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31 Cards in this Set

  • Front
  • Back
HARD LANDING
In the event of a hard landing where possibility of gear or structural damage is suspected, proceed as follows:

If on the runway:

*1. Full stop—EXECUTE

If airborne:

*2. Landing gear—LEAVE DOWN
3. Airborne landing gear inspection—EXECUTE

If visual damage is confirmed:

4. Execute appropriate landing gear emergency procedure.

If visual damage is not confirmed:

5. Execute normal landing.

CAUTION
Minimize use of brakes to avoid additional loads
that may collapse gear. Do not attempt to taxi.
SPLIT-FLAP CONDITION
*1. Reset flap lever to prior position.
2. Pull FLAP PWR circuit breaker.
3. Land as soon as practicable.

NOTE
The aircraft is fully controllable in the split-flap configuration.
With use of full available aileron trim, control pressures
are light. Consideration should be made for using increased
landing speeds to enhance controllability.
FUEL CONTROL STUCK AT MINIMUM FLOW (ROLLBACK)
If N1 and ITT indicate that a rollback condition exists (FCU stuck at minimum flow), proceed as follows:

*1. Condition leaver—FULL INCREASE RPM
*2. EPL—ADVANCE TO DESIRED POWER SETTING
NOTE
When using EPL maintain N1 above 65 percent
to improve engine response and ensure generator
stays online.

If resultant power available is insufficient to execute a PEL:

*3. EPL—DISCONNECT
*4. ENGINE FAILURE—EXECUTE

WARNING
When the engine is so underpowered that high rated of
descent occur, any delay in feathering the propeller
may result in insufficient altitude to reach a suitable
landing site. It is not recommended to delay feathering
the propeller in the landing configuration below landing
pattern altitude.

NOTE
If resultant power is sufficient to maintain a rate of descent
less that the feathered condition (600 to 800 fpm clean),
consideration should be given to allowing the engine to
operate until the field is made.

If sufficient power is restored:

*5. PCL—IDLE
*6. PEL—EXCECUTE

CAUTION
Use of BETA is not recommended when performing a
landing using the manual fuel control system. If the use
of BETA is required, ensure the EPL is in the IDLE range
or DISCONNECT before selecting BETA with the PCL.
COMPRESSOR STALLS
If compressor stalls occur, proceed as follows:

*1. PCL—SLOWLY RETARD TO JUST BELOW THRESHOLD TO CLEAR STALL
*2. Cockpit environmental control—FULL FORWARD

WARNING
Avoid unnecessary PCL movement. Advancing the PCL may
result in further compressor stalls and engine flameout. Retarding
the PCL further may limit maximum power available.

*3. PCL—SLOWLY ADVANCE (as required)

If the resultant power available is insufficient to execute a PEL:

*4. ENGINE FAILURE—EXECUTE
*5. PEL—EXECUTE

WARNING
Use of manual fuel control will only aggravate
compressor stalls and could lead to flameout.

WARNING
When the engine is so underpowered that high rates of
descent occur, any delay in feathering the propeller may
result in insufficient altitude to reach a suitable landing site.

NOTE
--If the situation permits, record the altitude, OAT,
maximum ITT, and duration of compressor stalls.

--If resultant power is insufficient to maintain a rate
of descent less than the feathered condition
(600 to 800 fpm clean), consideration should be
given to allowing the engine to operate until the
field is made.
ENGINE FAILURE
*1. Flying speed—MAINTAIN (100 KIAS minimum)
*2. Landing gear and flaps—UP
*3. Engine instruments—CHECK

WARNING
If N1 and ITT indicate a rollback condition (FCU stuck at minimum flow),
execute the ROLLBACK procedure. If application of power results in
compressor stalls (possible compressor bleed valve malfunction/failure),
execute COMPRESSOR STALLS procedure.

*4. Condition lever—FEATHER (as required)
*5. Landing site—SELECT
*6. Harness—LOCKED
*7. Airstart—PERFORM

If Airstart is not attempted or is unsuccessful:

*8. No landing site available and altitude permits—BAIL OUT

If forced landing/ditch is to be continued:

*9. Emergency engine shutdown—EXECUTE
*10. MAYDAY/7700—BROADCAST
*11. ELP—INTERCEPT
*12. Gear and flaps—AS REQUIRED
*13. Canopy—EMERGENCY OPEN

NOTE
Dirt and loose objects propelled by the air-blast
may restrict visibility.

*14. Battery switch—OFF

NOTE
Consideration should be given to leaving
the battery on at night.
AIRSTART
Proceed as follows:

*1. PCL—IDLE
*2. Emergency fuel shutoff handle—PULL
*3. Standby fuel pump switch—ON
*4. Starter—ON
*5. N1 and ITT—MONITOR FOR START INDICATIONS
*6. Starter—OFF (when ITT peaks or no indications of start)
*7. Standby fuel pump—OFF (if start unsuccessful)

NOTE
If an Airstart is attempted and unsuccessful,
sufficient battery power may not be available
to lower the flaps or gear electrically.

If start is successful:

*8. Condition lever—FULL INCR
*9. PCL—ADVANCE (as required)
*10. PEL—EXECUTE
*11. Autoignition—ON
PRECAUTIONARY EMERGENCY LANDING
If prolonged flight becomes infeasible because of known or suspected engine fault conditions, execute a PEL as follows:

WARNING
Should engine failure occur at low altitude (below 2,500 feet AGL
and before established on the ELP), any delay in transitioning to
ENGINE FAILURE procedures may result in high rates of descent
and/or inability to reach a suitable landing site.

NOTE
In the landing environment, the nearest suitable runway may
include runway remaining during climbout.

*1. Select nearest suitable runway.
*2. Climb at 100 KIAS or accelerate to within dead engine glide distance of runway.
*3. Landing gear and flaps—UP (as appropriate)
*4. Aircraft and engine instruments—CHECK
*5. ELP—INTERCEPT
UNCONTROLLABLE HIGH POWER
The bearings or shaft in the FCU could fail without prior fluctuations, causing fuel flow to go to maximum, resulting in a very high-power condition that will be unresponsive to PCL movements. If torque, N1, and fuel flow go to maximum and the engine is unresponsive to PCL movements, proceed as follows:

*1. PEL—EXECUTE

WARNING
Certain failures can cause wide power surges from maximum
to as low as minimum fuel flow. Engagement of the EPL in
this case will have no effect on the high end of the power fluctuations,
but may raise the low end of the surges, thus reducing the magnitude
of the fluctuations.

2. Friction lock knob—FULL DECREASE
3. Condition lever—RAPIDLY RETARD TO FUEL OFF

CAUTION
When retarding the condition lever, do not hesitate in the
FEATHER detent because high power from the engine
with the propeller in FEATHER may cause severe airframe
vibration and very high torque applied to the propeller
and reduction gearbox.

NOTE
Altitude permitting, the pilot may elect to shut down the engine
with the emergency fuel shutoff handle. The engine may continue
running for as long as 30 seconds after the handle is pulled.

4. ENGINE FAILURE—EXECUTE
ENGINE FIRE IN FLIGHT
*1. Fire—CONFIRM

If fire is confirmed:

*2. Emergency engine shutdown—EXECUTE
*3. Cockpit environmental control/aft cockpit outside air—OFF

NOTE
Under varying conditions of altitude, fire, smoke, or fumes,
the pilot has the option of using 100-percent oxygen, opening
canopy, and/or closing the oxygen cylinder valve as dictated
by judgment.

If fire persists:

*4. Bailout—EXECUTE

If fire extinguishes:

*5. Engine failure—EXECUTE

If no fire indications:

*6. PEL—EXECUTE
ELECTRICAL/UNKNOWN ORIGIN FIRE -- VMC
Attempt to locate/isolate source of fire/fumes.

If unsuccessful continue:

VMC

*1. Battery and generator switches—OFF
*2. 100-percent oxygen—DON (as required)
*3. Airspeed—REDUCE (as required)

NOTE
Under varying conditions of altitude, fire, smoke, or fumes,
the pilot has the option of using 100-percent oxygen, opening
canopy, and/or closing the oxygen cylinder valve as dictated
by judgment.

*4. Cockpit environmental control/aft cockpit outside air—OFF

If fire persists:

*5. Engine fire—EXECUTE

If fire extinguishes:

*6. Land as soon as possible.
7. Restoring electrical power—EXECUTE (as required)

NOTE
Should the pilot elect to initiate an emergency landing with electrical
power secured, additional consideration should be given to the landing
approach; allow additional time to handcrank the landing gear down and
plan for a no-flap landing with maximum runway length, since BETA
will not be available.
ELECTRICAL/UNKNOWN ORIGIN FIRE -- IMC
*1. Utility bus switches—OFF

NOTE
The following items will be lost when securing the utility bus switches: Oil
pressure and temperature, flap power and position indicator, RMI compass
and cards, NACWS CDU’s and TRC, transponder, VOR, TACAN, GPS, fuel
quantity, BETA release, utility lights, console lights, console flood lights,
instrument flood lights, vent blowers, scavenge pump, prop test, condenser
blower, AC clutch, and avionics cooling fan.

*2. All other nonessential equipment—OFF
*3. 100-percent oxygen—DON (as required)
*4. Airspeed—REDUCE (as required)

NOTE
Under varying conditions of altitude, fire, smoke, or fumes,
the pilot has the option of using 100-percent oxygen, opening
canopy, and/or closing the oxygen cylinder valve as dictated
by judgment.

*5. Cockpit environmental control/aft cockpit outside air—OFF

If fire persists:

*6. Bailout (altitude permitting).

If fire extinguishes:

*7. Land as soon as possible.

NOTE
If landing with utility bus switches secured, additional consideration
should be given to the landing approach. Plan for a no-flap landing
using maximum runway length since BETA will not be available.
SMOKE OR FUME ELIMINATION
WARNING
Prior to accomplishing any procedure that will create a draft in the
cockpit, determine the source of smoke. A sudden draft may cause
a smoldering fire to burst into flame.

*1. 100-percent oxygen—DON
*2. Airspeed—REDUCE (as required)
*3. Cockpit environmental control/aft cockpit outside air—FRESH AIR INCREASE/ON

If smoke or fumes remain, obstructing sight for landing, or heat buildup requires ventilation:

*4. Canopy—EMERGENCY OPEN

NOTE
Due to the stability of jet fuel, the risk of igniting fuel or fuel fumes
from electrically lowering the landing gear or flaps is extremely
remote. If the pilot elects to lower the gear manually, execute landing
gear emergency extension procedure.
BLEED AIR WARNING LIGHT
1. Cockpit environmental control lever—FRESH AIR INCREASE

NOTE
If the light remains illuminated with cool air coming out of the fresh
air ducts the warning light is giving a false indication.

2. If the light remains illuminated with hot air coming out of the fresh air ducts, land as soon as practical using normal procedures.
OIL SYSTEM MALFUNCTION/CHIP DETECTOR CAUTION LIGHT ILLUMINATE
A vibrating needle or minor fluctuations of pressure with a steady mean, where extremes of needle movement remain within the normal range and do not exceed ±5 psi, are acceptable when no secondary indications of engine malfunctions are observed, With fluctuations greater than ±5 psi or outside the normal range, oil pressure drops below 65 psi at power settings about 75-percent N1, rises above 85 psi, oil temperature exceeds 100ºC, or CHIP detector caution light illuminates, accomplish the following procedure:

NOTE
During dynamic aircraft maneuvers, oil pressure transients
as low as 10 psi for as long as 5 seconds are acceptable provided
that oil pressure returns to normal with no unusual or secondary
indications of engine failure.

*1. PEL—EXECUTE (utilize a max of 850 ft-lb torque and avoid PCL movements)

WARNING
Torque indications may be erroneous because of reduction
gearbox failure. Careful attention should be given to rate of
climb/descent, setting PCL as required to maintain proper
PEL profile.

NOTE
For comparison purposes only, an 850 ft-lb 100 knot climb on a standard
day should yield an approximate minimum rate of climb of 1200 fpm (clean),
700 fpm (gear down). If indicated climb rates are significantly lower, suspect
erroneous torque indications and increase power cautiously to achieve proper
airspeed/VSI combination. Closely monitor engine instruments for secondary
indications of rising ITT, high oil temperature, and/or fluctuating oil pressure.
If secondary indications of engine failure occur while on or above ELP profile,
consideration shall be given to securing the engine.

If engine failure/mechanical malfunction occurs:

*2. Emergency engine shutdown—EXECUTE
*3. Engine failure—EXECUTE

NOTE
Illumination of the magnetic CHIP detector light indicates
that metal particles are present in the propeller reduction gearbox.
ENGINE DRIVEN OR ELECTRIC (STANDBY) FUEL BOOST PUMP FAILURE
FUEL PRESS and MASTER CAUTION illuminate:

*1. PEL—EXECUTE
*2. Standby fuel pump switch—ON

If light remains illuminated:

3. Descend below 15,000 feet, avoid high power settings.

NOTE
Log time of illuminated FUEL PRESS light as solitary
operation of the engine driven primary pump.
FUEL LEAKS OR SYPHONING
If possibility of engine fire, flameout, or failure due to location or severity of the leak:

*1. PEL—EXECUTE

If engine indications are normal:

*2. Land as soon as practicable.

If fuel fumes are present in the cockpit:

3. Smoke and fume elimination—EXECUTE (as required)

NOTE
The pilot has the option of securing the switches (landing lights, navigation
lights, strobe lights, and pitot heat) and the circuit breakers (LOW FUEL,
LDG GEAR POSITION, LDG GEAR WARN, FUEL QTY LEFT/RIGHT,
AOA INST PWR, RMI COMP) that control power to the wing.

Due to stability of jet fuel, the risk of igniting fuel or fuel fumes from
electrically lowering the landing gear or flaps is extremely remote.

If the pilot elects to lower the gear manually and execute a No Flap Landing:

4. Landing Gear Emergency Extension—EXECUTE

NOTE
Following emergency landing gear extension, landing gear indicators will
remain unsafe if the LDG GEAR POSN circuit breaker has been pulled.
Consideration should be given to obtaining a visual gear inspection.
ABNORMAL STARTS
Monitor ITT during normal start. If the ITT rate of increase appears likely to exceed 925ºC (hot start), the normal N1 increase is halted (hung start), or no rise of ITT is evident within 10 seconds after selecting FTHR with the condition lever (no start), proceed as follows:

*1. Condition lever—FUEL OFF
*2. Ignition switch—HOLD OFF (starter continue engaged)
*3. Starter—OFF (after 20 seconds)
*4. Ignition switch—RELEASE

CAUTION
Do not release the ignition switch prior to securing the starter.

Do not attempt another normal start until the cause of the abnormal start is determined and corrected.
EMERGENCY ENGINE SHUTDOWN
If emergency situation dictates discontinuation of engine shutdown because of chip detector light, abnormal engine noises/vibrations, oil system failure, prop failure, strike of ground object, or aircraft departure from prepared surface, proceed as follows:

*1. Condition lever—FUEL OFF
*2. Emergency fuel shutoff handle—PULL

NOTE
After the emergency fuel shutoff handle is pulled, do not reset on the
ground until the cause of the shutdown is determined and corrected.
EMERGENCY EXIT
*1. Canopy—OPEN (Emergency open, as required)
*2. Battery—OFF
*3. Harness, cords, mask—RELEASE
*4. Parachute—UNFASTENED
*5. Aircraft—EVACUATE

WARNING
If the aircraft is evacuated on the ground while wearing the parachute with the lanyard connected, the parachute will deploy, possibly inflating and dragging the pilot in windy conditions. Should a post-crash fire occur, this can be extremely hazardous because the pilot may be dragged into the fireball.
FIRE ON THE GROUND
If indication of fire is observed, proceed as follows:

*1. Starter—OFF (as required)
*2. Emergency engine shutdown—EXECUTE
*3. Emergency exit—EXECUTE

CAUTION
Do not attempt engine restart until the cause
of the fire is determined and corrected.
ABNORMAL ITT DURING SHUTDOWN
Indications of abnormal ITT may include rapidly rising ITT and smoke and/or flames from the exhaust stacks.

*1. Emergency engine shutdown—EXECUTE
*2. Ignition switch—HOLD OFF
*3. Start—ON (monitor for normal shutdown)

If condition persists or engine fire light illuminates:

*4. Starter—OFF
*5. Emergency exit—EXECUTE
BRAKE FAILURE
When a wheelbrake failure is experienced, proceed as follows:

*1. Aircraft—STOP, USING OTHER COCKPIT BRAKES

WARNING
Simultaneous actuation of the same brake pedal in both cockpits may cause
the shuttle valve to neutralize, causing loss of braking effectiveness.

NOTE
Pumping the brake(s) may restore enough braking action
to stop or better control the aircraft.

If the brakes in one cockpit fail, the brakes in
the other cockpit may still function normally.

If solo or other cockpit brakes are ineffective:

*2. Aircraft—Maintain control and stop a/c utilizing BETA, rudder, remaining brakes.

If going into unprepared terrain:

*3. Emergency engine shutdown—EXECUTE

WARNING
The aircraft will initially accelerate until propeller reaches full feather position.

Do not attempt to taxi with a brake failure or suspected failure in either cockpit.
Do not shutdown engine until wheels are chocked if holding position by using BETA.

When aircraft comes to rest:

*4. Emergency exit—EXECUTE
BAILOUT
If bailout is elected, the following six steps should be accomplished.

*1. Notify crewmember.
*2. Canopy—EMERGENCY OPEN
*3. Radio cords and oxygen hose or mask—DISCONNECT
*4. Harness—RELEASE

From a crouched position:

*5. DIVE toward the trailing edge of either wing.

When clear of the aircraft:

*6. PULL parachute D-ring.

Additional items to complete before bailout if time and aircraft controllability permit:

* Airspeed—SLOW TO 90 to 120 KIAS
* Seat—LOWER PRIOR TO OPENING CANOPY
* MAYDAY/7700--BROADCAST
* Emergency engine shutdown--EXECUTE
* Turn toward unpopulated area.
DITCHING
When possible, plan to ditch into the wind if the seas are calm. In the event of moderate swells and minimum winds, ditch parallel to the swells. With moderate to high swells and 25 knots of wind or more, ditch into the wind and attempt to land on the upwind side of the swell (avoid the face of the swell). Ditching from very low altitude will require immediate reaction and simultaneous completion of critical items.

*1. Flying speed—MAINTAIN (100 KIAS minimum)
*2. Landing gear and flaps—UP (flaps down for immediate ditch)
*3. Engine instruments—CHECK

WARNING
If N1 and ITT indicate a rollback condition (FCU stuck at minimum flow),
execute the LOSS OF USEFUL POWER procedure. If application of power
results in compressor stalls (possible compressor bleed valve malfunction/failure),
execute COMPRESSOR STALLS procedure.

*4. Condition lever—FTHR
*5. Landing direction—SELECT
*6. Harness—LOCKED
*7. Airstart—PERFORM (if situation permits)

If Airstart is not attempted or is unsuccessful, altitude permitting:

*8. BAILOUT—EXECUTE

If ditch is to be continued:

*9. Emergency engine shutdown—EXECUTE
*10. Flaps—DOWN
*11. Canopy—EMERGENCY OPEN

Additional items to complete prior to water entry, if time permits:

* MAYDAY/7700—BROADCAST
* Parachute—UNFASTENED
* Oxygen mask—REMOVE
*Battery switch—OFF

NOTE
Consideration should be given to leaving the battery on at night.

As soon as all motion stops:

*12. Emergency exit procedure—EXECUTE
*13. LPU—INFLATE WHEN CLEAR OF AIRCRAFT

WARNING
Do not inflate the LPU prior to exiting the aircraft as it may inhibit
cockpit egress. If the aircraft is evacuated in the water while wearing
the parachute with the lanyard connected, the parachute will deploy
and severely restrict the ability to clear the aircraft and remain safely afloat.

NOTE
If time permits, retrieve the first-aid kit from the aft cockpit.
DAMAGE/BINDING CONTROLS
If the aircraft damage is sustained because of midair collision, bird strike, or overstress, the single most important concern is maintaining or regaining aircraft control. If the aircraft is controllable, monitor engine instruments for unusual indications and flight controls for free and correct response. Existing conditions may warrant consideration of an airborne visual check.

*1. Maintain control of aircraft, if not controllable, BAILOUT.

*2. Climb—AS REQUIRED

*3. Check flight characteristics above 5,000 feet AGL in the landing configuration, decreasing airspeed in increments of 10 KIAS to an airspeed at which a safe landing can be made (no slower than 80 KIAS).

WARNING
Because of unknown flight characteristics of a damaged aircraft,
a stall may result in uncontrolled flight from which recovery is
impossible. If out-of-control flight occurs, immediately execute
OUT-OF-CONTROL RECOVERY procedures. If recovery does
not appear imminent and/or cannot be accomplished by 5,000
feet AGL, BAILOUT.

4. Fly a wide or straight-in approach and land as soon as possible.
OUT-OF-CONTROL RECOVERY
If an out-of-control condition is encountered, accomplish the following procedures:

*1. Controls—POSITIVELY NEUTRALIZE
*2. PCL—IDLE
*3. Altitude—CHECK

WARNING
If recovery from out-of-control flight cannot be
accomplished by 5,000 feet AGL, BAILOUT.

*4. AOA, airspeed, turn needle—CHECK

WARNING
Application of spin recovery controls when not in a steady-state spin (as verified
by AOA, airspeed, and turn needle) may further aggravate the OCF condition.

If in a steady state spin:

*5. Gear/flaps—UP
*6. Rudder—FULL OPPOSITE TURN NEEDLE
*7. Stick—FORWARD OF NEUTRAL (erect spin); NEUTRAL (inverted spin)

WARNING
Application of power when not actually in a steady-state spin
will result in a rapid increase in rate of descent and airspeed.

If recovery from a steady state spin is not evident within two
turns after anti-spin inputs are applied, verify cockpit indications of steady
state spin and visually confirm proper spin recovery controls are applied.
If no indication of recovery is evident, adding maximum power while
maintaining proper spin recovery control will enhance recovery from an
erect steady state spin in either direction.

If spin recovery is not evident soon after applying anti-spin inputs, pushing
the control stick further forward (to the stop, if necessary) may facilitate recovery.

*8. Controls—NEUTRALIZE WHEN ROTATION STOPS
When aircraft regains controlled flight:
*9. Recover from unusual attitude.

WARNING
Lower power settings reduce toque effect, restrict onset of rapid airspeed buildup,
and enhance controllability. However, departures from controlled flight in close
proximity to the ground may require rapid power addition upon OCF recovery.
PROP RPM OUT OF LIMITS
*1. Condition lever—ATTEMPT TO ADJ. PROP RPM TO NORMAL OPER. RANGE

If conditions persist:
*2. PEL—EXECUTE

If normal indications are restored:
*3. Land as soon as practicable using normal procedures.

WARNING
Advancing the EPL beyond the point at which the fluctuations are
minimized will aggravate the overspeed condition, which could result
in catastrophic failure of the power turbine.

NOTE
If activation of the primary fuel-topping governor has occurred, Py
air will be bled automatically and fuel flow will be reduced towards
minimum, causing corresponding fluctuations in N1, torque, fuel flow,
and rpm as propeller rpm resurges to 2,398 and is then reduced again
by the fuel-topping function. Engaging the EPL will lessen the severity
of low-end fluctuations.
UNCOMMANDED PROPELLER FEATHERS
*1. Condition lever—FULL INCREASE RPM

If propeller remains feathered:
*2. PCL—ADVANCE (as required)

NOTE
In the event of a primary governor shaft failure, the propeller will move toward
feather; however, unboosted engine oil pressure alone may be sufficient to maintain propeller pitch between feather and normal governing rpm range at high-power
settings. Resultant powermay be sufficient to maintain level flight.

If the resultant power does not improve performance:
*3. PCL—IDLE
*4. Engine failure—EXECUTE

NOTE
Because it is possible for the propeller to unfeather and restore
useful power, consideration should be given to leaving the condition
lever at FULL INCREASE RPM until intercepting the ELP.

If propeller unfeathers:
*5. PEL—EXECUTE
PROP RPM FLUCTUATIONS
*1. PROP TEST circuit breaker—PULL

If fluctuations cease, continue flight. If fluctuations continue:
*2. PEL—EXECUTE
ABORTING TAKEOFF
When aborting a takeoff, proceed as follows:
*1. PCL—FULL BETA
*2. Wheel brakes—AS REQUIRED

WARNING
Simultaneous actuation of the same brake pedal in both cockpits may
cause the shuttle valve to neutralize, causing loss of braking effectiveness.

NOTE
When maximum braking is required, lower the nosewheel to the deck before
applying the brakes. For maximum braking, use a single, smooth application
of the brakes with constantly increasing pedal pressure as speed is lost. Use as
much braking pressure as possible without sliding the tires. BETA is not
available with an engine failure.

If going into unprepared terrain:
*3. Canopy—EMERGENCY OPEN
*4. Emergency engine shutdown—EXECUTE

When aircraft comes to rest:
*5. Emergency exit—EXECUTE
TIRE FAILURE ON TAKEOFF ROLL
While still on runway:
*1. Aborting takeoff—EXECUTE

If airborne:
*2. Landing gear—REMAIN DOWN

NOTE
If landing gear/wheel departs the aircraft, consideration may be
given to leaving the landing gear down and performing the Landing
with Nosegear Retracted, or Landing with One Main Gear Retracted
procedures as appropriate.

3. Get visual confirmation.
4. Land aircraft on good tire side of runway.
5. Maintain directional control with rudder as necessary and brakes as required. Use BETA and brakes to aid in deceleration.
6. Do not taxi with blown tire.