King Air 200 ICE AND RAIN PROTECTION

The wing and horizontal stabilizer leading edges are deiced by: Pneumatically-inflated boots. Pneumatically-heated boots. Pneumatically-inflated and heated boots. Pneumatically-inflated/electrically- heated boots.

If wing and horizontal stabilizer boots were inflated with only a thin coating of ice on them: The system would work most efficiently. The ice would only crack and may not break loose. The ice would only begin to melt and then refreeze. The cracking ice might rupture the boot.

When the deice boots are automatically cycled, the timer sequence is as follows: Wings and horizontal stabilizer simultaneously, 10 seconds. Inboard boots on wings, six seconds outboard and horizontal stabilizerfour seconds. Wings and tail, six seconds expanded, four seconds contracted. Wing, six seconds; horizontal stabilizers, four seconds.

If the boots are held inflated too long they: May form the foundation for a new unremovable layer of ice. May overheat and deform. May develop a puncture. Add dangerous drag.

If the airplane is flying through icing conditions, what is the minimum speed necessary to keep the bottom of the wings’ leading edges ice-free?. 100 knots. 120 knots. 140 knots. 160 knots.

If there is a loss of electrical power to the timer of wing and horizontal stabilizer boots while they are inflated: The boots will neither inflate nor deflate. The boots will stay inflated. The boots will collapse under vacuum. The boots deflate very slowly.

If the BRAKE DEICE switch in the anti-ice group is selected to the ON position, and the lower annunciator panel light BRAKE DEICE ON is illuminated, the: Brake manifolds are most likely receiving hot bleed air. Brake manifolds are definitely receiving hot bleed air. Brake manifolds are at operating temperature. Brake manifolds are receiving an adequate supply of bleed air.

After the wheels have retracted into the wheel wells: Brake deice cannot be running at all. Brake deice cannot run more than 10 minutes without extending gear again. Brake deice cannot run unless it was first turned on prior to retraction. Brake deice heat is inoperable be- cause it may eventually cause a fire.

Brake deicing is the largest single load on the bleed-air system. If the brake deicing is used with other pneumatic systems, such as boot inflation, at what level must the engine N1 be maintained?. 85%. 75%. 65%. 55%.

The windshield temperature is regulated and affected by: Cockpit ambient temperature. Outside ambient temperature. Heat sensors which sense glass temperature. An accumulation of ice and snow.

The current requirements of the propeller boots must be monitored because: A heavy current flow in one boot may or may not be sufficient to trip the breaker. Overheating propellers can seriously weaken the structural integrity. Defective boots can cause uneven deicing and serious vibration. Heavy current flow may burn up the brushes and slip rings.

During icing conditions in flight, the stall warning: Is reliable as long as the stall warning vane heat is on. Is unreliable unless the wing boots and warning vane heat boots are both on. Is unreliable. Indication speeds is automatically increased to compensate for ice accumulation.

The engine compressor inlet screen is protected from ice particles by: An electrically-heated structure of in-take vanes. An inertial vane system. A pneumatically-heated intake manifold. Hot exhaust gases blown across the intake.

Prior to BB-1444, except 1439, the mechanical backup operation of the engine inertial vanes in case of electromechanical failure: Can be performed only once per flight. Can be performed twice per flight. Must be used to the exclusion of the electrical system for the flight’duration. Must be used only if the electromechanical system fails.

The windshield wipers may be used under which of these circumstances?. On the ground or in flight on a wet windshield. On the ground or in flight up to 200 knots on a wet windshield. On the ground or during takeoff on a wet or dry windshield. Under any circumstances.

Each of two fuel vent systems is kept ice free by: The hot oil heat exchanges around the vent probes. Continuously active electric heaters around the vent probes. The two pitot heat switches which also control the heat to the vent probes. Two switches in the ICE group that control current flow to the heaters.

Engine air intake lips are: Heated by electrothermal boots. Heated by exhaust gases when the engine is operating. Heated by extracting bleed air when the engine is operating. Not heated because of new nacelle design.

The following statements are applicable to flight in icing conditions with one exception. Which is it?. Increased fuel consumption will occur. Reduced propeller efficiency is likely. Increased stall speeds are to be expected. The engines may run a little cooler.

Just prior to brake release with the OAT +5°C or less and visible moisture encountered, what action should the pilot take?. The inertial separator ice vanes should be extended immediately. The inertial separator ice vanes should be extended just after liftoff is achieved. The inertial separator ice vanes should be extended only after 500 feet is reached. The inertial separate ice vane should be extended only after maximum engine takeoff power has been achieved.

The deice boots should not be operated when the OAT is below: –30°C. –40°C. –50°C. –55°C.

The upper temperature limitation for safely using the engine anti-icing vanes is: +25°C. +20°C. +15°C. +10°C.

In case of bleed air failure from either source: All of the pneumatic deice and antiicing equipment may still be used. Only the brake deice system may not be used. Do not use either brake or boot deice except in an emergency. Do not use wing deice simultaneously with any other pneumatic system.

Prior to BB-1444, except 1439, the manual control of the ice vanes: May be used interchangeably with the electromechanical controls. Must be used exclusively throughout the flight after manual control has been used once. Cannot be used unless there has been a failure of the electromechanical system. Is entirely independent of the electromechanical system.

When the propeller deice system is operated manually, the PROP ammeter reads: 14-18 amperes. 10-15 amperes. 0 amperes. 8-10 amperes.

If, during flight through icing conditions, the propeller deicing system draws excessive current (higher than green arc) but does not trip the circuit breaker: Disable that breaker manually. Run the deice system only to get rid of excessive vibration. Normal heating may be continued with an occasional increase in rpm as needed. Operate the deice system in manual mode.