T-44 CPT 6

=ANTI-ICE/DEICE SYSTEM=

Utilize system when ice accumulation is 0.5 to 1 inch. Activated by pnuematically actuated deicer boots. Engine bleed air from the engine compressor supplies air pressure to inflate the boots and supply the vacuum to hold the boots down. When not operating, a distributor valve supplies vacuum to hold boots down. When the pneumatic deice timer or the DEICE CYCLE switch is toggled, a solenoid valve opens and the vacuum changes to pressure. When the valve is deenergized, the valve is closed. The air discharges out of the boots through an integral check valve until pressure reaches approx 1 inch-Hg, at which time the boots regain a vacuum. Either engine can provide enough bleed air to supply the entire system. Bleed air passes through an 18psi regulator and then enters the system. Vacuum pressure is created by the distribution valve and is proportional to pneumatic pressure by the deicer pressure regulator valve. Regulated pressure is read off the PNEUMATIC PRESS guage.

Warning: Stall speeds will signif increase with the wing deice boots inflated.

Note: Never cycle the system rapidly; may cause ice to accumulate outside the contour of the inflated boots and prevent ice removal.

=SURFACE DEICE REMOVAL=

Utilize when outside air temperature (OAT) is < 5 degrees Celcius and you have visible moisture. Normal op by use of the DEICE CYCLE switch. In SINGLE, deicer boots auto inflate for 7 – 8 sec, then auto deflate. In MANUAL, all boots inflate while the switch is held down. When the switch is released, the boots deflate. The MANUAL position is used when the timer fails. The boots can’t be overinflated. The system is powered by the subpanel bus No. 2 and is protected by the ‘SURFACE DE-ICE’ CB in the WEATHER section of the copilot outboard subpanel. Once system is ON, leave it ON until landing!

If boots fail to inflate: flip DEICE CYCLE switch to ‘MANUAL.’

If boots fail to deflate: pull the ‘SUR DE-ICE’ CB and reset as necessary to operate the boots.

Warning: Stall speeds will signif increase with the wing deice boots inflated.

=WINDSHIELD ANTI-ICE (HEATER) SYSTEM=

Controlled by the toggle switch on the pilot subpanel placarded ‘WSHLD ANTI-ICE.’ The heat control circuit for the pilot windshield is protected by a fuse on a panel mounted on the forward pressure bulkhead (can’t get to it from the cockpit). The power circuit is protected by two circuit breakers on the extended center pedestal. When activated, the windshield temp is maintained at 95 deg F and the electric heater is locked out to prevent electrical system overload.

Caution: The mag compass is unreliable when using windshield anti-ice heat; objects may appear blurred when windshield anti-ice heat is used.

=INFLIGHT DAMAGE=

Most important concern is maintaining or regaining aircraft control. Monitor eng and flight instruments for unusual indications.

Warning: Make careful consideration before making ANY configuration changes. Airframe deformation may significantly increase stall speed. Fly approach a minimum of 10 knots above min controllable speed to provide a safe margin for landing and possible waveoff.
 * 1. Check controls for freedom and correct response.
 * 2. Prior to landing, perform a landing configuration check above 5,000 ft. Check for controllability in the landing configuration by slowly decreasing airspeed in 10 knot increments to determine min controllable airspeed for landing.
 * 3. Land as soon as possible with min control movement.

=PRESSURIZATION SYSTEM LIMITS=


 * RATE KNOB = 50fpm – 2,000fpm
 * LATITUDE KNOB = 1,000’ below SL – 10,000’ MSL
 * OUTFLOW VALVE = 0.0psid – 4.7psid (no neg press)
 * SAFETY VALVE = 0.0psid – 4.9psid (w/ relief valve)
 * ALT WARN annunc light illum = cabin press 9,500’ – 10,000’
 * SAFETY MARGIN of 500’ is set between cabin alt and field press to ensure cabin is completely depressurized prior to touching down and having the landing gear squat safety switch activate.  (Exp. at Corpus Christi on a STD PRESS DAY (29.92), set the pressurization LAT KNOB to 519’) – refer to NATOPS p. 2-48.
 * Pneumatic Pressure: Normal: 12 –20 psi. Max: 20 psi.
 * Suction Pressure: Normal: 3.0 – 5.9 psi. Normal in Run-Up: 4.3 – 5.9 psi.  Powers the *De-Ice Boots deflation, the Suction Guage, and the CP Turn & Slip Indicator.

ELECTROTHERMAL PROPELLER DEICE

Normal reading on prop deice ammeter (14 – 18 amps)


 * 1. (0 amps)
 * a. Prop deice switch – CHECK POSITION
 * b. If ‘OFF’ – TURN ‘ON’
 * c. If ‘ON’ – system inop – TURN ‘OFF’
 * 2. (0 to 14 amps) or (18 to 23 amps)
 * a. Continue operations
 * b. If prop imbalance occurs, increase RPM briefly to aid in ice removal.
 * 3. (> 23amps)
 * a. DON’T operate the system!

=EMERGENCY DESCENT PROCEDURE=

A max effort descent used for sustained descent. Consider aircraft damage and meteorological conditions.


 * 1. Power levers – IDLE
 * 2. Propellers – FULL FORWARD
 * 3. Flaps – AS REQ
 * 4. Landing Gear – AS REQ
 * 5. Airspeed – AS REQ
 * 6. Windshield heat – AS REQ

Caution: Don’t exceed airframe limitations!

=LOSS OF PRESSURIZATION=

If gradual press loss:

Note: If activating test switch restores press, it may be necessary to hold switch in ‘TEST’ until cabin alt profile is adjusted to 10,000’ or less. If press is regained by using the ‘TEST’ switch, pull the ‘PRESS CONTROL’ CB to remove electrical power from the system.
 * 1. Cabin altitude – CHECKED (P)
 * 2. Pressurization controller – CHECKED (CP)
 * 3. Bleed Air – CHECKED (CP)
 * 4. Press dump test switch – TEST (CP) (hold 15 sec)

If unable to restore pressurization, use the EXPLOSIVE DECOMPRESSION checklist: Caution: On descent, when cabin alt matches press alt, ensure ‘PRESS CONTROL’ CB is reset to preclude landing pressurized.
 * 5. Oxygen mask/ microphone switch (100%) – AS REQ (P, CP, OBS)
 * 6. Descend – AS REQ (P)

=CABIN DOOR OPEN LIGHT ILLUMINATED=
 * 1. Ensure all passengers and crewmembers are seated with seatbelts fastened.
 * 2. Depressurize cabin

Warning: Don’t check the door until aircraft depressurized and on the ground!

On the ground, check the security of the door by lifting the cabin door step and checking the position of the arm and plunger. If it isn’t locked, turn the door handle toward the locked position until positive locking assured.

=PROPELLER EMERGENCIES=

PRIMARY GOVERNOR FAILURE/MALFUNCTION
Normally, primary governor keep prop speeds within 1,800 to 2,200RPM. If the primary governor fails, the prop will either: [1] feather [2] overspeed. An uncommanded and uncontrolled prop speed over 2,200PRM indicates failure of the primary governor. The overspeed governor then kicks in to maintain a max prop speed of 2,288(+/-40)RPM. The overspeed governor won’t control min blade angle. Certain failures of the primary governor will cause both speed and blade angle control (through the beta valve) to become inop; aircraft control will be marginal at lower airspeeds and power settings. Therefore, landing with an overspeeding prop is strongly discouraged! However, if forced to land with an overspeeding prop, carry extra speed on final (increasing rudder effectiveness and reduce probability prop will go into beta in flight). If the prop blades become jammed during power addition, pnuematic section of the primary governor will act as a fuel topping governor as prop speeds exceed 2,332RPM.

If prop RPM is out of normal governing range (1,800 – 2,200RPM):
 * 1. Attempt to adjust prop RPM to normal operating range by manipulating the prop lever. If normal RPM limits are restored, continue operations.

If normal range can’t be maintained: Warning: Prop RPM > 2,420 may result in reduction gearbox failure and/or N2 turbine damage.
 * 2. Power Lever – IDLE
 * 3. Prop Lever – FEATHER

Note: The engine with the disabled prop may be operated to provide electrical power. The right prop may not fully feather with PROP SYNC – ‘ON’

PROP LINKAGE FAILURE
If prop governor control linkage fails, the affected prop will either [1] go to 2,200RPM [2] remain at last RPM setting.

If prop linkage failure suspected: Caution: Reversing without props in high RPM may damage the reversing linkage.
 * 1. Manipulate prop lever to determine if control is actually lost.
 * 2. If prop control is lost, and RPM remains within safe limits, match the opposite prop’s speed with the uncontrolled prop and land as soon as practicable.

ALTERNATE PROP FEATHERING
Use autofeathering system if:
 * [1] prop linkage or prop governor fails
 * [2] when the prop doesn’t feather on its own
 * [3] normal feathering procedures ineffective.

Note: Don’t pull power levers to IDLE during autofeathering sequence – the system would DISARM while feathering!
 * 1. Power Lever – IDLE (Failed prop)
 * 2. Condition Lever – FUEL CUTOFF
 * 3. Autofeather – ARM (P)
 * 4. Power Levers -- > 90% N1 position (P)
 * 5. Emergency Shutdown Checklist – EXECUTE (P)