TM 1-1510-223-10 Change 3          9-1 CHAPTER 9 EMERGENCY PROCEDURES Section  I. AIRCRAFT SYSTEMS 9-1. GENERAL. 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    Operator’s    and    Crewmember’s    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. 9-2. IMMEDIATE ACTION EMERGENCY CHECKS. Immediate action emergency items are underlined for your reference and shall be committed to memory. NOTE 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. 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 PRAC- TICABLE 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. 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 (V_mca). 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 (V_yse). 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 following procedures: 1.   POWER levers — GROUND FINE. 2.   Braking — As required. 3.   Reverse thrust — As required. If insufficient runway remains for stopping, perform the following: 4.  CONDITION levers — FUEL CUTOFF. 5.  FIRE PULL handles — Pull. 6.  MASTER SWITCH — OFF. Single engine reversing should be used only with ex- treme caution. 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 V_enr, 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 V_enr. 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