T-34 Emergency Procedures by ctw10436

VIEWS: 26 PAGES: 126

									   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 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.
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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