B737-3 30-40 B1 e (Jun2005 CMP)

Boeing
737−300/400/500
ATA 30
Ice and Rain Protection
ATA 30−30 Pitot and Static

ATA 30−40 Windows, Windshield and Doors
EASA Part-66 B1
B737−3 30−40 B1 E
For training purposes only.
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E-Mail: Customer-Service@LTT.DLH.DE
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ICE AND RAIN PROTECTION B737−300/400/500
30−00
ATA 30 ICE AND RAIN PROTECTION

For Training Purposes Only
FRA US/E ur Aug. 97 Page: 1

PROBE HEAT SYSTEM
30−31
30−31 PROBE HEAT SYSTEM

GENERAL
The following probes on B737 airplanes are heated to prevent the formation of The indication lights illuminate when
ice which could affect sensing accuracy: the respective switch is in ON position and there is no sufficiently current
the left and right Pitot/Static Tubes (4) flow through the heating elements
the elevator feel left and right Pitot Tubes (2) the respective switch is in OFF position
the left and right Alpha Vanes (2) In order to check the heating of the TAT Probe on ground, put the left switch
the TAT (Total Air Temperature) Probe (A) in OFF position, push the TAT TEST switch, the TEMP PROBE indication
light must extinguishes.
The heating is accomplished by electrical heaters installed as an integral part
of the units. The heaters consist of resistance elements which operate on 115 Master Caution lights and Master Caution annunciator ANTI ICE will illuminate,
Volt AC. when one indication light comes on.
WARNING: DURING PITOT STATIC TUBES, TEMPERATURE PROBE,
Window and Pitot Heat Module
AND ALPHA VANE TEST, DO NOT TOUCH THE HEATERS
The Window and Pitot Heat Module contains the control switches A and B, indi- TO KNOW THEY ARE ON. FEEL THE AIR CLOSE TO THE
cating lights, transformers, and printed circuit cards. The module also contains HEATERS TO KNOW THEIR TEMPERATURE. THE HEAT-
the switches and indicating lights for Cabin Window Anti−Icing System. ERS CAN GET VERY HOT AND CAUSE INJURY IF YOU
TOUCH THEM.
Operation
The heaters are controlled by two switches ( A and B ) on the Window and Pi-
tot Heat Module P5−9.
Switch A in ON position
− the left heating system is activated
− the left indicating lights are off when a sufficiently current flow is present
through the heating elements.
− NOTE: The TAT−Probe is not heated on ground, but the TEMP PROBE
light extinguishes when the switch A is in ON position during airplane on

ground.
Switch B in ON position
− the right heating system is activated
− the right indicating lights are off when a sufficiently current flow is pres-
ent through the heating elements.
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PROBE HEAT SYSTEM
30−31
FIRE MASTER MASTER FIRE

WARN CAUTION CAUTION WARN
BELL CUTOUT PUSH TO RESET PUSH TO RESET BELL CUTOUT
FLT CONT ELEC ANTI−ICE ENG
IRS APU HYD OVERHEAD
FUEL OVHT/DET DOORS AIR COND
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
PITOT−STATIC
TUBES
(2 EACH SIDE)
RIGHT
TEMPERATURE (TAT)
ALPHA VANE
PROBE
LEFT ALPHA VANE
Figure 1 Probe Heat Location

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PROBE HEAT SYSTEM
30−31
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).

PROBE HEAT SYSTEM
30−31
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
C238 L2 TOTAL AIR

TEMPERATURE AC TO DC TEMPERATURE
PROBE HEATER S1 PITOT PROBE HEATER
STATIC HEAT L16 TEMP PROBE
SWITCH A T3 XFMR A1 PCA MD&T
P18−3 CIRCUIT
BREAKER PANEL OFF
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)
Figure 2 Probe Heat System Schematic (System A)

PROBE HEAT SYSTEM
30−31
THIS PAGE INTENTIONALLY LEFT BLANK


PROBE HEAT SYSTEM
30−31
28V DC
BUS 2
C570
F/O PITOT
STATIC IND
P6−3 LOAD CONTROL

PANEL A A18 LOWER
R PITOT
115V AC OFF
STATIC
XFR A HEATER
BUS 1 C524
LOWER RIGHT
CAPT PITOT
STATIC HEATER L5 CAPT STATIC 1
AUX P/S
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
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
P5−9 MODULE − WINDOW AND PITOT HEAT
Figure 3 Probe Heat System Schematic (System B)

WIND0W HEAT SYSTEM
30−41
30−41 WINDOW HEAT SYSTEM

GENERAL
Windows No. 1, 2, 3, 4 and 5 on each side of the control cabin are provided Optional: a green Power ON light
with electrical heating window anti−icing and defogging. Heating of the cockpit − illuminates when power is being supplied to the window
windows also improves the impact strength of the windows and is used for bird-
an OVERHEAT light
proofing the windows when flying at altitudes where bird strikes are possible.
illuminates when an overheat condition is present
Power to the left No. 1, 3, 4, and 5 windows and the right window no. 2 is sup-
plied from GEN BUS No. 1 and the right No. 1, 3, 4 and 5 windows and left No. A PWR and OVHT TEST switch is used in common with all four systems.
2 window is supplied from GEN BUS No. 2. The No. 3, 4, and 5 windows receive power through the side window heat con-
The forward No. 1 windshield and the No. 2 sliding window on each side of the trol switch. Power to windows No. 4 and 5 is regulated by thermal switch lo-
cabin have a separate control system for each window. The control system cated in the circuit between the two windows and is installed on window No. 5.
maintains the respective window at the required temperature by use of auto- Power to window. No. 3 is regulated by thermal switch located on the edge ot
matic controls. Each system consists of: the window. While the system is regulated at 107F / 41C for the No. 1 and 2
windows, from 75 to 95F / 24 to 35C for the No. 3 windows and from 90 to
the Heated Window
110F / 32 − 43C for the No. 4 and No. 5 windows. The control system turns
− has a conductive coating between the outer glass panes and vinyl core off the power to the No. 1 and 2 windows when an overheat condition of
( Ref. to Chapter 56 ) approximately 145F / 63C is detected.
a Window Heat Sensor ( primary and spare, if installed )
Test Switch
− senses the temperature change in the window and provides a signal for
the Window Heat Control Unit The Test Switch is a toggle actuated switch with center OFF position. The test
positions are POWER and OVERHEAT.
a Control Switch
PWR TEST position
− turns on the heating system when in ON position
− when window heat control switches in ON position, windows 1 and 2 are
a Window Heat Control Unit
heated regardless of the momentary window temperature. The amber
− performs the functions OFF lights extinguishes. Optional: The green ON lights illuminates.
Overheat Control The test will be necessary on hot sunny days when temperature of a window is
Temperature Control including Ramp Control above approximately 114F / 46C.
Shorted Sensor Protection OVHT position

Power Indication − when window heat control switches in ON position, windows 1 and 2 are
an amber Power OFF light heated regardless of the momentary window temperature. Simulta-
neously, an overheat condition will simulated. All OVERHEAT lights illu-
− illuminates when power is not being supplied to the window
minate and after approximately 1 minute all amber OFF lights illuminate.
Optional: After approximately 1 min. all green ON lights extinguish.
The Overheat lights will remain on until the system is reset by momentarily
turning each control switch to the OFF position.

WIND0W HEAT SYSTEM
30−41
OVERHEAT OVERHEAT OVERHEAT OVERHEAT

A A A A
ON G ON G ON G ON G
WINDOW HEAT CONTROL PANEL
LIGHTS (ALTERNATE INSTALLATION)
Figure 4 Window Heat System

WINDOW HEAT SYSTEM
30−41
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
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-

WINDOW HEAT SYSTEM
30−41
OVERHEAT OVERHEAT OVERHEAT OVERHEAT

A A A A
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
Figure 5 Window Heat System Schematic

WINDOW HEAT SYSTEM
30−41
WINDOW HEAT COMPONENTS

Window No. 1 and 2 Sensors Window Heat Control Unit and Terminal Strip
Primary Sensor The control unit overheat circuit, when energized ( normal operation ), directs
− The sensor is a temperature type resistor ( PTC ) and is a component of 115 Volt AC power to the temperature control circuit.
the window. The terminal strip on the E 3−3 electrical shelf is provided a selection of volt-
− It supplies the respective Window Heat Control Unit with the actual win- ages from an heat transformer within the control unit to suit the resistance of
dow temperature. the conductive coating on the windows.
Spare Sensor ( if installed ) Maintenance Practices
− The sensor is a temperature type resistor ( PTC ) and is a component of In case of window No. 1 change, the glare shield has to be removed at first,
the window. before disconnecting the electrical wires and removing the window. Ensure,
− In case of Primary Sensor failure, it can connected and supplies the re- that all respective circuit breakers are open ( Ref. to Maintenance Manual ).
spective Window Heat Control Unit with the actual window temperature.
WARNING: THE OUTPUT VOLTAGE OF THE HEAT TRANSFORMER
NOTE: IF THE SPARE SENSOR OF THE WINDOW NO. 1 MUST BE CON- RANGES FROM 250 TO 350 VOLTS. YOU MUST BE CARE-
NECTED, THERE ARE THREE DIFFERENT WAYS TO REALISE, FUL WHEN YOU REMOVE THE WINDOW OR YOU CAN
DEPEND ON THE AIRPLANE EFFECTIVITY: CAUSE INJURY TO PERSONS OR DAMAGE TO EQUIP-
1. The sensor wires of the Primary Sensor must be changed on the window MENT.
directly (remove the glareshield). Before you reconnect the electrical wires after the new window is installed,
2. There are caped and stowed Spare Sensor wires behind the Center Instru- make sure, the resistance of the window is the same as the transformer taps.
ment Panel in the cockpit. CAUTION: IF THE RESISTANCE OF THE WINDOW IS NOT CORRECT,
3. There are caped and stowed Spare Sensor wires on the E3−3 electrical IT CAN CAUSE DAMAGE TO THE ANTI−ICING SYSTEM.
shelf.
NOTE: THE CORRECT CONNECTION FOR WINDOW NO. 1 AND 2 TO
Window No. 3 and 5 Thermal Switches USE FOR THE RESISTANCE YOU MEASURE, SEE TABLE BE-
LOW !
The thermal switch is a temperature sensitive, bimetallic, single pole, snap ac-
tion switch with normally closed contact points.
The contact points on the No. 3 thermal switch open at 95F / 35C and close
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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WINDOW HEAT SYSTEM
30−41
WINDOW HEAT
CONTROL UNITS
(4 PLACES) THERMAL SWITCH
SLOT
SPRING
SPRING BRACKET
WINDOW
ELECTRICAL LEADS
E3−3 ELECTRICAL WINDOW FRAME

SHELF BOLTS
WINDOW NO. 1 AND 2 SENSOR
( PRIMARY OR SPARE ) WINDOW NO. 3 AND 5 THERMAL SWITCH
M320
M321
(RIGHT
M322 (LEFT
SIDE)
(LEFT FRONT)
M323 DISCONNECT
SIDE) PANEL
(RIGHT
FRONT)
FWD TERMINAL STRIP

(4 PLACES)
WINDOW RESISTANCE HOOK−UP TABLE
Figure 6 Window Heat System Components
WINDSHIELD WIPER SYSTEM
30−42
40−42 WINDSHIELD WIPER SYSTEM

GENERAL
Windshield wipers are provided to maintain a clear area on the pilots No. 1 win- the PARK position of the cycle. The switch is used in conjunction with the sys-
dow during takeoff, approach and landing in rain and snow. Each wiper is oper- tem control switch to stop the motor with the wipers in the PARK position when
ated by separate system to ensure that clear vision through one of the windows the system is not in use.
will be maintained in event of a system failure. The wiper blades clear a patch The converter has a serrated drive shaft which protrudes through the skin just
approximately 13−1/2 inches wide through an arc of 84 +/−4 degrees. forward of the windshield for attachment of the wiper assembly. The converter
Both wiper systems are operated by a switch located on the overhead panel. changes the high speed low torque rotary motion of the motor to a low speed
The switch provides selection of the wiper action speeds. The switch also con- high torque circular oscillating motion for the wiper arm by the use of a worm
trols the PARK position when the system is not in use. gear eccentric drive mechanism. The motor and converter are synchronized
Each windshield wiper system consists ot these components: with respect to the wiper cycle before the units are coupled together.
Drive Motor and Torque Converter Assembly Control Switch
Control Switch Assembly The windshield wiper Control Switch is a four−position switch. The switch is
Windshieldwiper Assembly located on the overhead panel and is used to control the action of both wind-
Resistor Box shield wiper motors by changing the motor circuitry.
Speed control is accomplished by changing the voltage applied to the wind- The switch has:
shield wiper motor by means of resistors. The required resistance is connected a momentary PARK position
into circuit by turning the windshield wiper switch to a selected position. The and three detent positions: OFF, LOW and HIGH
rotary motion of the drive motor is transmitted to the converter which reduces
the shaft speed and changes rotary motion to an oscillating motion of the wind- Resistor Box
shield wiper arm. Each windshieldwiper system has a Resistor Box for the motor. The box con-
tains three resistors which may be selected by the control switch to be added in
Motor−Converter Assembly
series with the motor circuit to control the motor speed.
The wiper assembly for each system is driven by a Motor−Converter Assembly.
The Motor−Converter Assembly consists of a 28 Volt DC varialble speed elec- Wiper Assembly
tric motor and torque converter coupled together by a connector sleeve and The Windshield Wiper System assembly consists of a wiper blade and wiper
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

30−42
WIPER SEE A
OFF
PARK LOW
HIGH
OVERHEAD PANEL SEE C

STA
A 259.8
SEE B
STA
STA 178
188 DISK (WITH
SERRATIONS)
WIPER BLADE
BLADE NUT
SILL BEAM
WIPER ARM
RESISTOR BOX
ADJUSTMENT NUT
ARM ATTACH
B BOLT
ADJUSTMENT SLEEVE
MOTOR−CONVERTER
ASSEMBLY (WITH SERRATIONS)
CONVERTER SHAFT
C
Figure 7 Windshield Wiper System

30−42
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.
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30−42
OFF
LOW M23
HIGH
PARK
M24 RIGHT RESISTOR

BOX (STA 180,
RBL 30, WL 185)
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
C54
WIPERS M
LEFT
OFF
P18−3 CIRCUIT BREAKER
PANEL LOW
PARK HIGH
M21 L WINDSHIELD
WIPER MOTOR
(STA 188)
S22 WINDSHIELD WIPER M23 LEFT RESISTOR

CONTROL SWITCH (P5) BOX (STA 180,
RBL 30, WL185)
Figure 8 Windshield Wiper System Schematic

RAIN REPELLENT SYSTEM
30−43
40−43 RAIN REPELLENT SYSTEM

DESCRIPTION AND OPERATION
General allowed to dry or ”cure” on the surface will require polishing with an approved
The Rain Repellent System consists of: aluminium polish to remove the stain. To remove residue from glass windows,
use a repellent remover pad.
a pressurized container of rain repellent fluid
a container receptacle Container and Receptacle
a visual reservoir The rain repellent fluid is packaged in a pressurized disposable−type container
a pressure gage which is replaced when empty. Each container has a self−sealing valve with a
threaded boss for attaching the container to the system receptacle. The con-
two solenoid valves
tainer and receptacle are mounted to the left of the second observer’s station.
two nozzles
associated plumbing Visual Reservoir
two electrical control circuits The reservoir contains a red float level indicator which is visible through the
side of the reservoir. A decal on the cover indicates the fluid level at wich the
A Rain Repellent System is provided to be used in conjunction with the Wind-
container should be replaced. When level of the fluid is at the container re-
shieldwiper System to improve windshield visibility through the pilots No. 1
placement level, approximately ten individual repellent applications of fluid are
windshields during heavy rain. The system is controlled independently for each
left in the reservoir and plumbing leading to the spray nozzles.
window by separate control switches located on the overhead panel and, when
actuated, the system sprays a rain repellent solution on the respective window Solenoid and Spray Nozzles
as selected. The maximum quantity of solution sprayed per system actuation
The solenoid valves are normally closed electrically operated 28 Volt DC
(approx 6cc) is predetermined by the setting on a time delay and cannot be
valves. The valves control the flow of repellent fluid released to the spray
exceeded by extended duration of switch actuation. The solution is spread over
nozzles and are coupled directly to the nozzles. The spray nozzles are
almost all of the window by the rain and airstream, however spreading is en-
mounted externally at the base of each No. 1 window inboard of the windshield
hanced within the wiped area of the windows by the action of the wiper blades.
wiper drive shaft. Each nozzle has four spray holes which direct the repellent
The length of time that an application remains effective varies inversely with the
fluid on to the windshield.
rain intensity and will last longer in the wiped area than in the unwiped area.
Reapplication is repeated as required to maintain repellent effectiveness. Time Delay Module
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.

30−43
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
CONTROL SWITCH BRACKET
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
LEVEL
SEE B
FWD
CAN VALVE
ADAPTER
B D
Figure 9 Rain Repellent System

30−43

Operation
With the pressurized fluid container installed in the system receptacle, the shut- WARNING: DO NOT LET RAIN REPELLENT FLUID TOUCH YOUR SKIN
off valve in the open position, and 28 Volt DC power available on the No. 1 and OR EYES. THE FLUID CAN CAUSE IRRITATION. DO NOT
No. 2 DC BUS, the system is ready for use. The operation of the Rain Repel- BREATHE THE FUMES. IF THE FLUID TOUCHES YOU,
lent System for each window is individually controlled by pushing the respective WASH YOUR SKIN OR EYES WITH WATER
control switch. Pushing the control switch completes a circuit from the respec- Pressure Releasing in the Rain Repellent System
tive RAIN REPELLENT circuit breaker through the switch and time delay cir-
− Turn the shutoff valve handle to the close position.
cuit, to energize the respective control valve solenoid. Actuation of the solenoid
valve allows the pressurized reservoir to supply rain repellent through the tub- − Apply water to the windshield.
ing to spray nozzles and on to window. When the required amount of repellent − Push and release the RAIN REPELLENT L and R switches a sufficient
has been sprayed on the window , the time delay circuit will operate to break number of times to release all pressure in the system.
the circuit, de−energizing the solenoid valve and preventing further flow of re- − Use water to flush away all rain repellent fluid which is on the winshield
pellent solution. Releasing the control switch breaks the circuit to the relay coil, or the airplane skin.
de−energizing the relay and closing the relay points for next operation. The
pressurized fluid container will replenish the fluid in the reservoir as the fluid CAUTION: REMOVE ALL RAIN REPELLENT FLUID WHICH TOUCHES
level drops and the pressure is decreased. THE WINDSHIELD OR THE AIRPLANE SKIN. RAIN REPEL-
LENT FLUID WHICH DRIES ON A SURFACE IS DIFFICULT
When actuating the control switch, hold the switch depressed until fluid stops
TO REMOVE.
flowing from the nozzle.
NOTE: THE RAIN REPELLENT SYSTEM WILL BE REMOVED IN THE FU-
Maintenance Practices TURE, BECAUSE OF THE ENVIRONMENT UNFRIENDLY CHEMI-
Rain Repellent Container Replacement CAL FLUID ( HYDROGEN CHLORINE CARBON FLUORIDE ).
Removal Procedure
− Turn the shutoff valve handle to closed position.
− Release the clamp which attaches the container.
− Turn the container counterclockwise and remove it.
Installation Procedure
− Install the container and turn it clockwise until it is finger−tight.

− Tighten the clamp which attaches the container.
− Turn the shutoff valve handle to open position
FRA
FRA US/E
US/E ur
ur Dec 97 Aug.97 Page: 20
30−43
NOZZLE & VALVE

( 2 PLACES )
SOLENOID SOLENOID
VALVE VALVE
CONTAINER
RAIN REPELLENT RAIN REPELLENT

TIME DELAY & SOLENOID TIME DELAY & SOLENOID
P5
28 VDC 28 VDC
BUS 1 BUS 2
LEFT RAIN RIGHT RAIN

REPELLENT REPELLENT
P18
Figure 10 Rain Repellent System Schematic

FRA US/E ur Aug.97 Page: 21
B737−3 30−40 B1 E
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
FRA US/T-4 Roth Jun 2005

Page i
B737−3 30−40 B1 E
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
FRA US/T-4 Roth Jun 2005

Page ii
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Last saved on:Thu, Aug 11, 2005 09:32:03

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Boeing

ATA 30−30 Pitot and Static

Lufthansa Technical Training

Tel: +49 (0)40 5070 2520

ATA 30 ICE AND RAIN PROTECTION

FRA US/E ur Aug. 97 Page: 1

30−31 PROBE HEAT SYSTEM

light extinguishes when the switch A is in ON position during airplane on

FIRE MASTER MASTER FIRE

FLT CONT ELEC ANTI−ICE ENG

IRS APU HYD OVERHEAD

FUEL OVHT/DET DOORS AIR COND

Figure 1 Probe Heat Location

FRA US/E ur Aug. 97 Page: 4

C238 L2 TOTAL AIR

Figure 2 Probe Heat System Schematic (System A)

THIS PAGE INTENTIONALLY LEFT BLANK

FRA US/E ur Aug. 97 Page: 6

P6−3 LOAD CONTROL

P5−9 MODULE − WINDOW AND PITOT HEAT

Figure 3 Probe Heat System Schematic (System B)

30−41 WINDOW HEAT SYSTEM

Shorted Sensor Protection OVHT position

FRA US/E ur Aug. 97 Page: 8

OVERHEAT OVERHEAT OVERHEAT OVERHEAT

Figure 4 Window Heat System

FRA US/E ur Aug. 97 Page: 10

OVERHEAT OVERHEAT OVERHEAT OVERHEAT

Figure 5 Window Heat System Schematic

WINDOW HEAT COMPONENTS

E3−3 ELECTRICAL WINDOW FRAME

FWD TERMINAL STRIP

40−42 WINDSHIELD WIPER SYSTEM

FRA US/E ur Aug. 97 Page: 14

OVERHEAD PANEL SEE C

Figure 7 Windshield Wiper System

M24 RIGHT RESISTOR

S22 WINDSHIELD WIPER M23 LEFT RESISTOR

Figure 8 Windshield Wiper System Schematic

40−43 RAIN REPELLENT SYSTEM

FRA US/E ur Aug. 97 Page: 18

CONTROL SWITCH BRACKET

Figure 9 Rain Repellent System

RAIN REPELLENT SYSTEM

− Install the container and turn it clockwise until it is finger−tight.

NOZZLE & VALVE

RAIN REPELLENT RAIN REPELLENT

LEFT RAIN RIGHT RAIN

Figure 10 Rain Repellent System Schematic

FRA US/T-4 Roth Jun 2005

FRA US/T-4 Roth Jun 2005

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