENTRY/SERVICE DOOR WINDOW HEATING
Purpose
The heating system for the entry/service door mounted window is

designed to prevent fogging of the window.
Location
The electrically heated inner pane is mounted on the inboard side of the
window’s prism.
Physical Description/Features
The inner pane assembly consists of tempered window glass, electrical

grid heating element, and an integrally bonded silicon border seal. The
inner pane assembly is secured to the prism by a plastic retaining ring.
The ring is secured by three of the four window clamps. The heating
element is electrically connected by door mounted wiring through a quick-
disconnect on the upper part of the door to ceiling and fuselage wiring.
Operation
Window heating is automatic and is activated any time power is on the

right 28 volt dc bus.

38
39
WINDSHIELD WIPER
Windshield Wiper Converter
Two windshield wiper assemblies are used to assist in moisture removal

from the No. 1 left and right windshields. Each motor/converter assembly
is removed/installed externally with an access panel to which it is fastened.
Windshield Wiper Arm
The windshield wiper arm supports the blade. The pressure adjustment
bolt adjusts the force of the wiper blade on the windshield. Turning the bolt
clockwise increases pressure. Nominal blade pressure on the windscreen
is 15 pounds. Arm position screws allow arm adjustment to position the
wiper blade on the windshield.
Windshield Wiper Blade
The 27” wiper blades are bolted to the wiper arms. A plunger mechanism
with an angled lever holds the blade in the proper operating angle on the
windshield and aligns it in the parked position when the system is turned
off.
A lift block assembly holds the wiper blade away from the windshield in the
parked position and causes the angled lever and plunger mechanism to
align the blade.
CAUTION:
Do not allow wiper blade to move on a dry windshield.

40
41
RAIN REPELLENT ASSEMBLY
Rain Repellent Bottle and Shutoff Assembly
A disposable pressurized bottle (40 to 80 psi), containing rain repellent

fluid, screws into an adaptor. The adaptor opens the supply valve in the
bottle. A retainer clamp holds the bottle in the assembly. A shutoff valve
below the adaptor is normally open and is closed only for bottle
replacement.
A float type visual fluid level reservoir, directly below the shutoff valve,
allows a visual indication of need for bottle replacement. The pressure
gage below the visual indicator indicates system pressure.
The entire assembly is located on the bulkhead behind the first observer’s
station.
Solenoid Valves and Accumulator
Two solenoid operated valves and an accumulator are located behind the
pilot’s (P2) panel. The valves dispense repellent fluid to the No. 1 left and
right windshields. The valves are operated from individual switches on the
pilots’ overhead (P5) panel.
The accumulator assists in purging the nozzles of fluid with bleed air.
Spray Nozzles
Two spray nozzles, one below each windshield, (No. 1 L & R) spray
repellent fluid on the windshield.
NOTE: The left solenoid valve and spray nozzle are not shown in
the expanded view.

42
43
RAIN REPELLENT SYSTEM
Functional Description
Rain repellent from the pressurized bottle is available to the system when
it is screwed into the adaptor to open the valve in the bottle, Opening the
shutoff valve below the bottle will pressurize the system from the bottle
and force the fluid into the visual reservoir and the supply line up to the
solenoid valves. When the bottle is removed, its valve reseats.
The float indicator shows only when fluid level is depleted enough for
bottle replacement. The pressure gauge indicates system pressure from
the bottle. At 20 psi the pointer enters a yellow band labeled “REPLACE”.
NOTE:The visual float indicator may or may not show low fluid at this
time.
The shutoff valve, below the adaptor, when turned off for bottle
replacement, prevents repellent from being blown back out of the line
when the bottle is changed.
Bleed air from the pneumatic manifold, going through the accumulator,
purges repellent from the nozzles preventing clogging. The individually
controlled solenoid valves allow repellent to be sprayed on either of the
No. 1 windshields.
Control
A pushbutton switch to the left of the windshield wiper switch, (one for
each No. 1 windshield), when pushed, completes a circuit to the solenoid
valve. A time delay in the circuit allows the solenoid valve to be opened for
400 milliseconds, then closes it, stopping flow.

44
45
RAIN REPELLENT BOTTLE
Servicing
The bottle is to be replaced when the float in the reservoir aligns with the
replacement mark on the sight level, or when the pressure gauge (below
the reservoir) does not read in the green band.
Remove/Install
Close manual shutoff valve by turning handle to horizontal position.
WARNING:IF REPELLENT CONTACTS EYES OR SKIN, IRRITATION

MAY RESULT. FLUSH AFFECTED AREA WITH WATER IMMEDIATELY
AND THOROUGHLY.
Release bottle clamp and unscrew bottle from receptacle. Examine bottle
seat and 0-ring to ensure that tight seal will be obtained with new bottle.
CAUTION:TIGHTEN RAIN REPELLENT CAN INTO RECEPTACLE

FINGER TIGHT, TORQUE IS NOT
REQUIRED FOR SEALING. EXCESSIVE TORQUE MAY CAUSE
LEAKAGE.
Tighten clamp. Turn manual shutoff valve to vertical position. Check that
pressure gauge indicates in green band.

46
47
WATER / WASTE AND DRAIN MAST HEATERS
Drain Mast Heaters
The forward and aft drain mast heaters are powered from the ground
service bus. When K205 senses airplane on the ground the power source
is switched to 28 VAC from the ground service bus. Notice that while the
airplane is on jacks the heaters will be powered by 115 VAC. Caution is
advised when working near the drain mast.

48
49
WATER AND WASTE SYSTEM HEATERS
Heater Tape
The water supply and drain lines are protected from freezing by the use of
ribbon or tape heaters. 115 volts ac power is supplied from the right bus to
the tapes through relays. The relays are energized by thermostats that are
set to complete the relay circuit below 40 degrees F (4 degrees C) and
open the circuit above 60 degrees F (16 degrees C).
Supply/Drain Pipe and Waste Water Service Heaters
The servicing connections in the water service panels and waste service
panel are heated with fitting heaters and a gasket heater respectively.
They receive power from the 115 VAC right bus and are thermostat
controlled.
The exception to this is the waste system drain pipe gasket heater. It has
NO thermostats and is heated anytime AC power is applied to the
airplane.
There is.one thermostat incorporated in the fill/flush connection heaters, it

cycles open/close at 35 degrees F (1 degrees C). A thermoswitch is also
incorporated and provides an overheat protection at 125 degrees F (51
degrees C).
If an overheat occurs then the thermoswitch will open and remain open
until it is reset by pushing on it.

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B767-300 CF6-80

Civil Aviation Technical Training Solutions Ltd

Under no circumstances should this document be

CIVIL AVIATION TECHNICAL TRAINING SOLUTIONS LTD

Wing Anti Icing 10

Nose Cowl Anti Icing 18

Rain Repellant System 42

Water & Waste System Heaters 48

B767-300 CF6 Civil Aviation Technical Training Solutions Ltd 30-00-00

 Wing leading edge slats

 Engine nose cowls

 Pitot static probes

 Angle of attack probes (AOA) Total air temperature probe (TAT)

 Flight compartment windows

 Water and waste lines

B767-300 CF6 Civil Aviation Technical Training Solutions Ltd 30-00-00

Wing Thermal Anti-Icing

Engine Nose Cowl Thermal Anti-Icing

Each engine anti-ice valve is controlled by a switch light on the P5 panel.

B767-300 CF6 Civil Aviation Technical Training Solutions Ltd 30-00-00

Flight Compartment window Anti-Icing

All flight compartment windows are electrically heated using two

Entry/Service Door Window Anti-Fogging

The inner pane of the entry/service doors’ window is electrically heated.

Windshield Wiper System

Rain Repellent System

Water and Drain Line Heaters

B767-300 CF6 Civil Aviation Technical Training Solutions Ltd 30-00-00

Wing Anti-Ice Valve

Wing Overheat Switch

The switch closes at 190 degrees F (90 degrees C) temperature and is

Flexible Coupling and Spray Tubes

A flexible coupling between each slat provides for differential movement.

B767-300 CF6 Civil Aviation Technical Training Solutions Ltd 30-00-00

Electrical Functional Description

If manifold pressure down stream of the valve reaches 34 psi due to a

B767-300 CF6 Civil Aviation Technical Training Solutions Ltd 30-00-00

Wing Anti-Ice Valve

Pressure and Temperature Switches

Telescoping Duct and Duct Seal Door

As stated earlier the wing anti-ice system must be electrically isolated

The door may be completely removed by removing the mounting bolts

B767-300 CF6 Civil Aviation Technical Training Solutions Ltd 30-00-00

This is accomplished by gaining access to the valve(s) through the same

NOTE: The lock-out knob can not be repositioned to the LOCKED

B767-300 CF6 Civil Aviation Technical Training Solutions Ltd 30-00-00

Purpose General Subsystem Features

 Flight compartment; wing and engine anti-ice control panel.

 Main equipment center; control relays.

 Nose cowling; ducting, spray ring and exhaust vent.

B767-300 CF6 Civil Aviation Technical Training Solutions Ltd 30-00-00

Purpose Maintenance Practices

The 6 lbs (27 kg) valve is an electrically controlled and pneumatically

B767-300 CF6 Civil Aviation Technical Training Solutions Ltd 30-00-00

Selection of engine anti-ice causes EICAS to display the TAT readout in

Indication is provided on the P5 overhead and ETCAS when switch

Normal cowl anti-ice pressure is regulated to 23 psi. Should cowl anti-ice

B767-300 CF6 Civil Aviation Technical Training Solutions Ltd 30-00-00

B767-300 CF6 Civil Aviation Technical Training Solutions Ltd 30-00-00

Pitot Static Probes

Angle of Attack Probes AOA)

Total Air Temperature Probe

Bleed air is used to induce airflow across an internal sensor.

All probes can be accessed externally.

B767 ATA 30 - Ice & Rain

B767 ATA 30 - Ice & Rain