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31 Cards in this Set
- Front
- Back
HARD LANDING
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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. |
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SPLIT-FLAP CONDITION
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*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. |
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FUEL CONTROL STUCK AT MINIMUM FLOW (ROLLBACK)
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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. |
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COMPRESSOR STALLS
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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. |
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ENGINE FAILURE
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*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. |
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AIRSTART
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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 |
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PRECAUTIONARY EMERGENCY LANDING
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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 |
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UNCONTROLLABLE HIGH POWER
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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 |
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ENGINE FIRE IN FLIGHT
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*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 |
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ELECTRICAL/UNKNOWN ORIGIN FIRE -- VMC
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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. |
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ELECTRICAL/UNKNOWN ORIGIN FIRE -- IMC
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*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. |
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SMOKE OR FUME ELIMINATION
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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. |
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BLEED AIR WARNING LIGHT
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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. |
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OIL SYSTEM MALFUNCTION/CHIP DETECTOR CAUTION LIGHT ILLUMINATE
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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. |
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ENGINE DRIVEN OR ELECTRIC (STANDBY) FUEL BOOST PUMP FAILURE
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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. |
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FUEL LEAKS OR SYPHONING
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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. |
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ABNORMAL STARTS
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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. |
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EMERGENCY ENGINE SHUTDOWN
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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. |
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EMERGENCY EXIT
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*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. |
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FIRE ON THE GROUND
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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. |
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ABNORMAL ITT DURING SHUTDOWN
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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 |
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BRAKE FAILURE
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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 |
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BAILOUT
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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. |
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DITCHING
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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. |
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DAMAGE/BINDING CONTROLS
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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. |
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OUT-OF-CONTROL RECOVERY
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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. |
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PROP RPM OUT OF LIMITS
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*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. |
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UNCOMMANDED PROPELLER FEATHERS
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*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 |
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PROP RPM FLUCTUATIONS
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*1. PROP TEST circuit breaker—PULL
If fluctuations cease, continue flight. If fluctuations continue: *2. PEL—EXECUTE |
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ABORTING TAKEOFF
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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 |
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TIRE FAILURE ON TAKEOFF ROLL
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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. |