Description (AMM 30-41-00)

 

A- The pilots' No. 2 windows are mounted on tracks so that they may be rolled back to permit ventilation and communication during ground handling operations (Fig. 2). The laminated windowpane, inner and outer glass separated by a vinyl core, has the conductive film between the outer pane and the core where it is most effective for anti-icing (Fig. 1). On some No. 2 windows, an additional integral edge heater is added to the upper aft area of windshield.

 

On some Sierra in No. 2 windows a break in the conductive coating is allowed in the upper portion of the window. This break may appear as a straight or curved line when looking through the window. Automatic temperature control is provided and the windows are protected against overheating when they are moved to the open position, (Ref Chapter 30, Control Cabin Window Anti-Icing System).

 

B- Mounted on the window frame, at top and bottom, are roller bearings which are guided along tracks attached to the airframe above and below the window (Fig. 2). The window handle can be latched with the window closed or in the sliding position. In the latter case, latching the handle prevents the window from swinging inboard and outboard as it slides along the tracks.

 

There is a separate latching mechanism at the aft end of the lower track for holding the window in its fully open position. A clothing guard covers the link mechanism along the lower edge of the window.

 

C- There are two types of pressure seals used on the pilots' No. 2 windows. The windowpanes are pressure sealed in their frames by a fixed pressure seal which consists of mylar tape that is installed around the entire periphery of the inboard windowpane (Fig. 3). The second type of pressure seal is the sliding window seal. This consists of a bulb type, tubular, silicone rubber seal which is installed on the window frame, preventing cabin pressure leakage when the sliding windows are closed and latched. Each window is installed in its frame with felt strips, glass retainer angles, close tolerance flathead screws, flat washers and self-locking hexnuts.

 

D- The window is unlocked from its locked open position by pulling forward on the latch mechanism rod located between the bottom rack and the inner skin, midway along the track (Fig. 2). This withdraws the window open latch plate and allows the window to be moved forward. As the window moves forward, it resets the window open latch plate. The window can be drawn forward by its handle until it contacts the forward stops. By squeezing the trigger on the window handle, the trigger bolt, which kept the window in the rolling position, is withdrawn from the lock plate.

 

This permits the handle to be rotated forward and outboard. As the handle is rotated, the window is moved outboard, guided by a guide pin in a track, until the window is closed tightly against the window frame.

 

 

Releasing the trigger, which is spring-loaded, forces the trigger bolt down into another hole in the lock plate, latching the window in the closed position. To open the window, the trigger is squeezed and the handle rotated back and inboard. This rotates a bell crank, which is linked to other bell cranks at rear top and bottom of window, drawing the window inboard. The roller bearing for the inboard-outboard movement prevents any rearward movement of the window until sufficient clearance is obtained to allow free movement back to the latched open position.

 

Having completed necessary inward travel, the window may be moved to the rear until the lower aft roller bearing travels past the window open latch plate which is spring-loaded to lock the window in the open position.