TM 1-1510-218-10 9-8 H IF CONDITION STILL PERSISTS: 6.   Oxygen masks – 100% and on. 7.   CABIN PRESS switch – DUMP. 8.   BLEED  AIR  VALVE  switches  –  OPEN  (if cabin heating is required). 9-19.  LOSS OF PRESSURIZATION (ABOVE 10,000 FEET). If   cabin   pressurization   is   lost   when   operating above   10,000   feet   or   the   ALTITUDE   warning   light illuminates, perform the following: 1.   Crew oxygen masks – 100% and on. 2.   Passenger  oxygen  –  ON  and  checked  to ensure all passengers have oxygen masks on and are receiving supplemental oxygen if required. 9-20.  CABIN DOOR CAUTION LIGHT ILLUMINATED. Remain   clear   of   cabin   door   and   perform   the following procedure. 1.   CABIN SIGNS switch – BOTH. 2.   BLEED  AIR  VALVE  switches  –  ENVIRO OFF. 3.   Descend  below  14,000  feet  as  soon  as practicable. 4.   Oxygen – As required. 9-21.  SINGLE-ENGINE DESCENT/ARRIVAL. NOTE Approximately    85%    N₁    is    required    to maintain pressurization schedule. Perform the following procedure prior to the final descent for landing. 1.   CABIN CONTROLLER – Set. 2.   CABIN SIGNS switch – As required. 3.   ICE & RAIN switches – As required. 4.   Altimeters – Set. 5.   RECOG/BEACON/NAV lights – ON. 6.   Arrival   briefing   –   Complete.      Refer   to Chapter 8, Paragraph 8-68. 9-22.  SINGLE-ENGINE BEFORE LANDING. 1.   CABIN SIGNS switch – BOTH. 2.   BRAKE DEICE – Off. 3.   PROP lever – As required. NOTE During  approach,  propeller  should  be  set at 2000 RPM to prevent glideslope interference  (ILS  approach),  provide  better power    response    during    approach,    and minimize  attitude  change  when  advancing propeller levers for landing. 4.   FLAPS (Below 199 KIAS) – APPROACH. 5.   GEAR (Below 181 KIAS)– DN. 6.   LANDING/TAXI LIGHTS – As required. 7.   CONDITION LEVER (Operating Engine) – HIGH IDLE. 9-23.  SINGLE-ENGINE LANDING CHECK. Perform   the   following   procedure   during   final approach to runway. 1.   AP/YD – Disengaged. 2.   GEAR DOWN lights – Check. 3.   PROP lever (live engine) – HIGH RPM. NOTE To ensure constant reversing characteristics,  the  propeller  control  must be in the HIGH RPM position. 9-24.  SINGLE-ENGINE GO-AROUND. The  decision  to  go  around  must  be  made  as early as possible.  Elevator forces at the start of a go around  are  very  high  and  a  considerable  amount  of rudder  control  will  also  be  required  at  low  airspeeds. Retrim as required.  If rudder application is insufficient or  applied  too  slowly,  directional  control  cannot  be maintained.      If   control   difficulties   are   experienced, reduce  power  on  the  operating  engine  immediately. Ensure   that   the   aircraft   will   not   touch   the   ground before  retracting  the  landing  gear.    Retract  the  flaps only as safe airspeed permits (TAKEOFF position until