Section I. AIRCRAFT SYSTEMS
9-1. AIRCRAFT SYSTEMS.
This section describes the aircraft systems emergencies
that may reasonably, be expected to occur and presents
the procedures to be followed. Emergency procedures
are given in checklist form when applicable. A
condensed version of these procedures is contained in
the Operator's and Crewmember's Checklist, TM 1-
equipment is covered, when appropriate, in Chapter 3,
Avionics, and is repeated in this section only if safety of
flight is affected.
9-2. 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 immediate action by the
pilot. The most important single
consideration is aircraft control. All
procedures are subordinate to this
9-3. DEFINITION OF LANDING TERMS.
The term LAND AS SOON AS POSSIBLE is defined
as landing at the nearest suitable landing area (e.g.,
open field) without delay. (The primary consideration is
to ensure the survival of occupants.) The term LAND AS
SOON AS PRACTICABLE is defined as landing at a
suitable landing area. (The primary consideration is the
urgency of the emergency.)
9-4. EMERGENCY EXITS AND EQUIPMENT.
Emergency exits and equipment are shown in figure
9-5. EMERGENCY ENTRANCE.
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.
9-6. ENGINE MALFUNCTION.
Conditions. There are no unusual flight characteristics
during single engine operation as long as airspeed is
maintained at or above minimum control speed (V,.).
The capability of the aircraft to climb or maintain level
flight depends on configuration, gross weight, altitude,
and free air temperature. Performance and aircraft
control will improve by feathering the propeller of the
inoperative engine, retracting the landing gear and flaps,
and establishing the single engine best rate-of-climb
Engine Malfunction Prior To or At V, (Abort). If
an engine should fail, or the crew determines that an
abort is warranted prior t; or at V1, utilize the following
POWER levers - GROUND FINE.
Braking - As required.
Reverse thrust - As required.
If insufficient runway remains for stopping, perform
CONDITION levers - FUEL CUTOFF.
FIRE PULL handles - Pull.
MASTER SWITCH - OFF.
Single engine reversing should be used only with
Engine Failure After V,. If engine failure occurs
after V,, 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 V,, then retract the flaps, if extended. After
flap retraction is complete, reduce power on the
operating engine to maximum continuous and continue
the climb at Ventr.
Field performance data, as obtained from Chapter 7,
is predicated on no power adjustments from the point of