RI-10 (I4104):  7/30/05

•	Pilot-Controlled Lighting
* 3,5,7 clicks, works for 15 mins.  Re-activate inside FAF.  Variable intensities.  NGP Pilot-Controlled when tower closed.

•	Lost Comms (FIH/LOA)
* In General(FIH): Stay VFR if possible.  Routing: Assigned, Vectored, Expected, Filed.  Altitudes: Assigned, MEA, Expected (Highest.)
* Local NORDO: 
Immed after T/O: 
1. Climb/Maintain 1500 on last assigned hdg.
2. If no comms in 3 mins, climb/maintain 2500.
3.  Upon reaching 2500, turn direct approach fix, execute approach.
Cleared to 2500/above:
1.  Climb to last assigned hdg/alt.
2. Proceed dir IAF, exec approach.
In GCA Pattern:  
No trans for 1 min, proc dir IAF, exec approach.
On Final:
Attempt to contact tower, proceed VFR, land.  If unable, intercept instrument approach course, or climb/maintain 1,500', proc dir IAF, exec approach.
* Local Ops: Coded flight plans/Deps in IFG.

•	No-Gyro Non-Precision Procedures
* Time all turns just in case.  NDB: relative bearing, 10 sec/30 deg, 
* Troubleshoot heading system, transfer controls to co-pilot if his system still operational, ask the CP if he is familiar with how the mag compass works, secure "Big 4" (electric heater, air conditioner, windshield wiper, windshield heat) which influence mag compass, declare emergency by advising controller, squawk 7700, have copilot call out cardinal headings.
The ADF needle shows relative bearing only.  Mentally place the current heading (given by the CP from the mag compass) under the upper lubber line.  Count the number of degrees the head of the single needle deflected from the lubber line to find the relative bearing to the station.  Add (+ to the right) or subtract (- to the left) from the current mag heading to get the magnetic bearing to the station.  Mag bearing from the station found by using the tail of the needle when heading away from the station.  (Exp. If the current heading is 135, and the needle points 45 degrees to the left of the lubber line, subtract (because the needle is left) 45 from 135 to get a magnetic bearing of 090 to the station.  Unless radar vectors are given, request the 45/180 course reversal.  Turn to place the head of the needle on the nose and fly direct to the station.  Utilized known winds to make a wind-corrected heading to the station.  Continue to ask the CP for heading calls and set the heading bug on the corresponding heading to proceed direct.  Compute a heading to intercept the outbound course (the outbound course + 30 degrees [extra 10 seconds]) and determine the seconds required for a timed turn.  Immediately after station passage, commence a timed turn to intercept the outbound course.  Track outbound 1 minute using heading calls from the CP, then start a 45 degree [15 second] turn to the outbound PT heading.  After 1 minute, commence a 180 degree [1 minute] course reversal.  Inbound on the procedure turn, determine my position for situational awareness.  When the needle reaches the 45 degree benchmark, turn inbound so the head of the needle is at the top of the RMI.  Continue to ask the CP for headings.  Configure at the normal point for a non-precision approach.  Passing over the IAF and the FAF, execute the 6Ts (time, turn, time, transition, twist, talk).  If missed approach, generally requires turning to the head of the needle and flying direct back to the station. 

* VOR: Troubleshoot heading system, check the circuit breakers and the God Box, transfer controls to co-pilot if his system still operational, secure "Big 4" (electric heater, air conditioner, windshield wiper, windshield heat) which influence mag compass, declare emergency by advising controller, squawk 7700, have copilot call out cardinal headings.
Utilize either radar vectors to final or execute a procedure turn.  Compass card is frozen but radial/bearing info from needles is still correct.  1st, determine current radial (cross reference with DME).  2nd, take radial & DME and figure out current position on an IAP or chart.  If required, make a timed turn to the VOR inbound course and fly direct to the station (using the VOR needles & the CDI).  At station passage, make a timed turn to the outbound intercept heading, rotate the course select knob to the Final Approach Course & track outbound using heading info from the copilot.  Reverse course (45/180) using time turns: 15 sec for 45 degrees & 1 minute for 180 degrees.  When CDI starts to center, commence another 15 second turn to final.  To track inbound, either visualize with radials/DME or set CDI and heading bug.  Configure at normal point. 

•	Anti-Icing System
* Don’t heat tires with >160degF.
* Activate below 5degC/41degF, worst icing -5degC/23degF.
*  Wipers, AoA Heat, Pitot Heat, W.S. Heat, Prop Heat, Lip Boot Heat, Fuel Control Heat, Oil-to-fuel heater, Fuel Vent Heat, Ice Vanes, Boots (5.)
* Wipers: Park/Slow/Fast (#2 subpanel bus)
* 95degF lockout for the windshield anti-ice heater.  Mag compass won’t work w/ it, objects may appear blurred.
* Engine anti-ice concerned w/ intake screen.  Ice vanes eject high-mass air out an intake in the back of the engine.
* Fuel Control Heat is for FCU pneumatic heat.  SHOULD NOT be turned on w/o cooling air over the engine.  (After engine start.)
* Prop Deice:  Don’t use stationary: will cause arcing on the slip ring!  RH prop out, RH prop in, LH out, LH n.  34+-6 sec.  Only older mechanical types show fluctuation when switchover.  5-6 A current draw each element x3.  
* Boots: default: vacuum supplied for hold down.  Pressure comes in, drains thru check valve to 1 in Hg, the vacuum sucks rest out.  Either engine can supply enough bleed air, passes thru 18 psi regulator.  Vacuum thru venturi, proportional.  Never cycle fast, can cause ice to form that can’t be booted off.  Inflate for 7-8 sec.
* AoA heat, 14-28 Vdc.  Don’t use pitot heat on ground, no cooling airflow.

Anti-ice/deice:  Windshield wipers, Windshield antiice 95 degF, Powerplant Ice protection system (lipboot heat, Ice vanes [moves plenum, decreases torque, increases ITT, reduces range 10-12%]), fuel system antiice (fuel-to-oil heater, electric fuel vent heating element protection, fuel control unit pneumatic line heated jackets [subpanel #1,#2 busses]), Prop electrothermal deice (outboard/inboard element, power from brush block, slip ring, de-icer timer [sequence RH outboard, inboard, LH out, in, 34+-6 sec] should draw 14-18 amps), Pitot/AoA AntiIce (14 on ground, 28VDC in air), Surface deicer (7-8 second single cycle.  Standby compass will not work w/Windshield antiice, wipers, AC, elec heat.  

Windshield Wipers: Don't operate on dry glass.
Windshield anti-ice: Temp sensing unit maintains 95F at windshield surface.  Electric heater lockout.  Mag compass will be unreliable when windshield anti-ice in use.  May blur objects.
Powerplant Ice Protection: Mechanically operated ice vanes or electrical lip boot heat.  With ice vanes extended slight decr in engine torque (40-60 ft-lbs) (Range decreases 10-12%)  
Fuel System Anti-icing: Oil-to-fuel heat exchanger; operates continuously; no controls; one external fuel vent in each wing for both nacelle and wing tanks (protected from icing by electric heat elements).
Fuel Control Heat: Each FCU pneumatic line protected from ice by electrically heated jackets.  To prevent overheat, FUEL CONTROL HEAT should not be turned on unless cooling air will soon pass over the jackets.
Propeller Electrothermal Deicer System: Deicing boots on each prop blade; outboard and inboard element that receive electrical power through the deicer timer, slip ring, and brush block.; current measured by the prop ammeter.  Sequence: RH OUT, RH IN, LH OUT, LH IN (RORI LOLI); each segment heats for 34+/-6 sec; req 2 minutes for entire cycle; old mechanical timers sequence to next segment (show amperage fluctuation at timer switches to next segment); electrical timers always reset to RH OUT when power applied (no flux in amperage); each blade draws 5 to 6 amps (3 blades working correctly read between 14 to 18 amps).
Surface Deicer System: Ice removed from outboard wing leading edge, horizontal stab, and vertical stab by flexing pneumatic deicer boots.  Engine bleed air from the engine compressor supplies press to inflate boots and vacuum to hold down boots; press regulator protects system from overinflation;  when not operating, a distributor valve applies vacuum to hold boots down; when the DEICE CYCLE switch is toggled to SINGLE or MANUAL, a servo valve changes the inlet boots from vacuum to pressure that allows the boots to inflate; when the solenoid is deenergized, airflow through the valve is cutoff and it discharges out the boots through the integral check valve until press reaches approx 1-inch Hg, at which time the boots port to vacuum and the remaining air is evacuated; the boots are again held down by vacuum; either engine can provide the bleed air for the system; bleed air passes through an 18-psi regulator and then enters the deicer and vacuum systems; vacuum press is created by the distribution valve and is proportional to pneumatic pressure by the deicer press regulator valve.  Stall speeds significantly increase with the wing deice boots inflated; never cycle the system rapidly, may cause ice to accumulate outside the contour of the inflated boots and prevent ice removal.  In SINGLE, boot inflate for 7 to 8 seconds, then deflate.  In MANUAL, all boots inflate and stay inflated until switch is released.  The boots can't be overinflated.
Pitot & AOA Heat Systems: On the ground, AOA heating elements pass through a current limiter lowering voltage to 14 volts DC (low heat).  At lift off , a squat switch on the left main gear causes the current limiter to be bypassed and heating elements receive 28 Volts DC (high heat); except for takeoff roll, PITOT heat should not be used on the ground (might overheat because of lack of cooling airflow over heating elements).
* Electrothermal Prop De-ice
Abnormal readings (amps)
0:  1. Check Switch
     2. If off, turn on.
     3. If on, inop.  Turn off.
0-14:	1.  Continue operation.
	2.  If imbalance occurs, increase prop rpm briefly to aid in ice removal.
18-23: See above (0-14)
>23: Do not operate system.
Surface Deice Emergency Procedure: If boots fail to inflate, operate in MANUAL.  If boots fail to deflate, pull the SUR DE-ICE CB and reset as necessary to operate boots.  
* Stall Speed significantly increases w/ boots inflated.