Documente Academic
Documente Profesional
Documente Cultură
737−300/400/500
ATA 30
Ice and Rain Protection
EASA Part-66 B1
B737−3 30−40 B1 E
For training purposes only.
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and criminal law, apply.
30−00
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ICE AND RAIN PROTECTION B737−300/400/500
PROBE HEAT SYSTEM
30−31
ELEVATOR FEEL
PITOT TUBES
(LEFT AND RIGHT)
CAPT P/S PITOT STATIC F/O P/S
1 AUX STATIC 2 AUX STATIC
A A OFF B A
F/O STATIC CAPT STATIC
2 AUX P/S 1 AUX P/S
A A
L ELEV ON R ELEV
PITOT A PITOT
HEAT A
L ALPHA R ALPHA
VANE VANE
A TAT TEST A
TEMP
PROBE A
LEFT, RIGHT
For Training Purposes Only
PITOT−STATIC
TUBES
(2 EACH SIDE)
RIGHT
TEMPERATURE (TAT)
ALPHA VANE
PROBE
LEFT ALPHA VANE
OPERATION
The control switches are ON−OFF switches. The system has an indicating cir-
cuit consisting of a current transformer, an electronic switch, and an indicating
light for each sensor. The electronic switches and indicating light circuits are
installed on printed cards. The transformer is installed in the line to the heater.
The ”A” switch controls the heating of the upper and lower left Pitot/Static
heater, Temperature Probe heater, left Alpha Vane heater and the left Elevator
Feel Pitot heater. The ”B” switch controls the heating of the upper and lower
right Pitot/Static heaters, right Alpha Vane heater and right Elevator Feel Pitot
heater. When the transformer does not sense current flow, the electronic switch
provides a ground for the indicating light.
The light circuits receive 28 Volt DC power through the Master Dim Relay from
the INDICATOR DIM BUS NO. 1 DC and NO. 2 DC circuit breakers on the P6
panel. The lights are of the press−to−test type and may be tested individually
or through the use of Master Light Test switch. The lights may also be dimmed
through the use of Master Dim switch (Ref. ATA 33, Master Warning and Cau-
tion lights).
For Training Purposes Only
28V DC R4
SWITCHING
BUS 1 C569 A16 LOWER
PITOT STATIC A LEFT PITOT
INDICATION− STATIC
CAPTAIN AC TO DC A HEATER
P6 LOAD CONTROL
PANEL
OFF
115V AC
XFR L2 F/O STATIC 2
BUS 2 C522 AUX P/S
LOWER LEFT
FIRST OFFICER R2
PITOT STATIC SWITCHING
SAME
HEATER A17 UPPER
AS
115V AC L2 LEFT PITOT
XFR AC TO DC STATIC
BUS 1 C523 HEATER
UPPER LEFT L4 CAPT P/S 1
CAPTAIN PITOT T1 XFMR AUX STATIC
STATIC HEATER
R1
SWITCHING
SAME
AS
115V AC L2
XFR AC TO DC T433 LEFT
BUS 1 C1072 ALPHA VANE
LEFT ALPHA L19 L ALPHA HEATER
VANE HEATER T1 XFMR VANE
R3
SWITCHING
SAME A3 LEFT
AS ELEVATOR
115V AC L2
AC TO DC PITOT
BUS 1
C236 HEATER
LEFT L3 L ELEV PITOT
ELEVATOR
PITOT
SWITCHING
115V AC SAME
BUS 2 AS M171
For Training Purposes Only
AIR
ON
GND
S8 TAT
TEST K1 AIR/GND RELAY R279 AIR/GND
RELAY LDG−GR
P5−9 MODULE WINDOW AND PITOT HEAT
LOGIC (E11)
28V DC
BUS 2
C570
F/O PITOT
STATIC IND
A19 UPPER
SAME R PITOT
115V AC AS STATIC
XFR L5 HEATER
BUS 2 C525
UPPER RIGHT
F/O PITOT
STATIC HEATER L1 F/O P/S 2 AUX
STATIC
SAME
115V AC T437
AS
XFR R ALPHA
L5
BUS 2 C1071 VANE HEATER
RIGHT ALPHA
VANE HEATER T2 XFMR
L20 R ALPHA PROBE
For Training Purposes Only
A4
SAME R ELEVATOR
115V AC AS PITOT
BUS 2 L5 HEATER
C237
RIGHT
ELEVATOR S2 PITOT T3 A2 PCA
PITOT HEATER STATIC TRANSFORMER L6 R ELEV PITOT
HEAT
P18−3 CIRCUIT SWITCH B
BREAKER PANEL MD&T
ON G ON G ON G ON G
WINDOW HEAT CONTROL PANEL
LIGHTS (ALTERNATE INSTALLATION)
For Training Purposes Only
OPERATION
Each of the No. 1 and 2 window heat systems are operated by the actuation of main on until the system is reset by momentarily turning the control switch to
the respective control switch in the ON position. With either switch for either the OFF position. While the system is in operation, the overheat detection sys-
side in the ON position, 28 Volt DC and 115 Volt AC control power will be direct tem may be confidence tested through the use of the system TEST switch.
from the load control center to the Window Heat Control Unit for the respective Placing the switch in the OVHT position completes a circuit to ground of the
window, and 115 Volt AC heating power will be directed to windows No. 3, 4, error detector circuit which forces the electronic switch to apply power to the
and 5 by the side switch of the respective side. The No. 1 and 2 windows are window and then simulates the overheat condition by overheat detector, de−en-
maintained at 107F / 42C by the Window Heat Control Unit and the No. 3, 4 ergizing the overheat circuit ( K1 OVHT RLY ) and turning on the OVERHEAT
and 5 windows are regulated by the Window Thermal Switch on the No. 3 and lights, Master Caution lights and annunciator ANTI−ICE.
5 windows. In case of a shorted temperature sensor, a shorted sensor circuit in the Win-
When control switch in ON position and control power supplied to the Window dow Heat Control Unit switches a ground signal to the electronic switch and
Heat Control Unit in the absence of an overheat condition, the control unit over- cuts off the window heat to prevent the window from overheating.
heat circuit will direct 115 Volt AC heating power to the electronic switch for
modulation to the control heat transformer. If window is below 100F / 38C,
the Window Heat Sensor will signal the error detector circuit for heating power
and the electronic switch will gradually increase power to the heat transformer.
When system is first energized, a ramp function causes the control power to
the electronic switch to increase gradually from zero to full power in approxi-
mately 3 minutes, unless it is controlled at a lesser level by the window reach-
ing control temperature before ramp time runs out. The heat transformer will
apply the preselected voltage to the the terminal strip on the E 3−3 electrical
shelf then directly to the window. As operating temperature is approached, the
electronic switch will begin to decrease power until power output and heat dis-
sipation from the window are held in equilibrium at the required operating tem-
perature. The Window Heat Control Unit may be confidence tested for power
output through the use of the system test switch. Placing the switch in the
PWR position completes a circuit to ground error detection circuit which forces
the temperature control circuit to full power output, regardless of window tem-
perature. The overheat protection circuit is still active and prevents the window
For Training Purposes Only
from overheating.
If the window heat sensor detects a window temperature above 145F / 63C
while power is being applied to the window, the temperature control circuit will
de−energized the overheat switching circuit ( K1 OVHT RLY). With the control
unit overheat circuit de−energized, the 115 Volt AC heating power will be cut
off from the temperature control circuit (Electronic PWR Switch) and removing
window heat. This will turn on the OVERHEAT light and, after a 1 second
delay, activate the Master Caution lights with annunciator ANTI−ICE. After
approximately 1 min. the OFF light illuminates. The OVERHEAT lights will re-
ON G ON G ON G ON G
WINDOW HEAT CONTROL PANEL
LIGHTS (ALTERNATE INSTALLATION)
WINDOW
ANTI−ICE
L3, L4 + L5
5
5
15
3
For Training Purposes Only
at 75F / 24C. The contact points on the No. 5 thermal switch open at 110F /
43C and close at 90F / 32C. The switches are spring mounted near lower
edge of each of the No. 5 windows and regulate the application of power to the
No. 4 and 5 windows of the respective side. The No. 3 window thermal switch
is mounted on the lower edge of number 3 windows and regulates power to the
window. On some airplanes, the window thermal switch is mounted on the up-
per edge of the No. 3 window.
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Lufthansa Technical Training
ICE AND RAIN PROTECTION B737−300/400/500
WINDOW HEAT SYSTEM
30−41
WINDOW HEAT
CONTROL UNITS
(4 PLACES) THERMAL SWITCH
SLOT
SPRING
SPRING BRACKET
WINDOW
ELECTRICAL LEADS
M320
M321
(RIGHT
M322 (LEFT
SIDE)
(LEFT FRONT)
M323 DISCONNECT
SIDE) PANEL
(RIGHT
FRONT)
For Training Purposes Only
assembled on a support fitting. Each assembly is mounted on a bracket on the arm. The wiper arm has a serrated sleeve at the hub to provide angular adjust-
respective window sill beam. ment between the arm and the converter drive shaft and is attached to the
Each motor is equipped with two radio noise filters, an automatically resetting shaft by a bolt through the hub. The wiper tension of the arm can be adjusted
thermal overload switch, and a cam actuated switch. The thermal switch tem- by a tension adjusting nut near the hub of the arm. The wiper blade is bolted to
porarily opens the motor field circuit when the motor temperature exeeds the end of the wiper arm and the angle between the blade and the arm can be
300F / 149C, or when the field current exeeds 8 to 10 Amps. The cam actu- adjusted by means of a serrated disc attached to each part ( Ref. to Mainte-
ated switch is a two−pole two−position microswitch. The operating cam is nance Manual Chapter 30−42−11 ).
driven by reduction gearing in the motor to coincide with the wiper cycle. One
pole of the switch is closed when the motor is in any part of the wiper cycle
other than PARK. The other pole of the switch is closed only when motor is in
WIPER SEE A
OFF
PARK LOW
HIGH
STA
STA 178
188 DISK (WITH
SERRATIONS)
WIPER BLADE
BLADE NUT
SILL BEAM
WIPER ARM
RESISTOR BOX
For Training Purposes Only
ADJUSTMENT NUT
ARM ATTACH
B BOLT
ADJUSTMENT SLEEVE
MOTOR−CONVERTER
ASSEMBLY (WITH SERRATIONS)
CONVERTER SHAFT
C
OPERATION
The operation of both windshield wiper systems is controlled by turning the
windshield wiper control switch to the rate of wiper action desired. When switch
position LOW or HIGH is selected, power will be directed from the respective
system bus through the control switch to the motor, back through the control
switch for resistance or speed selection, then to selected resistance to ground.
The amount of resistance selected determines the motor speed and therefore
the rate of wiper action.
When the control switch is turned to the PARK position and the wiper is in any
position other than PARK, the switch completes a circuit through the PARK
contacts of the control switch and through the NO contacts of the cam oper-
ated switch in the motor to ground. This will shunt the resistor box out of the
control circuit and drive the motor at high speed until the motor reaches the
PARK position of the wiper cycle and the switch cam moves the switch to close
the NC contacts of the cam operated switch. With the cam operated switch in
the NC position, the motor armature is shunted out by the cam operated switch
and the circuit is completed to ground through the PARK contact of the control
switch and the full resistor load. With the motor field coil still energized and the
motor armature shorted by the cam operated switch, dynamic braking is pro-
vided to stop the motor from coasting. This stops the motor with the wiper
blades in the PARK position.
NOTE: In the HIGH position, the wiper blade moves at a minimum of 250
strokes per minute.
CAUTION: APPLY WATER TO THE WINDSHIELD BEFORE OPERATE
THE WIPERS. OPERATION OF THE WIPERS WITHOUT
WATER CAN CAUSE DAMAGE TO THE WINDSHIELD. CON-
TINUE TO APPLY THE WATER WHEN THE WIPER IS IN
MOTION.
For Training Purposes Only
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ICE AND RAIN PROTECTION B737−300/400/500
WINDSHIELD WIPER SYSTEM
30−42
OFF
LOW M23
HIGH
PARK
THERMAL OVERHEAT
OFF PROTECTOR SWITCH
300F / 149C
LOW
28V DC PARK HIGH
BUS 1 S22
C55 M
WIPERS
RIGHT
CALL
RAIN REPEL
M22 R WINDSHIELD
WIPER MOTOR
(STA 188)
L R SILL BEAM
WIPER
OFF
PARK LOW
HIGH
THERMAL OVERHEAT
PROTECTOR SWITCH
OFF
300F / 149C
LOW
28V DC PARK HIGH
BUS 2
For Training Purposes Only
C54
WIPERS M
LEFT
OFF
P18−3 CIRCUIT BREAKER
PANEL LOW
PARK HIGH
M21 L WINDSHIELD
WIPER MOTOR
(STA 188)
CAUTION: CAUTION: THE RAIN REPELLENT SYSTEM SHOULD NOT Each solenoid valve is controlled by an independent electrical control circuit.
BE OPERATED ON DRY WINDOWS, AS HEAVY UNDI- The electrical control components of each circuit consists of a system control
LUTED SOLUTION WILL RESTRICT WINDOW VISIBILITY. switch and a time delay circuit. The control switches are pushbutton type mo-
In the event of inadvertent dry window application, do not operate the wind- mentary switches. The time delay circuit is mounted within the delay module
shield wipers as this to increase smearing. Also, the rain repellent residues which is connected to the solenoid valve electrical connector. A resistor in the
caused by application in dry weather or very light rain may cause staining or time delay circuit is variable and may be adjusted to change the time required
minor corrosion of the airplane skin. To prevent this, any concentrated repellent to charge a chapacitor and thus control the time delay action. The delay is ad-
or residue should be removed by a thorough freshwater rinse at the earliest justed to open the circuit to the solenoid valve after the required amount of re-
opportunity, preferably within a few hours after exposure. Repellent residues pellent has been sprayed on the window, allowing the valve to close.
RAIN REPELLENT
NOZZLE
CAUTION
TIGHTEN RAIN REPELLENT CAN INTO SYSTEM FINGER
TIGHT ONLY. TORQUE IS NOT REQUIRED FOR SEALING.
EXCESSIVE TORQUE MAY CAUSE LEAKAGE.
L R PRESSURIZED
CAN SOLENOID
VALVE
CLAMP
A RELEASE
TIME DELAY
MODULE
SEE A CAN
CONNECTION
SEE D
SHUTOFF
NOZZLE ASSEMBLY VALVE C
AND TIME DELAY
MODULE SHROUD
VISUAL
SEE C
RESERVOIR
NUT
CAN LOCK
CONTAINER REPLACEMENT WASHER
INSTALLATION
For Training Purposes Only
LEVEL
SEE B
FWD
CAN VALVE
ADAPTER
B D
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Lufthansa Technical Training
ICE AND RAIN PROTECTION B737−300/400/500
RAIN REPELLENT SYSTEM
30−43
SOLENOID SOLENOID
VALVE VALVE
CONTAINER
P5
For Training Purposes Only
28 VDC 28 VDC
BUS 1 BUS 2
P18
TABLE OF CONTENTS
ATA 30 ICE AND RAIN PROTECTION . . . . . . . . . . 1
30−31 PROBE HEAT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
30−41 WINDOW HEAT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
WINDOW HEAT COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
40−42 WINDSHIELD WIPER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 14
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
40−43 RAIN REPELLENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . 18
DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
RAIN REPELLENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
TABLE OF FIGURES
Figure 1 Probe Heat Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Figure 2 Probe Heat System Schematic (System A) . . . . . . . . . . . 5
Figure 3 Probe Heat System Schematic (System B) . . . . . . . . . . . 7
Figure 4 Window Heat System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Figure 5 Window Heat System Schematic . . . . . . . . . . . . . . . . . . . . 11
Figure 6 Window Heat System Components . . . . . . . . . . . . . . . . . . 13
Figure 7 Windshield Wiper System . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Figure 8 Windshield Wiper System Schematic . . . . . . . . . . . . . . . . 17
Figure 9 Rain Repellent System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Figure 10 Rain Repellent System Schematic . . . . . . . . . . . . . . . . . . 21