Change 3 9-1
This section describes the aircraft systems emergen-
cies that may reasonably be expected to occur and pres-
ents the procedures to be followed. Emergency
procedures are given in checklist from when applicable.
A condensed version of these procedures is contained in
the Operators and Crewmembers Checklist, TM
1-1510-223-CL. Emergency operations of avionics
equipment are covered when appropriate in Chapter 3,
Avionics, and are repeated in this section only if safety of
flight is affected.
IMMEDIATE ACTION EMERGENCY CHECKS.
Immediate action emergency items are underlined for
your reference and shall be committed to memory.
The urgency of certain emergencies requires im-
mediate action by the pilot. The most important
single consideration is aircraft control. All proce-
dures are subordinate to this requirement.
DEFINITION OF LANDING TERMS.
The term LAND AS SOON AS POSSIBLE is defined
as executing a landing at the nearest suitable landing
area without delay. The term LAND AS SOON AS PRAC-
TICABLE is defined as executing a landing at the nearest
EMERGENCY EXITS AND EQUIPMENT.
Emergency exits and equipment are shown in figure
Entry may be made through the cabin emergency
hatch. The hatch may be released by pulling on its flush-
mounted, pull-out handle, placarded EMERGENCY
EXIT - PULL HANDLE TO RELEASE. The hatch is of the
nonhinged, plug type, which removes completely from
the frame when the latches are released. After the
latches are released, the hatch may be pushed in.
a. Flight Characteristics Under Partial Power Condi-
tions. There are no unusual flight characteristics du-
ring single engine operation as long as airspeed is
maintained at or above minimum control speed (Vmca).
The capability of the aircraft to climb or maintain level
flight depends on configuration, gross weight, altitude,
and free air temperature. Performance and aircraft con-
trol will improve by feathering the propeller of the inop-
erative engine, retracting the landing gear and flaps, and
establishing the single engine best rate-of-climb speed
b. Engine Malfunction prior to or at V1 (Abort). If an
engine should fail, or the crew determine that an abort is
warranted prior to the aircraft achieving V1, utilize the
1. POWER levers GROUND FINE.
2. Braking As required.
3. Reverse thrust As required.
If insufficient runway remains for stopping, perform
4. CONDITION levers FUEL CUTOFF.
5. FIRE PULL handles Pull.
6. MASTER SWITCH OFF.
Single engine reversing should be used only with ex-
c. Engine Failure after V1. If engine failure occurs
after V1, continue the takeoff. Directional control can
readily be maintained with rudder. Do not retard the
throttle of the inoperative engine, until the propeller has
stopped rotating. To do so will deactivate the autofeather
system, and the propeller may not feather. As the copilot
calls rotate, smoothly raise the nose of the aircraft to an
indicated pitch attitude of 7 . After takeoff, verify two
positive climb indications, then raise the landing gear.
Continue the climb at V2. Do not retract the flaps if
they are set to APPROACH for takeoff. Level the aircraft
at an altitude of 500 feet above the airport field elevation.
Accelerate to Venr, then raise the flaps, if extended. After
flap retraction is complete, reduce power on the operat-
ing engine to maximum continuous and continue the
climb at Venr.
Field performance data, as obtained from Chapter 7,
is predicted on no power adjustments from the point of
brake release to the power reduction at 500 feet. The
Static Power Setting Chart in Chapter 7 permits a power