TM 1-1510-224-10
brake release to the power reduction at 500 feet. The
Static Power Setting Chart in Chapter 7 permits a power
setting that allows for normal torque increase during the
takeoff roll and the ensuing climb. The static power is
determined so that at some point during the climb to 500
feet, the torque or TGT will reach red line. (The TGT
limit will only be reached on a minimum performance
engine. A better than minimum engine will exhibit a
positive TGT margin under these conditions.) Setting of
a static power greater than that presented in Chapter 7
will result in an engine limit being exceeded prior to the
aircraft reaching 500 feet, necessitating an unscheduled
power adjustment. Setting of a static power less than
that presented in Chapter 7 will result in insufficient
power available and failure of the aircraft to attain
scheduled performance.
1.
Power- Maximum allowable.
2.
Gear - UP (two positive climb indications).
3.
Propeller - Verify feathered.
4.
Flaps - UP after Venr, (130 KIAS).
5.
LANDING lights - OFF.
6.
Engine cleanup - Perform.
7.
Land as soon as practicable.
NOTE
Holding up to 5 degrees of bank (1/2
ball
width)
toward
the
operating
engine will assist in maintaining
directional control and will improve
aircraft performance.
d.
Engine Malfunction During Flight. If an engine
malfunctions during flight, perform the following:
1.
Autopilot/Yaw Damp - Disengage.
2.
Power - As required.
3.
Dead engine - Identify.
4.
POWER lever (dead engine) - IDLE.
5.
PROP lever (dead engine) - FEATHER.
6.
Gear - As required.
7.
Flaps - As required.
8.
Engine Cleanup - Perform.
9.
Power - Set for single engine cruise.
10.
Land as soon as practicable.
e.
Engine Malfunction During Final Approach. If an
engine malfunctions during final approach (after (after
LANDING CHECK) the propeller should not be manually
feathered unless time and altitude permit or con-
ditions require it. Continue approach using the following
procedure:
1.
Power - As required.
2.
Gear - DN.
f.
Engine Malfunction (Second Engine). If the
second engine fails, the airspeed to fly will depend upon
whether or not a restart will be attempted, and whether
or not the restart attempt will be accomplished with or
without starter assist. If no restart is to be attempted,
use maximum glide speed from figure 9-2 or 9-3.
Perform the following procedure if the second engine
fails during cruise flight.
1.
Airspeed - As required.
2.
POWER lever - IDLE.
3.
PROP lever - As required.
4.
Conduct engine restart procedure.
9-7. ENGINE SHUTDOWN IN FLIGHT.
If it becomes necessary to shut an engine down
during flight, perform the following:
1.
POWER lever - IDLE.
2.
PROP lever - FEATHER.
3.
CONDITION lever - FUEL CUTOFF.
4.
Engine cleanup - Perform.
9-8. ENGINE CLEANUP.
The c leanup procedure to be used after engine
malfunction, shutdown, or an unsuccessful restart is as
follows:
(1)
CONDITION lever - FUEL CUTOFF.
(2)
Engine AUTO IGNITION switch - Off.
(3)
AUTOFEATHER switch - OFF.
(4)
GENERATOR switch - OFF.
(5)
Mission control switches - As required.
6.
PROP SYNC switch - OFF.
(7)
BRAKE deice switch - OFF.
9-3
