With Wing Thermal Anti-Ice selected ON on the ground, either thrust lever is advanced beyond approximately 60 degrees thrust-resolver angle. What is the intended system response?, Only the valve on the same side as the advanced thrust lever closes., The wing anti-ice system remains operating until the aircraft changes to air mode., Both Wing Thermal Anti-Ice shutoff valves close to conserve engine thrust for takeoff., A Wing Thermal Anti-Ice ground-overheat thermal switch detects excessive duct temperature on one wing while the aircraft is on the ground. What is the resulting protection action?, Both Wing Thermal Anti-Ice shutoff valves close in response to either thermal switch., Only the affected wing valve closes while the opposite wing continues anti-icing., The associated engine bleed valve closes while both wing anti-ice valves remain open., During flight below 28,000 feet, what is the role of the external Wing Thermal Anti-Ice pressure switch on applicable aircraft?, It verifies Wing Anti-Ice Valve position using downstream pneumatic pressure., It regulates bleed-air temperature supplied to the leading-edge slats., It controls the Wing Anti-Ice Valve directly whenever the flight crew selects the system ON., The Engine Anti-Ice switch is selected ON, but the Engine Anti-Ice Valve does not open. Which feature normally causes the valve to remain closed if pneumatic actuation pressure is unavailable?, The valve contains a mechanical latch that remains closed until downstream pressure exceeds the minimum-pressure switch setting., The engine Electronic Engine Control drives the butterfly plate closed through an electric actuator., The valve is spring-loaded toward the closed position and requires pneumatic actuator pressure to open., The Engine Anti-Ice switch is ON and the valve is open, but downstream anti-ice duct pressure increases above approximately 52 pounds per square inch gauge. What indication is expected?, The amber COWL VALVE light illuminates because overpressure is treated only as valve-position disagreement., The amber COWL ANTI-ICE light illuminates together with MASTER CAUTION and ANTI-ICE annunciation., The green Thermal Anti-Ice indication changes to amber after eight seconds with no Master Caution., The Probe Heat switch is in AUTO and at least one engine is running. Why does probe heating become active without the switch being moved to ON?, An engine-running signal from either Display Processing Computer energizes the probe-heat automatic-control relay., Air/ground logic alone energizes all probe heaters whenever the aircraft leaves the ground., The Ice Detection System Logic Module supplies power to the probe heaters whenever no ice is detected., The left Angle-of-Attack sensor vane heater has failed, but its case heater remains operative. What indication capability does the probe-heat system have for this condition?, The current-detection circuit monitors the vane heater only, so the amber L ALPHA VANE light can indicate the vane-heater failure but does not directly monitor the case heater., The current-detection circuit monitors both heaters in series and cannot distinguish which heater has failed., No indication is available because Angle-of-Attack heater faults are monitored only by the Flight Control Computers., A heated flight-compartment window is already above its target temperature when its WINDOW HEAT switch is selected ON. Why may the green ON light remain extinguished even though the system is functioning correctly?, The green ON light indicates only that the window has reached its overheat threshold., The Dual Window Heat Control Unit determines that heating is unnecessary and therefore does not apply current to the window., The Dual Window Heat Control Unit inhibits all indications until window temperature falls below 100 degrees Fahrenheit., Why can a No. 3 flight-compartment window overheat without producing the same automatic overheat warning and protection provided for the No. 1 and No. 2 windows?, The No. 3 windows are controlled by simple thermal switches and are not included in the Dual Window Heat Control Unit indication, test or overheat-protection system., The No. 3 windows use direct-current heating and therefore cannot be monitored by the alternating-current window-heat system., The No. 3 windows have no temperature-control device and remain continuously powered whenever SIDE window heat is selected ON., The Ice Detector Probe develops an internal failure while the aircraft is in flight. Why is the normal icing signal removed rather than left in its previous state?, The Ice Detection System Logic Module automatically substitutes a NO ICE signal for every probe failure., The heater is continuously energised after a failure, preventing the probe from generating any discrete output., The probe deactivates its icing signal on detection of an internal fault so that a failed detector does not continue presenting invalid ice-detection data.

ATA 30

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