TM 55-1510-222-10 CHAPTER 9 EMERGENCY PROCEDURES 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. NOTE 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 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 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. a. 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  (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 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 speed (V_yse). b. 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: 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. 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. c. 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. 9-1