T-44 CPT 3

Study Guide

=1. Loss of Brakes (NATOPS 13-1)= Maintain directional control with rudder, nosewheel steering, or differential power. Use prop reversing (-5 to –11) or beta range (15 to –5) to decelerate. If possible, maneuver to an open area and stop. Don’t taxi! If the shuttle valve is sticking, try reseating them by pulling aft on the top of the brake pedals.

=2. Hot Brakes (NATOPS 13-1)= Usually caused by excessive or heavy braking. Stop aircraft using reverse thrust and minimal braking. Request assistance if needed and cool the brakes with propwash. Allow brakes to cool and ensure they are checked before using again. The high energy absorbing capacity of the wheelbrakes could lock the wheels during max braking which could result in blown tires.

=3. 		Brake Fire 	(NATOPS 13-2)=
 * 1. Firefighting assistance –Request
 * 2. Stop aircraft
 * 3. Emergency Engine Shutdown on Deck Checklist – Execute

Emergency Engine Shutdown on Deck
Warning: all crewmembers stay a safe distance from the aircraft, preferably well aft because if a wheel blows from rapid cooling, the fragments tend to fly sideways. A tire could explode from the heat of a fire. Don’t fight the fire!
 * 1. Condition Levers – Fuel cutoff
 * 2. Firewall valves – Closed
 * 3. Boost Pumps – Off
 * 4. Fire Extinguisher – As required
 * 5. Gang Bar – Off
 * 6. Evacuate aircraft.

=4. Abnormal Takeoff Configurations (NATOPS 14-2)=

A. Obstruction Clearance Takeoff
To be used if performance charts indicate need for max performance takeoff for obstacle clearance:
 * 1. When aligned on runway, stop aircraft
 * 2. Apply max allowable power
 * 3. Release brakes.
 * 4. Accelerate to rotation speed (91KIAS)
 * 5. Rotate and lift off same as normal takeoff
 * 6. Raise landing gear as soon as safely airborne.
 * 7. At Vx (Best angle of climb) 102KIAS, raise nose to maintain Vx until obstacle cleared

B. Soft-field Takeoff
To be used if taking off in mud, snow, tall grass, or other high surface friction conditions (requiring twice the accelerate-stop distance normally computed in NATOPS C.26)

For takeoff:
 * 1. Taxi at slow but steady speed utilizing power as necessary and min braking on nosewheel.
 * 2. Hold control wheel full aft to reduce pressure on nosewheel
 * 3. Nosewheel can be partially deflated to improve flotation characteristics.
 * 4. Prevent unnecessary stops
 * 1. Set approach flaps
 * 2. Align aircraft with runway
 * 3. Slow, steady acceleration, avoiding rapid or transient accelerations
 * 4. Hold control wheel full aft to transfer weight of the aircraft to the wings asap
 * 5. Maintaining rwy centerline +/- 10 ft. may require numerous rudder imputs to counter crosswind components > 5 knots and differences in engine acceleration.
 * 6. Don’t rotate before takeoff power achieved
 * 7. When aircraft rotates, control nose altitude to lift off at the slowest possible speed
 * 8. Once clear of soft surface, level off in ground effect and accelerate to normal climb airspeed (110 KIAS)
 * 9. Keeping the aircraft in ground effect requires numerous rapid fore and aft elevator inputs (increasing the chance for pilot induced oscillation)
 * 10. Don’t raise the gear until in sustained accelerated flight in ground effect
 * 11. Don’t raise the flaps until at a normal climb airspeed (102 KIAS) and well clear of ground effect (min of 300 ft AGL recommended)

Short-Field Takeoff (NATOPS 14-2)
To be used iIf min ground run on a hard surface required, use procedures for soft-field takeoff except apply max power prior to brake release on the runway. This procedure will minimize distance of the takeoff run, but will NOT optimize obstacle clearing performance. Consider modifying this procedure to allow a min rotation speed equal to or greater than VMC (86KIAS).


 * Warning: the soft and short-field takeoff procedures may cause the aircraft to lift off below VMC (86KIAS). Remain in ground effect until a safe climb speed is reached.  If the aircraft becomes airborne below stall speed, aileron inputs to maintain heading could result in the wing-top stalling on the aileron-down side causing the aircraft to yaw opposite the desired input.  To counter, neutralize ailerons and accelerate to a greater airspeed.  Lowering the nose to increase airspeed may not be possible.  The flightpath may not remain over the rwy.  Use of these procedures by pilots who haven’t practiced them prior to their required use is inadvisable because of the extreme flight situation imposed.

For directional control:

 * VMC (Min control airspeed) 86 KIAS – Gear up, flaps up, prop windmilling (dead engine), 5 degree AOB into live engine


 * VSSE (Min Safe One-Engine Inop airspeed) 91KIAS – Gear up, flaps up, prop windmilling (dead engine). Note: engines shall not be intentionally rendered inop below this airspeed.

For Performance:
ITT = 790C, max torque at 2200RPM = 1315 ft-lbs, max cotinuous N1 = 101.5%, max N2 in normal operating range = 2200RPM, max oil temp = 99C, max oil pressure = 100psi)
 * VXSE (Best single-engine angle of climb airspeed) 102KIAS – Gear up, flaps up, prop feathered (dead engine), live engine maximum continuous power (max continuous
 * VYSE (Best single-engine rate of climb airspeed) 110KIAS – Gear up, flaps up, prop feathered (dead engine), live engine max continuous power (max continuous ITT = 790C, max torque at 2200RPM = 1315 ft-lbs, max cotinuous N1 = 101.5%, max N2 in normal operating range = 2200RPM, max oil temp = 99C, max oil pressure = 100psi)

=5. Annuciatior Light Analysis (NATOPS 2-36 – 2-39)= Powered by the No. 1 subpanel bus. Protected by a circuit breaker placarded ANN LIGHTS and located in the INDICATOR section of the copilot outboard subpanel.
 * (1) STALL WARN (Red) – approaching stall condition. Reduce angle of attack
 * (2) WHEELS UP (Red) – landing gear not extended. Lower gear.
 * (3) FAULT WARNING (Red) – fault condition requiring corrective action. Press light to reset.
 * (4) NO SMOKING FASTEN SEATBELTS . Pilot operated. Shows switch is on.
 * (5) LH & RH GEN OUT (Red) – affected generator offline. Turn affected gen switch ‘off’, reset it, and turn it ‘on.’  If the gen won’t reset, turn the gen ‘off.’ Monitor the load (don’t let it exceed 1.0).  Normal voltage in the ‘reset’ position indicates failure of the generator control box rather than the generator.  Land as soon as practicable.
 * (6) LH & RH FUEL PRESSURE (Red) – affected side has a failed boost pump. A boost pump failure (w/ crossfeed in ‘auto’) will be noted by illum of yellow xfeed annunc lt.  ID the failed boost pump by momentarily closing the crossfeed switch in ‘closed.’  The fuel pressure light which illuminates is the failed boost pump.  Switch the failed boost pump ‘off,’ place the crossfeed switch to ‘open,’ and determine if the flight can be continued by referencing Section V of Fuel System Failure.
 * (7) LH & RH NO FUEL TRANSFER (Red) – affected side has a failed fuel transfer pump or all usable fuel has been transferred from the wing tanks. Ensure all fuel was transferred from the wing tanks by checking fuel quantity (check total and nacelle readings – if the same, no fuel in the wing).  If fuel remains in the wing tank, try fuel transfer ‘override’ position (transfer pump continuously energized, float switches bypassed, and 3psi pressure switch reset).  If light remains on, place transfer pump switch to ‘off.’  Loss of transfer pump – fuel will gravity feed when nacelle tanks 3/8 full and 28 gallons of fuel will be trapped in the center section wing tank.  Consider altering flight plan due to unavailable fuel trapped in wing.  Monitor nacelle fuel quantity and land as soon as practicable.
 * (8) #1 & #2 INVERTER OUT (Red) – affected inverter inop. Place affected inverter switch off.  Check AC bus switchover.  Consider landing as soon as practicable.
 * (9) AUTO PILOT TRIM FAIL (Red) – trim servo will not operate or operates in opposite direction commanded. Depress the AP/YD disengage switch and retrim the aircraft.  Reengage the autopilot.
 * (10) INST INV OUT (Red) – loss of 26 VAC Stepdown Transformer. Light only illums if both 26 VAC stepdown transformers fail. Torquemeters inop. Utilize ITT and N1 RPM for power changes.
 * (11) PROP SYNC ON (Yellow) – landing gear has been extended with prop sync still on. Turn prop sync ‘off’ before landing.
 * (12) CABIN DOOR OPEN (Red) – cabin door not secure. Don’ attempt to close the door or check security of lock.  Insure all passengers and crew members are seated with seatbelts fastened.  Depressurize the cabin.  Land and determine the door pins are properly locked into the door frame.
 * (13) FUEL CROSSFEED (Yellow) – electronically operated crossfeed valve open. Determine if boost pump failed by placing the xfeed valve switch to ‘closed.’ If a boost pump failed, follow the procedure for boost pump failure:
 * [1] Failed boost pump – off
 * [2] crossfeed – open
 * [3] land as soon as practicable.  If not, reset the crossfeed valve to the ‘auto’ position.
 * (14) BAGGAGE DOOR OPEN (Red) – baggage door (in front avionics compartment on pilot side) open or not secure. On ground, secure the door.  Inflight, land and secure the door.
 * (15) LH & RH FIRE (Red) – engine compartment fire on affected engine. Confirm fire actually exists by checking engine instruments and nacelle.  Even if no secondary indications observed, shutdown the engine.  If fire confirmed, perform EMERGENCY SHUTDOWN CHECKLIST:
 * [1] Power lever – Idle
 * [2] Propeller – Feather
 * [3] Condition lever – Fuel cutoff
 * [4] Firewall valve – closed
 * [5] Fire extinguisher – as required
 * [6] Bleed air – closed
 * [7] Dead engine checklist – as required.
 * (16) LH & RH IGN IND (Yellow) – confirms igniter system receiving electrical power. In Auto Ignition mode, light extinguishes when torque < 410 +/- 50 ft-lbs or switch placed in ‘off.’  In normal start mode, light extinguishes only when IGN & IGN START switch placed ‘off.’
 * (17) LH & RH AUTO FEATHER ARMED (Green) – autofeather system armed. If system is armed power levers > 90 N1 (+/-2)%, props feather. Light extinguishes if either prop autofeathers or if system is disarmed by retarding one power lever (opposite side extinguishes at 410 +/- 50 ft-lbs and same side extinguishes at 260 +/- 50 ft-lbs) or autofeather switch is placed ‘off.’
 * (18) LH & RH CHIP DETECT (Red) – contamination of affected side’s engine oil. Metal  particles may be present in the prop reduction gearbox.  Perform the EMERGENCY SHUTDOWN CHECKLIST:
 * [1] Power lever – Idle
 * [2] Propeller – Feather
 * [3] Condition lever – Fuel cutoff. Proceed to the DEAD ENGINE CHECKLIST.
 * (19) LH AUTO IGNITION ARMED (Green) – appropriate autoignition system armed. Light extinguishes when torque reaches < 410 +/-50 ft-lbs or auto ignition switch placed ‘off.’
 * (20) ALT WARN (Yellow) – cabin altitude exceeds 9,500 to 10,000 feet. Descend to lower altitude.  Restore cabin pressurization.  Check pressurization control and/or don oxygen masks.
 * (21) PROP REV NOT READY (Yellow) – Props not in high RPM with landing gear handle down. Place prop levers full forward.

=5. Engine Failure After Takeoff (NATOPS 14-1, 15-1, 15-4)= If engine fails after takeoff and sufficient runway remains, land and bring aircraft to a stop. If insufficient runway: “Power – UP, Rudder – UP, Clean – UP, Speed – UP, Checklist”
 * [1] Power – as required
 * [2] Gear – up
 * [3] Airspeed – as required (VXSE) 102KIAS or (VYSE) 110KIAS. If autofeather system is ‘armed,’ retarding either power lever before the feather sequence is completed will deactivate the autofeather circuit and prevent automatic feathering.
 * [4] EMERGENCY SHUTDOWN CHECKLIST – [1] Power lever – Idle [2] Propeller – Feather [3] Condition lever – Fuel cutoff.  If fire or fuel leak, continue checklist.  If not, proceed to dead engine checklist.  [4] Firewall valve – closed
 * [5] Fire extinguisher – as required [6] Bleed air – closed [7] Dead engine checklist – as required. (A positive rate of climb can’t be achieved in any configuration with the inop engine prop windmilling).

=6. Engine Failure At Altitude (NATOPS 15-1, 15-4)= At speeds above 100KIAS, rudder trim is sufficient to maintain balanced flight. Below 100KIAS, full rudder trim must be supplemented by constant rudder pressure. At full rudder trim only a few inches of rudder travel remain. The use of flaps won’t significantly affect directional control, but will adversely affect performance (a positive rate of climb can’t be achieved with full flaps (100%) and gear down. If full flaps are used during a single engine approach, the waveoff (in par. 7.18) will result in a loss of 200 feet before a positive rate of climb can be established. An indication of impending eng failure or flameout is usually preceded by fluctuating turbine RPM, torque and ITT turbine temp, illum of fuel system warning lights, dropping oil pressure, loss of thrust.  If eng fails or flameout occurs, an emergency shutdown should be performed.  An airstart is permissible if engine failure is NOT caused by [MOVEOFF]: Mechanical malfunction, Overheat, Vibration, Explosion, 0 N1, Fire, Fuel Fumes.

EMERGENCY SHUTDOWN CHECKLIST: (If fire or fuel leak, continue checklist. If not, proceed to dead engine checklist.)
 * [1] Power lever – Idle
 * [2] Propeller – Feather
 * [3] Condition lever – Fuel cutoff.
 * [4] Firewall valve – closed
 * [5] Fire extinguisher – as required
 * [6] Bleed air – closed
 * [7] Dead engine checklist – as required. (Warning: the landing gear warning system won’t function if the power lever for the failed engine is placed forward of position corresponding to 79 (+/-2)% N1 RPM)

=7. Pilot’s emergency static air source (NATOPS 2-33, 15-11= Two separate sources of static and ram air for operation of the pilot and copilot flight instruments (airspeed, altimeter, and VSI). 2 internally heated pitot masts mounted on either side of the aircraft nose, four static pressure ports (2 on each side the exterior skin of the aft fuselage).  Pitot heat turned on by the PITOT LEFT-RIGHT switches on the heat console.  An alternate static source, which terminates just aft of the rear pressure bulkhead, provides static air to the left (pilot’s) flight instruments.  With static selected, aircraft is actually lower and slower than indicated on pilot instruments (refer to chart in Chap. 25). Obstruction of the static ports should be considered in moisture or icing conditions (especially on the ground).  Partial obstructions result in a sluggish VSI during climb or descents.  If obstruction suspected, switch to ‘alternate’ static source note a sustained change in VSI indications (may be accompanied by abnormal indicated airspeed and altitude changes beyond normal calibrated differences (Chap. 18). With a complete loss of pitot-static system, the AOA system should be used in conjunction with known power settings. (Altimeter correction (static air) [NATOPS p. 25-8] = subtract 50ft from indicated altimeter setting to find true alitmeter setting (at SL and approach speeds) (Airspeed Calibration (static air) [NATOPS p. 25-11] = indicated airspeed 120KIAS, calibrated airspeed is 115KCAS (subtract 5 knots from airspeed indicator).

=8. Autopilot disengagement (NATOPS 15-12)= Any interruption or failure of power, vertical gyro failure, activation of vertical gyro fast errect, flight control system power or circuit failure, activation of electric elevator trim, or autopilot trim failure may cause the autopilot to automatically disengage. Primary circuit breakers (CBs) affect the autopilot: #1 FD CB, AP Power CB, & the AFCS CB. The autopilot can be intentionally disengaged by the following: [1] actuation of AP/YD disconnect switch (either control wheel) [2] autopilot engage lever moved to ‘DIS’ position [3] actuation of go-around button (left power lever; yaw damp remains on) [4] pulling flight director/ autopilot circuit breaker (turning off BATT/GENS (gang bar) or avionics master switch. If an engine fails, disengage autopilot, retrim aircraft, reengage autopilot.  If used in conjunction with an instrument approach, maintain 120KIAS for single-engine approach speed until landing assured.
 * Gouge: -50 feet altitude / -5 KIAS – at higher airspeeds. The difference is miniscule when landing.