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 55-
1510-222-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.
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
executing a landing at the nearest suitable landing area
without delay. The term LAND AS SOON AS
PRACTICABLE is defined as executing a landing at the
nearest suitable airfield.
9-4. EMERGENCY EXITS AND EQUIPMENT.
Emergency exits and equipment are shown in figure 9-1.
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.
Flight Characteristics Under Partial Power
Conditions. There are no unusual flight characteristics
during 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
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 determine
that an abort is warranted prior to the aircraft achieving
V,, utilize the following procedures:
Power levers GROUND FINE.
Braking As required.
Reverse thrust As required. If insufficient
runway remains for stopping, perform the following.
Condition levers FUEL CUTOFF.
Fire pull handles Pull.
Master switch OFF.
With the operative engine in Ground Fine, heavy!
braking on the side of that engine will be required to
maintain directional control. Single engine reversing
should be used only with extreme caution.
Engine Failure After V1. 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 10°. After
takeoff, verify two, positive climb indications, and raise
the landing gear.