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operative side’s components. The WING WARM annunciator, however, will
not illuminate for the inoperative side.
Overtemperature warning will still be active on both sides, because power
for this function is not dependent upon WING ANTI ICE switch position.
The amber WING TEMP LOW caution CAS message, however, cannot be
displayed for the inoperative side (airplanes SN 1000, 1034, 1129 and
subsequent and airplanes SN 1001 through 1128 having ASC 232).
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Wing Anti-Ice System
Simplified Block Diagram
Figure 1
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WING WARM Annunciators
Figure 2
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2A-30-30: Cowl Anti-Ice System
1. General Description:
The cowl anti-ice system prevents the formation of ice on the engine nose cowl.
This is accomplished by circulating engine bleed air from the bleed air manifold
through the leading edge of the engine inlet.
The design of the Tay 611-8 engine does not feature inlet guide vanes to the Low
Pressure (LP) compressor (fan), therefore an active ice protection system is not
required. Any ice accumulation on the fan spinner is dislodged before reaching
significant proportions by a flexible rubber tip on the spinner. The tip spins in an
eccentric manner, making any ice accumulation asymmetric in shape. The
asymmetric properties of the ice in turn causes it to be shed early in its
development by centrifugal force.
The following units and components together compose the cowl anti-ice system:
• Cowl Anti-Ice Shutoff and Pressure Regulating Valves
• Cowl Anti-Ice Pressure Transmitters / Pressure Switches
• Cowl Anti-Ice Thermal Switches
• Nose Cowl Ducts and Piccolo Tubes
2. Description of Subsystems, Units and Components:
A. Cowl Anti-Ice Shutoff and Pressure Regulating Valves:
The cowl anti-ice shutoff and pressure regulating valve (commonly referred
to as the cowl anti-ice valve) is spring loaded closed and pneumatically
powered open. It is electrically controlled by its associated (L/R) COWL
switch in the ANTI ICE section of the cockpit overhead panel. With the
COWL switch selected ON, the ON legend in the switch illuminates, a blue
(L/R) COWLA/I ON advisory message is displayed on CAS and a green A/I
icon appears above the LP turbine digital scale on the engine instruments
display. The control valve is allowed to open and begins to seek a position
determined by sensed pressure downstream of the valve. During straight
and level unaccelerated flight, regulated cowl anti-ice pressures of 16 to 22
psi are considered normal.
B. Cowl Anti-Ice Pressure Transmitters / Pressure Switches:
Cowl anti-ice pressure is tapped at the cowl anti-ice valve and sampled by
a pressure transmitter in the engine cowl. Receiving power from the
Essential 28 VDC bus, the pressure transmitter in turn supplies a signal to
the cowl anti-ice pressure indicator located in the ANTI ICE section of the
cockpit overhead panel.
On airplanes SN 1000 through 1059 having ASC 51A and airplanes SN
1060 and subsequent, a pressure switch is installed in each engine cowl. If
cowl anti-ice is selected ON and pressure drops below 10±1 psi, the
pressure switch will cause an amber L-R COWL PRESS LOW caution
message to be displayed on CAS. On airplanes SN 1000 through 1189
having ASC 243 and airplanes SN 1190 and subsequent, the trip point is
4±1 psi (after an approximately 15 second delay). When pressure
increases above the trip point - which normally occurs when thrust is
increased - the message automatically clears. If increasing thrust does not
increase pressure above 4 psi, the flight crew should depart icing
conditions.
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C. Cowl Anti-Ice Thermal Switches:
A thermal witch is installed downstream of each engine’s cowl anti-ice
valve to monitor the temperature of bleed air entering the nose cowl ducts.
If the bleed air temperature exceeds 662°F (350°C), the thermal switch will
cause an amber L-R COWLA/I OVHT caution message to be displayed on
CAS.
D. Nose Cowl Ducts and Piccolo Tubes:
From the cowl anti-ice valve, regulated engine bleed air flows through
ducts to the nose cowl. Perforated tubes (called piccolo tubes because of
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