P-3 Foul Wx

  1. DE-ICING light
    • Look for cause in deicing systems on overhead anti-icing control panel. Activate system or secure if necessary. Reset for continued warning protection. Get out of icing if system is critical and inoperative.
    • (T) PLEBW
    • (C) L or R pitot heater, LE Hot, Emp deice, Bombay hot/cold, L or R Wing Hot.
  2. ICING light
    • Anticipate icing conditions
    • (C) indicates the ice detector probe is accumulating ice. The frequency of the cycling indicates the amount of ice buildup. Long “off” period indicates a slow buildup. Light may illuminate at high angles of attack
    • (T) Engine anti-ice should be on. check prop + wing. If not in icing, check airspeed.
  3. L HTR OUT light
    • Check respective circuit breaker and bus. Monitor equipment for proper operation.
    • (T) Pitot heater left CB (FEAC), FEAC bus: RAWS warning, radar altimeter, P-nut gyro. Don’t turn off switch or pull CB. Compare P and CP airspeed indicators.
    • (C) Indicates electrical current flow to the pitot heater element has been interrupted, or current flow detector is inoperative.
  4. R HTR OUT light
    • Check respective circuit breaker and bus. Monitor equipment for proper operation.
    • (T) RH pitot HTR CB (FLB), FWD LTG BUS XMFR (MEAC), check CB Panel lights. Don’t turn off switch or pull CB. Compare airspeed indications.
    • (C) Indicates electrical current flow to the pitot heater element has been interrupted, or current flow detector is inoperative.
    • 1. Check pitot heat - ON
    • 2. Fly known combinations of attitude and power.
    • 3. Use AOA on cruise and descent, and indexer lights during landing. FL240/24O kias = 7-8 Units, 60 knots below Vne
    • Indexer (12 Units) = 30-50 knots above stall at typical weights
    • 4. Use the autopilot with altitude hold as necessary to maintain safe attitudes.
    • 5. Notify FAA ATC controllers etc. Contact and fly wing at normal speeds for P-3
    • (T) Pitot Attitude AOA Autopilot ATC Wing (PAAAWGPS)
    • (T) Calculate airspeed based on INS, GPS groundspeed + winds
    • TAS computer must be on to read winds from INS
    • (T) Use Prog Page for IAS
    • Deheat: Turn off affected panels
    • Don: Helmets on, visors down (P, CP, FE)
    • Determine: which layer is cracked (fig 2-54)
    • (T) use windshield wiper and grease pencil on either side
    • if Middle layer or unable to determine
    • Decelerate (240 knots)
    • Depressurize (2.0 inches)
    • Descend (10,000’ or lower)
    • Evacuate (T) clear flight station
    • Maintain 2.0 inches until final approach phase
    • if Outer layer: Do not exceed 240 knots below 10,000 feet
    • if Inner layer: Turn windshield heat to LOW, helmet off
    • Deheat: side windshield defogging off.
    • Determine: if crack is in one or both panels. if in both panes or cannot determine:
    • Depressurize: 2.0 inches differential
    • Descend: 10,000 feet or lower
    • Evacuate: (T) clear nonessential crewmembers
    • if crack is in one layer, normal flight profile is permitted.
    • Determine - if crack is in outer or inner pane. If outer pane (FMCO)
    • Depressurize (2.0”) and Descend (10,000’)
    • Evacuate - crewmembers from immediate area
    • if inner pane - no action required.
    Depressurize (2.0”) Descend (10,000’) Evacuate nonessential crewmembers from immediate area (A1)
  10. ANTI-ICING LIGHT, control switch ON
    • (C) 14th stage air of sufficient temperature to melt ice has entered the torque-meter shroud and the inlet scoop.
    • (T) 90 seconds, 9% SHP drop or 24 degrees TIT rise is normal. Much less indicates one or more valves already open.
    • Consider doing 1050 check for open bleed air valves.
    • If light take a long time, compressor inlet side valve may have failed closed.
    • On deck: investigate, secure engine and return to line
    • In flight, turn on anti-ice control switch
    • a. if a SHP drop is observed, E-handle.
    • (T) Test fire warning and look at engine for other indications (secondaries).
    • b. if no SHP drop is observed, continue engine operation.
    • (T) if drop observed check for secondaries of abnormal heat (smoke, TIT)
    • (T) If no drop, check engine anti-ice CB (MEDC).
    • (C) a. abnormal heat in the area (b) loss of electrical power to the solenoid valve.
    • (S) This is a bleed air leak, and can be investigated as such.
    • a. Check for horsepower drop. If normal, continue operation.
    • b. If less than normal:
    • 1. check for ice buildup on air inlet scoop. If excessive, E-handle.
    • 2. if no ice buildup on air inlet scoop is observed, monitor SHP, TIT, and fuel flow. Initial indications may be a gradual power loss followed by erratic operations. if either of these indications is observed, E-handle.
    • (C) One or both areas of system may not be receiving hot air.
  13. ANTI-ICING advisory light remains on after system utilization
    • Allow sufficient time for thermal switch cooling prior to investigating. If no other abnormal indications exist, engine operations may be continued for the remainder of the flight.
    • (T) Note less than normal recovery indicates one or more valves did not close. Light should take about 90 seconds with 9% drop in SHP or 24 degree TIT rise.
  14. LE HOT light on
    • Close all bleed air valves. Locate defective area with temperature selector. Open all modulating valves. When necessary, deice the entire wing using the bleed air valves.
    • (C) The wing leading edge skin temp has increased in excess of 110 deg C. One of the six modulating valves is either stuck open or improperly modulating.
    • (T) Check mod valve CB (EMDC)
    • (T) If mod valve stuck open, then use opposite wing's bleed air valve to deice - so stuck bleed air valve won't lead to E-handle. Attempt to blow any stuck bleed air valves closed.
  15. LW HOT or RW HOT light on.
    • a. Secure wing deicing and get out of icing area.
    • b. If light remains on, dump appropriate EDC.
    • (T) Allow time for thermal switch to cool prior to dumping EDC. Consider descent below freezing level or climbing above icing conditions. Check recovery when deicing is secured. Monitor LE temperatures for secondary indications. Accelerate above 200 KIAS, just like EMP DEICE to minimize freezing on control surfaces.
    • (T) On ground: Secure bleed air valves, wait, then dump EDC.
    • (C) Air temperature in the wing plenum area exceeds safe limits. May be caused by a leak in the bleed air manifold or EDC plumbing.
  16. BOMB BAY HOT light on
    • Turn bomb bay heat switch OFF until light goes out, then heat bomb bay with switch in OVERRIDE position, monitor for proper operation.
    • (C) Temperature above desired level, not cycling
  17. EMP DE-ICE light on
    • Turn switch OFF then ON. If light remains on, turn switch OFF, increase airspeed above 200 knots; vacate icing area. If light does not come back on, a temporary overheat exists. Continue operation.
    • (C) Parting strip power relay deenergized, cycling power relay deenergized, control relay deenergized, timer motor failure, empennage overheat condition. Open control power circuit breaker.
    • (T) Check all Cbs including EMP CB panel, inspect timer motor, inspect empennage thru aft observer windows.
  18. BOMB BAY COLD light on
    • (T) if torpedoes require heating:
    • Turn bomb bay heat switch ON (autocycling) Open #3 or #4 engine bleed air valve.
    • (C) Temperature below desired level in bomb bay.
  19. FUS DUCT HOT light on
    • a. Close all engine bleed and fuselage shutoff valves.
    • b. In flight, if light remains on, dump EDCs one at a time.
    • (T) try lower spread EDC first.
    • c. On ground, secure ground air-conditioning and all engine and APU bleed air, and return to line.
    • (C) Leak in area around cross ship manifold, creating excessive temperature. Can be caused by a leak in the bleed air manifold, APU bleed air lines, or EDC plumbing.
Card Set
P-3 Foul Wx
P-3 Foul Wx