Section 10
Ice & Rain Protection
Section 10 Ice and Rain Protection
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WINDSCREEN WIPERS
General
The aircraft is fitted with two windscreen wipers, one on each pilots side windscreen, which are
controlled by a 3-position (FAST, SLOW and MANUAL) speed selection switch on the 34∝ panel and an
ON/OFF push button on each collective lever. Either button operates both wipers. A 28V DC motor
drives both wipers via gear boxes which convert the rotary motion of the motor to reciprocating motion
using a rod and crank system. The motor is supplied by 2PP6 bus bar.
A windscreen washing system is also fitted with its spring loaded control switch on the 34∝ panel. Power
supply for the pump is from 2PP5 bus bar. The reservoir is situated under the cabin floor with its filler
neck under the Radome on the left-hand side of the aircraft.
Control PCB
Low Speed
Resistor
Wiper Blade
Wiper Arm
Gearbox
Flexible Drive
Flexible Drive
Double-Output Motor
ON/OFF
Button
WDSCR WDSCR
WIPERS WASH
LATER
ON
Figure 1
F Windscreen Wiper Components
S
Windscreen Wiper Windscreen Wash
Control Switch MAN
Control Switch
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Wiper Operation
Speed Switch to FAST
Making and releasing either switch on the collective levers will start the motor and the wipers will operate
at 175 cycles per minute over an arc of 53°.
Making and releasing either button again will cut off the supply to the motor and, via a delay logic and
limit switch, the wipers will 'park' in the horizontal position.
Speed Switch to SLOW
The operation is the same as in FAST position except that a resistor in the circuit reduces power to the
motor and the wipers operate at 140 cycles per minute.
Speed Switch to MANUAL
With the selector switch in this position the wipers will work at slow speed only whilst an ON/OFF button
is held depressed. Releasing the button stops the wipers at whatever position they happen to be at the
time.
Washer Operation
Holding the switch in the ‘UP’ position starts the pump and the washing fluid is pumped up from the
reservoir to the spray jets below the windscreen. The pump stops when the switch is released.
WINDSHIELD HEATING
General
The lower portions of the Pilot’s and Co-pilot's windscreen panels are fitted with electrically heated grids
to prevent formation of Ice and mist. The panel assembly consists of two specially treated heat-resistant
glass panes with a plastic layer bonded in between. A Heating grid and two temperature sensors are
embodied between the glass panes with only one of the sensors being connected to the electrical
system. The other is a standby. In the event of failure of the first a simple change over connection can
be made.
Each heating grid is supplied with 3-phase AC power with a regulator and a transfer PCB which ensures
correct operation of each heating element if one regulator fails.
The 3-phase power supplies for the left-hand windshield heating is from 1XP1 (phase A, B and C) and
for the right-hand windshield heating 2XP1 (phase A, B and C). DC power for the relays is from 1PP6 for
the right-hand circuit and 2PP5 for the left-hand circuit. The regulator maintains the heating element
temperature between 25 and 30°C.
Central windshield heating can be fitted as an option.
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Right-Hand Heated
Windscreen
Left-Hand Power
Supply Relay
Left-Hand Heated
Right-Hand Power
Windscreen
Supply Relay
WSHLD
ANTI-ICING
WDSCR LH WDSCR RH
ON ON
OFF OFF
Figure 2 – Windscreen Heat Components
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INTENTIONALLY BLANK
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Controls & Indications
The ON/OFF control switches for each windshield heater are on the 34∝ panel with a warning light
above each switch. A WSHLD light on the 32∝ panel and the light above the relevant switch on the 34∝
panel will illuminate if a fault occurs whilst the system is switched ON.
Both lights will extinguish when the switch is made ‘OFF’ but the heating will still be supplied under
control of the other windshield heating regulator. A test facility is fitted to the PCB for engineering
purposes.
The location of controls and indications are shown in Figure 2.
Operation
Refer to Figure 3. When the 34∝ panel switch is made ‘ON’ the 28V DC from the bus bar will energise
the safety relay (K1) via the Safety and Transfer logic PCB. The Regulation Relay (K2) will also be
energised if the temperature of the heating grid is below 25°C. Making these two relays energises the
switching relay (K3) which makes the contact for the 3-phase AC power to flow to the heating grid.
When the temperature sensor, controlling the regulation PCB, senses a grid temperature of 30°C the
regulation relay (K2) will be de-energised and the supply to the switching relay will be broken. The
switching relay will de-energise, cutting off the 3-phase supply to the heating grid. As the temperature
falls to 25°C the cycle will be repeated.
Should a fault occur in the logics, regulation circuit or temperature sensing circuit the Safety & Transfer
PCB will break the supply to relay (K1) and it's two contacts will move to their ‘rest’ positions. One
contact will make an earth for the 34∝ panel warning light and the WSHLD light which both illuminate.
The second contact makes a supply from the other windscreen heating circuit to the switching relay
which then operates under control of the regulation relay of that windscreen.
Switching ‘OFF’ the 34∝ panel switch will extinguish both warning lights but the windscreen heating will
continue to be supplied as directed by the serviceable circuit.
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+ + +
WDSCR WDSCR
2PP5 LH WSHLD RH 2PP6
Left-Hand Right-Hand
Anti-Icing Anti-Icing
Switch Switch
2XP1 1XP1
Regulation Regulation
Safety & Safety &
Transfer Transfer
K1 K1
K3 K3
K2 K2
S1 S2
Left-Hand Right-Hand
Windscreen Windscreen
Figure 3 – Windscreen Heat Electrical Circuit
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ICE DETECTION
General
The AS332L is fitted with a Leigh Mk 12 ice detection system which consists essentially of a probe,
mounted on the right-hand side of the aircraft behind the Pilot's door and a control panel mounted on the
right-hand side of the centre console. This unit measures the liquid water content (LWC) of the
atmosphere the aircraft is flying in and displays this information in grams per cubic metre on a gauge on
the control panel.
The Leigh Mk 12 ice detection system is designed to detect icing conditions existing at the mid point of
the rotor blade, not airframe icing.
Airframe icing is detected and measured on a fixed probe and disc extending from the Captain's door (as
shown below).
4cm
Figure 4 – Fixed Ice Probe with Maximum Ice Accumulation
The disc on the fixed ice probe has a series of rings marked at 5 and 10mm intervals out to 40mm. Any
ice build up on the fixed probe is measured against the rings on the disc. The maximum ice deposit as
allowed by the Flight Manual is 40mm. The disc can be illuminated at night by means of a light on the
inside of the Captain's door.
The control panel has two warning lights (Icing and Fault), an ON/OFF switch with power ‘ON’ light, a
test switch and a liquid water contents gauge reading from zero to 1.0 grams per cubic metre.
On the 32∝ panel an amber warning light ICE.D will illuminate if the ‘Icing’ or ‘Fault' lights on the control
panel Illuminate.
The limitations regarding severity of L.W.C. and icing conditions are contained in the Flight Manual
supplement 10.54.
These controls and indications are shown in Figure 5.
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ICE D
Central Warning Panel
ICING FAULT 0. 0. POWER
0. 0.
TEST
ON
TEST
0 1.
LWC
G/M³ OFF
LWC
Figure 5 – Ice Detector Monitor Panel
Operation of Leigh Ice Detector Unit
The detection unit consists of an aspirated venturi duct mounted on a mast through which is passed P2
air (at 4.5 bar pressure) from the engines. The P2 air passes to a plenum chamber in the nose of the
duct and flows out via annular slots along the inside edge of the duct. This air, being hot, keeps the
mast, nose cap and duct ice free. The flow of P2 air induces ambient air, with its water content, to flow
through the duct and across the face of a sensor probe. The adiabatic expansion within the throat of the
duct causes a reduction in temperature of the ambient air at the sensor probe allowing it to be used at
temperatures of 0°C and above. The design of the nose cap ensures a reasonably constant velocity of
air through the duct, irrespective of forward air speed, thus maintaining accuracy of the system.
The sensor probe is a thin walled (0.006”) inconel tube with a flattened front face, to ensure better ice
accretion, through which can be passed a low voltage AC heating current. (1 Volt - 30 amp).
A Light Emitting Diode sends an infra-red beam diagonally across the front face of the sensor to a Photo-
transistor which, in turn, controls the heating and indications computer housed in a box at the base of the
mast fitted between the airframe skin.
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To maintain the cleanliness of the optical system, ambient air, from a vent below the mast, is drawn
across the optics by the P2 airflow. Included in this ambient air line is a filter and a water trap.
Should the P2 air temperature be below +5°C a 350 watt 115V AC heater, controlled by a thermistor in
the tail of the duct, will be switched on. A pressure switch set at 0.7 bar (10-psi) cuts out the heater
circuit when P2 air pressure is below this figure to safeguard the heater.
The system includes a built in self-testing circuit, which operates every 8.2 milli-seconds, with a pre-flight
testing switch.
Light Emitting Diode
P2 Air
Sensor Probe Gas Stream
Nose Cap
Thermistor
Photo Transistor
Mast
P2 Air Supply
Ambient Air
at 4.5 bar
Supply
Figure 6 – Leigh Ice Detector
Operation
Should any icing conditions be encountered the ice will build up on the front face of the sensor probe and
begin to block the path of the infrared beam. When the ice is 0.005" thick a timer circuit is started and,
as the ice thickness increases, the beam is gradually occluded until at 0.010" thickness, the ‘icing’ light
illuminates, the heater is switched ‘ON’ and the sensor probe is rapidly heated up to shed the ice.
The timer is stopped but the heating continues for approximately half a second after the ice is cleared
below the 0.005" thickness threshold. When the heating is switched ‘OFF’ the sensor cools rapidly and
the cycle is repeated for as long as icing conditions exist.
The computer uses the timer circuit to determine the amount of LWC in the atmosphere (i.e. 20 seconds
means low LWC whilst 2 seconds mean high LWC) and displays this information on the LWC meter.
Whenever the upper threshold (0.010") is reached the LWC meter reading is updated.
On leaving icing conditions the meter reading will reduce, being near to zero after 60 seconds, at which
point the ‘icing’ light will be extinguished.
Should a fault occur in the system during use, the built-in test will cause the 'fault' light to illuminate and
the LWC to give full scale deflection. If the fault renders the system inoperative it will automatically be
shut ‘OFF’ and the ‘fault’ light remains illuminated. Should the fault be of transitory nature the system will
be restored to normal operation when the fault has cleared. Such a fault could be an ice particle lodged
in the duct, which has not melted after 5 seconds. When the particle finally melts normal operation of the
system will be restored and the 'fault' light extinguished.
Should the 115V AC power supply from 1XP2A fail, the ICE.D caption will illuminate and the green
power ‘ON’ light will extinguish.
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Operating Procedures
The system should be switched ‘ON’ after both engines started and a pre-flight test carried out after 10
seconds. When the test switch is set to TEST the 'icing' and 'fault' lights illuminate, along with the
caption on the 32∝ panel. The LWC meter gives a full scale deflection. After 4½ seconds the lights will
extinguish and after a further 4½ seconds the LWC meter reverts to it's original reading.
This test can be carried out at any time after 10 seconds from switching ‘ON’, without affecting the
operation of the system.
A Flashing 'fault' light at initial switch ‘ON’ is an indication that the system is trying to clear a fault (such
as a dust particle on the optics). Should the fault not clear after 2 minutes, the system may be re-set by
switching ‘OFF’ for 10 seconds and then ‘ON’ again. If the fault continues after two attempts at re-
setting, the unit is unserviceable.
Should a fault occur in flight, which does not clear after 2 minutes, the resetting procedure may be
attempted.
The 'fault' light will also flash if the sensor probe falls to de-ice after 6½ seconds during normal operation.
To prevent ingress of particles into the optical system it is essential that the dust cover be fitted during
aircraft washing. The cover must be removed for compressor washing procedures and the unit switched
‘ON’ during the drying run to ensure no moisture remains in the system.
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ENGINE INTAKE ANTI-ICING
General
To prevent accretion of ice at the back of the intake grids, heating mats are fitted to the inner wall of the
forward sliding intake cowling. There are two mats to each intake with each pair of mats having three
heating resistor elements. The resistors are star connected with each resistor having a different supply
from the 115V AC bus bar 1XP2 via protection circuit breakers. Two DC powered relays (one for each
intake) control the three single-phase supplies to the resistors with the power supplies for these relays
coming from PP4 bus bar via protection circuit breakers.
A control panel is installed to enable ON/OFF switching and TEST facilities with warning lights for correct
operation or failure.
The system includes a safety device to prevent the heating being switched ‘ON’ whilst the engines are
shut down.
ENGINE AIR INTAKE ANTI-ICING
ENGINE 1 TEST ENGINE 2
2 5 3 5 2
OFF R2 OFF
1 R1 R3 1
ON 4 ON
DE ICE
1. ON/OFF Control Switch
2. Amber Failure Warning Lights
3. ON/OFF Test Switch
4. Rotary Selector Switch
5. Green Test Correct Lights
Figure 7 – Intake Anti-Ice Components
Limitations
1. The fitting of heating mats makes no changes to the limitations given in the Flight Manual.
2. Maximum OAT for continuous use is +10°C
3. System should be switched ‘ON’ with OAT of +5°C and in visible moisture.
Controls and Indications
Refer to Figure 7. The control panel is located on the overhead panel. It consists of two ON/OFF control
switches (one for each engine) with amber warning lights to denote a failure of a system. There is a
single ON/OFF test switch with two green lights and a rotary selector switch to enable testing of each
resistor circuit in turn.
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An amber DE ICE light on the 32∝ panel will illuminate if either of the two amber fault lights on the
control panel illuminate.
System Operation
Refer to Figure 8. The system for one engine is shown in the operating condition with the Control Switch
‘ON’ and the Test Switch ‘OFF’. The other engine system is similar.
The power supply from PP4 passes through the Test Switch ‘OFF’ contact, through the Control Switch
‘ON’ contact, to energise the heating relay and making its 4 contacts to the positions shown. The 3
single-phase supplies are connected to the heating resistors. A phase detector monitors the 3 supplies
and if one phase loses voltage, it will illuminate the amber failure light and the DE ICE caption. If the
system is now switched ‘OFF’ these lights will be extinguished. An open circuit in one resistor will not be
indicated until a test is carried out.
When the Test switch is made ‘ON’ the power to the heating relay is cut off and directed to the Rotary
Selector Switch. The current can now pass through the relevant resistor (the heating relay contacts
being in their 'rest' position) and back to earth via the second contact of the Test Switch to illuminate the
green test correct light. If the green light fails to illuminate then there is a break in the circuit.
Note that if the test is carried out with the Control Switch ‘ON’ then the amber failure light and DE ICE
caption will also illuminate due to the earth contact of the de-energised heating relay.
To ensure the heating relay cannot be energised until the engines are running the earth for the heating
relay is broken until the oil pressure exceeds 1.7 bar and the ENG P light extinguishes, controlled by the
pressure switch on the relevant engine.
When the engines are running the systems should be switched ‘ON’ (if required) and the failure lights
and caption should remain extinguished.
System Testing
The Test Switch and Rotary Selector can be used at any time before or after engine start up. With the
Test Switch ‘ON’ the green test correct lights should both illuminate in each of the 3 positions of the
Rotary Selector.
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Upper Intake Mat
C Lower Intake Mat
1XP
Phase
Detector
R2 Heating
R3
Rotary Selector Relay
R1
Heating
Switch ENG P
P ON
OFF
P Light Out
when pressure > 1.7 bar
4
Test
Switch
OFF
ON
TEST
FAULT DE ICE
+ +
Figure 8 – Intake Mat Electrical Circuit
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