Window Heat

This module describes the Window Heat system-

The window heat provides ice protection for the forward windows and fog protection for all flight deck
windows. Let's first identify the flight deck windows.
The windows in front of the pilot seats are labeled L1 or R1, the L2 and R2 windows are just outboard of the
pilot seats, and the L3 and R3 windows are aft of each pilot seat.
The heat for all of these windows is powered by electrical circuits.

Separate power sources provide power to the forward, side and overhead windows.
Notice the power arrangement shown here.
This arrangement ensures adequate visibility with the loss of one electrical system.

The Window Heat control panel is located on the Forward Overhead Panel.
The control panel has 4 control switches, 1 test switch, and 8 lights.
The FWD switches control the heating of the #1 windows.
The SIDE switches control the heating of the #2 and #3 windows.
Window heat must be turned on at least 10 minutes before takeoff to ensure it is fully operational prior to
flight.

The windows are of sandwich construction, with two tempered glass panes with a heated vinyl middle Iayer.
The inner pane of these windows is the primary load carrying member. The outer pane provides no
structural significance but provides rigidity and a hard, scratch—resistant surface.

Electrical conductive coatings are installed on the outer panes of the #1 and #2 windows.
These coatings provide the Anti-Ice protection.
This heat also ensures that fog cannot build up between the glass panes, and ensures maximum window
strength to protect against bird strikes.

If a Temperature Controller determines the temperature of a window exceeds 62 degrees centigrade, the
current will stop flowing and both the OVERH EAT and OFF lights will illuminate.
The OVERHEAT light will activate the ANTI—ICE annunciator and Master Caution lights.

The pilot should wait approximately 2 to 5 minutes for cooling before resetting the Window Heat.
To reset an OVERH EAT, the pilot must cycle the respective switch to Off, then On.
The OVERHEAT reset feature operates the same for all 4 Window Heat switches.

Temperature control to the #3 window is maintained by a thermal switch.

Note there are separate switches for windows L3 and R3.

If the Window Heat TEST switch is moved to the OVHT position with the window heat switches ON, a
simulated overheat will occur.
All OVERH EAT lights will illuminate and the OFF lights may illuminate immediately or may take as long as 70
seconds
The OVERHEAT condition must be reset by moving the Window Heat switches to OFF and back ON.

The PWR TEST is used when all 4 WINDOW HEAT switches are ON but one or more OFF lights are
illuminated.
This could occur due to a failure in the window heat system or due to excessive heat causing the
temperature controller to temporarily remove heat from that window.
Placing the test switch to PWR TEST bypasses the controllers and applies full power to the windows.
Any OFF light that was illuminated should now be extinguished if the system is operating correctly-
When the test switch is released, normal operation returns to the Window Heat system.

If window arcing, delamination, shattering, or cracking occurs, the respective Window Heat must be turned off.
Notice that we have turned off the heat for window L1.
When a window is damaged, it may be necessary to reduce the cabin differential pressure by changing the
aircraft attitude or the cabin altitude.

In the event of failure of Window Heat, the Non-normal procedure directs the crew to pull the
WIN DSHIELD AIR knob to vent conditioned air to the inside of the window for defogging.

This module identified the flight deck windows, indicated the source of power for different window
heaters, located the Window Heat control panel as well as described the indications and operation of Window
Heat.

Pitot Heat

This module provides information on the Pitot/Static Heat System installed on the B737—800.

The Pitot/Static Heater control panel is shown here. It has 2 switches, and 8 amber lights. The amber
lights illuminate when the associated heater is not operating — due to a malfunction or if the associated
control switch is OFF. The Master Caution lights and the ANTI-ICE annunciator light will illuminate with the
illumination of any Pitot Heat lights.

The heaters for this system use various power sources - to ensure not all heaters will fail with a single electrical
system failure. This frame allows you to click the tail lights to view a photo of the associated item.

With the A switch ON, all lights on the left side should extinguish. With the B switch ON, all lights on the right
side should extinguish. Pitot Heat must be on prior to takeoff.

This frame shows the systems that are affected by each item. With a light on, you should avoid icing
conditions as you may receive erroneous flight instrument indications or erroneous operation of other
systems.

This module located the Pitot/Static Heat control panel and described the indications for Pitot/Static
Heat

Engine Anti Ice

This module describes the operation of the Engine Anti-Ice, which is also referred to as — Thermal Anti—Ice
(TAI).

Engine Anti-Ice must be used on the ground or in flight to heat the engine cowls whenever icing conditions are
expected.
You can read the icing conditions on the pop-up field on this frame.
WARNING: Do not rely on airframe visual icing cues before activating Engine Anti-Ice. Use the temperature and
visible moisture criteria because late acfivation of Engine Anti—Ice may allow excessive ingestion of ice and
result in engine damage or failure.

Engine Anti—Ice is provided by engine bleed air that is ducted upstream of the engine bleed valve.
Therefore, engine cowl anti-icing does not require the engine bleed air switch to be on.
The Cowl Anti—Ice Valve is electrically controlled (normal DC power) and is pneumatically operated.

The control panel for the Engine Anti—Ice system is below the Pitot/Static Heat Control panel.
It has one switch for the control of each Engine's Anti-Ice valve.
System lights are installed over each switch and will be described in this module.
Additionally, a green TAI will appear over the respective N1 indicator when Engine Anti—Ice is turned ON.

Engine ignition must be selected to CONT prior to and during Engine Anti—Ice operation.
Turning ON the Engine Anti-Ice switch powers the COWL ANTI—ICE valve to open.
The COWL VALVE OPEN light is off when the switch is off and the valve is closed.
The light illuminates bright when the valve is in transit.
The light illuminates dim when the switch is on and the valve is open.
Practice turning the switches On and Off and watch the normal operation of the system and lights.

If the valve fails to open or close as selected, the COWL VALVE OPEN light will remain illuminated bright and
the TAI on the upper display turns amber after a short delay.
If the light remains bright when the switch is OFF, the valve is open. Thrust on the affected engine should be
reduced If possible to prevent cowl overheat.
If the light remains bright when the switch is ON, the valve is closed and icing conditions should be
avoided.

On this frame, Anti—Ice is on and engine bleed air is supplied to the cowl.
If the 5th stage air supply is not sufficient. The 9th stage valve will modulate towards open.

A pressure sensor monitors the condition of the delivered bleed air.

If pressure is too high between the COWL ANTI-ICE VALVE and the cowl lip - the respective COWL ANTI—ICE
light will come on.
When the COWL ANTI—ICE light is ON, the abnormal procedure directs the crew to retard thrust until the light
extinguishes.

When either amber COWL ANTI—ICE light comes on, the ANTI—ICE and Master Caution lights will come on to
get the attention of the crew.
When Engine Anti-Ice is selected on, the stick shaker logic and minimum maneuver speed bars on the airspeed
indications are adjusted for icing conditions.
However, the FMC displayed Vref is not automatically adjusted.

When Engine Anti-Ice is selected on, the stick shaker logic and minimum maneuver speed bars on the airspeed
indications are adjusted for icing conditions.
However, the FMC displayed Vref is not automatically adjusted.

The stick shaker logic and airspeed indications return to normal when Engine Anti—Ice is selected OFF if Wing
Anti-Ice has not been used in flight.

After flight in icing conditions, the Engine Fan blades must be inspected by one of the pilots.

This module indicated when Engine TAI should be used, described the source of bleed air, located the control
panel, and described the indications and operation-

Wing Anti Ice

This module describes the operation of the Wing Anti—Ice on the B737—800.

Wing Anti—Ice is provided by engine bleed air that is delivered to the three inboard Leading Edge Stats.The
Leading Edge Flaps and the outboard Leading Edge Slat are not heated.
Telescopic ducts allow the heat to be delivered to the Leading Edge Slats when the slats are retracted or
extended to any position.
The hot air passes over the slots and exhausts outboard.

The control panel for the Wing Anti—Ice system has one switch and two lights.

Wing Anti—Ice can operate on the ground or while in flight.

This frame shows the conditions that require it to be on for ground or flight operations.
Note: Do not use Wing Anti—Ice as a substitute for ground de—icing/anti—icing.
Since the Wing Anti—Ice system receives air from the pneumatic system, normally both Bleed Air switches
must be on, however Wing Anti—Ice will operate with bleed air from only one engine.

Normally the Pneumatic system Isolation Valve is closed for flight operations.
Engine bleed air is delivered from each engine through a bleed valve to the respective side of the
pneumatic system, and on to the wings through the respective WING ANTI—ICE CONTROL VALVE.
The Wing Anti—Ice control valves are motor operated (normal AC power) and do not require air pressure to
function. These valves fail in position with a loss of power.

The wings must be evenly anti-iced.

Since the Isolation Valve is normally closed, an engine failure or bleed trip off will result in one side of the
pneumatic system with no bleed air.
In this situation, the QRH will direct you to open the Isolation Valve to allow both pneumatic manifolds to
receive pressure from one bleed source.

This diagram demonstrates the operation of Wing Anti-Ice. When the aircraft is on the Ground, Wing
Anti-Ice will operate if the engine bleed air is available, the Wing Anti-Ice switch is ON, and the thrust is below
the threshold that would activate a takeoff warning.
On the ground, if thrust is advanced to the TO warning threshold when the Wing Anti—Ice switch is ON, the
Wing Anti—Ice control valves close and the VALVE OPEN lights illuminate bright.

If while on the ground, an overtemp condition is sensed by either of the two temperature sensors, the thermal
switch will open and both Wing Anti—Ice valves will close. The associated VALVE OPEN lights will come on
bright, indicating switch and valve disagreement.
When the sensors cool off, the thermal switch will close again and the system will operate.

When in flight, the shutoff due to thrust setting and thermal switches is bypassed, because the wings will not
overheat due to the natural airflow.

What about a takeoff with WING ANTI—ICE selected ON?

Well, as you have learned, the Wing Anti-Ice control valves will close when thrust is advanced for
takeoff.
In addition, the WING ANTI—ICE switch will move to OFF when the aircraft becomes airborne.

If the pilot wants Wing Anti—Ice to operate in flight, the WING ANTI—ICE switch must be moved to ON after
takeoff.
Note: Check your airline Flight Manual for specific requirements to turn on Wing Anti—Ice.

Don't operate Wing Anti-Ice when the OAT (on ground) / TAT (in flight) is above 10°C/50°F.
Note: These are the same temperatures that prohibit operation of Engine Anti—Ice

Let's describe Non—normal conditions when a wing valve is not in the correct position.
A failure of the Wing Valve is identified by a bright blue L or R VALVE OPEN light, which indicates the
associated valve position disagrees with the selected switch position.

If the Wing Anti—Ice switch is ON and a valve remains closed, the QRH directs the crew to avoid icing
conditions, as the associated wing cannot be anti-iced.

If the Wing Anti—Ice switch is turned OFF and a valve remains open, the QRH directs the crew that if the TAT is
above 10°C and no visible moisture is present, close the Isolation Valve and turn off the associated engine
bleed-This action shuts off the supply of bleed air to the associated wing-

When Wing Anti—Ice is selected on, the stick shaker logic and minimum maneuver speed bars on the airspeed
indications are adjusted for icing conditions.
However, the FMC displayed Vref is not automatically adjusted.
The stick shaker logic and airspeed indications remain adjusted for the rest of the flight regardless of the
position of the Wing Anti—Ice switch.

This module described the indications and operation of Wing Anti-Ice, located and described the Wing Anti-Ice
control panel, and indicated the surfaces that are heated by the Wing Anti-Ice system.