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OPERATING MANUAL
ICE AND RAIN PROTECTION

2A-30-10: General Description

The Ice and Rain Protection system provides the flight crew with a means of preventing,
detecting, and disposing of ice formation and rain on various components of the aircraft.
Its primary purpose is to detect icing conditions. Its secondary purpose is controlling
aircraft cowl and wing anti-ice systems to minimize fuel use and maximize aircraft range.
Ice buildup is prevented on the following components:
• Wing Leading Edges
• Engine Cowl Inlet Leading Edges
• Windshields
• Probe Sensors
The Ice and Rain Protection System is divided into the following subsystems:
• 2A-30-20: Wing Anti-Ice System
• 2A-30-30: Cowl Anti-Ice System
• 2A-30-40: Windshield Ice and Rain Protection System
• 2A-30-50: Probe Anti-Ice System
• 2A-30-60: Ice Detection System

2A-30-20: Wing Anti-Ice System

1. General Description:
The Wing Anti-Ice system provides ice protection for each wing leading edge
using commands from Ice Detectors to Bleed Air Controllers (BACs).
The Wing Anti-Ice system consists of identical left and right sides. The left and
right anti-ice system ducts are joined by a crossover duct downstream of the wing
check valves. This design allows either anti-ice valve to service both wings in the
event one anti-ice valve becomes inoperative.
The wing anti-ice system is controlled by the L/R WING switches located on the
ANTI ICE control panel. Each switch has three positions labeled OFF, AUTO, and
ON. The AUTO (automatic) position is used in flight and considered the normal
mode of operation. In the AUTO position, aircraft altitude and ice detector input
data determines the operation of the wing anti-ice system. To preserve aircraft
performance, system logic inhibits AUTO functioning of wing anti-ice during climb
when below 1500 feet AGL and again above FL350. During descent, however,
wing anti-ice remains functional below 1500 feet AGL, automatically shutting off
when Weight-On-Wheels (WOW) shifts to the GROUND mode upon landing.
Because of this feature, the flight crew is required to position the L/R WING ANTI
ICE switches to ON if deicing is necessary for takeoff or immediately after
takeoff.The ON position bypasses the ice detectors and auto anti-ice relays, and
is used primarily for wing deicing when the aircraft is on the ground. However, the

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ON position may be used anytime deicing is required. The OFF position disables
the wing anti-ice system.

NOTE:

If wing anti-ice is selected ON for takeoff, ensure

TAKEOFF INIT reflects this selection or performance
data will not be displayed and autothrottles will not
engage.
Whenever the wing anti-ice system is in the AUTO mode and the left and/or right
ice detector detects ice, the respective ICE DETECTED messages are displayed
on CAS and wing anti-ice valves are commanded open through the left or right ice
detector. Ice detection system outputs will shut off in the following order after ice
is no longer detected:
• ICE DETECTED Signal — 60 seconds
• Wing Anti-Ice Signal — 5 minutes
The following subsystems, units, and components together compose this system:
• Bleed Air Controller
• Temperature Sensors
• Wing Anti-Ice Valves
• Check Valves
2. Description of Subsystems, Units and Components:
A. Bleed Air Controllers (BACs):
The BACs control the wing anti-ice valves to maintain bleed air
temperature within the wing anti-ice duct at 130° F during all icing
conditions. Temperature within the wing anti-ice duct is sensed by
temperature sensors and monitored by the BACs. The output data from the
BACs is routed to the wing anti-ice valves which open or close, as required,
maintain 130 ±10° F.
When the L/R WING ANTI ICE switches are in the ON position, bleed air to
the wing anti-ice ducts is provided continuously. BACs monitor the duct
bleed air temperature to maintain 130 ±10° F, whether ice is detected or
not.
When the L/R WING ANTI ICE switches are in the AUTO position, bleed air
to wing anti-ice ducts is provided only when ice is detected. The BACs
continue to process information but do not position wing anti-ice valves to
provide bleed air unless ice is detected.
B. Temperature Sensors:
Temperature sensors are located in the left and right wing anti-ice return
ducts. The sensors monitor bleed air temperature within the ducts. Dual
thermal switches rated at 180° F and 100° F are located mid-wing to
provide logic for display of L WING HOT, R WING HOT, L WING TEMP
LOW, and R WING TEMP LOW Crew Alerting System (CAS) messages. A
one minute delay is provided to allow the system to warm before a WING
TEMP LOW message is displayed.
Additional thermal switches rated at 180° F are mounted at the end of each
wing to measure ambient air temperature flowing through the wing anti-ice

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return duct and provide logic for display of L WING HOT and R WING HOT
CAS messages.
C. Wing Anti-Ice Valves:
Wing anti-ice valves are located in the left and right wing anti-ice return
ducts. Controlled by the BACs, they open and close to maintain 130 ±10° F
temperature in the wing anti-ice ducts during all icing conditions.
3. Controls and Indications:
(See Figure 1.)

NOTE:
A full description of the ECS / PRESS synoptic page
can be found in Section 2B-03-30: Crew Alerting
System Description.
A. Circuit Breakers (CBs):
The Wing Anti-Ice system is protected by the following Circuit Breakers
(CBs):

Circuit Breaker
Circuit Breaker Location Power Souce
Panel
L WING ANTI-ICE LEER D-4 L ESS DC Bus
R WING ANTI-ICE REER D-13 R ESS DC Bus

A. Crew Alerting System (CAS) Messages:

CAS messages associated with the Wing Anti-Ice system are:

Area Monitored: CAS Message: Message Color:

Left / Right Wing Thermal L-R WING HOT Amber
Switch L-R WING TEMP LOW Amber
Left / Right Bleed Air / Wing
Anti-Ice Controller L-R WG A/I SYS FAIL Amber
Left / Right Wing Anti-Ice Switch L-R WING A/I ON Blue
Relay

4. Limitations:
A. Flight Manual Limitations:
Operation of wing anti-icing is required if icing conditions are imminent, or
immediately upon detection of ice formation on wings, winglets, or
windshield edges.

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Wing Anti-Ice Controls

Figure 1

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2A-30-30: Cowl Anti-Ice System
1. General Description:
The Cowl Anti-Ice system provides control and routing of fifth-stage engine bleed
air to the leading edge of the engine cowl inlets, to maintain engine efficiency and
reduce risk of mechanical damage due to ice ingestion. Control of the system is
accomplished by providing 28V DC control current to the cowl anti-ice valves.
When the cowl anti-ice valves are open, bleed air is routed to the cowl anti-ice
ducts. The valves also provide discrete signals to the Data Acquisition Units
(DAUs) for fault annunciation on the Crew Alerting System (CAS).
The cowl anti-ice system is controlled by the L/R COWL switches located on the
ANTI ICE control panel. Each switch has three positions labeled OFF, AUTO, and
ON. The AUTO (automatic) position is used in flight and considered the normal
mode of operation. In the AUTO position, aircraft altitude and ice detector input
data determines the operation of the cowl anti-ice system. To preserve aircraft
performance, system logic inhibits AUTO functioning of cowl anti-ice during climb
when below 1500 feet AGL and again above FL350. During descent, however,
cowl anti-ice remains functional below 1500 feet AGL, automatically shutting off
when Weight-On-Wheels (WOW) shifts to the GROUND mode upon landing.
Because of this feature, the flight crew is required to position the L/R COWL ANTI
ICE switches to ON if deicing is necessary for takeoff or immediately after takeoff.
The ON position bypasses the ice detectors and auto anti-ice relays, and is used
primarily for cowl deicing when the aircraft is on the ground. However, the ON
position may be used anytime deicing is required. The OFF position disables the
cowl anti-ice system.

NOTE:
If cowl anti-ice is selected ON for takeoff, ensure
TAKEOFF INIT reflects this selection or performance
data will not be displayed and autothrottles will not
engage.
Whenever the cowl anti-ice system is in the AUTO mode and the left and/or right
ice detector detects ice, the respective ICE DETECTED messages are displayed
on CAS and cowl anti-ice valves are commanded open through the left or right ice
detector. Ice detection system outputs will shut off in the following order after ice
is no longer detected:
• ICE DETECTED Signal — 60 seconds
• Cowl Anti-Ice Signal — 3 minutes
The following subsystems, units, and components together compose this system:
• Cowl Anti-Ice Valves
• Cowl Anti-Ice Indicating System
2. Description of Subsystems, Units and Components:
A. Cowl Anti-Ice Valves:
The cowl anti-ice valves are electrically controlled and pneumatically
operated. The valves receive 28V DC power from the respective (Left and
Right) Essential DC bus, and are designed to be energized closed and
de-energized open allowing full cowl anti-icing during normal aircraft
operation.

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B. Cowl Anti-Ice Indicating System:
The cowl anti-ice indicating system monitors fifth-stage bleed air pressure
in the engine nose cowlings and transmits the data for display. The system
consists of left and right cowl anti-ice pressure transducers installed in
each engine inner feed duct and outer exhaust duct to sense high pressure
conditions or pressure miscomparison. Sensed data is sent to the
respective DAUs for presentation on CAS.
3. Controls and Indications:
(See Figure 2.)

NOTE:
A full description of the ECS / PRESS synoptic page
can be found in Section 2B-03-30: Crew Alerting
System Description.
A. Circuit Breakers (CBs):
The Cowl Anti-Ice system is protected by the following Circuit Breakers
(CBs):

Circuit Breaker
Circuit Breaker Location Power Source
Panel
L COWL ANTI-ICE LEER D-3 L ESS DC Bus
R COWL ANTI-ICE REER D-14 R ESS DC Bus
L COWL A/I PRESS LEER E-4 L MAIN DC Bus
R COWL A/I PRESS REER E-13 R MAIN DC Bus

A. Crew Alerting System (CAS) Messages:

CAS messages associated with the Cowl Anti-Ice system are:

Area Monitored: CAS Message: Message Color:

Left / Right Cowl Anti-Ice Valve L-R COWL VLV FL CL Amber
Position Switch L-R COWL VLV FL OP Amber
Left / Right Cowl Pressure L-R COWL A/I HI Amber
Transducer
Left / Right Anti-Ice Switch L-R COWL A/I ON Blue
Relay
Left / Right Cowl Pressure
Transducer (Pressure COWL A/I MISCOMP Blue
Differential Greater Than 7 ±1
psig)

NOTE:
A 15 second delay is incorporated into fault logic to
minimize false messages.
4. Limitations:
(See Figure 3.)
A. Flight Manual Limitations:
(1) Cowl Anti-Ice Requirements:

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• Use of cowl anti-icing is required for taxi and takeoff when
Static Air Temperature (SAT) is +8° C or below and visible
moisture, precipitation, or wet runway are present. When
taxiing or holding on the ground at low power in temperatures
less than 1° C, engine operation at 40% LP for ten (10)
seconds is recommended just prior to takeoff and at intervals
of not more than sixty (60) minutes under these temperature
and moisture conditions.
• Use of Cowl Anti-Icing system is required in flight as indicated
in Figure 3: Temperature Range For Cowl Anti-Icing, when
visible moisture or precipitation is present, or when signs of
icing are observed. Ice accretion may be observed on wings
or windshield edges.
• Increase in engine vibration levels may develop in icing. The
fan should normally shed the ice and vibration will return to
normal. To assist in shedding ice, if high vibration occurs and
operational circumstances permit, one engine at a time may
be quickly retarded to idle, held there for five (5) seconds and
then accelerated to 90% LP, the power lever may then be
returned to its original position.
• Automatic anti-ice is inhibited above 35,000 ft. If anti-ice
protection is required, it must be manually selected.
(2) Takeoff With Cowl Anti-Ice Valve Locked Open:
Dispatch is prohibited with the cowl anti-ice valve (Grimes
Aerospace Thermal Anti-Ice (TAI) Valve, Part No. 510-0020-02)
locked (wrenched) OPEN.

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Cowl Anti-Ice Controls

Figure 2

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Temperature Range For Cowl Anti-Icing

Figure 3

2A-30-40: Windshield Ice and Rain Protection System

1. General Description:
The windshield ice and rain protection system provides heat to remove ice
accumulation and defog the front and side windshields, and to defog the cabin
windows. A rain removal system is incorporated to remove rain from the front
windshields.
It is divided into the following subsystems:
• Windshield Heat System
• Cabin Window Heat System
• Rain Removal System
A. Windshield Heat System:
The windshield heat system consists of two independent subsystems:
• Left Front and Right Side Windshield Heat System

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• Right Front and Left Side Windshield Heat System
Each subsystem is composed of the following units and components:
• Windshield Heat Control Switches (LF/RS and RF/LS)
• Windshield Heat Control Units (WHCUs)
In addition, each front and side windshield is fitted with a heater film, two
thermal sensors, and Metal Oxide Varistors (MOVs). The MOVs protect the
system from an overvoltage condition resulting from an accumulation of
static electricity.
B. Cabin Window Heat System:
The cabin window heat system consists of two independent subsystems:
• Left Cabin Window Heat
• Right Cabin Window Heat
Each subsystem is composed of the following units and components:
• Cabin Window Heat Control Switch (CABIN WDO HT)
• Power Fuses (SN 501 through 689)
• Emergency Exit Window Handle Switches
C. Rain Removal System:
There are two types of rain removal systems currently used on GV aircraft.
They are:
(1) Windshield Blower System:
Effectivity: SN 501, 503, 505, 507 through 512, and SN 523 and
subsequent. SN 504, 506 and SN 513 through 522 having Aircraft
Service Change (ASC) 4.
The windshield blower system is composed of the following units
and components:
• Windshield Blower Control Switch (WSHLD BLWR)
• Windshield Blower Actuator
• Windshield Blower Motor
(2) Windshield Wiper System:
Effectivity: SN 504, 506 and SN 513 through 522, not having ASC
4.
The windshield wiper system is composed of the following units and
components:
• Windshield Wiper Control Switches (L / R WIPER)
• Windshield Wiper Speed Switches (L / R WIPER HI)
• Windshield Wiper Controllers
• Windshield Wiper Motors
2. Description of Subsystems, Units and Components:
A. Windshield Heat System:
(1) Windshield Heat Control Switches (LF/RS and RF/LS):
The Left Front/Right Side (LF/RS) switch and/or Right Front/Left
Side (RF/LS) heat control switches are two-position (ON/OFF)
switches. They are located on the Cockpit Overhead Panel (COP) in

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the WINDSHIELD HEAT section. When in the OFF position, an
amber OFF legend is illuminated in the switch.
When placed in the ON position, 115V AC power from the Left and
Right Main AC buses is routed to the Windshield Heat Control Units
(WHCUs), and the OFF legend in the switch is extinguished.
(2) Windshield Heat Control Units (WHCUs):
There are two Windshield Heat Control Units (WHCUs) located
under the floor in the area of the Main Entrance Door. At initial
power-on, each controller performs a self-test. If the self-test is
passed, heating power is gradually applied to the front windshields,
reaching full power in approximately four minutes. After the front
windshields are fully powered, full power is applied to the side
windshields. If power is removed for any reason, the controller
repeats the procedure from the start.
The WHCUs automatically choose and monitor the sensors located
on the front and side windshields. When the sensors reaches a
temperature of approximately 114° F, the controller shuts off power
to the front or side windshield until the temperature drops to
approximately 104° F, and power is again applied. If one sensor
fails, the controller automatically switches to the other sensor. If both
sensors fail, or if a WHCU fails, a failure message is prompted for
display on the Crew Alerting System (CAS) and stored in the
Maintenance Data Acquisition Unit (MDAU).
(3) Windshield Heat Annunciator Lights:
There are two windshield heat annunciator lights located on the
COP in the WINDSHIELD HEAT section. They are labeled LEFT
and RIGHT. Each annunciator light contains two legends: FRONT
and SIDE. The legends will either illuminate steady, blink at different
rates or extinguish corresponding to the following logic:
(a) Steady Illumination:
Windshield has heating power applied – no faults exist.
(b) Blinking At One Cycle Per Second For Ninety Seconds:
Power to the windshield will be removed, the annunciator
legend will extinguish, and a L/R F (or S) WSHLD FAIL
message will be displayed on CAS, indicating one of the
following conditions:
1 Overtemperature.
2 Both sensors have failed.
3 Overcurrent or no current detected with control switch
selected on.
4 Current detected with control switch selected to OFF.
(c) Blinking At Three Cycles Per Second For Ninety Seconds:
Power will remain applied to the windshield and a L/R F (or S)
WSHLD FAULT message will be displayed on CAS,
indicating one of the following conditions:
• Single windshield sensor failure.

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• Windshield heating film exceeds acceptable range of
operation.

NOTE:

The CAS message will be extinguished five minutes

after takeoff or five minutes after the fault has been
detected, if already airborne.
(d) Extinguished:
Windshield does not have heating power applied for one of
the following reasons:
1 A fault exists.
2 Control switch is selected OFF.
B. Cabin Window Heat System:
(1) Cabin Window Heat Control Switch (CABIN WDO HT):
The cabin window heat (CABIN WDO HT) control switch is a two-
position (ON/OFF) switch. When in the OFF position, a blue OFF
legend is illuminated in the switch. The location of the CABIN WDO
HT switch varies according to the airplane’s serial number. On SN
501 through 633, the switch is located in the MASTERS section of
the COP, below the CABIN and GALLEY MASTER switches. On SN
634 through 644, the switch is located in the ANTI ICE HTR section
of the COP, above the LEFT AOA switch. On SN 645 and
subsequent, the switch is located above the LOWER PROBE
switch.
When the CABIN WDO HT switch is placed in the ON position, 28V
DC control power is routed to the Combined Weight-On-Wheels
(CWOW) relay. If the aircraft is airborne (or the CABIN WDO HTRS
GROUND BYPASS switch, located on the system monitor/test
panel, is in the BYPASS position), 28V DC power is allowed through
the CWOW relay to the cabin window heat control relays. These
relays then route 115V AC power from the Left and Right Main AC
buses to the acoustic window panes through power fuses (SN 501
through 689) and the emergency exit window handle switches. The
OFF legend in the switch is then extinguished.

NOTE:
The cabin window heat system uses cooling airflow
from flight to prevent cabin window temperatures from
rising above design limits. While on the ground, use of
the CABIN WDO HTRS GROUND BYPASS feature
should be limited to a ten (10) minute period, followed
by a ten (10) minute cool-down period. The use/cool-
down period may be repeated as necessary. In
addition, cabin window temperatures should be
carefully monitored.
(2) Power Fuses (SN 501 through 689):
On SN 501 through 689, three 115V AC power fuses provide
additional protection for each side of the cabin window heat system.

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Each side’s three fuses are wired in series and divided among the
three phases of the 115V AC L/R WDO AC PWR circuit. Phase A is
routed through a power fuse to the first and fourth window heaters,
Phase B is routed to the second and fifth window heaters, and
Phase C is routed to the third and sixth window heaters.
On SN 690 and subsequent airplanes, all power fuses and two
3-phase circuit breakers (L/R WDO HT) have been removed and
replaced with six, single-phase circuit breakers (see circuit breakers
list).
(3) Emergency Exit Window Handle Switches:
These switches remove 115V AC power from the breakaway
electrical contacts to the heater film on the acoustic panes of the left
and right side number 5 and 6 windows. The switches also provide
a discrete to CAS to alert the flight crew that an emergency exit
handle has been unlocked.
C. Rain Removal System:
(1) Windshield Blower System:
Effectivity: SN 501, 503, 505, 507 through 512, and SN 523 and
subsequent. SN 504, 506 and SN 513 through 522 having ASC 4.
(a) Windshield Blower Control Switch (WSHLD BLWR):
The Windshield Blower (WSHLD BLWR) control switch is a
two-position (ON/OFF) switch, located on the COP adjacent
to the WINDSHIELD HEAT section. When in the OFF
position, the blue ON legend is extinguished.
When placed in the ON position, 28V DC control power is
routed to the windshield blower actuator relay and Weight-
On-Wheels (WOW) relay. If aircraft WOW is in the GROUND
mode, 28V DC power is allowed through the WOW relay to
the windshield blower motor relay and windshield blower
actuator. The ON legend in the WSHLD BLWR switch
illuminates blue. The blower actuator opens the two blower
doors, one for each front windshield. 115V AC power is then
supplied to the windshield blower motor, forcing blower fan
air across the front windshields.
When placed in the OFF position, power is removed from the
blower motor and power is routed to the blower actuator to
close the blower doors. The ON legend in the switch is
extinguished.

NOTE:
WOW shift to the AIR mode will inhibit operation of the
system, regardless of control switch position.
(b) Windshield Blower Actuator:
The windshield blower actuator opens and closes the blower
doors. It receives open and close power from the WSHLD
BLWR switch through the windshield blower actuator relay,
from power supplied by the Left Main DC Bus. Its operation is
governed as a function of WOW.

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(c) Windshield Blower Motor:
The windshield blower motor powers a fan used to direct high
speed fan air across the pilot and copilot front windshields.
The motor receives power from the Left Main AC Bus.
Operation of the motor is governed as a function of WOW
and is dependent upon the blower doors being open.
(2) Windshield Wiper System:
Effectivity: SN 504, 506 and SN 513 through 522, not having ASC
4.
(a) Windshield Wiper Control Switches (L / R WIPER):
The Windshield Wiper (L / R WIPER) control switches are
two-position (ON/OFF) switches, located on the COP
adjacent to the WINDSHIELD HEAT section. When in the
OFF position, the blue ON legend is extinguished.
When placed in the ON position, the ON legend in the switch
illuminates blue. 28V DC power is routed through the
windshield wiper speed switch to the windshield wiper
controller. The controller will then command the wiper motor
brake to release and allows power to the windshield wiper
motor proportional to the speed selected by the speed switch.
When placed in the OFF position, the controller commands
the wiper motor to park the wiper blades. When the controller
determines the blade is parked, the brake is applied to the
wiper motor to prevent movement of the wiper blades due to
slipstream air. The ON legend in the switch is extinguished.
(b) Windshield Wiper Speed Switches (L / R WIPER HI):
The Windshield Wiper Speed (HI) control switches are two-
position (high/low) switches, located beside their respective
wiper control switches. When in the low (normal) speed
position, the blue HI legend is extinguished.
When placed in the HI position, the HI legend in the switch
illuminates blue and the wiper controller commands the wiper
motor to high speed. When selected to the low speed
position, the wiper controller commands the wiper motor to
low speed and the HI legend is extinguished.
Operation of the speed control switches is dependent upon
their respective wiper control switch being selected ON.
(c) Windshield Wiper Controllers:
A windshield wiper controller is incorporated into each
windshield wiper system. They are located in the radome and
are filtered for radio frequency interference.
The left (pilot’s) controller receives power from the Left
Essential DC Bus. The right (copilot’s) controller receives
power from the Right Main DC Bus. Each controller serves to
determine inputs to the wiper motors (power and speed
choice). It provides power to the wiper motor according to the
inputs, controls parking of the wiper blades, and operates the
motor brakes.

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(d) Windshield Wiper Motors:
A windshield wiper motor is also incorporated into each
windshield wiper system. They are located in the radome and
are dedicated to their respective windshield wiper controller.
Like the windshield wiper controllers, the left (pilot’s) wiper
motor receives power from the Left Essential DC Bus and the
right (copilot’s) wiper motor receives power from the Right
Main DC Bus. Each motor serves its controller by operating,
braking and parking its associated wiper blade according to
commands issued by the associated controller.
3. Controls and Indications:
(See Figure 4 and Figure 5.)
A. Circuit Breakers (CBs):
(1) The windshield ice and rain protection system is protected by the
following CBs:

Circuit Breaker Name: CB Panel: Location: Power Source:

L FRONT WSHLD POP B-2 L MAIN AC Bus
R FRONT WSHLD CPOP B-2 R MAIN AC Bus
L SIDE WSHLD CPOP A-3 R MAIN AC Bus
R SIDE WSHLD POP A-3 L MAIN AC Bus
L WDO HEAT CONT LEER K-15 L MAIN DC Bus
L MAIN AC Bus, φ
L WDO HEAT (1) LEER K-13 A, B, C
L WDO HEAT 1&4 (2) LEER K-12 L MAIN AC Bus, φ A
L MAIN AC Bus, φ
L WDO HEAT 2&5 (2) LEER K-13 B
L MAIN AC Bus, φ
L WDO HEAT 3&6 (2) LEER K-14 C
R WDO HEAT CONT REER F-28 R MAIN DC Bus
R WDO HEAT (1) REER F-29 R MAIN AC Bus, φ
A, B, C
R WDO HEAT 1&4 (2) REER F-29 R MAIN AC Bus, φ
A
R WDO HEAT 2&5 (2) REER F-30 R MAIN AC Bus, φ
B
R WDO HEAT 3&6 (2) REER F-31 R MAIN AC Bus, φ
C

NOTE(S):
(1) SN 501 through 689.
(2) SN 690 and subsequent.
(2) The windshield blower system is protected by the following CBs:

Circuit Breaker Name: CB Panel: Location: Power Source:

WSHLD BLWR LEER F-5 L MAIN AC Bus
WSHLD BLWR CONT LEER E-6 L MAIN DC Bus

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NOTE(S):
(1) Effectivity: SN 501, 503, 505, 507 through 512, and SN 523 and
subsequent. SN 504, 506 and SN 513 through 522 having ASC 4.
(3) The windshield wiper system is protected by the following CBs:

Circuit Breaker Name: CB Panel: Location: Power Source:

L WSHLD WIPER LEER F-5 L ESS DC Bus
R WSHLD WIPER REER F-12 R MAIN DC Bus

NOTE(S):
(1) Effectivity: SN 504, 506 and SN 513 through 522, not having
ASC 4.
A. Crew Alerting System (CAS) Messages:
CAS messages associated with the windshield ice and rain protection
system are:

Area Monitored: CAS Message: Message Color:

LF/RS and RF/LS Windshield Heat L-R F WSHLD FAIL Amber
Controllers & Temperature Sensors
LF/RS and RF/LS Windshield Heat L-R S WSHLD FAIL Amber
Controllers & Temperature Sensors
Emergency Exit Window Handle CABIN WDO UNLOCKED Amber
Switches
LF/RS and RF/LS Windshield Heat
Controllers & Temperature Sensors L-R F WSHLD FAULT Blue
LF/RS and RF/LS Windshield Heat L-R S WSHLD FAULT Blue
Controllers & Temperature Sensors

4. Limitations:
A. Flight Manual Limitations:
There are no Flight Manual limitations for the windshield ice protection
system at the time of this revision.
B. Other Limitations:
Ground operation of the cabin window heat system using the CABIN WDO
HTRS GROUND BYPASS feature should be limited to a ten (10) minute
period, followed by a ten (10) minute cool-down period. The use/cool-down
period may be repeated as necessary. In addition, cabin window
temperatures should be carefully monitored.

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OPERATING MANUAL

Windshield Ice Protection

System Controls and
Indications
Figure 4

2A-30-00
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Windshield Blower/Wiper
System Controls and
Indications
Figure 5

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OPERATING MANUAL
2A-30-50: Probe Anti-Ice System
1. General Description:
The Probe Anti-Ice system prevents icing of the Angle of Attack (AOA) probes,
pitot-static probes, and Total Air Temperature (TAT) probes.
It is divided into the following subsystems:
• AOA Probe Heat System
• Pitot-Static Probe Heat System
• TAT Probe Heat System
2. Description of Subsystems, Units, and Components:
A. AOA Probe Heat System:
The AOA probe heat system is activated by the LEFT and RIGHT AOA
switches in the ANTI ICE HTR section of the Cockpit Overhead Panel
(COP). If the AOA probes detect a probe heat failure or loss of heater
power, an internal current sensing device sends a signal to the Crew
Alerting System (CAS) via the data Acquisition Units (DAUs).
B. Pitot-Static Probe Heat System:
The pitot-static probe heat system is activated by the UPPER and LOWER
PROBE switches, also located in the ANTI ICE HTR section of the COP.
The lower left and upper right probes are dedicated as standby pitot-static
probes for the standby airspeed/altimeter indicator unit. The two upper
pitot-static probes are activated simultaneously by the UPPER probe anti-
ice heater switch while the two lower probes are activated simultaneously
by the LOWER probe anti-ice switch.
C. TAT Probe Heat System:
The TAT probe heat system is also activated by the UPPER and LOWER
PROBE switches. Each TAT probe heater is wired in series with the
Weight-On-Wheels (WOW) circuitry in the AIR mode. This feature allows
TAT probe heat to be normally enabled when the aircraft is in flight.
Each TAT probe has a ground bypass switch to check the heaters on the
ground and to manually allow TAT probe deicing if required. It is located on
the System Monitor / Test Panel on the Left Electronic Equipment Rack
(LEER) and labeled TAT GROUND BYPASS. This switch bypasses the
WOW relay circuit breaker to power the TAT probe heaters and activate the
heater current sensors when the aircraft is on the ground. A guard is
incorporated that automatically turns the switch off when the guard is
closed.
A TAT Probe Valve provides bleed air for aspirating the TAT Probes when
the aircraft is on the ground. The valve is activated via the WOW relay.
3. Controls and Indications:
(See Figure 6.)
A. Circuit Breakers (CBs):
The Probe Anti-Ice system is protected by the following CBs:

Circuit Breaker Name: CB Panel: Location: Power Source:

#1 AOA HTRS POP A-4 L ESS DC Bus

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Circuit Breaker Name: CB Panel: Location: Power Source:

#2 AOA HTRS CPOP A-4 R ESS DC Bus
L UPR PITOT HTR POP A-6 L STBY AC Bus
R UPR PITOT HTR CPOP A-6 ESS AC Bus ΦA
L LWR PITOT HTR POP A-5 ESS AC Bus ΦA
R LWR PITOT HTR CPOP A-5 R STBY AC Bus
L UPR PITOT HT CONT LEER E-5 L ESS DC Bus
R UPR PITOT HT CONT REER E-12 R ESS DC Bus
L LWR PITOT HT CONT LEER D-5 L ESS DC Bus
R LWR PITOT HT CONT REER D-12 R ESS DC Bus
TAT #1 HEAT CONT LEER D-2 L ESS DC Bus
TAT #2 HEAT CONT REER D-15 R ESS DC Bus
#1 TAT PROBE HTR LEER E-2 L STBY AC Bus
#2 TAT PROBE HTR REER E-15 R STBY AC Bus
TOTAL TEMP VALVE REER F-15 R MAIN DC Bus

A. Crew Alerting System (CAS) Messages:

CAS messages associated with the Probe Anti-Ice system are:

Area Monitored: CAS Message: Message Color:

Left/Right Lower Pitot Heater MADC 1-3 PITOT FL Amber
Left/Right Upper Pitot Heater MADC 2-SBY PITOT FL Amber
TAT #1/2 Probe Heater TAT PROB 1-2 HT FL Amber
AOA #1/2 Probe Heater AOA PROB 1-2 FL Amber

4. Limitations:
There are no limitations for the Probe Anti-Ice system at the time of this revision.

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ANTI ICE HTR Control

Panel
Figure 6

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OPERATING MANUAL
2A-30-60: Ice Detection System
1. General Description:
The primary purpose of the Ice Detection system is to detect icing conditions. The
secondary purpose is to control aircraft cowl and wing anti-ice systems to
minimize fuel use and maximize aircraft range.
It is composed of the following units and components:
• Ice Detector Probes
• Ice Detector Test Switch
2. Description of Subsystems, Units and Components:
A. Ice Detector Probes:
One ice detector probe is mounted on each side of fuselage (located below
pilot and copilot windows) to provide a receptive surface for ice droplets.
Ice accumulation is measured on the tip of both detector probes. Ice
formation on the probe tips change the resonant properties of the probes in
proportion to the accumulated ice thickness.
Messages are displayed on the Crew Alerting System (CAS) whenever a
failure occurs or ice is detected. The messages are inhibited on the ground
by Weight-On-Wheels (WOW) logic.
System logic inhibits automatic functioning of cowl and wing anti-ice during
climb when below 1500 feet AGL and again above FL350. During descent,
however, cowl and wing anti-ice remain functional below 1500 feet AGL.
Whenever the anti-ice system is in the Automatic (AUTO) mode, and the
left and/or right ice detector detects ice, the respective ICE DETECTED
messages are displayed on CAS. Cowl and wing anti-ice valves are
commanded open through the left or right ice detector.
In the AUTO mode, ice detection system outputs will shut off in the
following order after ice is no longer detected:
(1) ICE DETECTED signal — 60 seconds.
(2) Cowl anti-ice signal — 3 minutes.
(3) Wing anti-ice signal — 5 minutes.
B. Ice Detector Test Switch:
The ice detector test switch, labeled ICE DET, is located on the Cockpit
Overhead Panel (COP) in the SYSTEM TEST section. Depressing the
switch tests both ice detector probes simultaneously by simulating
detection of wing and/or cowl inlet ice. For the test to be accomplished, the
following conditions must be present:
(1) L/R WING ANTI ICE switches must be in AUTO to test wing anti-ice
valves.
(2) L/R COWL ANTI ICE switches must be in AUTO to test cowl anti-ice
valves.
(3) Actual detected icing conditions must not be present.
(4) No detected failures can be present.
With the system correctly configured, the following events occur:
• Associated anti-ice valves are opened.
• Bleed air is provided.

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• L/R ICE DETECT FL and L/R ICE DETECTED messages are
displayed on CAS.
• If on the ground with APU BLEED AIR ON, the APU load control
valve will close until the test is complete.
The test lasts for three seconds and verifies correct output state.
3. Controls and Indications:
(See Figure 7.)
A. Circuit Breakers (CBs):
The Ice Detection system is protected by the following CBs:

Circuit Breaker Name: Circuit Breaker Panel: Location: Power Source:

L ICE DET LEER F-3 ESS AC Bus
L ICE DET CONT LEER E-3 L ESS DC Bus
R ICE DET REER F-14 ESS AC Bus
R ICE DET CONT REER E-14 R ESS DC Bus

A. Crew Alerting System (CAS) Messages:

CAS messages associated with the Ice Detection system are:

Area Monitored: CAS Message: Message Color:

Left/Right Ice Detector Probe L/R ICE DETECT FL Amber
Left/Right Ice Detector Probe L/R ICE DETECTED Amber

4. Limitations:
There are no limitations for the Ice Detection system at the time of this revision.

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SYSTEM TEST Panel

Figure 7

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