BE 350 CRH 2

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    King Air 350 Developed for Training Purposes 4G-1October 2001

    Surface and Brakes Anti-Ice Systems

    EJECTOR

    DISTRIBUTOR

    VALVE

    WING

    DEICE

    TAIL

    DEICE

    TO DOOR

    SEAL

    LANDING

    GEAR

    POWERPACK

    FROM RIGHT

    ENGINE P3

    PNEUMATIC AIR

    SHUTOFF VALVE

    N.O.

    N.C.

    RIGHT BRAKE DEICE VALVE

    BRAKE

    DEICEON

    OFF

    NOT

    UP

    LH MLG

    UPLOCK

    R GEN

    BUS

    WINDOW

    DEFOG

    VALVE

    WINDOW

    DEFOG

    FLT HOUR

    METER

    VDC

    PRESSURE

    GAUGE

    SUCTION

    GAUGE

    COPILOT'S

    TURN & SLIP

    INDICATOR

    VACUUM

    REGULATOR

    VACUUM

    AIR FILTER

    COPILOT'S

    ATTITUDE

    INDICATOR

    PRESSURIZATION

    CONTROLLER

    VDC

    PNEUMATIC AIR

    SHUTOFF VALVE

    N.O.

    B3CRH-IR001i

    FROM LEFT

    ENGINE P3

    LEFT BRAKE DEICE VALVE

    N.C.

    UP

    VDC

    10 MINTIMER

    4PSI

    4in. Hg

    L BLEED FAIL

    L BK DEICE ON

    R BK DEICE ON

    R BLEED FAIL

    N.O.

    18 PSIPRESS

    REG

  • 4G-2 Developed for Training Purposes King Air 350October 2001

    CAE SimuFlite

  • King Air 350 Developed for Training Purposes 4G-3October 2001

    Ice and Rain Protection

    Windshield Heating System

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  • 4G-4 Developed for Training Purposes King Air 350October 2001

    CAE SimuFlite

    Propeller Deice SystemP

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    IME

    R(9

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    PR

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    ICE

    CO

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    RO

    LS

    WIT

    CH

    MA

    NU

    AL

    PR

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    CO

    NT

    RO

    L

    LH

    MA

    NU

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    RH

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    PR

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    RIG

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    OV

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    LE

    FT

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    RH

    PR

    OP

    LH

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    AM

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    C E N T E R B U SL G E N B U ST P L F E D B U S

  • King Air 350 Developed for Training Purposes 4G-5October 2001

    Ice and Rain Protection

    Ice and Rain ProtectionIce and rain protection systems include:

    ice detection

    pitot anti-icing

    stall warning heat

    windshield protection

    airframe anti-icing

    air intake lip anti-ice

    inertial separation anti-ice system

    propeller deice

    brake deice.

    Ice DetectionIce detection is accomplished visually by the flight crew, fromthe flight compartment; wing inspection lights are installed forice detection during night operation.

    Pitot Anti-IcingTwo pitot tubes on the nose of the aircraft contain heating ele-ments that protect against ice accumulation.

  • 4G-6 Developed for Training Purposes King Air 350October 2001

    CAE SimuFlite

    Stall Warning Vane Anti-IcingThe lift transducer is equipped with anti-icing capability on boththe mounting plate and the vane. The heat is controlled by aswitch located on the pilot's right subpanel, placarded STALLWARN. The level of heat is reduced for ground operation, but isautomatically increased for flight operation through the leftlanding gear safety switch. Power for the stall warning vaneheat is from the R Gen bus. Turn the stall warning vane heat onfor all flights.

    The heating elements protect the lift transducer vane and faceplate from ice. However, a buildup of ice on the wing maychange or disrupt the airflow and prevent the system fromaccurately indicating an imminent stall. Remember that stallspeed increases whenever ice accumulates on the aircraft.

    Windshield ProtectionElectric heating elements in the windshield provide protectionagainst the formation of ice, while air from the cabin heatingsystem prevents fogging. Heavy duty windshield wipers pro-vide improved visibility during rainy flight conditions.

    Windshield Anti-Icing The pilot's and copilot's windshields each have independentcontrols and heating circuits. The control switch allows the pilotto select a HI or a NORMAL intensity heat level. The wind-shields are composed of three physical layers. The inner layeris a thick panel of glass that is the structural member. The mid-dle layer is a polyvinyl sheet that carries fine wire heating grids.The outer layer is a protective layer of glass bonded to the firsttwo layers. The outside of the windshield is treated with a staticdischarge film, called a NESA coating.

  • King Air 350 Developed for Training Purposes 4G-7October 2001

    Ice and Rain Protection

    Electrical heating elements protect the windshields againsticing. The heating elements connect at terminal blocks in thecorner of the glass to wiring leading to the control switchesmounted in the pilot's right subpanel.

    Each windshield has electrical connections for the resistivematerial and for temperature sensing elements. The resistivematerial is arranged to provide primary and secondary heatedsurfaces.

    Windshield WipersSeparate windshield wipers are on the pilot's and copilot'swindshield. The dual wipers are driven by a single electricmotor, installed forward of the instrument panel.

    The windshield wiper control is on the overhead light controlpanel. It provides the wiper mechanism with SLOW, FAST andPARK positions. The wipers may be used either on the groundor in flight, as required; however, they must not be operated ona dry windshield. The windshield wiper circuit breaker (CB) ison the copilot's right side CB panel in the WEATHER group.

    CAUTION: The practice of turning the windshield anti-iceon early in the flight is recommended if it is anticipatedthat it will be required later in the flight after the windshieldhas been cold-soaked. Activating the windshield anti-iceafter the windshield has been cold-soaked may cause thewindshield to crack.

  • 4G-8 Developed for Training Purposes King Air 350October 2001

    CAE SimuFlite

    Airframe Anti-IcingThe selector switch that controls the surface deice system per-mits automatic single cycle operation or manual operation.

    The deice and vacuum system is operated with pressureobtained by bleeding air from the engine compressors. This airis routed through a regulator valve that is set to maintain thepressure required to inflate the deicer boots on the leadingedge of each wing and the horizontal stabilizer.

    CAUTION: Operation of the surface deice system in ambi-ent temperatures below -40C can cause permanent dam-age to the deice boots.

    Very thin ice may crack and cling to the boots instead of shed-ding. Subsequent cycling of the boots will then have a tendencyto build up a shell of ice outside the contour of the leadingedge, thus making ice removal efforts ineffective.

    NOTE: For most effective deicing operation, allow at least 1/2 inch (1.27 cm) of ice to form before attempting ice removal.

  • King Air 350 Developed for Training Purposes 4G-9October 2001

    Ice and Rain Protection

    Engine Anti-IcingAir Intake Anti-Ice LipEngine exhaust heat is utilized for heating the engine air inletlips. Hot exhaust, picked up by a scoop inside the left exhauststack, is ducted to the inlet lip. Exhaust flows through the insideof the lip and out through the right exhaust stack. The systemoperates whenever the engine is running.

    Inertial Separation Anti-Ice SystemAn inertial separation system is built into each engine air ductto prevent moisture particles from entering the engine inlet ple-num under icing conditions. The system includes dual actua-tors and controls.

    During all ground operations, before icing conditions areencountered, or when operating at a temperature of +5C andcolder and when flight free of visible moisture cannot beassured, the Engine Anti-Icing system should be deployed.When actuated, the forward vane is lowered into the inlet airstream and the aft vane is retracted. Repositioning these vanescauses the inertia of heavier moisture-laden or solid particles tocontinue along their path to be exhausted overboard throughthe lower nacelle area. Lighter particles and free air will turnabruptly to enter the engine inlet.

  • 4G-10 Developed for Training Purposes King Air 350October 2001

    CAE SimuFlite

    Propeller Deice The propeller electric deice system includes: electrically heateddeice boots, slip rings and brush block assemblies, a timer forautomatic operation, ammeter, circuit breaker located on theright side panel for deice control circuit protection, and twoswitches located on the pilot's right subpanel for automatic ormanual control of the system.

    Brake DeiceThe brake deice system uses hot air to melt ice from the mainlanding gear wheels. The hot air flows from each engine com-pressor through the pneumatic bleed air system to a tee fittingin each main gear wheel well. From there, the hot air flowsthrough the brake deice line to a solenoid-operated shutoffvalve, then through a flexible hose assembly along the aft sideof the landing gear strut to a distri