737 NG systems

Anti-ice System

Document author: Mostafa Hammad

This module is considered only as a 737NG guide which cover items in the
FCOM, FCTM, QRH, however it is considered as a reference only and it does not
supersede or replace any of the above mentioned manuals nor company SOP’s

1
 INTRODUCTION

2
 INTRODUCTION
• Thermal anti-icing (TAI), electrical anti-icing, and
windshield wipers are the systems provided for ice and
rain protection. The anti-ice and rain systems include:

1. Flight Deck Window Heat.

2. Windshield Wipers.
3. Probe and Sensor Heat.
4. Engine Anti-Ice System.
5. Wing Anti-Ice System.
 Flight Deck Window Heat introduction
 A conductive coating on the outer glass pane of window numbers 1 and 2
permits electrical heating to prevent ice build–up and fogging. Window
number 3 is not electrically heated.
(Vary between each aircraft)

 Temperature controllers maintain window numbers 1 and 2 at the correct

temperature to ensure maximum strength of the windows in the event of
bird impact. Power to window numbers 1 and 2 is automatically removed if
an overheat condition is detected.

 Windshield Wipers The rain removal system for the forward windows
consists of windshield wipers and a permanent rain repellent coating on
the windows.
CAUTION: Windshield scratching will occur if the windshield wipers are
operated on a dry windshield.
 Flight Deck Window
 Window HeatHeat
ON light extinguish if switches are
OFF, or • an overheat is detected, or • a system failure
has occurred • system is at correct temperature.

 OVERHEAT Amber lights also illuminate if

electrical power to window(s) is interrupted or overheat
condition is detected.(QRH Checklist to try to turn off
for 5 minutes then try back on if it extinguish continue
normal ops if it stays illuminated reduce speed below
FL100 to 250 knots).

 Power Test The power test verifies operation of the

window heat system. / OVHT Test simulates an
overheat condition to check the overheat warning
 Probe and Sensor Heat Pitot probes
 the total air temperature probe and the alpha vanes are
electrically heated. Static ports are not heated. When
operating on standby power, only the captain’s pitot probe
is heated, however, the CAPT PITOT light does not
illuminate for a failure. Note: The pitot probe for standby
airspeed is not heated when the airplane is on standby
power.

 Probe Heat Lights Illuminated (amber): related probe

not heated

 PROBE HEAT Switches

1. ON – power is supplied to heat related system.
2. AUTO – power is automatically supplied to both A and B
probe heat systems when either engine is running.
 Engine Anti–Ice System
 Engine bleed air thermal anti–icing prevents the formation of ice on the engine
cowl lip.

 Engine anti–ice operation is controlled by individual ENG ANTI–ICE switches.

 The engine anti–ice system may be operated on the ground and in flight.

 Each cowl anti–ice valve is electrically controlled and pressure actuated.

Positioning the ENG ANTI–ICE switches to ON:
1. allows engine bleed air to flow through the cowl anti–ice valve for cowl lip anti–
icing
2. sets stall warning logic for icing conditions.
(Stall warning logic adjusts stick shaker and minimum maneuver speed bars on the
airspeed indicator. FMC displayed VREF is not adjusted automatically)
(Stall warning logic, airspeed indications, and minimum maneuver speeds on the
airspeed indicator return to normal when engine anti–ice is positioned OFF if wing
anti–ice has not been used in flight)
 Engine Anti–Ice System Operation
(supp>>adverse weather)
 Engine anti-ice must be selected ON immediately after both engines are
started and remain on during all ground operations when icing conditions
exist or are anticipated.

 Icing conditions exist when OAT (on the ground) or TAT (in flight) is 10°C or
below and any of the following exist:
1. visible moisture (clouds, fog with visibility of one statute mile (1600m) or less,
rain, snow, sleet, ice crystals, and so on) is present, or
2. ice, snow, slush or standing water is present on the ramps, taxiways, or
runways.

 Engine anti–ice must be ON during all flight operations when icing conditions
exist or are anticipated, except during climb and cruise when the temperature
is below -40°C SAT. Engine anti–ice must be ON before, and during descent in
all icing conditions, including temperatures below -40°C SAT.

WARNING: Do not rely on airframe visual icing cues before activating engine
Wing Anti–Ice System introduction and indications
 Wing Anti–Ice VALVE OPEN Lights Illuminated (blue) –
1. bright – related wing anti–ice control valve is in transit, or, related
wing anti–ice control valve position disagrees with WING ANTI–ICE
switch position (During Descend with idle thrust)
2. dim – related wing anti–ice control valve is open (switch ON)

 The wing anti–ice system provides protection for the three inboard
leading edge slats by using bleed air.

 The wing anti–ice control valves are AC motor–operated.

 With a valve open, bleed air flows to the three leading edge
inboard slats, and is then exhausted overboard.

 On the ground, positioning the WING ANTI–ICE switch ON opens

both control valves if thrust on both engines is below the setting
for takeoff warning activation and the temperature inside both
wing distribution ducts is less than the thermal switch activation
Wing Anti–Ice System (continued..)
 Both valves close if either engine thrust is above the takeoff warning setting or
either temperature sensor senses a duct overtemperature. The valves
automatically reopen if thrust on both engines is reduced and both
temperature sensors are cool. (Duct temperature and thrust setting logic are
disabled and have no effect on control valve operation in flight.)

 The WING ANTI–ICE switch automatically trips OFF at lift–off when the
air/ground sensor goes to the air mode.

 Positioning the WING ANTI–ICE switch to ON in flight:

1. opens both control valves
2. sets stall warning logic for icing conditions.

Note: Stall warning logic adjusts stick shaker and minimum maneuver speed bars
on airspeed indications. FMC displayed VREF is not adjusted automatically.

Note: Stall warning logic remains set for icing conditions for the remainder of the
flight, regardless of subsequent WING ANTI–ICE switch position.
Wing anti-ice
operation
 Ice accumulation on the flight deck window frames, windshield center
post, or on the windshield wiper arm may be used as an indication of
structural icing conditions and the need to turn on wing anti-ice.

 In flight, the wing anti-ice system may be used as a de-icer or as an

anti-icer.:
1. The primary method is to use it as a de-icer by allowing ice to
accumulate before turning wing anti-ice on. This procedure provides
the cleanest airfoil surface, the least possible runback ice formation,
and the least thrust and fuel penalty. Normally it is not necessary to
shed ice periodically unless extended flight through icing conditions is
necessary (holding).
2. The secondary method is to use wing anti-ice before ice accumulation.
Operate the wing anti-ice system as an anti-icer only during extended
operations in moderate or severe icing conditions, such as holding.

CAUTION: Do not use wing anti-ice when TAT is above 10°C.

Cold soaked fuel frost (supp.procedures. familirization)
 takeoff with CSFF on lower/upper wing surfaces is allowable provided all of the
following conditions are met:
1. Ambient air temperature is at or above +4°C, +39°F
2. There is no precipitation or visible moisture (rain, snow, drizzle, or fog with less
than 1 mile visibility)
3. Tank fuel temperature is at or above -16°C, +3°F
4. All leading edge devices, all control surfaces, tab surfaces, winglet surfaces,
and control surface balance panel cavities must be free of snow, ice and frost.

 If all of the above conditions are not met, takeoff with light coatings of frost, up
to 1/8 inch (3 mm) in thickness, on lower wing surfaces due to cold fuel is
allowable; however, all leading edge devices, all control surfaces, tab surfaces,
winglet surfaces and control surface balance panel cavities must be free of
snow, ice and frost. If the frost on the lower surface is greater than 1/8 inch (3
mm) in thickness, all snow, ice and frost on the wings must be removed using
appropriate deicing/anti-icing procedures.
 If all of the above conditions are not met, all snow, ice and frost on the upper
 QRH Ice Crystal Checklist
familirization
Engine ice crystal or TAT probe icing is suspected. Ice crystal
icing conditions exist when in visible moisture, and one or more
of the following indications are present:
1. Amber or red weather radar returns below the airplane
2. Appearance of liquid water on the windshield at temperatures
too cold for rain (the sound is different than rain)
3. The Auto-throttle is unable to maintain the selected airspeed
4. TAT indication stays near 0°C

 One or more of the following can indicate ice crystal icing:

1. Light to moderate turbulence
2. Static discharge around the windshield (St. Elmo’s fire)
3. Smell of sulfur
4. Smell of ozone Humidity increase
 Vref ice

 Use normal procedures and reference speeds unless a

flaps 15 landing is planned. If a flaps 15 landing will be
made:

 Set VREF 15 If any of the following conditions apply, set

VREF ICE = VREF 15 + 10:
1. engine anti–ice will be used during landing
2. wing anti–ice has been used any time during the flight
3. icing conditions were encountered during the flight and
the landing temperature is below 10°C.
Anti ice questions…
 Anti-ice questions
1. When does the window heat ON light extinguish ?

2. What is the difference between wing & engine anti-ice speed logic adjustments?

3. How does the Probe sw auto operate ?

4. When does Cowl anti ice amber light illuminate?

5. How to define that the lower wing area is contaminated more than 3mm?

6. What is the difference between wing & engine anti-ice speed logic adjustments?

7. What is the importance of Window heating?

Anti- ice questions ….
8. Are Static ports heated?

9. Are FLYEGYPT airplane has a defined frost area?

10. During Standby power operation which pitot tube is operated?

11. Maximum wind additive correction for v ref ice ?

12. What is Cold soaked fuel ?

13. When does the Hold over time start?

14. Which checklist we should open if Saint elmo fire is encountered?

15. Could takeoff be performed if cold soaked fuel is encountered?

16. Which checklist to advise in the event of TAT probe amber light illuminates?
Thank you…