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however, are identical.
When the wiper reaches the park position, a park switch in the motor
breaks the motor power circuit and energizes an electrically
actuated friction-type brake to prevent further motor movement.
Should the wiper motor experience an overload, an internal thermoprotector
temporarily de-energizes the motor. When the motor has
sufficiently cooled, the thermo-protector automatically resets.
3. Controls and Indications:
(See Figure 7 through Figure 9.)
A. Circuit Breakers (CBs):
Circuit Breaker Name: CB Panel: Location: Power Source:
L FRONT PWR (1) CP J-8 R MAIN AC Bus, φB
R SIDE PWR (2) CP K-10 R MAIN AC Bus, φC
L SIDE PWR (3) CP J-10 L MAIN AC Bus, φA
R FRONT PWR (4) CP L-8 L MAIN AC Bus, φB
L WSHLD WIPER CP J-11 ESS DC Bus
R WSHLD WIPER CP J-12 R MAIN DC Bus
NOTE(S):
(1) SN 1000-1095, excluding SN 1001 & 1034. For SN 1001, 1034 and SN
1096 & subs, CB is labeled L FRONT WSHLD.
(2) SN 1000-1071, excluding SN 1001 & 1034. For SN 1001, 1034 and SN
1072 & subs, CB is labeled R SIDE WSHLD.
(3) SN 1000-1071, excluding SN 1001 & 1034. For SN 1001, 1034 and SN
1072 & subs, CB is labeled L SIDE WSHLD.
(4) SN 1000-1095, excluding SN 1001 & 1034. For SN 1001, 1034 and SN
1096 & subs, CB is labeled R FRONT WSHLD.
4. Limitations:
A. Flight Manual Limitations:
There are no Flight Manual limitations for the windshield ice and rain
protection system at the time of this revision.
B. System Notes:
(1) Care of Acrylic Surface of Cockpit Side Windows:
OPERATING MANUAL
2A-30-00 PRODUCTION AIRCRAFT SYSTEMS
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October 11/02
Revision 8
Exercise caution to guard against scratching the acrylic surface of
the cockpit side windows when handling items normally adjacent to
the windows, such as sunscreens and oxygen masks.
(2) Cabin Window Defogging:
Cabin window defogging is accomplished by passively drying the
cabin air moving in and out of the space between the inner and
outer panes of each cabin window. Pressure variances within the
cabin resulting from normal airplane operation force cabin air
through two desiccant dehydrators when entering and exiting the
window enclosure.
(3) Windshield Wiper Operation:
The windshield wipers are effective at airspeeds of up to 200 KCAS.
The windshield wipers should never be used when windshields are
dry.
(4) Windshield Heat Operation:
On airplanes SN 1000 through 1273 not having ASC 126, electrical
power transients may cause the windshield heat controller to latch in
the full power OFF or full power ON modes. To prevent windshield
damage after electrical power transients, select windshield heat
OFF for two (2) seconds, then back ON. This resets windshield heat
controller logic. On airplanes SN 1274 and subsequent and SN
1000 through 1273 having ASC 126, a one second time delay relay
is installed to ensure the windshield heat controller has adequate
time to reset itself, thus cycling power OFF and ON is not necessary.
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PRODUCTION AIRCRAFT SYSTEMS 2A-30-00
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Revision 8
OPERATING MANUAL
THIS PAGE IS INTENTIONALLY LEFT BLANK.
2A-30-00 PRODUCTION AIRCRAFT SYSTEMS
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Windshield Heat Controls
and Indications
Figure 7
OPERATING MANUAL
2A-30-00
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October 11/02
Window Heat Advisory Lights
Figure 8
OPERATING MANUAL
PRODUCTION AIRCRAFT SYSTEMS 2A-30-00
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Revision 8
Windshield Wiper System Controls and Indications
Figure 9
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Revision 8
2A-30-50: Probe Anti-Ice System
1. General Description:
The probe anti-ice system uses electrically powered heating elements to protect
the pitot probes, Angle of Attack (AOA) probes and Total Air Temperature (TAT)
probe from ice accumulation.
2. Description of Subsystems, Units, and Components:
A. Pitot Probe Heat System:
The pitot probes are located on the nose of the airplane, just forward of the
windshield. A third, standby pitot tube is located on the left forward
fuselage.
The pitot probe heat system uses the PITOT and STBY PITOT switches
(cockpit overhead panel, ANTI ICE section) and power relays to control AC
electrical power to its resistance-type heating elements. Associated current
sensors monitor current flow through the heating elements, cautioning the
flight crew about out of range conditions through L-R PITOT HT FAIL and
　
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