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A330−200/300 Ice and Rain Protection

Lufthansa
Technical Training
A330−200/300 Ice and Rain Protection

30−00 GENERAL
30−31 PROBE ICE PROTECTION
30−42 WINDSHIELD ANTI-ICING AND...
30−45 WINDSHIELD RAIN PROTECTION
30−81 ICE DETECTION

Lufthansa
Technical Training
ICE AND RAIN PROTECTION A330−200/300
GENERAL
30−00

ATA 30 ICE AND RAIN PROTECTION


ATA 30−30 Probe Ice Protection
ATA 30−40 Windows Anti Ice and Defogging
ATA 30−80 Ice Detection

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FRA US/T to oct 97 Lufthansa


Technical Training
A330−200/300 Ice and Rain Protection

30−00 GENERAL
30−31 PROBE ICE PROTECTION
30−42 WINDSHIELD ANTI-ICING AND...
30−45 WINDSHIELD RAIN PROTECTION
30−81 ICE DETECTION

Lufthansa
Technical Training
ICE AND RAIN PROTECTION A330-200/300
GENERAL
30−00

30−00 GENERAL
INTRODUCTION
Protection Ice Detection
The ice and rain protection system lets the aircraft operate, without restrictions, A visual ice detection system informs the crew that icing conditions are
in conditions of ice or heavy rain. encountered, by accretion of ice on a visual indicator which is installed between
Electrical power or hot air is used to heat the critical areas of the aircraft to the two windshields.
provide ice protection. An advisory ice detection system (optional) sends warning messages to the
The areas heated with hot air are: crew when icing conditions are detected. It also indicates the end of the icing
− the leading edge slats 4, 5, 6 and 7 on each wing ATA 30−11 conditions.
− the engine air intakes ATA 30−21.
The electrically heated areas/systems are the:
S Cockpit Windshield (for ice protection) ATA 30−42
S Cockpit Windows (for defogging) ATA 30−42
S Angle Of Attack (AOA) sensors ATA 30−31
S Total Air Temperature (TAT) Sensors ATA 30−31
S Pitot and Static Probes of the ADIRS ATA 30−31
S Escape Slide Locking Mechanism ATA 30−46
S Waste Water System ATA 30−71
S Water Servicing Panel ATA 30−71
S Potable Water System ATA 30−71
The engine bleed air system supplies the hot air. The AC BUS, DC BUS, and
DC ESS BUS supply the electrical power.
Windshield wipers are provided to remove rain from the windshield ATA 30−45.
If heavy rain occurs, or the wiper performance is not sufficient, the rain
repellent fluid system is available to remove rain from the windshield.

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Technical Training
ICE AND RAIN PROTECTION A330-200/300
GENERAL
30−00

ICE DETECTION (OPTIONAL)


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Figure 1 General
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Arrangement Lufthansa
Technical Training
A330−200/300 Ice and Rain Protection

30−00 GENERAL
30−31 PROBE ICE PROTECTION
30−42 WINDSHIELD ANTI-ICING AND...
30−45 WINDSHIELD RAIN PROTECTION
30−81 ICE DETECTION

Lufthansa
Technical Training
ICE AND RAIN PROTECTION A330–200/300
PROBE ICE PROTECTION
30−31

30−31 PROBE ICE PROTECTION


PROBE ICE PROTECTION INTRODUCTION
General Control
The static ports, Angle Of Attack, pitot and Total Air Temperature probes are Probes and static ports are automatically heated when the first engine is
electrically heated to prevent ice formation. started on ground or in flight.
The Captain, First Officer and Standby Probe Heat Systems are independent. The PROBES/WINDOW ”HEAT” pushbutton overrides the automatic operation.
Each one consists of one Probe Heat Computer (PHC) which controls probe On ground, pitot heating is reduced and TAT heating is cut off.
and static port heating.
Probe Heat Computer
The system is divided into three sub systems.
These are the: The PHC (Probe Heat Computer) monitors the heating current and triggers a
warning if the preset threshold is reached.
S Captain’s Instrument System
In case of a probe heating fault the Probe Heat Computer (PHC) send an
S First Officer’s Instrument System
output to ECAMs via Air Data Inertial Reference Units (ADIRU) and Flight
S Standby Instrument System Warning Computers (FWC).
The pitot probes have two levels of heat. The PHCs also transmit fault messages to the Centralized Maintenance
These are a: Computers (CMC).
S low level for use on the ground or V < 50 kts
CAUTION: PULLING THE PROBE HEAT COMPUTER OR ENGINE
S high level for use in flight INTERFACE VIBRATION MONITORING UNIT OR LANDING
The change from high to low (and low to high) is controlled automatically. GEAR CONTROL INTERFACE UNIT POWER SUPPLY
The Standby system has no TAT probe. CIRCUIT BREAKERS CAUSES THE HEATING OF THE
PROBES AND STATIC PORTS.

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Technical Training
ICE AND RAIN PROTECTION A330–200/300
PROBE ICE PROTECTION
30−31

in FLT
V > 50 kts

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Figure 2 System Schematic
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Technical Training
ICE AND RAIN PROTECTION A330-200/300
PROBE ICE PROTECTION
30−31

PROBE ICE PROTECTION COMPONENT LOCATION


PROBE HEAT COMPUTER
PHC DESCRIPTION
PHC 1 and PHC 3 are located on the left side of the avionics compartment,
PHC 2 is located on the right side.
Each unit is equipped with a connector.
All units having the same supplier part number are fully interchangeable.
PIN PROGRAM
Depending on the A/C type and the identification of the probes and sensors,
the pin programming is used to adapt the probe and sensor heating
monitoring levels and the heating control ratio (pitot probe heating half
reduced on ground).
The position of each PHC on the A/C is determined by the connection of the
power supply to one of three different pins on the PHC.

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Technical Training
ICE AND RAIN PROTECTION A330-200/300
PROBE ICE PROTECTION
30−31

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Figure 3 Location
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Technical Training
ICE AND RAIN PROTECTION A330-200/300
PROBE ICE PROTECTION
30−31

PROBE ICE PROTECTION INTERFACES


PUSHBUTTON SWITCH AIR DATA INERTIAL REFERENCE UNIT (ADIRU)
The PROBE/WINDOW HEAT pushbutton switch overrides the automatic The PHC sends five discrete outputs to the Flight Warning Computer (FWC)
heating control. via the ADIRU (Air Data Inertial Reference Unit):
S one for pitot heating fault indication,
PIN PROGRAMMING
S one for AOA heating fault indication,
One of the pins is used for probe and sensor heating level, the other for the
aircraft type. S one for TAT heating fault indication,
S two for static probe heating fault indication.
LANDING GEAR CONTROL AND INTERFACE UNIT (LGCIU)
The ADIRU sends a low speed warning signal to the PHC to select the heating
The Landing Gear Control and Interface Units LGCIU 1 and LGCIU 2 send level of the pitot probe and TAT sensor under V=50 kts.
ground or flight signals to the Probe Heat Computer (PHC) to select the
heating level of the pitot probe and the TAT sensor. SYSTEM DATA ACQUISITION CONCENTRATOR (SDAC)
The LGCIUs also send a validity signal. The PHC sends a heating availability discrete output directly to the System
Data Acquisition Concentrator (SDAC).
ENGINE INTERFACE AND VIBRATION MONITORING UNIT (EIVMU)
The Engine Interface and Vibration Monitoring Units EIVMU1 and EIVMU2
send engine shut down and ground information via the engine relays to the
PHC to enable the heating control.
CENTRAL MAINTENANCE COMPUTER (CMC)
The Central Maintenance Computers (CMC) are connected to the PHC for
system monitoring.
The PHC is a type 2 system (ARINC 429 output, test maintenance discrete
input).
RESET CIRCUIT BREAKER
The reset circuit breaker on the overhead panel sends a ground signal to the
associated PHC for reinitialization.

POWER SUPPLY
The PHC is supplied with 28 Volts DC to operate its own components.
The static ports are supplied with 28 Volts DC, the AOA sensor, TAT sensor
and pitot probe are supplied with 115 Volts AC.

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Technical Training
ICE AND RAIN PROTECTION A330-200/300
PROBE ICE PROTECTION
30−31

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Figure 4 PHCoct
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Interfaces
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Technical Training
ICE AND RAIN PROTECTION A330-200/300
PROBE ICE PROTECTION
30−31

PHC DISCRETES AND SUPPLY


Input − Output Monitoring and Indicating
The PHC acquires 10 discrete inputs of standard type (ground/open): The PHC monitors heating of the static probes, AOA sensor, pitot probes and
S 4 from the Landing Gear Control and Interface Unit (LGCIU), 2 ground/flight TAT sensor. Current detection with a preset threshold is provided for monitoring
information, and 2 from the LGCIU validity purposes. Low heating or overcurrent or heating loss triggers a warning.
Monitoring of the TAT sensors is inhibited on the ground. A monitoring system
S 2 from the EIVMU, engine running or not
activates a warning when heating is incorrect.
S 1 for the ON control
Warning is triggered as follows:
S 1 from the CMC for the maintenance test
For pitot probe:
S 1 for the reset function
S in flight when the current I is lower than 0.9A or greater than 6A
S 1 for the low speed warning (V greater than 50 kts).
S on ground when the current I is lower than 0.4A or greater than 4A.
The PHC generates 5 discrete outputs to the Flight Warning Computer (FWC)
For TAT sensor:
via the Air Data/Inertial Reference Unit (ADIRU):
S When the current I is lower than 0.8A or greater than 4A.
S 1 discrete output directly to the SDAC
For AOA sensor:
S 1 for the indication of TAT sensor heating or not
S When the current I is lower than 0.12A or greater than 5A.
S 1 for the indication of the pitot probe heating fault
For L and R static probes:
S 1 for the indication of the L static probe heating fault
S When the current is lower than 1.3A or greater than 4A.
S 1 for the indication of the R static probe heating fault
The PHC serves to:
S 1 for the indication of the AOA sensor heating fault
S identify the faulty element(s),
S heating availability directly to the SDAC.
S memorize the faulty element.
The PHC transmits one ARINC 429 low−speed data bus for fault message to
the CMC. The PHC continuously emits signals via the ARINC 429 bus (low speed). A
discrete output (one per probe) informs the ADIRU of associated probe channel
Operation of the heating fault.Then, the ADIRU informs the Flight Warning Computer
The ‘‘ON‘‘ conditions: (FWC).
S ENG 1/ENG 2 running or
S PROBE/WINDOW HEAT P/BSW ON configuration (anticipated heating)
cause heating of the:
− Static Probe (GND/FLT)
− AOA Sensor (GND/FLT)
− Pitot Probe (GND/FLT) which has two heating levels:
S on the ground half−wave heating
S in flight full−wave heating
− TAT sensor (FLT)
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Technical Training
ICE AND RAIN PROTECTION A330-200/300
PROBE ICE PROTECTION
30−31

10DA:
Energized when
105XP OFF and
ADR SEL ’’CAPT3’’

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Figure 5 PHC1
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Power Supply and Discretes
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Technical Training
ICE AND RAIN PROTECTION A330-200/300
PROBE ICE PROTECTION
30−31

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Figure 6 PHC2
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Power Supply and Discretes
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Technical Training
ICE AND RAIN PROTECTION A330-200/300
PROBE ICE PROTECTION
30−31

10DA:
Energized when
105XP OFF and
ADR SEL ’’CAPT3’’

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Figure 7 PHC3
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Power Supply and Discretes
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Technical Training
ICE AND RAIN PROTECTION A330-200/300
PROBE ICE PROTECTION
30−31

PHC BITE
BITE Test
Maintenance test
The PHC performs a test initiated either by power up or by the CMC.
The purpose of the test is to check:
S Internal circuits:
− CPU RAM, EPROM
− acquisition of discrete inputs
− discrete outputs
− power outputs for CMC test only.
S External circuits:
− integrity of probe heaters (CMC test only).
Memory deletion is ensured by the ground/flight transition.

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Technical Training
ICE AND RAIN PROTECTION A330-200/300
PROBE ICE PROTECTION
30−31

PHC 1
1L < LAST LEG / GND REPORT CLASS 3 FAULTS > 1R

2L TEST > 2R

3L < LRU IDENT 3R

4L 4R
1L 1R
5L 5R
2L 2R
6L < RETURN 6R
3L TEST OK 3R

4L 4R

5L 5R

6L < RETURN 6R

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Figure 8 PHC MCDU Test
FRA US/T-2 ToR March 02 Lufthansa
Technical Training
A330−200/300 Ice and Rain Protection

30−00 GENERAL
30−31 PROBE ICE PROTECTION
30−42 WINDSHIELD ANTI-ICING AND...
30−45 WINDSHIELD RAIN PROTECTION
30−81 ICE DETECTION

Lufthansa
Technical Training
ICE AND RAIN PROTECTION A330–200/300
WINDSHIELD ANTI−ICING & DEFOGGING
30−42

30−42 WINDSHIELD ANTI-ICING AND


DEFOGGING
SYSTEM PRESENTATION
GENERAL WINDOW HEAT COMPUTER (WHC)
The anti−icing and defogging system of the windshield keeps a clear visibility Two fully independant Window Heat Computers, one on each side, ensure both
through the windshield and windows in icing or foggy conditions. This objective the heat system monitoring and the overheat protection of their respective
is achieved by electrical heating of the windshield and windows. Window heat windshield and windows.
is automatically initiated at first engine start−up. A pushbutton switch also In case of a window heating fault, the Window Heat Computer (WHC) sends an
controls operation of the system (pushbutton switch in ON configuration). output to ECAM via the System Data Acquisition Concentrator (SDAC).
The system is made up of two independent sub−systems, left and right. Each The WHCs also transmit fault messages to the Centralized Maintenance
sub−system controls heating of the windshield and windows located on the Computers (CMC).
same side with respect to the aircraft centerline
Each sub−system includes: CAUTION
S one windshield Pulling the Engine Interface Vibration Monitoring Unit or Landing Gear Control
Interface Unit power supply circuit breakers causes the heating of the
S two windows: one sliding and one fixed (aft)
windshield and the side windows.
S one window heat computer (WHC).
In each sub−system, the windshield temperature regulation and the window
temperature regulation are independent.

FUNCTION
Windshields and side windows are electrically heated to maintain clear visibility
in icing or misting conditions.
Windshields are de−iced and side windows are dimisted.
The windshield heating operates at low power on the ground and high power in
flight.

CONTROL
Heating is automatically initiated at first engine start−up and stopped at last
engine shut−down.
The PROBE & WINDOW HEAT pushbutton overrides the automatic operation.

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Technical Training
ICE AND RAIN PROTECTION A330–200/300
WINDSHIELD ANTI−ICING & DEFOGGING
30−42

FLT

FLT

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Figure 9 Window Heat Schematic
FRA US/T-2 ToR March 02 Lufthansa
Technical Training
ICE AND RAIN PROTECTION A330-200/300
WINSHIELD ANTI−ICING & DEFOGGING
30−42

WINDOW HEAT SYSTEM OPERATION


GENERAL OPERATION
The Anti−Icing and Defogging System of the windshield and windows is The WHC supplies the heating elements of the corresponding windows and
electrically controlled and operated. windshield with AC power according to the information from the temperature
The LH and RH sides are independently controlled by Window Head sensors.
Computers WHC1 and WHC2 respectively. A hardware device cuts off the heating when the temperature reaches +60_C
The regulation threshold of the WHC is between 35 and 42 deg.C (95 and
WINDSHIELD
107.60 deg.F). The temperature is monitored by the in−service sensor. Since
The windshield heating element is made up of a conductive film supplied with the sliding window is not provided with a temperature sensor, the temperature
AC power. sensor of the fixed window, serves to control the temperature of he sliding
The heating is reduced by half on ground. window.
Two single−loop sensors (one is a spare) installed in each windshield enable Window heat is automatically initiated at first engine start−up (Engine 1 or
WHC monitoring and temperature control. 2). In case of severe icing condition on ground, automatic operation can be
overriden by means of the PROBE & WINDOW HEAT pushbutton switch.
WINDOWS
Two heating power levels are available for the windshield:
The side windows heating elements are made up of resistance wires supplied
S 37.25 W/dm2 on the ground
with AC power and connected in serie.
S 74.5 W/dm2 in flight only (not allowed on the ground).
Only the fixed window is provided with two single−loop sensors (one is a spare)
for temperature control and monitoring of the two side windows. A 200VAC/400 Hz line delivers these power outputs on the ground and in flight.
The side windows (sliding and fixed) are supplied in series.
NOTE One heating power level only is available for the windows:
In case of temperature sensor failure, the permutation can only be done on S 17 W/dm2 on the ground as well as in flight.
ground.
A 115VAC/400 Hz line delivers this power output.
WINDOW HEAT COMPUTER (WHC) Detection of window overheat to an extreme temperature of +60 deg.C (140
The WHC controls the temperature of the windshield and the windows between deg.F), or failure of associated temperature sensor in open circuit causes:
35 deg.C (95 deg.F) and 42 deg.C (107.60 deg.F). Window heat is achieved by S activation of a warning in the cockpit
means of heating elements implemented in the windows. S automatic cut off of the heating of the defective side windows (windshield
The Window Heat Computers (WHCs) are installed in the avionics and window).
compartment. Detection of window low temperature of −60 deg.C (−76 deg.F) or failure of
The WHC provides the following functions : associated temperature sensor in short−circuit causes:
S windows and windshield heating control, S activation of a warning in the cockpit
S monitoring of the system and generation of warnings, S automatic cut−off of the heating of the defective side windows (fixed and
S test and maintenance. sliding windows).

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Technical Training
ICE AND RAIN PROTECTION A330-200/300
WINSHIELD ANTI−ICING & DEFOGGING
30−42

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Figure 10 Window Heat System Schematic
FRA US/T-2 ToR March 02 Lufthansa
Technical Training
ICE AND RAIN PROTECTION A330−200/300
WINDSHIELD ANTI−ICING & DEFOGGING
30−42

WINDSHIELD A/I & DEFOGGING SYSTEM INTERFACES


PUSHBUTTON SWITCH RESET CIRCUIT BREAKER
The PROBE/WINDOW HEAT pushbutton switch overrides the automatic The reset circuit breaker on the overhead panel sends a ground signal to the
heating control. associated WHC for reinitialization.

PIN PROGRAMMING POWER SUPPLY


The pin programming is used for sending the aircraft type to the Window Heat The WHC is supplied with 28 Volts DC to operate its own components.
Computer (WHC) and for evolution. The side windows are supplied with 115 Volts AC ;
LANDING GEAR CONTROL AND INTERFACE UNIT (LGCIU) the windshield is supplied with 200 Volts AC.
The Landing Gear Control and Interface Units LGCIU1 and LGCIU2 send TEMPERATURE SENSOR
ground or flight signals to the WHC to select the heating level of the windshield
The temperature sensors transmit analog inputs to the WHC to achieve the
(half/full heating).
heating control.
ENGINE INTERFACE AND VIBRATION MONITORING UNIT (EIVMU)
SYSTEM DATA ACQUISITION CONCENTRATOR (SDAC)
The Engine Interface and Vibration Monitoring Units EIVMU1 and EIVMU2
The WHC sends three discrete outputs to the System Data Acquisition
send engine shut down and ground information via the engine relays to the
Concentrator (SDAC) to generate system fault and display information.
WHC to enable the heating control.
The 3 discrete outputs are :
CENTRAL MAINTENANCE COMPUTER (CMC) S windshield heating failure,
The Central Maintenance Computers (CMCs) are connected to the WHC for S side windows heating failure and
system monitoring and test.
S heating availability.
The WHC is a type 2 system (ARINC 429 output, test maintenance discrete
input).

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Technical Training
ICE AND RAIN PROTECTION A330−200/300
WINDSHIELD ANTI−ICING & DEFOGGING
30−42

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Figure 11 WHC
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Interface
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Technical Training
ICE AND RAIN PROTECTION A330−200/300
WINDSHIELD ANTI−ICING & DEFOGGING
30−42

COMPONENT DESCRIPTION
Windshield Sliding Window
Heating element Heating element
The L and R windshields are symetrical. The heating film is made up of a The L and R sliding windows are symetrical.The heating element is made up of
conductive film installed as a continuous sheet (NESATRON). resistance wire (AIRCON system).
The nominal specific heating power is 70W/dm2 plus or minus 10 percent in The nominal specific heating power is 17W/dm2 plus or minus 10 percent in
every point of the heating surface under a 200V/400Hz voltage (between two every point of the heating surface under a 115V/400Hz voltage (between two
phases). The resistance of the heating coat is 11.08 Ohms plus or minus 1.13 phases). The resistance of the heating coat is 4.68 Ohms plus or minus 10
Ohms at 20 deg.C (68 deg.F). percent at 20 deg.C (68 deg.F) for the sliding window. Both heating elements of
Sensing elements sliding and fixed windows are supplied in series.
Two temperature sensors are implemented inside each fixed windshield (one of Sensing elements
the sensor is in spare). The resistance of the temperature sensor varies linearly No temperature sensor is fitted in the sliding window. The information coming
according to the temperature and is 600 Ohms plus or minus 8.5 Ohms at 20 from the temperature sensor implemented in the fixed window serve to control
deg.C (68 deg.F). the temperature of the sliding window.

Fixed Window
Heating element
The L and R fixed windows are symetrical. The heating element is made up of
resistance wire (AIRCON system).
The nominal specific heating power is 17W/dm2 plus or minus 10 percent in
every point of the heating surface under a 115V/400Hz voltage (between two
phases). The resistance of the heating coat is 5.91 Ohms plus or minus 10
percent at 20 deg.C (68 deg.F) for the fixed window. Both heating elements of
sliding and fixed windows are supplied in series.
Sensing elements
Two temperature sensors are implemented inside each fixed window (one of
the sensor is in spare). The resistance of the temperature sensor varies linearly
according to the temperature and is 600 Ohms plus or minus 8.5 Ohms
nominal at 20 deg.C (68 deg.F).

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ICE AND RAIN PROTECTION A330−200/300
WINDSHIELD ANTI−ICING & DEFOGGING
30−42

TYPICAL WINDOW/WINDSHIELD SECTION TEMPERATURE SENSOR CHARACTERISTIC


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Figure 12 Window
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Characteristic Lufthansa
Technical Training
ICE AND RAIN PROTECTION A330−200/300
WINDSHIELD ANTI−ICING & DEFOGGING
30−42

WINDOW HEAT COMPUTER LOCATION


WINDOW HEAT COMPUTER DESCRIPTION
Each unit is equipped with two connectors.
All units having the same supplier part number are fully interchangeable.

PIN PROGRAMMING
Pin programming is used to identify the A/C configuration.
The position of each Window Heat Computer (WHC) on the A/C is given by the
application of the WHC power supply on one of the two provided pins.

REMOVAL INSTALLATION
Each unit is installed on a bracket by means of four screws. No special tool is
required to install the unit or remove it from the A/C

SAFTY PRECAUTIONS
Pulling the Window Heat Computer or Engine Interface and Vibration
Monitoring Unit or Landing Gear Control and Interface Unit power supply circuit
breakers causes the heating of the windshield and side windows.

SPARE SENSOR
On the terminal blocks 300VT or 301VT it is possible to connect the spare
window temperature sensor in case of a failure of the normal sensor. A detailed
description of this procedure is given in the TSM.

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Technical Training
ICE AND RAIN PROTECTION A330−200/300
WINDSHIELD ANTI−ICING & DEFOGGING
30−42

300VT
301VT

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Figure 13 WHCs
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Location
oct 97 Lufthansa
Technical Training
ICE AND RAIN PROTECTION A330–200/300
WINDSHIELD ANTI−ICING & DEFOGGING
30−42

WHC POWER SUPPLY AND DISCRETES


Heating Control Test and Maintenance
The WHC achieves the temperature control of the corresponding windshield The WHC continuously transmits the detected failures on ARINC 429 output
by triggering of AC power on the heating element according to acquisition of bus.
windshield sensor and discrete information. The WHC achieves the The WHC achieves a power−up test and a maintenance test initiated by the
temperature control of the windows by measurement of the fixed window CMC. These tests check:
sensor and triggering of AC power on the heating elements in series.
S Internal circuits:
− CPU (RAM, EPROM, microprocessor itself)
− acquisition of discrete inputs
− analog acquisition circuits
− discrete and power outputs
S External circuits:
− continuity of window and windshield heating elements
− integrity of sensors.
There are two WHCs:
S one for the right side identified WHC 2
S one for the left side identified WHC 1
The nominal regulation is between 35 and 42 deg.C (95 and 107.60 deg.F) for
each window. The maximum regulation range which includes tolerances is
between 31 and 48 deg.C (87.80 and 118.40 deg.F). The WHC sends a fault
information to the ECAM system either when the temperature is out of the −60
deg.C (−76 deg.F) to +60 deg.C (140 deg.F) range, or in case of low current or
overcurrent.
A safety device independant of the software control cuts off the heating power
of the windshield and windows if the temperature exceeds +60 deg.C (140
deg.F).
The WHC provides two heating power levels for the windshield:
S high level in flight
S low level on the ground.
The low/high level ratio is 1/2. For each sub−system, the WHC monitors and
controls the power and control lines. It provides the relevant information to the
CMC and the SDAC.

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Technical Training
ICE AND RAIN PROTECTION A330–200/300
WINDSHIELD ANTI−ICING & DEFOGGING
30−42

(RUNNING OR FLIGHT)

1
1 (RUNNING OR FLIGHT)

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Figure 14 WHC1
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Power Supply and Discretes
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Technical Training
ICE AND RAIN PROTECTION A330–200/300
WINDSHIELD ANTI−ICING & DEFOGGING
30−42
Operation
The WHC achieves the heating control from the measurement of the
corresponding window sensor. Both sub−systems are automatically switched
on after engine start−up (Engine 1 or 2). The pushbutton switch serves to
override the automatic operation in case of cold conditions (anticipated
heating). The heating is automatically stopped after the last engine shutdown.
Monitoring
The heating system warnings of each window are shown on the
Engine/Warning Display (EWD). The WHC automatically stops heating of the
associated window. The WHC serves to:
S detect any loss of windshield or window heating
S identify the faulty components
S memorize the faults. The memory is not cancelled after supply cutoff.
The memory is deleted by ground/flight transition.
Indicating
Three discrete outputs (one for the windshield, one for the window, one for the
heating availability) transmit warning to the SDAC which informs the crew of a
heating fault.

Leading Particulars
A 28 volt supply loss is indicated as a failure.
The WHC includes an electromagnetic power contactor.
The WHC also incorporates protections against overvoltages due to lightning
strike and to static electricity of the windows. All these protections are installed
near the connectors and are connected to a specific point.
The power outputs are protected against short circuits.

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ICE AND RAIN PROTECTION A330–200/300
WINDSHIELD ANTI−ICING & DEFOGGING
30−42

(RUNNING OR FLIGHT)

1
1 (RUNNING OR FLIGHT)

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Figure 15 WHC2
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Power Supply and Discretes
oct 97 Lufthansa
Technical Training
ICE AND RAIN PROTECTION A330−200/300
WINDSHIELD ANTI−ICING & DEFOGGING
30−42

WHC BITE
BITE Test
The WHC performs a maintenance test initiated by the CMC and a power−up
test. The purpose of the test is to check the following:
S Internal circuits:
− CPU (RAM, EPROM, microprocessor itself)
− acquisition of discrete inputs
− analog acquisition circuits
− discrete and power outputs.
S External circuit:
− continuity of window and windshield heating elements
− integrity of sensors

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Technical Training
ICE AND RAIN PROTECTION A330−200/300
WINDSHIELD ANTI−ICING & DEFOGGING
30−42

WHC 1
1L < LAST LEG / GND REPORT CLASS 3 FAULTS > 1R

2L TEST > 2R

3L < LRU IDENT 3R

4L 4R
1L 1R
5L 5R
2L 2R
6L < RETURN 6R
3L TEST OK 3R

4L 4R

5L 5R

6L < RETURN 6R

Page 31
Figure 16 WHC BITE Simplified Schematic
FRA US/T-2 ToR March 02 Lufthansa
Technical Training
A330−200/300 Ice and Rain Protection

30−00 GENERAL
30−31 PROBE ICE PROTECTION
30−42 WINDSHIELD ANTI-ICING AND...
30−45 WINDSHIELD RAIN PROTECTION
30−81 ICE DETECTION

Lufthansa
Technical Training
ICE AND RAIN PROTECTION A330−200/300
WINDSHIELD RAIN PROTECTION
30−45

30−45 WINDSHIELD RAIN PROTECTION


WIPER SYSTEM PRESENTATION
General
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.
Function
Rain removal from the windshield is ensured by two independent wipers
powered by DC motors.
The wiper system operates efficiently up to a calibrated speed (Vc) of 255 kts.
Controls
Each wiper is controlled by a rotary selector located on the overhead panel.
”SLOW” or ”FAST” speed can be selected.
When the selector is set to ”OFF”, the wiper stops in the parking position, lifted
off with respect to the A/C structure, at the windshield lower part.
CAUTION: DO NOT OPERATE THE WIPERS ON A DRY WINDSHIELD.

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Technical Training
ICE AND RAIN PROTECTION A330−200/300
WINDSHIELD RAIN PROTECTION
30−45

Page 33
Figure 17 Wiper
FRA US/T to
System Controls
oct 97 Lufthansa
Technical Training
ICE AND RAIN PROTECTION A330–200/300
WINDSHIELD RAIN PROTECTION
30−45

WINDSHIELD RAIN PROTECTION DESCRIPTION


CAPT and F/O Wiper Arms In SITU Test
Each rigid arm serves to adjust the parking position angle by the use of a The pressure of the wiper arm is adjustable thanks to an adjustment bolt.
splined bushing between the converter output shaft and the arm. The The equivalent force necessary to lift the wiper from the windshield surface
arm/blade junction maintains the blade/arm angle constant in all the utilization must be 4.5 daN, standard value read on a spring scale.
cases. The pressure of the arm on the windshield is adjustable.
CAUTION: DO NOT LET THE VIPER ARM TOUCH THE WINDSHIELD
The arm is coated with a dull−black anti−reflective paint.
SURFACE. DO NOT OPERATE THE WIPERS ON A DRY
Blade WINDSHIELD.
S The form of the blade is designed to ensure even sweeping of the
windshield in all the utilization conditions; this is achieved if the tolerances
of the blade pressure adjustment are observed.
S It is possible to replace the dull−black blade without removing the arm.
S When the wiper system is in operation, the blade should in no case overlap
onto the metal frame of the windshield.

Various Characteristics
Sweeping pressure
The pressure of the wiper arm/blade assembly is adjustable within the range of
pressures corresponding to forces between 2 and 5.5 daN; these are applied to
the center of the blade perpendicular to the windshield plane. Within these
limits, there is no degradation of the system performance.
In all the utilization conditions (normal or abnormal operation of the wiper
system), no rupture of one or several parts of this sytem will result in damage
to the aircraft structure or the engines. If, due to wiper system failure, the wiper
arm stops away from OFF position (impossible to return the arm to the OFF
position), the flight can continue in all safety without any speed restriction.
Speed
The wiper system operates efficiently without adverse effect on its performance
up to corrected speed, Vc, of 255 Kts.

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Technical Training
ICE AND RAIN PROTECTION A330–200/300
WINDSHIELD RAIN PROTECTION
30−45

Page 35
Figure 18 Wiper Arm and Blade
FRA US/T-2 ToR March 02 Lufthansa
Technical Training
ICE AND RAIN PROTECTION A330–200/300
WINDSHIELD RAIN PROTECTION
30−45
MOTOR CONVERTER
The motor and converter form a single assembly.
The converter changes the rotary motion of the motor into an oscillary motion
of the wiper arm.
The motor features are :
S direct current(28 volts DC),
S permanent magnet,
S two rotation speeds for sweeping,
S one slow inverted speed for the parking position.

Thermal Switch
The motor is provided with a thermal switch to protect the mechanism and
electrical components of the system.

Removal/Installation
Each motor is installed on the A/C structure by means of three screws.
Without removing the entire assembly from the A/C, it is possible to replace the
motor only.

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Technical Training
ICE AND RAIN PROTECTION A330–200/300
WINDSHIELD RAIN PROTECTION
30−45

POWER SUPPLY

Page 37
Figure 19 Motor Converter
FRA US/T-2 ToR March 02 Lufthansa
Technical Training
ICE AND RAIN PROTECTION A330–200/300
WINDSHIELD RAIN PROTECTION
30−45

WIPER SYSTEM FUNCTIONAL OPERATION


Motor Converter Control Switch
The motor and converter form a single assembly. The WIPER control switch located on the overhead panel (panels 211VU and
For information, the definition of the electrical connector is as follows: 212VU) incorporates a quick−break device which enables electrical switching
in the following positions :
S pin A : 28VDC power supply
S OFF : parking and stop position.
S pin B : spare
S SLOW : slow speed (95 cycles/min).
S pin C : low speed operation control (SLOW)
S FAST : fast speed (140 cycles/min).
S pin D : spare
Parking position and lift and rest block
S pin E : high speed operation control (FAST)
When the wiper system is selected OFF, the arm/blade assembly stops in the
S pin F : chassis ground (bonding)
parking position; in this position, the arm is lifted off with respect to the aircraft
S pin G : spare structure, at the windshield lower part (parking position).
S pin H : 28V supply ground
The motor is provided with a thermal protection which protects the mechanical
and electrical components of the system.
The motor converter serves to obtain the parking position of the wiper arm
when the WIPER control switch is placed in the OFF position. The converter
changes the rotary motion of the motor into an oscillatory motion of the wiper
arm (alternate sweeping). The motor leading particulars are:
S direct current
S permanent magnet
S two rotation speeds (slow/fast) for sweeping
S one slow speed, inverted rotation, for the parking position.
It is possible, even on aircraft, to replace the motor from the assembly.

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Technical Training
ICE AND RAIN PROTECTION A330–200/300
WINDSHIELD RAIN PROTECTION
30−45

C
E

C
E

Page 39
Figure 20 Wiper Control Schematic
FRA US/T-2 ToR March 02 Lufthansa
Technical Training
ICE AND RAIN PROTECTION A330−200/300
WINDSHIELD RAIN PROTECTION
30−45

RAIN REPELLENT SYSTEM INTRODUCTION


General
The system is designed to improve visibility through the windshield in heavy
rain.
The system enables a special rain repellent fluid to be sprayed in one or
several applications on the windshield; the fluid is designed to increase the
surface tension of water.
The increase in surface tension:
S eliminates the film of water on the windshield; the water film is of variable
thickness and impairs vision
S causes water to remain in the form of droplets (similarity with mercury)
S 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.

Function
In heavy rain conditions, a rain repellent liquid stored in a pressurized bottle
may be sprayed on the windshield to improve visibility.
The spray nozzles are permanently purged by air from hot air manifold.

Control
When the rain repellent pushbutton is pressed in, the solenoid valve opens for
a short time.
This causes a measured quantity of rain repellent liquid to be sprayed onto the
related windshield.
To repeat the cycle, the pushbutton must be pressed again.
On ground, the rain repellent system is inhibited when the four engines are
shut down.
CAUTION: THE RAIN REPELLENT LIQUID IS VERY CORROSIVE. DO
NOT USE RAIN REPELLENT FLUID ON A DRY WINDSHIELD.
IN THE EVENT OF AN INADVERTENT MOISTURIZATION,
CLEAN THE WINDSHIELD.

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Technical Training
ICE AND RAIN PROTECTION A330−200/300
WINDSHIELD RAIN PROTECTION
30−45

Page 41
Figure 21 Rain Repellent System Diagram
FRA US/T-2 ToR March 02 Lufthansa
Technical Training
ICE AND RAIN PROTECTION A330−200/300
WINDSHIELD RAIN PROTECTION
30−45

RAIN REPELLENT SYSTEM DESCRIPTION


Spray Nozzle Solenoid Valve
Each spray nozzle incorporates four directional orifices. The time−controlled solenoid valve enables fluid release to the spray nozzle for
The two nozzles are symmetrical but not interchangeable. a period of 0.4 s.
The spray nozzles protude from the A/C skin below the windshield. The valve is equipped with a time−controlled solenoid and an electrical
connector.
REMOVAL INSTALLATION
Each solenoid valve is fitted on a T−coupling under the A/C skin.
The removal/installation procedure is done from outside the A/C.
Make sure that the system is depressurized when the can is removed. Make
A precise angular positioning is required.
sure that the associated circuit breaker is open.
Make sure that the four holes in the nozzle are not clogged.
Check Valve
Purge Check Valve
The check valve is designed to prevent rain repellent fluid from flowing into the
The purge check valve prevents the rain repellent fluid from flowing in the air conditioning system.
purge air lines and in the blowout reservoir.
The check valve is installed between the hot air manifold and the inlet of the
Each purge check valve is fitted on a T−coupling under the A/C skin. blowout reservoir.
Safety Precautions
WARNING: MAKE SURE THAT THE FLUID DOES NOT GET ON YOUR
SKIN OR IN YOUR EYES. IF YOU GET THE FLUID ON YOUR
SKIN OR IN YOUR EYES, FLUSH IT AWAY IMMEDIATELY
WITH CLEAN WATER.
WARNING: MAKE SURE THAT THE FLUID DOES NOT STAY ON THE A/C
STRUCTURE. IF THE FLUID GETS ON THE A/C
STRUCTURE, WASH IT OFF IMMEDIATELY WITH SOAP AND
WATER.

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Technical Training
ICE AND RAIN PROTECTION A330−200/300
WINDSHIELD RAIN PROTECTION
30−45

Page 43
Figure 22 Rain
FRA US/T to
Repellent Components
oct 97 Lufthansa
Technical Training
ICE AND RAIN PROTECTION A330−200/300
WINDSHIELD RAIN PROTECTION
30−45
Blowout Reservoir
During application of the rain repellent fluid onto the windshield, the reservoir
provides an increase in transient pressure which serves to purge the lines of
the system after each application of the fluid.
The reservoir is attached to the A/C structure by means of two clamps.
The blowout reservoir constitutes a decantation reservoir for the rain repellent
fluid in the event of possible leakage of valves and for the water which could
remain in the air conditioning system and freeze in the nozzle orifices.
The reservoir can serve as a test connector to check for clogging of the
nozzles, using an appropriate pressurization tool which is connected to the test
port of the reservoir.

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Technical Training
ICE AND RAIN PROTECTION A330−200/300
WINDSHIELD RAIN PROTECTION
30−45

Page 45
Figure 23 Blowout
FRA US/T to oct 97
Reservoir Lufthansa
Technical Training
ICE AND RAIN PROTECTION A330–200/300
WINDSHIELD RAIN PROTECTION
30−45

RAIN REPELLENT SYSTEM OPERATION


General Purge Circuit
The rain repellent fluid used is of type 3 and is packaged in a nitrogen The purge system is provided to eliminate the type 3 fluid remaining between
pressurized can assy. The nitrogen pressurizes the lines of the rain repellent the check valve and the nozzle after each application of the fluid. The hot
system. airmanifold of the air conditioning system supplies the purge air at a pressure
The can is directly fitted to the rain−repellent fluid gage assy, thus enabling the of 4 plus or minus 1 PSID with reference to the cabin pressure. The assembly
sealing valve of the can to open. comprising the check valves and the rain−repellent blowout reservoir:
The components given below are located on the side of the rain−repellent fluid S enables air to flow permanently to the spray nozzles when the rain repellent
gage: system does not operate.
S a pressure gage indicating the pressure in the system and thereby the S shuts off the air supply lines during spraying of the rain repellent fluid.
remaining fluid
Interface
S a purge pushbutton used at replacement of the can.
The EIVMU‘s via relays KS gives the oil low press and ground information to
Lines release the fluid to each of the two spray systems which operate inhibit the rain repellent system on ground, with the engines stopped.
independently.
A fluid spray system is provided for each windshield.It incorporates the
components given below:
S a solenoid valve (time controlled)
S a control pushbutton switch
S a spray nozzle.

Operation
A P/BSW located in the cockpit serves to control the system. Upon actuation of
the pushbutton switch, the time−controlled solenoid valve of the associated
system enables fluid release to the spray nozzles for a limited period (0.4
seconds).
To initiate a new cycle, it is necessary to release then to press again the control
pushbutton switch. Each solenoid valve is installed as near as possible to its
associated spray nozzle to limit:
S the response time of the system
S loss of fluid between the valve and the nozzle
S the risks of internal clogging due to evaporation of the residual fluid.
Each spray nozzle protrudes from the skin panel of the aircraft and
incorporates three directional orifices with calibrated diameters.The two
nozzles are arranged symmetrically and are not interchangeable ; precise
angular positioning is required.
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Technical Training
ICE AND RAIN PROTECTION A330–200/300
WINDSHIELD RAIN PROTECTION
30−45

1 2

1 2

Page 47
Figure 24 Rain Repellent System Schematic
FRA US/T-2 ToR March 02 Lufthansa
Technical Training
A330−200/300 Ice and Rain Protection

30−00 GENERAL
30−31 PROBE ICE PROTECTION
30−42 WINDSHIELD ANTI-ICING AND...
30−45 WINDSHIELD RAIN PROTECTION
30−81 ICE DETECTION

Lufthansa
Technical Training
ICE AND RAIN PROTECTION A330−200/300
ICE DETECTION
30−81

30−81 ICE DETECTION


SYSTEM INTRODUCTION
General Detection Principle
The advisory ice detection system sends warning messages to the crew when The sensing probe is driven magnetostrictively to vibrate at its resonant
icing conditions and heavy icing are detected. It also indicates the end of the frequency of 40 KHz. Then, the weight of the accreted ice causes the
icing conditions. The purpose of the advisory ice detection system is to enable: frequency to decrease.
− better detection of icing conditions
Ice Detector Description
− cutting off of the anti ice system when the latter is no longer necessary (fuel
The ice detector is a probe−type ice detector which is designed to detect
saving).
natural icing conditions in flight. The sensing element and the electronic part
A visual ice detection system informs the crew that icing conditions are are grouped in the same unit. The ice detector has two discrete output signals
encountered, by accretion of ice on a lighted icing indicator. The icing indicator (ICE AND SEVERITY), each calibrated to activate at a different level of ice
is lighted for night operation. It is installed in lieu of one windshield center−post accretion. The ice detector also provides a discrete output signal (FAULT) for
retainer−bolt. It is visible by both pilots. remote display of an ice detector failure.
Its illumination is controlled by the ICE IND &/STBY COMPASS switch located Strut assembly and sensing element
on the INT LT section of the panel 215VU. The indicator body is made of
The probe consists of a magnetostrictive nickel alloy tube. In addition, the strut
titanium. The end of the indicator is made of titanium, with openings for lighting.
also contains the drive and feedback coils and probe heaters, and the probe
Component Location biasing magnetic.
The two ice detectors (1DD1 and 1DD2) are located on the fuselage forward The probe vibrates axially at its natural frequency of 40 KHz. As ice accretes
nose, at 6 o’clock position. on the sensing element, the mass loading affect causes the natural frequency
to drop. A 133 Hz drop is correlated to 0.020 plus or minus 0.005 in. (0.508
A visual icing indicator is installed in lieu of the center post retainer bolt
plus or minus 0.127 mm) of ice and is considered as the detection trip point.
between the two windshields to appreciate the icing conditions. It is visible by
When the trip point is reached, the probe is deiced by means of internal
both pilots.
heaters to prepare for subsequent detections.
System Description
Power Supply
The system is composed of two ice detectors, for redundancy. The detection
Circuit Breakers
system is based upon the elementary detection of a small amount of ice build
up. The length of the probe and its location on the aircraft are determined to 721VU ICE DET 1 2DD1
anticipate safely the icing of the protected areas of the aircraft. 722VU ICE DET 2 2DD2
742VU CKPT LT EMER 1LE1
Two levels of detection are provided:
− one corresponding to elementary detections is used to generate messages
for the engine anti ice
− the other corresponding to a selected number of 7 elementary detections is
used to generate messages for the wing anti ice.

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Technical Training
ICE AND RAIN PROTECTION A330−200/300
ICE DETECTION
30−81

Page 49
Figure 25 Ice Detection Basic Schematic
FRA US/T-2 ToR March 02 Lufthansa
Technical Training
ICE AND RAIN PROTECTION A330−200/300
ICE DETECTION
30−81

ICE DETECTION SYSTEM OPERATION


Inputs Interface
Test inputs The ice detection system is associated with:
To perform initiated test, the test input must be activated for at least 500 ms. S the Flight Warning Computer (FWC)
The test input can be initiated several times between energization and S the System Data Acquisition Concentrator (SDAC)
de−energization of the aircraft electrical circuits.
S the Central Maintenance Computer (CMC)
Reset inputs
S the Multipurpose Control and Display Unit (MCDU).
The reset input is activated to reset the severity counter and cut off the
SEVERITY signal. In the ice detection system, the reset input receives the
wing anti ice valve status. When this valve is open, the SEVERITY signal is
reset and its processing is inhibited as long as the wing anti ice is supplied from
the aircraft.

Outputs
The system sends the ICE, SEVERITY and FAULT signals as described
hereafter,each ice detector generates three signals:
S ICE signal
The ice detector sends the ICE signal when a thickness of 0.5 mm of ice is
accreted on its sensing element. This signal is maintained for 60 seconds. If
new ice detections occur within 60 seconds, the ICE signal is maintained for
60 seconds after the last detection.
S SEVERITY signal
The ice detector generates the SEVERITY signal when a number of 7
elementary ice detections is reached. The threshold for the SEVERITY
signal corresponds to approximately 5 mm of ice accreted on the most
critical protected surface of the wings (wing tips).
The SEVERITY signal is reset and its processing is inhibited as long as the
ice detectors receive an input indicating that the wing anti ice is supplied
from theaircraft.
S FAULT signal
The ice detector has an internal monitoring to get an appropriate failure
rate. A FAULT signal is sent when a fault is detected. In this case, the ICE
and SEVERITY signals are inhibited.

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ICE AND RAIN PROTECTION A330−200/300
ICE DETECTION
30−81

Page 51
Figure 26 Iceoct
FRA US/T to
Detection
99
Basic Schematic Lufthansa
Technical Training
ICE AND RAIN PROTECTION A330−200/300
ICE DETECTION
30−81

ICE DETECTION SYSTEM DESCRIPTION


Operation Control and Indicating
The ice detection system is an advisory system. When icing conditions are Indicating
detected, a warning message is displayed on the Engine/Warning Display The advisory ice detection system is inhibited on the ground in
(EWD), the MASTER CAUT light comes on and the single chime is activated, weight−on−wheels configuration (in relation with LGCIU) because the ice
advising to select the engine 1 and 2 anti ice on. detectors need a minimum relative airspeed, and below 1500 ft, which
When the engine 1 and 2 anti ice is selected on, the ON legends of the ANTI corresponds to FWC level 2 alerts inhibition phases.
ICE/ENG 1 and 2 pushbutton switches on the AIR control panel 225VU come The ICE and SEVERITY signals are inhibited when the TAT is above 8° C to be
on, the warning messages on the EWD go off and the ENG A. ICE message in accordance with the Flight Manual which states that the icing conditions can
comes on on the MEMO item of the EWD. When severe icing conditions are only exist below 8° C and if moisture is present. All the above inhibitions
detected (7 elementary ice detections), a warning message is also displayed in originate from the FWC. The ICE and SEVERITY signals used for the warning
the same way, advising to select the wing anti ice too. messages can be provided by one ice detector or (and) the other.
When the wing anti ice is selected on, the ON legend of the ANTI ICE/WING Control
pushbutton switch on the AIR control panel 225VU comes on, the warning
The ENG A. ICE and WING A. ICE messages are displayed in green on the
message on the EWD goes off and the WING A. ICE message comes on on
MEMO item of the EWD when the corresponding valves are open.
the MEMO item of the EWD.
These indications are pulsing when:
When icing conditions are no longer detected, the ICE NOT DET message is
displayed on the MEMO item of the EWD, advising to select the ANTI S the engine or wing anti ice has been selected on
ICE/ENG 1 and 2 pushbutton switches and the ANTI ICE/WING pushbutton S one ice detector FAULT signal at least, is correct.
switch off. Then the ON legends of these pushbutton switches and the MEMO
message go off.
Monitoring
The FAULT signals are sent to the FWC to provide:
S the crew with a caution message (class 1 fault) when both ice detectors are
failed
S the maintenance crew with a class 2 fault message indicating that one ice
detector has failed
S illumination of the MASTER CAUT light and activation of the single chime.
The FAULT signals are also sent to the 2 CMCs.
In addition to this permanent monitoring, the ice detectors perform a test
initiated either by power up or by the CMC (test input). For the test initiated by
the CMC, each signal ICE, SEVERITY or FAULT is activated for two seconds.
If a fault is detected, the FAULT signal remains activated.

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ICE AND RAIN PROTECTION A330−200/300
ICE DETECTION
30−81

Page 53
Figure 27 Ice Detection Indications (1/3)
FRA US/T-2 ToR March 02 Lufthansa
Technical Training
ICE AND RAIN PROTECTION A330−200/300
ICE DETECTION
30−81

Page 54
Figure 28 Ice Detection Indications (2/3)
FRA US/T-2 ToR March 02 Lufthansa
Technical Training
ICE AND RAIN PROTECTION A330−200/300
ICE DETECTION
30−81

Page 55
Figure 29 Ice Detection Indications (3/3)
FRA US/T-2 ToR March 02 Lufthansa
Technical Training
ICE AND RAIN PROTECTION A330−200/300
ICE DETECTION
30−81
Ice Detection BITE
The built−in test is comprised of 3 basic functions:
S Power On Self Test
S Initiated Test
S Normal BITE
These functions must check all the ice detector operations to allow an
appropriate failure rate to be achieved for the overall system.
The ice detector incorporates a built−in test feature with remote Initiated Test
capability and provides a discrete output signal for remote display of an ice
detector failure. In addition to the Initiated Test, the built−in test continuously
monitors the internal components and functions for failure conditions during
normal operation.

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Technical Training
ICE AND RAIN PROTECTION A330−200/300
ICE DETECTION
30−81

Page 57
Figure 30 Ice Detection BITE
FRA US/T-2 ToR March 02 Lufthansa
Technical Training
A330 30−30/40 L3

TABLE OF CONTENTS
ATA 30 ICE AND RAIN PROTECTION . . . . . . . . 1
30−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
30−31 PROBE ICE PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . 4
PROBE ICE PROTECTION INTRODUCTION . . . . . . . . 4
PROBE ICE PROTECTION COMPONENT LOCATION 6
PROBE ICE PROTECTION INTERFACES . . . . . . . . . . . 8
PHC DISCRETES AND SUPPLY . . . . . . . . . . . . . . . . . . . . 10
PHC BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
30−42 WINDSHIELD ANTI-ICING AND DEFOGGING . . . . . . . 16
SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . 16
WINDOW HEAT SYSTEM OPERATION . . . . . . . . . . . . . 18
WINDSHIELD A/I & DEFOGGING SYSTEM INTERFACES . . . . .
20
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 22
WINDOW HEAT COMPUTER LOCATION . . . . . . . . . . . . 24
WHC POWER SUPPLY AND DISCRETES . . . . . . . . . . . 26
WHC BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
30−45 WINDSHIELD RAIN PROTECTION . . . . . . . . . . . . . . . . . 32
WIPER SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . 32
WINDSHIELD RAIN PROTECTION DESCRIPTION . . . 34
WIPER SYSTEM FUNCTIONAL OPERATION . . . . . . . . 38
RAIN REPELLENT SYSTEM INTRODUCTION . . . . . . . 40
RAIN REPELLENT SYSTEM DESCRIPTION . . . . . . . . . 42
RAIN REPELLENT SYSTEM OPERATION . . . . . . . . . . . 46
30−81 ICE DETECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
SYSTEM INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 48
ICE DETECTION SYSTEM OPERATION . . . . . . . . . . . . 50
ICE DETECTION SYSTEM DESCRIPTION . . . . . . . . . . 52

Page i
A330 30−30/40 L3

TABLE OF FIGURES
Figure 1 General Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Figure 2 System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Figure 3 Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Figure 4 PHC Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Figure 5 PHC1 Power Supply and Discretes . . . . . . . . . . . . . . . . . . . . . . . 11
Figure 6 PHC2 Power Supply and Discretes . . . . . . . . . . . . . . . . . . . . . . . 12
Figure 7 PHC3 Power Supply and Discretes . . . . . . . . . . . . . . . . . . . . . . . 13
Figure 8 PHC MCDU Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Figure 9 Window Heat Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Figure 10 Window Heat System Schematic . . . . . . . . . . . . . . . . . . . . . . . . 19
Figure 11 WHC Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Figure 12 Window Characteristic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Figure 13 WHCs Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Figure 14 WHC1 Power Supply and Discretes . . . . . . . . . . . . . . . . . . . . . 27
Figure 15 WHC2 Power Supply and Discretes . . . . . . . . . . . . . . . . . . . . . 29
Figure 16 WHC BITE Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . 31
Figure 17 Wiper System Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Figure 18 Wiper Arm and Blade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Figure 19 Motor Converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Figure 20 Wiper Control Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Figure 21 Rain Repellent System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . 41
Figure 22 Rain Repellent Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Figure 23 Blowout Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Figure 24 Rain Repellent System Schematic . . . . . . . . . . . . . . . . . . . . . . . 47
Figure 25 Ice Detection Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Figure 26 Ice Detection Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Figure 27 Ice Detection Indications (1/3) . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Figure 28 Ice Detection Indications (2/3) . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Figure 29 Ice Detection Indications (3/3) . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Figure 30 Ice Detection BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57

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