XC-4 (I4604): 7/19/05

•	Filing in Flight
* Generally should file on ground.  File in flight for VFR flight that unexpectedly encounters IMC.  Call up FSS, or Approach/Tower in Emergency, tell them the required info on FAA flight plan.   Maintain VMC until clearance received.  Can cancel IFR, but still need to close flight plan.  Small changes to flight plan can be coordinated through ARTCC, big changes involving multiple ARTCCs should be handled through FSS.
Change of flight plan enroute: done with ATC (use back cover of enroute supp for proper flow- don't use block headings, only information required).  If complicated, file with FSS (255.4 or charted VHF freq).  On initial call to FSS, identify freq on and VOR close to.  After filing, request weather update.  After FSS enters flight plan, allow ARTCC time to process request.

•	SSE Enroute
* Perform Emergency Engine Shutdown, Declare an Emergency, Land As soon as possible.  And Maintain Aircraft Control, Analyze the Situation, Take the Proper Action, Land as soon as conditions permit.  Or something.  Watch for cabin altitude, and MEA requirements.  Use charts + IFR supp for usable fields.  Destination Route Altitude Fuel Time, DRAFT change of destination.
Deal with emergency, have copilot take comms, declare an emergency, squawk 7600, run the dead engine checklist.  Land as soon as possible at the nearest suitable airfield.  Pressurization requires (72% N1 dual engine & 85% N1 for single engine).  Check minimum altitudes.  Fuel burn will increase.  Speed will decrease.  Climb rate will decrease. 

•	FMS (GPS) Enroute Nav
* Standard GPS, program in flight plan, EXEC, use discontinuities for Hold or Procedure Turn.  Check Predictive RAIM for any approach.  Fly the CDI, make sure the CDI is set to the right course (CDI heading not slaved.)  Program in intermediate fixes, but do not need to factor in range as with RNAV.
Study sources: [1]FMS/GPS computer software (in TWG-4 bldg.) [2]IEC Model 9002M FMS Operator's Manual (where can I find this pub?) [3]NATOPS [4]AIM [5]AFMAN 11-217 V2.
Navigation Database: All named waypoints identified with 5-letter alpha character name.  Unnamed waypoints, such as a DME fix, have a 5 letter alphanumeric coded name in the database (exp. D234T represents a point on the 234 radial from XYZ vortac at 20DME [the letter T is the 20th letter of the alphabet and indicates 20nm]).  The T-44 GPS uses the Jeppesen NavData Database.
Approaches: 2 types: [1] Stand-Alone: constructed for GPS, absence of other navaids in approach title.  Straight-in minimums correspond to LNAV Minima on RNAV charts [2] Overlay: permit GPS under IFR to fly existing instrument approaches.  2 types: [A] GPS Not in the Title [B] GPS in the Title
Course Sensativity: CDI sensitivity varies with mode of operation.  GPS normally linear (straight line distance from point to point) regardless of distance from waypoint.  [1] Enroute Mode: prior to approach, full scale deflection = 5nm from centerline [2] Terminal Mode: within 30nm of destination airport on charted SID/DP/STAR or between last enroute waypoint and initial waypoint (IAF).  CDI full scale deflection = 1nm from centerline. [3] Approach Mode: sensitivity transitions from 5nm full deflection to 1nm full deflection within 30nm of destination airport.  Must be active to proceed past FAF on non-precision approach.  [4] Final Approach Mode: 2nm to the FAF waypoint, sensitivity transitions to CDI full scale deflection of 0.3nm either side centerline.  [5] Missed Approach Mode: nav to missed approach holding point, sensitivity 1nm of centerline.
RAIM: When GPS integrity doesn't meet RAIM standards, integrity warning, signals GPS nav info may no longer be reliable (equivalent to 'off flag' on HSI.
Approach Restrictions: Instrument Approaches must be: [1]accomplished in accordance with FMS database using current update cycle [2]conducted in FMS Approach Mode.  RAIM must be available at FAF (INTG annunciator extinguished).  Aircraft must have other approved nav equipment.  GPS approaches can be flown without tuning, identifying, or monitoring other navaids (highly discouraged).
Preflight Actions: [1] Review GPS NOTAMS for destination and any alternates.  GPS satellite outages issued under pseudo random noise (PRN), number or satellite vehicle number (SVN).  Accessed using "KGPS" airport identifier.  Important to deselect any affected satellites using SV CONTROL function (on RAIM 2-2 page) of IEC 9002 FMS. [2] NavData NOTAMS: issued every 2 months.  Found at Jeppesen website (http://www.jeppesen.com/onlinepubs/navdatanot.phtml).  Check before flight. [3] If using GPS, aircraft is considered RNAV for flight planning purposes.  Use BE-9L/G in aircraft identification block.  [4] Check GPS ground equipment by start-up and self-test procedures as outlined in NATOPS.  Check currency of database, and predicted RAIM available status for approach plan to fly at ETA.  
CRM Procedures: On deck, right-seat pilot enters flight plan into FMS.  In flight, pilot not flying (PNF) changes flight plan data.  PNF verbalizes changes.  Pilot flying (PF) verifies modification.  Both pilots review modified or previously loaded flight plan prior to execution.  Either pilot verbalize need to enter a discontinuity.  PNF will enter discontinuity and adivise PF when entry complete.  Either pilot verbalize need to close up discontinuity.  PNF receive concurrence from PF prior to closing it up.  Either pilot verbalize need to enter or edit a waypoint.  PNF enters the waypoint and executes it after receiving concurrence from PF.  PNF monitors flight progress on LEGS page.  Either pilot verbalizes if annunciator illums.  PNF looks up amplifying information.  In response to CDU APP annunciatior (APPR annunciator on instrument panel), either pilot verbalize approach mode still active, and other pilot acknowledge the call.  After missed approach, PF requests approach reselection.  PNF will acknowledge and comply, then inform PF when approach reselection is complete.  Prior to manually changing CDI sensitivity, PNF obtains concurrence from PF.  PF will verbalize disengaging FMS.  PNF will acknowledge. 
Terminal Area Ops - Departure: Load SID/DP (from nav database).  If can't be retreived, may not use RNAV to fly prior to SID/DP termination point.  
Enroute Operations: Use of Predictive Integrity.  Check RAIM availability for planned approach.  If check inicates integrity may not be available, develop alternate plane for landing or proceed to alternate.
Prior to Descent: Compare approach retrieved from GPS nav database to GPS published approach on IAP.  If differences arise, the published approach chart, supplemented by NOTAMs, takes precedence.  Develop a back-up plan.  Consider the possibility of equipment failure past the FAF.  Load the STAR (if applicable).  If can't be retreived, can't use RNAV to fly procedure.
Terminal Area Ops - Arrival: Monitor all ground-based navaids since GPS approaches are flown point-to-point.  Bearing pointer on HSI and DME will be to next waypoint, not necessarily the field.  Be prepared to use traditional navaids.  Be wary of having head down in cockpit.
Approach Procedures: Reference NATOPS and IEC 9002M FMS Operator's Manual.  Inbound Course: course displayed on FMS between FAF and MAP may be slightly different than printed on approach plate; should not affect approach performance.  GPS Integrity Warning Prior to FAF: don't descent to MDA.  Instead, proceed to MAP via FAF, perform missed approach, and notify ATC.  Alternatively, may continue approach provided backup is available.  Stepdown Waypoints: nav database doesn't provide stepdown waypoints after FAF.  In all cases, next waypoint is MAP.  Determine stepdown fixes and VDP by refering to GPS distance from MAP as depicted on approach plate.  GPS Integrity Warning After FAF: very serious, immediate action required.  Transition to back-up approach if available or proceed to MAP along FAC and execute missed approach.  
Performing Missed Approach Procedures: MAP labeled with named waypoint.  Select Missed Approach Mode manually by using LEGS screen.  Clear MAP discontinuity by pressing Go Around Button on power lever within 2nm of FAF.  If Go Around Button used, EXEC key still needs to be pressed to execute missed approach.  Performing the missed approach: If initiated prior to MAP, proceed to MAP along FAC.  If missed approach includes a turn, don't begin turn prior to MAP.  Fully review procedure before flying it!  Climb gradient: min of 200 ft/min unless higher published.  

•	RNAV Procedures
* Can use for defined WPTs, or can create your own.  Under WPT, type full frequency, elevation, radial, and distance, then store as a PRE.  Type in defined radial/dme for fix, or draw a straight line between you and your destination, and make RNAV waypoints along that line to fly a straight line to your destination.  Can use with TACAN, but need to type 0 in for your freq.  Harder to use.

•	Civil Field Ops
* Same preflight planning required.  Make sure FBO has required pubs.  Call 1-800-WXBRIEF for WX, NOTAMs, and to file.  Ask per local noise abatement procedures, ensure MX is familiar with T-44 (vice normal King Air.)  Ensure no tow bar if you’re going to tow.  Call 'Clear Right/Left,' if no lineman.

•	Wake Turbulence
 * [AIM] In air: Heavy behind Heavy: 4 mi.  Large behind B757: 4 mi.  Small/large behind heavy: 5 mi.  Small behind large: 4 mi.  
Landing: Small aircraft behind heavy: 6 mi.  Small behind large: 4 mi.  
Takeoff: 2 min/4-5 mi.  Small A/C behind large: 3 recommended.  Small A/C behind heavy: 3 mandatory.
Wake turbulence is caused by counter rotating vortices trailing from wingtips.  Usually only a problem from large aircraft.  Greatest strength when generating aircraft is HEAVY, CLEAN, & SLOW!  Vortices are generated whenever aircraft is in the air (moment it leaves the ground).  Vortices sink at several hundred feet per minute.  In flight, avoid area behind and below.  1000' separation in the air is considered safe.  Vortices tend to sink and move laterally out from the flight path when near the ground and no wind.  With 1K- 5K crosswind, the upwind vortice tends to remain in the touchdown area and the downwind vortice tends to drift at twice the crosswind speed with the wind (possibly to a parallel runway).  The most dangerous is a quartering tailwind (remains on the runway).
1. Landing behind larger aircraft (same runway) - stay above flight path and land beyond touchdown point.
2. Landing behind larger aircraft (crossing runway) - stay above flight path.
3. Landing behind departing larger aircraft (same runway) - land well prior to its rotation point.
4. Landing behind departing larger aircraft (crossing runway) - stay above flight path.
5. Departing behind larger aircraft - rotate well prior to its rotation point and stay above its flight path.
6. Departing or landing behind larger aircraft executing a missed approach, low approach, or touch and go - insure minimum of 2 minute interval before takeoff or landing.
7. En route flight behind larger aircraft -  avoid flying below and behind (adjust position laterally, preferably upwind).
     When landing behind larger aircraft fly on or above glide path.  If visual approach initiated with preceding larger aircraft in sight, pick a visual point to land no further than 1000' from approach end of runway and establish a line of sight to that landing point which is above and in front of preceding larger aircraft.  Land BEYOND the point of landing of the preceding larger aircraft.  2 minutes or 4 to 5 mile radar separation when taking off behind a B757/heavy.  3 minute interval given when taking off from an intersection behind a departing large aircraft (when preceding aircraft is a B757/heavy and ops on either same or parallel runways are separated by less than 2,500').  Pilots can request additional separation i/e 2 minutes instead of 4 or 5 miles for wake turbulence separation.  This request must be made as soon as practicable on ground control and at least before taxiing onto the runway.