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62 Cards in this Set

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Abnormal Starts
If ITT rate of increase appears likely to exceed 925ºC (hot start), normal N1 increase is halted (hung start), or no rise of ITT is evident w/in 10 sec after selecting FTHR w/condition lever (no start), proceed:
1. Condition lever - FUEL OFF
2. Ignition switch - HOLD OFF (starter continue engaged)
3. Starter - OFF (after 20 sec)
4. Ignition Switch - RELEASE
CAUTION: Do not release the ignition switch prior to securing the starter.

Do not attempt another normal start until cause of abnormal start is determined and appropriate maint. action is taken. Note & report to maint degree & duration of any overtemp.
Emergency Engine Shutdown
&
Emergency Exit
Emergency Engine Shutdown
1. Condition lever - FUEL OFF
2. Emergency fuel shutoff handle - PULL

NOTE: After emergency fuel shutoff handle is pulled, do not reset on ground until cause of emergency shutdown is determined & corrected.

Emergency Exit
1. Canopy - OPEN (emergency open, if required)
2. Harness - RELEASE
3. Parachute - UNFASTENED
4. Evacuate aircraft

WARNING: If aircraft is evacuated on ground while wearing parachute w/lanyard connected, parachute will deploy, possibly inflating & dragging pilot in windy conditions. Should post crash fire occur, this can be extremely hazardous because pilot may be dragged into fireball.
Engine Fire on Ground
If indication of fire is observed, proceed as follows:


1. Starter - OFF
2. Execute - Emergency Engine Shutdown
3. Execute - Emergency Exit


CAUTION: Do not attempt engine restart until cause of fire is determined & corrected.
Abnormal ITT during Shutdown
Indications may include rapidly rising ITT & smoke &/or flames from exhaust stacks.


1. Condition lever - FUEL OFF
2. Emergency fuel shutoff handle - PULL
3. Ignition switch- HOLD OFF
4. Starter - ENGAGE

If conditions persist or engine fire light illuminates:
5. Starter switch - OFF
6. Execute - Emergency Exit
Electrical/Wing/
Unknown Origin
Fire on ground
1. Execute - Emergency Engine Shutdown
2. Execute - Emergency Exit
Chip Light
1. PEL- EXECUTE (utilize a max of 850 ft-lb torque and avoid unnecessary PCL movements).

Warning: Torque indications may be erroneous because of reduction gearbox failure. Careful attention should be given to rate of descent, and to rate of climb, 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 1,200 fpm (clean), 700 fpm (dirty). If indicated climb rates are significantly lower, suspect erroneous torque indications and increase power cautiously to achieve proper airspeed/VSI combinations.

If engine failure/mechanical malfunction occurs:
2. Condition lever – FUEL OFF
3. Emergency fuel shutoff handle – PULL
4. Execute appropriate ENGINE FAILURE procedures
NOTE: Illumination of the magnetic CHIP detector light indicates that metal particles are present in the propeller reduction gearbox
Brake Failure
1. Aircraft - STOP
WARNING: Simultaneous actuation of the same brake pedal in both cockpits may cause the shuttle valve to neutralize, causing a loss of braking effectiveness.
NOTE: Maintain directional control and stop aircraft using Bets, rudder, and remaining brake.
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 anticipating going into unprepared terrain:
2. Emergency Engine Shutdown - EXECUTE
When aircraft comes to rest:
3. Emergency exit - EXECUTE

WARNING: Do not attempt to taxi w/brake failure or suspected failure in either cockpit. Do not shut down engine until wheels are chocked if holding position-using beta
Hot Brakes
&
Strike of Ground Object during Taxi
Hot Brakes
Hot brakes may be caused by excessive braking action. If hot brakes are suspected, stop aircraft if possible & allow wheels & brakes to cool.
If immediate takeoff is required, leave gear extended for 3 to 5 min to provide cooling of wheel & brake assemblies.

Strike of Ground Object during Taxi
Because of design characteristics of aircraft, possibility exists of striking ground objects w/propeller or gear fairings. If this occurs or is suspected, secure engine as follows:

1. Execute - Emergency Engine Shutdown
Aborting Takeoff
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 a loss of braking effectiveness.

If anticipating going off runway into unprepared terrain:
3. Canopy - EMERGENCY OPEN
4. Emergency Engine Shutdown - EXECUTE
5. Emergency Exit - EXECUTE

NOTE: When maximum braking is required, lower nosewheel to deck before applying brakes. For max braking, use single, smooth application of brakes w/constantly increasing pedal pressure, as speed is lost. Use as much braking pressure as possible w/out sliding tires. Beta is not available w/engine failure
Tire Failure
If still on runway:

1. Execute ABORTING TAKEOFF procedure.

If tire fails on takeoff & aircraft becomes airborne, proceed as follows:

2. Leave gear down
3. Get visual confirmation
4. Land aircraft on good tire side of runway
5. Maintain directional control w/rudder as necessary & brakes as required. Use beta & brakes to aid in deceleration:
Do not taxi w/blown tire
Engine Failure during Takeoff
If engine fails during takeoff roll before aircraft becomes airborne:

Execute - Aborting Takeoff procedure
Engine Fire during Takeoff
If engine fire is indicated by illumination of FIRE warning light during takeoff before aircraft becomes airborne, proceed as follows:

1. Execute - Aborting Takeoff procedure

2. Execute Emergency Engine Shutdown procedure.

3. Execute Emergency Exit procedure.
Fuel Control Stuck at Minimum Flow (Rollback)
1. Condition lever - FULL INCREASE RPM
2. EPL - ADVANCE TO DESIRED POWER SETTING
CAUTION: Use of beta is not recommended
when performing landing using manual fuel
control system. If use of beta is required, ensure
EPL is in idle range or DISCONNECTED before
selecting BETA with PCL.

If resultant power available is insufficient to execute PEL:
3. EPL - DISCONNECT
4. Engine Failure procedure - EXECUTE

If sufficient power is restored:
5. PCL - IDLE
6. PEL - EXECUTE
WARNING: When engine is so underpowered that high rates of descent occur, any delay in feathering propeller may result in insufficient altitude to reach suitable landing site.
NOTE: If resultant power is sufficient to maintain rate of descent less than feathered condition (6 - 800 fpm clean), consideration should be given to allowing engine to operate until field is made.
If application of power results in compressor stall indications (possible compressor bleed valve malfunction/failure), Execute Compressor Stalls procedure.
Compressor Stall
May be characterized by audible change in engine noise (loud bang or backfire) w/fluctuations in torque, ITT, N1 & fuel flow. Additionally, flames & smoke may be visible from engine exhaust stacks
1. PCL - SLOWLY RETARD TO JUST BELOW STALL THRESHOLD TO CLEAR STALL
2. Cockpit environmental control - FULL FORWARD
3. PCL - SLOWLY ADJUST TO DESIRED POWER SETTING
WARNING: Avoid unnecessary PCL movement.
Advancing PCL may result in further compressor stalls & engine flame out. Retarding PCL further my limit max power available.
If sufficient power is available:
4. PEL - EXECUTE
If resultant power available is insufficient to execute PEL:
5. Execute Engine Failure procedure
WARNING: Use of manual fuel control will only aggravate compressor stalls & could lead to flameout. When engine is so under powered that high rates of decent occur, any delay in feathering propeller may result in insufficient altitude to reach suitable site.
NOTE: Record altitude, OAT, max ITT & duration of compressor stall. If resultant power is sufficient to maintain rate of decent less than feathered condition (6 - 800 fpm clean), consideration should be given to allowing engine to operate until field is made.
Engine Failure





If engine failure occurs at very low altitude, priority shall be given to accomplishing first five steps, which may be performed concurrently.
Flying speed - MAINTAIN (100 KIAS min) [“Speed”]
Engine instruments - CHECK [“Check”]
WARNING: If N1 & ITT indicate rollback
condition (FCU stuck at min flow), execute Loss
of Useful Power procedure. If application of
power results in compressor stalls (possible
compressor bleed valve malfunction/failure),
execute Compressor Stalls procedure.
Condition lever - FTHR [“Feather”]
Gear & Flaps - UP [“Clean”]
Landing site - SELECT [“Look”]
Harness - LOCKED [“Lock”]
Next decision: “A” airstart, “B” bailout, “C” continue forced landing
Perform - Airstart procedure
If airstart not attempted or is unsuccessful:
No landing site available and altitude permits - Bailout
If forced landing is to be continued:
Condition lever - FUEL OFF
Emergency fuel shutoff handle - PULL
Broadcast - Mayday (UHF), 7700 (transponder)
Enter ELP at or below high key
Gear & flaps - AS REQUIRED (Paved - gear down, flaps up; Unpaved - gear up, flaps down)
Canopy - EMERGENCY OPEN
Battery switch - OFF
Airstart
1. PCL - IDLE
2. Emergency fuel shutoff handle - DOWN
3. Standby fuel pump switch - ON
4. Starter switch - ON
5. N1 & ITT - monitor for start indications
6. Starter switch - OFF WHEN ITT PEAKS OR NO INDICATIONS OF START
7. Standby fuel pump switch – OFF IF START UNSUCCESSFUL

NOTE: If airstart is attempted & unsuccessful, sufficient battery power may not be available to lower flaps or gear electrically
If start is successful:
8. Condition lever - FULL INCR
9. PCL - ADVANCE AS REQUIRED
10. PEL - EXECUTE
11. Autoingition - ON
Precautionary Emergency Landing
Select & turn toward nearest suitable landing field. [“Turn”]
Climb or accelerate to position w/in dead-engine gliding distance of high key [“Climb”]
Gear & Flaps - UP (as appropriate to emergency) [“Clean”]
Conduct systematic check of aircraft to determine possible cause. [“Check”]
Plan to enter ELP at or below high key w/flaps retracted, gear extended & airspeed of 100 KIAS

Accomplish before entering ELP:
‘Determine’ - duty runway
‘Deliver’ - PAN voice report
‘Reduce’ - power to 200 ft-lbs. and retrim for 100kt descent
‘Lower’ - gear
‘Report’ - landing checklist
Uncontrollable High Power
Bearing or shaft in FCU could fail w/out prior fluctuations, causing fuel flow (& torque & N1) to go to max, resulting in very high-power condition that will be unresponsive to PCL movements.
1. PEL - EXECUTE (climb or accelerate to suitable paved field)
WARNING: Certain failures can cause
wide power surges from max to as low as
min fuel flow. Engagement of EPL in this
case will have no effect on high end of
power fluctuations, but may raise low end of
surges, thus reducing magnitude of
fluctuations.
2. Friction lock knob - FULL DECREASE
3. Condition lever - Rapidly to FUEL OFF
CAUTION: When retarding condition
lever, do not hesitate in feather detent
because high power from engine w/prop in
feather may cause severe airframe vibration
& very high torque applied to prop &
reduction gearbox.
NOTE: Altitude permitting, pilot may elect
to shut down engine w/emergency fuel
shutoff handle. Engine may continue
running for as long as 30 sec after handle is pulled.
4. Execute - Engine Failure procedure
Engine Fire
Illumination of FIRE warning light is usually first indication of engine compartment fire. Confirm, if possible, that fire actually exists. If no fire or smoke can be observed, land as soon as possible using PEL procedures.

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, pilot has
option of using 100% oxygen, opening
canopy &/or closing oxygen cylinder valve
as dictated by judgement.
If fire persists:
4. Bailout - EXECUTE
If fire goes out:
5. Engine failure procedures - EXECUTE
If no indications of fire:
6. PEL - EXECUTE
Electrical/Unknown Origin Fire
VMC
1. Battery & generator switches - OFF
2. REDUCE - Airspeed (as required)
3. Oxygen - 100% (as required)

NOTE: Under varying conditions of altitude, fire,
smoke, or fumes, pilot has option of using 100% oxygen, opening canopy &/or closing oxygen cylinder valve as dictated by judgement.

4. Cockpit environmental control/aft cockpit outside air – OFF

If fire persists:
5. Execute - Engine Fire procedure

If fire extinguishes:
6. Land as soon as possible
7. Execute - Restoring Electrical Power procedure (if required)

NOTE: Should pilot elect to initiate emergency landing w/electrical power secured, additional consideration should be given to landing approach; allow additional time to handcrank gear down & plan for no-flap landing w/max runway length, since beta will not be available.

“BROCELE” (pronounced brocolli)
Electrical/Unknown Origin Fire
IMC
1. Utility bus switches - OFF
2. Nonessential equipment - OFF
3. Reduce airspeed (as required)
4. Oxygen - 100% (ass required)

NOTE: Under varying conditions of altitude, fire, smoke, or fumes, pilot has option of using 100% oxygen, opening canopy &/or closing oxygen cylinder valve as dictated by judgement.

5. Cockpit environmental control/aft cockpit outside air - OFF

If fire persists:
6. Bail out (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.
“UNROC BAIL/LAND”
Wing Fire
VMC
Battery & generator switches - OFF
Attempt to extinguish fire by slipping aircraft away from fire [“Step on fire”]
If fire does not extinguish or is obviously fed by aircraft fuel - Bail out

If fire is extinguished:
Secure switches & circuit breakers that control power to wing.

Switches - (pitot heat, strobe, navigation & landing lights)
Circuit breakers (AOA instrument power [bottom row, far left], low-fuel warning [2nd row down, 6th from left], fuel quantity [3rd row down, 11th & 12th from left], gear position & warning [3rd row down, 3rd & 4th from left], & compass [top row, just left of bus switches])

Battery & generator switches - ON (if required)
Land as soon as possible
Battery & generator switches - OFF
Attempt to extinguish fire by slipping aircraft away from fire [“Step on fire”]
If fire does not extinguish or is obviously fed by aircraft fuel - Bail out

If fire is extinguished:
Secure switches & circuit breakers that control power to wing.

Switches - (pitot heat, strobe, navigation & landing lights)
Circuit breakers (AOA instrument power [bottom row, far left], low-fuel warning [2nd row down, 6th from left], fuel quantity [3rd row down, 11th & 12th from left], gear position & warning [3rd row down, 3rd & 4th from left], & compass [top row, just left of bus switches])

Battery & generator switches - ON (if required)
Land as soon as possible
Time permitting, secure switches that control power to wing.

Switches - (pitot heat, strobe, navigation & landing lights)
Circuit breakers (AOA instrument power [bottom row, far left], low-fuel warning [2nd row down, 6th from left], fuel quantity [3rd row down, 11th & 12th from left], gear position & warning [3rd row down, 3rd & 4th from left], & compass [top row, just left of bus switches])

Attempt to extinguish fire by slipping aircraft away from fire

If fire does not extinguish or is obviously fuel fed:
Bail out

If fire extinguishes:
Restore power to wing - AS REQUIRED
Land as soon as possible
Restoring Electrical Power
If fire extinguishes, use following procedure to activate essential circuits, allowing sufficient interval to isolate faulty circuit.

1. Utility bus switches - OFF
2. Essential bus circuit breakers - PULL
3. All electrical & avionics switches – OFF (Non-essentials)
(UHF, inverters, TACAN, VOR, transponder, avionics master)

4. Battery switch - ON
5. Generator switch - RESET
(OFF if faulty)
6. Avionics master switch - ON
7. Activate only electrical & avionics equipment essential to continued flight
Emergency Descent
For max rate of descent:

PCL - IDLE
Condition lever - FULL INCR RPM
Landing gear - DOWN
(max gear extension 150 KIAS)
Flaps - UP
Airspeed - 150 KIAS MAX
Smoke or Fume Elimination
WARNING: Prior to accomplishing any procedure that will create draft in cockpit, determine source of smoke. Sudden draft may cause smoldering fire to burst into flame.

1. Oxygen - 100%
2. Reduce airspeed to minimize possible spread of fire
3. Cockpit environmental control - FRESH AIR INCREASE
4. Aft cockpit outside air - PULL ON
If smoke or fumes cannot be eliminated & so restrict vision that safe landing cannot be made or excessive heat buildup requires more ventilation,
4. Canopy - EMERGENCY OPEN (OR BLOW)

WARNING: Do not activate flaps or gear electrically w/fuel fumes present in cockpit; electrical arcing may cause explosion.

“ORCA BLOWS”
Standby Magnetic Compass Leakage
WARNING: Standby magnetic compass suspension fluid id highly flammable & toxic. Fumes will irritate eyes, cause dizziness, & induce nausea.
1. 100% Oxygen- DON
NOTE: Vent blower motors, instrument lights & instrument floodlights are items most likely to cause a cockpit fire if affected by leakage.

2. Vent blower - OFF (both cockpits)
3. Instrument lights & instrument floodlights - OFF (affected cockpit)
4. Cockpit environmental control - FRESH AIR INCREASE
Aft cockpit outside air - PULL ON
If equipment affected by leakage is extensive & not easily isolated by pilot:
5. VMC: Battery & Generator - OFF
NOTE: If landing w/electrical power secured,
allow additional time to handcrank gear down & plan for
no-flap landing using max runway length since beta will
not be available.
6. IMC: Utility bus switches - OFF
NOTE: If landing w/utility bus switches
secured, plan for no-flap landing using max runway
length since beta will not be available.
7. Land as soon as possible
Bleed Air Warning Light Illumination
1. Cockpit environmental control lever - FRESH AIR INCREASE

2. If light remains illuminated w/cool air coming out of fresh air ducts:
Warning light is giving false indication.

3. If light remains illuminated w/hot air coming out of fresh air ducts:
Land as soon as practical using normal procedures.
In-Flight Damage/Binding Controls
If aircraft should sustain damage because of midair collision, bird strike or overstress, single most important concern is maintaining or regaining aircraft control. If aircraft is controllable, monitor engine instruments for unusual indications & flight controls for free & correct response. Existing conditions may warrant consideration of an airborne visual check.
1. If aircraft is not controllable
Bail out
2. Climb – As Required
3. Check flight characteristics above 5000’ AGL in landing configuration, decreasing airspeed in increments of 10kts to an airspeed at which a safe landing can be made (no slower than 80 KIAS)
WARNING: Because of unknown flight
characteristics of damaged aircraft, 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 &/or cannot be accomplished by 5000’ AGL, Bail Out.
4. Fly wide or straight-in approach & land as soon as possible.
Out-Of-Control Recovery
1. Positively neutralize controls
2. PCL - IDLE
3. Altitude-CHECK
WARNING: If recovery from out-of-control flight cannot be accomplished by 5000’ AGL, Bail Out
4. AOA, airspeed, turn needle- CHECK.
Erect steady-state spin: 30 units AOA (pegged), 80-100 KIAS (stabilized), & turn needle fully deflected in direction of spin.
Inverted steady-state spin: 2-3 units AOA, zero airspeed, turn needle fully deflected in direction of spin.
If in 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.
8. Controls-NEUTRALIZE WHEN ROTATION STOPS
After aircraft regains controlled flight:
9. Recover from unusual attitude.
WARNING: Lower power settings reduce torque effect, resist onset of rapid airspeed buildup & enhance controllability. However, departures from controlled flight in close proximity to the ground may require rapid power addition upon OCF recovery
Fluctuating Oil Pressure
&
Low/High Oil Pressure or High Oil Temperature
Because of design & installation of oil pressure transmitting & indicating system, minor fluctuations of oil pressure may be noted by pilot w/normally functioning engine oil system. Vibrating needle or minor fluctuations of pressure w/steady mean, where extremes of needle movement remain w/in normal range & do not exceed ±5 psi, are acceptable when no secondary indications of engine malfunction are observed. W/fluctuations greater than ±5 psi or outside normal range OR if oil pressure drops below 65 psi at power settings above 75% N1, rise above 80 psi, or oil temp exceeds 100C:

1. PEL - EXECUTE (utilize max of 850 ft-lb. torque & avoid unnecessary PCL movements)
Engine-Driven or Electric (Standby) Fuel Boost Pump Failure
Engine-driven primary fuel pump will sustain engine operation after failure of engine-driven boost pump and electric-driven standby fuel pump. In normal operations, standby fuel pump is OFF, so illumination of fuel pressure annunciator & master caution light indicates probable failure of engine-driven boost pump. Illumination of fuel pressure annunciator & master caution light may also indicate failure of engine oil scavenge system. If engine oil scavenge system has failed, engine failure because of cessation of lubricating oil circulation will occur, & pilot should be prepared to land ASAP.
Fuel Press & Master Caution Annunciator Illuminated
1. Execute - PEL
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 engine-driven primary pump.
Fuel Leaks or Siphoning
1. Execute - PEL
Time permitting:

2. Secure switches (pitot heat, strobe, navigation & landing lights) and circuit breakers (AOA instrument power [bottom row, far left], low-fuel warning [2nd row down, 6th from left], fuel quantity [3rd row down, 11th & 12th from left], gear position & warning [3rd row down, 3rd & 4th from left] RMI COMP) that control power to the wing.

If fuel fumes are present in the cockpit:
3. Accomplish - Smoke or Fume Elimination procedures as required

WARNING: Do not activate flaps or gear electrically; electrical arcing may cause explosion.
Fuel Quantity Indicator Failure
Normal flight may be continued, but plan landing w/calculated conservative reserve. W/fuel quantity failure, if FUEL LOW annunciator should illuminate, land as soon as possible using PEL procedures because less than 90 lbs. fuel remains in respective fuel tank
Generator Failure
If generator becomes inoperative, indications will be flashing MASTER CAUTION light & illuminated GENERATOR annunciator.

1. Starter switch - OFF (both cockpits)
2. Generator switch - ON (reset)

If annunciator remains illuminated:

3. Electrical control transfer/TAKE COMMAND switch - CYCLE
4. Generator switch - ON (reset)

If generator does not return to line:
5. Electrical load - Reduce

WARNING: Instrument flight with a complete loss of electrical power is not possible. Operations with battery power only, even with reduced electrical loads, will likely be limited to less than 20 min.

6. Land as soon as practical
Inverter No.1 or Inverter No.2 Failure

Failure of either inverter will be indicated by flashing MASTER CAUTION light, illumination of INVERTER annunciator light, & loss of all ac-powered instruments & equipment.
Proper analysis & determination of malfunction is critical when operating in or above IMC. Through inverter selection & manipulation of 115-Vac, 1-amp circuit breaker, pilot in command will be able to control location of operable attitude instruments.
NOTE: If 115-Vac, 1-amp circuit breaker pops, resetting this circuit breaker will provide power to FWD & AFT cockpit attitude instruments regardless of inverter selected. If 115-Vac, 1-amp circuit breaker cannot be reset, front cockpit attitude instruments will operate normally when inverter No.2 is selected.
1. Other inverter- SELECT
If annunciator remains illuminated:
2. Electrical control transfer- TAKE COMMAND
3. 115VAC/ 1 AMP Circuit Breaker- IN
4.Check inverter control relay circuit breaker - IN
WARNING: Popped 115-Vac circuit breaker will cause loss of certain 115-Vac instruments depending on cockpit & inverter selected. Indications are as follows:

1. Front cockpit: No.1 inverter selected - flashing MASTER CAUTION, INVERTER annunciator, & loss of attitude gyro & turn needle; No.2 selected - no indications.
2. Rear cockpit: No.1 inverter selected - flashing MASTER CAUTION, INVERTER annunciator, & loss of attitude gyro; No.2 selected - loss of attitude gyro & turn needle
Inverter select switch will still be operable in cockpit w/electrical command. Instrument flight is not possible w/complete loss of ac power.
WARNING: Instrument flight is not possible with complete loss of ac power.
Battery Failure
Low-Voltage Reading
If generator is functioning normally, battery failure may be indicated by smoke & fumes emitting from battery box or abnormal, high charging rates.


There is no remedial action pilot may take in restore battery power.
Battery Failure on Ground
If generator is functioning normally, battery failure may be indicated by smoke & fumes emitting from battery box or abnormal, high charging rates.


There is no remedial action pilot may take in restore battery power. Proceed as follows:

1. Battery switch - OFF

2. Return to parking spot & secure
Battery Failure in Flight
If generator is functioning normally, battery failure may be indicated by smoke & fumes emitting from battery box or abnormal, high charging rates.


There is no remedial action pilot may take in restore battery power. Proceed as follows:

1. Battery switch - OFF


2. Until landing, maintain normal flight procedures. Land as soon as practical.
Interior Light Failure
With lights extinguished:

1. Activate & use utility/emergency light

2. Check corresponding circuit breakers [3rd row down, 5th through 10th from left] - IN

3. Check corresponding switches - ON
Propeller RPM Out of Limits
1. Condition lever – ATTEMPT TO ADJUST PROP RPM TO NORMAL OPERATING RANGE.

If condition persists:

2. PEL - EXECUTE

If normal indication is restored:

3. Land as soon as practical using normal procedures.

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

NOTE: If activation of primary fuel-topping governor has occurred, Py air will be bled automatically & fuel flow will be reduced towards min, causing corresponding fluctuations in N1, torque, fuel flow & rpm as prop rpm resurges to 2,398 & is then reduced again by fuel-topping function. Engaging EPL will lessen severity of low-end fluctuations.
Uncommanded Propeller Feathers
1. Condition lever - FULL INCREASE RPM
If prop remains feathered:
2. PCL - ADVANCE (as required)

NOTE: In event of a primary governor shaft failure, prop will move toward feather; however, unboosted engine oil pressure alone may be sufficient to maintain prop pitch between feather & normal governing rpm range at high power settings. Resultant power may be sufficient to maintain level flight.
If resultant power does not improve performance:
3. PCL - IDLE
4. Execute - Engine Failure procedure

If propeller unfeathers:
5. PEL - EXECUTE

NOTE: Because it is possible for the prop to unfeather & restore useful power, consideration should be given to leaving condition lever at FULL INCREASE RPM until intercepting emergency landing pattern.
Generator power will not be available after engine shutdown.
Propeller RPM Fluctuations
Prop rpm fluctuations caused by fluctuating blade angle will be accompanied by corresponding torque flux & will be audible.

Prop rpm fluctuations may be caused by faulty prop overspeed governor test circuit or malfunctioning primary governor.

Malfunctioning primary governor may be caused by metal particles in oil system & may therefore be precursor to a CHIP LIGHT.

1. Prop test circuit breaker [top row, 2nd left of bus switches] – PULL

If fluctuations cease, continue flight.

If fluctuations continue:

2. Precautionary Emergency Landing – EXECUTE
Torque Sensing System Failure
If erroneous torque indications are suspected or torquemeter reads zero, fly known combinations of power and airspeed, and land as soon as practicable using normal procedures.

850 ft-lb/100 kt climb on a standard day:
1200 fpm (clean)
700 fpm (dirty
Lost Aircraft Procedures
Confess

Climb

Communicate

Conserve

Comply with appropriate procedures & instructions
Hard Landings
In event of a hard landing where possibility of gear or structural damage is suspected:

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 visible damage is not confirmed:
5. Execute a normal.

CAUTION: Minimize use of brakes to avoid additional loads that may collapse gear. Do not attempt to taxi aircraft.
Airborne Landing Gear Inspections
1. Climb to at least 2,000’AGL
WARNING: Below 2,000’AGL, insufficient
altitude may preclude a successful bailout in event of
midair collision. If conditions preclude VFR
operations at or above 2,000’AGL, airborne visual check
is not recommended. Obtain visual check from tower if
possible.

2. Conduct sufficient cockpit-to-cockpit communications to coordinate join up, inspection & separation.

WARNING: Abrupt changes in airspeed,
attitude & altitude shall be avoided.

3. Inspecting aircraft should check the following:
a. General condition of gear
b. Tire inflation & condition
c. Mechanical downlock in extended position
d. Inboard gear doors for any gapping
e. Struts for visible hydraulic fluid
f. Illumination of external gear position lights
Wing Flap Failure
There are no provisions for emergency flap operation. If wing flaps become inoperative & function cannot be restored, land aircraft in existing flap configuration
Split-Flap Condition
1. Reset flap lever to prior position

2. Pull FLAP PWR circuit breaker
[2nd row down, 2nd from right]

3. Land as soon as practical


NOTE: Aircraft is fully controllable in split-flap configuration. With use of full available aileron trim, control pressures are light. Considerations should be made for using increased landing speeds to enhance controllability.
Flap Limit Switch Failure
If either flap limit switch should fail, resultant torque overload on flap motor may trip FLAP PWR circuit breaker. Do not attempt to reset FLAP PWR circuit breaker. Land aircraft in existing flap configuration.
Landing Gear Emergency Extension





If gear problem is encountered or suspected, gear should never be cycled because re-extending gear could aggravate the problem.
1. Pull LDG GEAR PWR & CONT circuit breakers [3rd row down, first 2 from left]
2. Lower gear handle
3. Unlock clutch knob
4. Push knob down to engage handcrank
5. Crank gear down until handle cannot be moved further. Check gear position indicators for fully extended indications & light in gear handle extinguished if electrical power is available.
WARNING: Handcrank must be disengaged from driveshaft after extending gear manually; otherwise, subsequent operation of gear electrically will cause crank to spin rapidly w/possible injury to personnel & damage to system. Any spinning of handcrank shall be reported to maintenance personnel.

CAUTION: Gear emergency extension system is designed & stressed only for extension & should not be used to attempt to retract gear except in extreme situation.
Unsafe Landing Gear Indication
If gear position indication does not match position of gear handle or red (in transit) light is illuminated:

1. Pull LDG PWR and CONT circuit breakers
2. Landing gear handle down.
3. Engage the emergency landing gear extension system and manually crank the gear down.
If proper indication of gear position
is achieved, land & investigate cause
of original indications.
If unsafe gear position indications persist:
4. Obtain visual check of gear position
5. If visual check confirms gear appears down & locked, land w/caution. Roll out straight-ahead using brake application & beta only as necessary. Stop on runway until gear is inspected.
If visual check confirms unsafe gear position:
6. Perform - Gear Unsafe Emergency Landing
Inboard Landing Gear Door Position Annunciator Light Illuminated
Unsafe gear up indication at high airspeeds may be caused by ‘gapping’ of inboard gear doors as result of aerodynamic pressures.

1. Reduce airspeed.

If safe indication is obtained, do not exceed speed at which indication changed to safe. Not occurrence in appropriate maintenance form.

2. If light remains illuminated with airspeed below 150 KIAS, land ASAPracticable using normal procedures.

Caution: Once gear has been lowered, raising the gear may aggravate the problem.
Landing With Gear Up
If gear fails to extend, wheels-up landing can be made on either hard or soft ground; however, hard surface is preferable since sod tends to roll up into chunks, damaging the underside of the fuselage.
1. Oxygen mask - DON
2. Loose items in cockpit - SECURE
3. Parachute - UNFASTENED
4. Harness - LOCKED
5. Make normal approach, full flaps
NOTE: If crosswind component is out of full-flap
limitations (15 kts or greater), consideration shall be
given to making no-flap approach.

6. Canopy - EMERGENCY OPEN
NOTE: Dirt & loose objects propelled by
airblast may restrict visibility.

7. Condition lever - FUEL OFF JUST PRIOR TO TOUCHDOWN
NOTE: Aircraft will float significantly in ground
effect w/gear up & prop in feather. Plan approach
accordingly.

8. Emergency fuel shutoff handle - PULL
9. Battery switch - OFF
When aircraft comes to rest:
10. Harness - RELEASE
11. Evacuate aircraft
Landing With One Main Gear Retracted
Gear-up landing is preferred to landing w/one main gear retracted. However, if such landing cannot be avoided:
1. Oxygen mask - DON
2. Loose items in cockpit - SECURE
3. Parachute - UNFASTENED
4. Harness - LOCKED
5. Make normal approach w/full flaps. Plan to land on extended gear side of runway.
6. Canopy - EMERGENCY OPEN
NOTE: Dirt & loose objects propelled by
airblast may restrict visibility.

7. Condition lever - FUEL OFF JUST PRIOR TO TOUCHDOWN
8. Emergency fuel shutoff handle - PULL
9. Battery switch - OFF
10. Touch down smoothly on extended main gear & hold opposite wing up w/aileron as long as possible after nosewheel touches down.
11. When wingtip strikes ground, apply max opposite brake pressure.
When aircraft comes to rest:
12. Harness - RELEASE
13. Evacuate aircraft
Should Nosegear Fail to Extend Fully
If nosegear should fail to extend fully & is free swinging, it may be possible to achieve overcenter locked position by using the following procedures:

1. Flaps - DOWN
2. Airspeed - SLOW TO 80 KIAS
3. Make gentle pitching oscillations using positive g’s to swing nosegear into locked position.
4. Land using - Landing with Nosegear Retracted procedure
5. If nosegear supports aircraft, smoothly apply full forward stick to maintain pressure on nosegear & do not allow nosewheel to bounce on runway
Landing With Nosegear Retracted
. Oxygen mask - DON
2. Loose items in cockpit - SECURE
3. Parachute - UNFASTENED
4. Harness - LOCKED
5. Make normal approach w/full flaps
6. Canopy - EMERGENCY OPEN
NOTE: Dirt & loose objects propelled by airblast may restrict visibility.
7. Condition lever - FUEL OFF JUST PRIOR TO TOUCHDOWN
8. Emergency fuel shutoff handle - PULL
9. Battery switch - OFF
10. After main gear touches down, hold nose up w/aft stick. As stick approaches full aft & elevator authority is lost during rollout, lower nose gently to deck while pitch control is still available.
When aircraft comes to test:
11. Harness - RELEASE
12. Evacuate aircraft
Tire Failure on Landing Roll (Main or Nose)
If tire blowout occurs during normal landing roll, use rudder as necessary & brakes as required to maintain directional control. Use beta & brakes to aid in deceleration. When aircraft comes to complete stop, perform Engine Shutdown Checklist & have aircraft towed clear of landing area. Do not taxi w/flat tire.
Emergency Exit/Entrance
To Exit:
Alert other occupant & receive acknowledgment
Pull canopy emergency open handle hard

To Enter:
Pull external release handle hard

WARNING: Observe that crew/ground personnel are clear of canopy opening path prior to pulling emergency open handle. Ensure adequate helmet to canopy bow clearance prior to pulling emergency open handle by bending head over or lowering seat if time permits. Ensure parachute lanyard is disconnected prior to exiting aircraft wearing parachute.

NOTE: If emergency opening system is actuated, canopy, once opened, cannot be closed until actuator valve has been bled of pressure on ground.
Bailout Procedure
In event of severe emergency in which forced landing cannot be accomplished safely, bailout procedures should be initiated as soon as possible. Recommended bailout airspeed range is 90 to 120 KIAS; above 200 KIAS, survivability is marginal, as air velocity tends to hold body against aircraft. During spin or out-of-control flight, bailout opposite direction of turn needle to minimize danger of being struck by aircraft.
Min recommended altitudes for bailout are:
a. Day VMC - 1,200’AGL
b. Day IMC - 2,000’AGL
c. Night VMC/IMC - 2,000’AGL
d. Out-of-Control flight - 5,000’AGL
1. Notify crewmember
2. Canopy - EMERGENCY OPEN
NOTE: Canopy will open 2 inches less when operated
pneumatically & may take as long as 4 sec. to reach open
position.
3. Radio cords and oxygen hose or mask - DISCONNECT
4. Harness- RELEASE
From a crouched position:
5. Dive toward trailing edge of wing

WARNING: If aircraft is in spin, both pilots should bailout to outside of spin to minimize danger of being
struck by aircraft.
When clear of aircraft:
6. Pull parachute D-ring (max length of travel to allow for complete release of pins from parachute pack)

NOTE: Parachute assembly barometrically deploys parachute canopy at 10,000’ or below. Arming lanyard attached to crewmember’s seat arms the device during bailout. If bailout occurs above 10,000’ & automatic opening device is armed, crewmember will freefall to preset altitude & canopy will automatically be deployed.

WARNING: If automatic opening device fails to deploy parachute canopy, crewmember must manually initiate deployment by pulling parachute ripcord handle.

Additional items: A-S-B-C-E-T (option nmemonic)
Airspeed- SLOW TO 90 TO 120 KIAS.

Seat- LOWER PRIOR TO OPENING CANOPY

Broadcast- MAYDAY (UHF); 7700 (transponder)

Condition Lever- FUEL OFF

Fuel T-Handle- PULL

Turn toward unpopulated area
Engine Failure over Water/Ditching

When possible, plan to ditch into wind if seas are calm. In event of moderate swells & min winds, ditch parallel to swells. W/moderate to high swells & 25 knots of wind or more, ditch into wind & attempt to land on upwind side of swell (avoid face of swell). Ditching from very low altitude will require immediate reaction & simultaneous completion of critical items.
1. Flying speed - MAINTAIN (100 KIAS min) [“Speed”]
2. Gear & Flaps - UP [“Clean”]
3. Engine instruments - CHECK [“Check”]
WARNING: If N1 & ITT indicate rollback condition (FCU stuck at min flow), execute 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 [“Feather”]
5. Landing direction - SELECT [“Look”]
6. Harness - LOCKED [“Lock”]
7. Perform - Airstart procedure
If airstart not attempted or is unsuccessful:
8. Altitude permitting - Bailout (as desired)
If ditch is to be continued:
9. Condition lever - FUEL OFF
10. Emergency fuel shutoff handle - PULL
11. Flaps - DOWN
12. Canopy - EMERGENCY OPEN
Additional items to complete (prior to water entry if time permits):

Broadcast - MAYDAY (UHF), 7700 (transponder)
Parachute - UNFASTENED
Oxygen mask - REMOVE
Battery switch - OFF
NOTE: Consideration should be given to leaving battery on at night.

As soon as all violent motion stops:

13. Execute - Emergency Exit procedure
14. LPU - INFLATE WHEN CLEAR OF AIRCRAFT

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

NOTE: If time permits, retrieve first aid kit from aft cockpit.