RI-14 (I4204): 8/2/05

•	Enroute WX Facilities 
* [FIH]
PMSV:  Full Service; Makes Forecasts vs. Limited Service; reads forecasts.  METRO is radio call.  150 NM @ 20k ft: Service Volume.
TWEB: Certain NDBs and VORs broadcast transcribed weather.
HIWAS: Hazardous WX Service: Alerts you on guard and tells you to switch.  Only for time-crit dangerous WX.
FSS: Authorized WX Briefers, can read WX but not forecast.
ASOS: Source for METARs.  Standardized WX Data Collection. ATIS can be derived from one.  Service Volumes: ASOS 25 NM- 10k ft.  ATIS 60 NM-25k ft.
AWOS: 4 varieties, -a, -1, -2, -3.  Increasingly good.  Generally computer driven, can have an observer.  Service Volume: 25 NM >3k ft.

•	Arrival Procedures
* Can by via Enroute Descent, Radar Vectors, Terminal Routings, High Altitude Approaches, STARS.
Enroute Descent: Altitude Transition from high altitude structure to the terminal environment.  2 x alt to lose + 10 NM (to slow and configure.)  (5 degrees NL)
Radar Vectors: Positions for IAF, or for final.  Usually vectored along established pathways for deconfliction (MVA has MEA clearances, but in sectors, not along routes.)
Terminal Routings: Depicted on outside of approach plate.  Course, Range and MEA altitude to IAF from established fix.
High Altitude Approach: Integrates descent into approach, tends to be larger approach with more traditional terminal segment.
STARs: (or FMSP with an FMS)  Requires at least textual description.  Usually akin to a preferred routing, used to simplify traffic flows.  Often lateral navigation only, unless cleared 'as published,' which means used published altitudes.  'Expect' does not mean descend.

•	Environmental System
* W/O Power, no pressurization: Bleed air valves electrically opened, springloaded closed.  
* 1 minute to go from max manual temp incr to max manual decr.
* Receiver/Dryer in wheel well.
* Firewall Shutoff Valve for environmental system held open by bleed air.
* Sidewalls: heating...  Cooling system=shunt after A/C Evaporator.  Rest of air thru heater, mixed w/bleed air.
* 16,000 BTUs for A/C
* Pneumatic: Boots, Door seal, Flight Hour Meter, C/P T/S.
* Unpressurized fresh air: from flapper ram air in A/C, or from bleed air heating system.
* NATOPS position 500-700 fpm cabin climb/descent.
* 2 o2 pressure gages, one in cockpit, other rt. Side of fuselage.
* 10k ft press starts climbing.  25 k ft, cabin alt > 10k ft.
* Below 20k ft on mask, can use normal.  3.7 L/min for passengers.
* 45 - 1 hour O2 for 3 man crew.

1)  Pressurization - Bleed air tapped after 4th stage compressor, delivered to cockpit at constant rate, controls pressurization through 2 flow contorl valves (outflow valve and safety valve.)  Components:  Cabin Pressure controller, Dual Cabin Altimiter, Cabin Rate of Climb Indicator, Outflow Valve, Safety Valve, Flow control units (bleed air valves).  Cabin pressure controller controlls rate of outflow from cabin.   DUMP:  opens safety valve, relieves pressure differential.  TEST: Safety valve closes, PRESS:  Normally Open Preset Solenoid, Normally closed safety solenoid power removed with squat switch up.  Pressurizes via vacuum forces through preset solenoid.  Rate knob:  50 fpm-2000 fpm, Altitude knob - 1,000 ft to +10,000 ft.  Dual cabin altimiter, long needle = actual cabin altitude, short needle = pressure differential.  Cabin rate of climb = 0-6000 fpm.  Altitude warning annunciator: 9500-10000 ft.  Pressure switch on forward bulkhead.  Outflow valve:  Meters the outflow of cabin air in response to vacuum control forces from controller, Contains a preadjusted relief valve so that cabin diff does not exceed 4.7 psi.  Incorporates negative pressure relief diafragm which keeps cabin altitude from becoming higher than ac altitude.  Safety valve: 4.9 psi.  Closes when:  landing gear strut extends, cabin pressure is TEST, vacuium source is lost, electrical power lost.  Flow control unit:  controls bleed air, Draws ambient air in with venturi to mix with bleed air.  Before start w/o eng: safety and outflow valves closed.  After start, vacuum opens safety valve.  On T/O, dump solenoid closes, releases vacuum closes safety valve.  Preset solenoid opens and time delay circuit lets left engine begin pressurization 6 sec before righ engine (no excessive pressure bump.)  Flow contorl unit mixes bleed and ambient air.  Goes through heat exchanger in wing center section  (or bypasses it).  Outflow valve keeps 4.7 psid or less (selected rate and altitude.)  

2)  Heating and cooling:  Compressor bleed air, Ambient air, flow control, Heat exchanger, Electric heater, ducts, outlets  Cooling: same minus heater plus condenser, reciever dryer, and evaporator, and vent blower, and cabin ceiling outlets.    Electric heater:  8 elements in GND MAX, 4 in NORM.    Best heating:   Heat GND MAX, Vent bloewr high, open bleed air valves, close overhead outlets, Cabin Temp to Incr Heat, Mode Auto, Cooling: Close one or both bleed air valves, set vent blower high, open all overhead outlets.  A/C evap has 16,000 BTU freon.   Heater locked out with windshield heat, prop de-ice, engine lipboot heat.  

3)  Oxygen system:  emergency, + 10,000 ft cabin alt.  Oxygen cylinder, Pressure reg control valve, Pressure gagues, Outlets, masks.  Cylinder: 49 cu ft, 1850 psi, 70 degF.  Reg valve controlled by push-pull knob up front.  Diluter demand masks: proper dilution of 02 with cabin air to conserve 02 at lower alts.  Green detector = flow, red = no flow, control knob on front lets you control.  100 percent vs normal on front, EMER = 100% at positive pressure.  Mic Normal/Oxygen to switch.  

1. Primary purpose of the environment system is to provide for heating, cooling, and pressurization of the aircraft.
2. Safety valve: completely relieves all pressure differential when pressure control switch in DUMP or switch is in PRESS and aircraft is on the ground.  The LH landing gear safety squat switch opens the valve on the ground.  
3. Outflow valve: closed on ground.  Moving the pressure control switch to TEST opens the solenoids, closing the safety valve and giving control of the outflow valve to the controller.  The LH landing gear safety squat switch opens the switch in the air.  
4. Excessive pressure bump is controlled by the LH landing gear safety squat switch which: [1] removes power from the preset and safety valve solenoids [2] actuates time delay relay that allows left engine to commence pressurization 6 seconds prior to right engine.
5. Max psid for outflow valve is 4.7psid.
6. Max psid for safety valve is 4.9psid.
7. Actual control of psid in safety valve operation is by the pressure control switch when in DUMP or the LH landing gear safety squat switch when on the ground (the safety valve solenoid opens to supply vacuum to the safety valve holding it in OPEN or DUMP position).
8. Electric heater lockout system: prevents use of electric heater if windshield anti-ice, prop deice, and/or lip boot heaters are operating.
9. Max cooling: [1] Bleed Air Valves - CLOSE one or both [2] Vent Blower - HIGH [3] All overhead outlets - OPEN
    Max heat: [1] Electric heat - GND MAX [2] Vent Blower - HIGH [3] All overhead outlets - CLOSE  [4] Bleed Air Valves - OPEN (after engine start)
10. The electric heater will work only when CABIN TEMP MODE is in AUTO. 
11. With the vent blower in auto, the fan is operating in low speed.
12. With a total loss of electrical power, the T-44 will depressurize!
13.  None of the pressurization systems work in conjunction with the RIGHT squat switch.
14. Procedures for an altitude warning light:[1] Descend [2] Restore cabin pressurization [3] Check pressurization and/or don O2 mask.
15. Loss of cabin pressurization (NATOPS 15-11): 
If gradual pressurization loss:
	[1] Cabin altitude - Checked (P)
	[2] Pressurization controller - Checked (CP)
	[3] Bleed Air - Checked (CP)
	[4] Press dump test switch - TEST (CP)  (hold for 15 sec)
	      If test switch restores press, may be necessary to hold switch in TEST until cabin profile at 10,000' or less.  If press 
      is regained through test switch, pull the PRESS CONTROL CB to maintain pressurization.
If unable to restore pressurization: 
	[5] Oxygen mask/microphone switch (100%) - AS REQ (P,CP,OBS)
	[6] Descend - AS REQ (P)
	      On descent when cabin alt matches press alt, ensure PRESS CONTROL CB is reset to preclude landing 
 	      pressurized.
16. Explosive decompression: occurs in less than 1 second, causes fog, if high alt - rush of air from lungs, dazed sensation, gas pains, hypoxia if oxygen not used immediately.  
	[1] Oxygen mask/ MIC switches (100%) - AS REQ
	[2] Descend - AS REQ
17. Supplemental oxygen is required when at cabin altitudes above 10,000'.
18. The oxygen system capacity is 1850 (+/-50) psig for one 49 cubic foot cylinder.
19. Between 17,000' to 20,000' the diluter demand regulator should supply 100% oxygen while in the normal position.
20.  The oxygen mask should be stored in the 100% position.
21. The min O2 requirement for local flights is 1000psig.  For cross-country flights: 1500psig. 
Cracked windshield 
External Panel: Heating elements inop, don’t use wipers.
Internal panel: descend/depressurize to 2.5 psi in 10 mins.  Lose some vis.
Cracked cabin window
Depressurize/Descend

•	Smoke+Fume Elimination
(NATOPS 15-5): 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 (may draw smoke into flight station).  Consider emergency descent and immediate landing.  

WARNING: Mag compass fluid very flammable and toxic.  If it leaks, do smoke + fume elimination and consider securing electrical equipment.

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