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 Wing Fire IMC When all electrical power is secured, all attitude flight instruments are inoperative. Therefore, do not secure both battery & generator switches during instrument conditions. 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 100C: 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. Fuel Quantity Imbalance Sound in-flight procedures dictate that it is prudent to maintain balanced fuel load. However, should fuel split on order of 100 lbs. develop, attempt to balance fuel load as follows using wing-low method: 1. Use rudder trim as necessary to establish slip so that balance ball is displaced toward lower quantity wing tanks (i.e., trim balance ball into tank containing least amount of fuel). 2. Use aileron as necessary to maintain heading. 3. If normal fuel balance is restored continue flight 4. Land as soon as possible using PEL procedures if either of the following imbalance conditions develop during level, balanced flight: a. If fuel load cannot be brought into balance & split exceeds 100 lbs. w/either tank indicating less than 200 b. If fuel load cannot be brought into balance & split exceeds 200 lbs. WARNING: If unable to transfer any noticeable fuel from wing tank or if unable to balance fuel load, discontinue wing-low balancing procedure as failure to do so may result in engine failure because of fuel starvation. 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 1. 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.
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