XC-3 (I4603): 7/19/05
 
•	FAA Flight Plan
* FAA Filing Form is civilian equivalent of DD-175.  You can find the forms in most FBOs and read them to the briefer, or the briefer can fill in the form for you by asking you the items.  To file, call 1-800-WXBRIEF.

•	Performance Data
* [FTI] Important for deciding how much fuel to load.  Reduce takeoff gross weight decreases takeoff performance.  We need to calculate accel-stop distance, and must be within rwy length.  Accel-go should be considered with a threshold crossing height and bad wx.  One-engine operative ceiling is important if MEAs are high.  One-engine inop climb gradient must give obstacle clearance (>200 fpNM or published climb gradient.)  Also check stall speeds.

•	Anti-Icing Systems
* 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.
Utilize weather radar (read NATOPS 20-61 to 20-73).  ICING: During icing flight, min speed 140K to minimize accumulation.  Continuous flight in severe icing should be avoided!  Extend ice vanes when ambient temp is 5 C (41 F) or below in visible moisture (torque will drop 40 to 60 ft-lbs and range will decrease 10-12%).  Arm autoignition when when ambient temp is 5 C (41 F) or below in visible moisture.  BEFORE flying into icing, turn ON: [1] Prop Deice [2] Pitot Heat [3] Engine Lip Boot Heat [4] Fuel Vent Heat.  In icing, turn windshield anti-ice to BOTH.  When ice is ½ to 1 inch thick, activate single surface deice cycle.  If a thunderstorm or severe turbulence is encountered, fly at 153K (Why?  The aircraft will stall before its over-Ged).            

•	FSS
* [FIH] FSS provide multiple services to pilots.  They are not radar facilities, but often are equipped with VHF/DF (for lost private pilots.)  They are not weather facilities, but can read METARs and TAFs, and other generally available weather info.  They generally can do anything that 1-800-WXBRIEF can do.  Especially useful for filing and closing flight plans.

•	Heat Rise
* Result of aerodynamic friction heating of the skin of the aircraft.  The temperature probe will indicate up to 5degC/9degF more due to this air heating, hence requirement to activate heat when 41/5deg.

•	Lost Comms (Enroute)
* In General: First, check connections/freqs to determine if actually NORDO.  Check VOR freqs, can respond with XPDR.  Proceed VFR if able.  Routing: Assigned, Vectored, Expected, Filed.  Altitudes: Assigned, MEA, Expected (Highest.)  Check FIH also:  NATO airspace, fly depicted triangle patterns to indicate lost comms.
In lost comm situation, can shoot any approach.
VFR:  [1] Troubleshoot radios, headsets, and mike switches (check circuit breakers, transmit on UHF or VHF, change frequencies, transmit on Guard) [2] Squawk 7600 [3] Make radio calls in the blind [4] Tune up Guard and nearest VOR with voice capabilities (if applicable) [5] If able to remain VMC, continue flight under VFR, land as soon as PRACTICABLE (not possible), and notify ATC.
IFR: [1] Troubleshoot radios, headsets, and mike switches (check circuit breakers, transmit on UHF or VHF, change frequencies, transmit on Guard) [2] Squawk 7600 [3] Make radio calls in the blind [4] Tune up Guard and nearest VOR with voice capabilities (if applicable) [5] Route: [AVE-F] In priority order: Assigned, Vectored, Expected Further Clearance, Flight Planned. [6] Altitude: The highest of the following for the route segment flown: Assigned, MEA, Expected Further Clearance.  If an EFC is given at a point where an approach begins and then comm is lost, start the approach at EFC.  If comm is lost at a point where an approach is not begun, leave the point at the EFC (if given).  If an EFC is not given, continue to approach point and start approach as close as possible to the time filed or amended with ATC enroute. 
Radar Approaches: If comm lost for [A] 1 minute on vectors to final [B] 15 seconds on ASR [C] 5 seconds on PAR, then attempt contact on secondary freq and, if still no contact, fly a non-radar approach.  Squawk 7600.  Maintain last assigned altitude, min safe altitude, or emergency safe altitude (if more than 25nm from field), whichever is higher.