T-44 CPT 5

=AIRSTARTS=

Accomplished with battery or generator. Normally starter-assisted. Determine cause for engine failure before airstart. Airstarts above 20,000 ft are hotter – periodically cycle condition lever to FUEL CUTOFF to avoid overtemping. Reduce electric loads.

STARTER-ASSISTED AIRSTARTS
Don’t airstart if engine died from MOVEOFF – Mechanical malfunction, Overheat condition, Vibration, Explosion, 0 N1, Fire, or Fuel fumes.

Note: If engine shutdown by closing firewall valve, time to light-off may exceed 10 sec. Op engine ITT may increase approx 50C because of gen loading.
 * 1. Power lever (failed engine) – IDLE
 * 2. Prop lever (failed engine) – FEATHER
 * 3. Condition lever (failed engine) – FUEL CUTOFF
 * 4. Cabin Temp Mode – AUTO
 * 5. Vent Blower – AUTO
 * 6. Radar – OFF/STANDBY
 * 7. Anti-ice/deice – AS REQUIRED
 * 8. Firewall valve – OPEN
 * 9. Transfer Pump – AUTO
 * 10. Boost Pump – ON
 * 11. Crossfeed – AUTO
 * 12. Generator (failed engine) – OFF
 * 13. Starter (failed engine) – IGN & ENG START (check annunc light illums
 * 14. Condition lever – LOW IDLE
 * 15. Starter (N1 > 50%) – OFF
 * 16. Prop – UNFEATHER
 * 17. Power – AS REQUIRED
 * 18. Generator – RESET/ON
 * 19. Fuel Control Heat – ON
 * 20. Bleed Air – OPEN
 * 21. Electrical Equipment – AS REQUIRED
 * 22. Condition lever – HIGH IDLE
 * 23. Instruments/Nacelles – CHECKED

WINDMILLING AIRSTART
Use for emergency relight if engine inadvertently shutdown. Note: Windmilling airstarts above 20,000 ft or below 2,200 prop RPM may exceed ITT limit. Note: If engine shutdown by closing firewall valve, time to light-off may exceed 10 seconds
 * 1. Power Lever (failed engine) – IDLE
 * 2. Prop lever (failed engine) – FULL FORWARD
 * 3. Condition lever (failed engine) – FUEL CUTOFF
 * 4. Firewall Valve – OPEN
 * 5. Autoignition – ARM
 * 6. Condition Lever – LOW IDLE
 * 7. Power – AS REQUIRED
 * 8. Generator – RESET/ON
 * 9. Autoignition – OFF
 * 10. Condition lever – HIGH IDLE

=ENGINE FAILURE (SECOND ENGINE)=

Don’t feather both props if a windmilling airstart intended. If all attempts fail, transition to max glide range (130KIAS, gear up, flaps up, prop feathered) or max glide endurance (102KIAS, gear up, flaps up, prop feathered).

If dual failure at low altitude and airspeed, consider engaging both starter switches vice using autoignition. Battery power to starter is significantly reduced when electric heat or air-conditioner is used. Neither prop being feathered will significantly reduce glide range and endurance.

No wind glide range is 2nm/1,000 ft altitude. Subtract 0.2nm per 10 knots headwind.

With dual engine failure, only battery power is available.

=SINGLE ENGINE CROSSFEED=


 * 1. Boost Pump – ON
 * 2. Transfer pumps – AUTO
 * 3. Crossfeed – OPEN (check crossfeed annunc light ON)
 * 4. Boost pump – OFF (nonfeeding tank, check respective FUEL PRESSURE light OFF)

=TO DISCONTINUE SINGLE ENGINE CROSSFEED=
 * 1. Boost Pumps – ON
 * 2. Crossfeed – CLOSED
 * 3. Boost Pump – OFF (FAILED ENGINE)

=SMOKE/FIRE OF UNKNOWN ORIGIN=

The last five items of the checklist: (1) Isolate problem’s source (2) restore power for safety of flight. Pausing between the last five steps may help isolate the fire if its electrical.

Note: If fire source is known immediately turn off all affected electrical circuits and fight fire with handheld fire extinguishers. If fire source cannot be isolated, continue checklist. Note: While using oxygen, if interphones selected, the speaker function will deactivate interphones. A headset is required to monitor external comm while simultaneously monitoring interphones.
 * 1. Alert Crew
 * 2. Cabin Temp Mode – OFF
 * 3. Vent Blower – AUTO
 * 4. Oxygen masks/microphone switch (100%) – AS REQ
 * 5. Bleed Air – CLOSED
 * 6. Emergency descent – AS REQ (when oxygen provided for entire crew, staying at high altitude and depressurizing may help control fuselage fires.
 * 7. Pressurization – DUMP
 * 8. Emergency transmission – AS REQ
 * 9. Gang Bar – OFF (after securing electric power, the following instruments still available: copilot turn and slip, pitot-static, N1, ITT, prop RPM, clocks, and standby compass)
 * 10. All electrical switches – OFF (If fire can’t be controlled, land or ditch immediately)
 * 11. Battery – ON
 * 12. Generators (one at a time) – ON
 * 13. Inverters (one at a time) – ON
 * 14. Essential equipment – ON (individually until fire source located)

=ENGINE FIRE=

Illum of ‘FIRE’ warning light. Confirm by checking engine instruments and nacelles. Even if no secondary indications, consider shutting down affected engine. If fire is confirmed or secondary indications noted, perform EMERGENCY SHUTDOWN CHECKLIST

=WING FIRE=

Shutoff fuel and electrical systems that may be contributing to fire. Slipping away from burning wing may help. Secure nav lights, strobe lights, fuel vent heaters. Left wing contains AOA sensor and sensor heater circuits. Inboard wing systems secured using the gang bar.

Consider landing or ditching immediately if fire can not be contained. Severe fires can destroy wing spar integrity as fast as 90 seconds.

=SMOKE AND FUME ELIMINATION=

Locate, isolate, and extinguish fire or source of smoke and fumes prior to initiating smoke removal procedures. Isolate the engine as a possible source by closing the bleed air valves. Prior to depressurizing, consider MEA and crew O2 requirements.

If immediate smoke removal necessary:
 * 1. Oxygen masks/MIC – switches (100%) – AS REQ
 * 2. Pressurization – DUMP

After depressurizing, storm windows may be opened. However, this could draw smoke into the flight station. Consider an emergency descent and immediate landing.

Nauseating fumes from desalination solution can enter cockpit via bleed air for air-conditioning/pressurization and are often detected immediately after takeoff. Providing no secondary indications exist, closing the bleed air valves will significantly reduce the fumes.

=OIL SYSTEM FAILURE=

Oil press < 85psi undesirable – tolerated only to complete flight. Monitor engine instruments and nacelles for secondary indications. Consider shutting down engine and landing as soon as POSSIBLE; otherwise, reduce power on engine and landing as soon as PRACTICABLE. Oil pressure < 40psi & oil temp >99C unsafe requiring engine shutdown or landing made as soon as possible using min power to sustain flight. Note both discrepancies on maintenance forms.

=CHIP DETECTOR LIGHT ILLUMINATION=

Indicates metal particles in prop reduction gearbox. Perform EMERGENCY SHUTDOWN CHECKLIST.

=FUEL SYSTEM FAILURES=

ENGINE-DRIVEN FUEL PUMP FAILURE
An engine-driven fuel pump will sustain engine operations if an electric boost pump fails. However, failure of the engine-driven fuel pump will result in engine shutdown.

TRANSFER PUMP FAILURE
Illum of LH or RH NO FUEL TRANSFER annunc lights.

If no fuel in the wing tanks: If fuel in the wing tanks: If light remains on:
 * 1. Check total and nacelle fuel quantity
 * 2. Transfer pump – ON
 * 3. Transfer pump – OVERRIDE
 * 4. Transfer pump – OFF (consider altering flight plan because of 28 gallons of trapped fuel in wing tanks)
 * 5. Land as soon as practicable

BOOST PUMP FAILURE
A boost pump failure with crossfeed in AUTO noted by illum of yellow FUEL CROSSFEED annunc light. The failed boost pump is identified by momentarily placing crossfeed switch in CLOSED. The red LH or RH FUEL PRESSURE annunc light will illum indicating the failed boost pump. Note: Determination of rang without resulting to suction lift is dependant upon fuel load remaining on side opposite failed boost pump. Note: If range because of crossfeed operation is critical, suction lift may be used at all cruise altitudes but should be discontinued in favor of crossfeed (boosted pressure) when initiating descent for landing in event of a missed approach. Boost pump failure during rapid climbout will cause a gradual power loss on affected engine beginning at 13,000 ft. The higher fuel temp, the lower the altitude the gradual power loss will occur. Complete power loss will occur if climb is continued. Once pressure stabilized, max power settings available up to 31,000 ft. Fuel stabilization occurs after a few min of stabilized cruising ops. Descents don’t affect engine op. If eng power loss during climbout or initial phase or cruise because of inop boost pump and a condition of aerated fuel, eng op can be regained by initiating crossfeed, reducing power, and/or descending. If crossfeed is continued for long periods, a major unbalancing of fuel load will occur and a range loss will be encountered. Engine-driven fuel pump op without the boost pump is limited to 10 hours (record this time).
 * 1. Failed boost pump – OFF
 * 2. Crossfeed – OPEN
 * 3. Land as soon as practicable

FUEL LEAKS
First concern, possible engine fire. Consider securing electrical systems that may contribute to a wing fire. Secure the nav lights, strobe lights, and fuel vent heaters. The left wing contains the AOA sensor and the sensor heater circuits. Inboard wing systems can be secured using the gang bar. If a wing or nacelle fuel leak and power isn’t needed to sustain flight or reach a safe destination, consider securing an engine as follows:
 * 1. Condition lever – FUEL CUTOFF
 * 2. EMERGENCY SHUTDOWN CHECKLIST

FUEL SIPHONING
If fuel filler cap siphoning occurs: Note: Extreme nose-low attitudes will aggravate the fuel siphoning condition.
 * 1. Airspeed – 140KIAS
 * 2. Land as soon as practicable