Abnormal Starts
If ITT rate of increase appears likely to exceed 925ºC (hot start), normal N1 increase is halted (hung start), or no rise of ITT is evident w/in 10 sec after selecting FTHR w/condition lever (no start), proceed:
1. Condition lever - FUEL OFF
2. Ignition switch - HOLD OFF (starter continue engaged)
3. Starter - OFF (after 20 sec)
4. Ignition Switch - RELEASE
CAUTION: Do not release the ignition switch prior to securing the starter.
Do not attempt another normal start until cause of abnormal start is determined and appropriate maint. action is taken. Note & report to maint degree & duration of any overtemp.
Emergency Engine Shutdown
Emergency Exit
Emergency Engine Shutdown
1. Condition lever - FUEL OFF
2. Emergency fuel shutoff handle - PULL
NOTE: After emergency fuel shutoff handle is pulled, do not reset on ground until cause of emergency shutdown is determined & corrected.
Emergency Exit
1. Canopy - OPEN (emergency open, if required)
2. Harness - RELEASE
3. Parachute - UNFASTENED
4. Evacuate aircraft
WARNING: If aircraft is evacuated on ground while wearing parachute w/lanyard connected, parachute will deploy, possibly inflating & dragging pilot in windy conditions. Should post crash fire occur, this can be extremely hazardous because pilot may be dragged into fireball.
Engine Fire on Ground
If indication of fire is observed, proceed as follows:
1. Starter - OFF
2. Execute - Emergency Engine Shutdown
3. Execute - Emergency Exit
CAUTION: Do not attempt engine restart until cause of fire is determined & corrected.
Abnormal ITT during Shutdown
Indications may include rapidly rising ITT & smoke &/or flames from exhaust stacks.
1. Condition lever - FUEL OFF
2. Emergency fuel shutoff handle - PULL
3. Ignition switch- HOLD OFF
4. Starter - ENGAGE
If conditions persist or engine fire light illuminates:
5. Starter switch - OFF
6. Execute - Emergency Exit
Electrical/Wing/
Unknown Origin
Fire on ground
1. Execute - Emergency Engine Shutdown
2. Execute - Emergency Exit
Chip Light
1. PEL- EXECUTE (utilize a max of 850 ft-lb torque and avoid unnecessary PCL movements).
Warning: Torque indications may be erroneous because of reduction gearbox failure. Careful attention should be given to rate of descent, and to rate of climb, setting PCL as required to maintain proper PEL profile.
Note: For comparison purposes only, an 850 ft-lb/100 knot climb on a standard day should yield an approximate minimum rate of climb of 1,200 fpm (clean), 700 fpm (dirty). If indicated climb rates are significantly lower, suspect erroneous torque indications and increase power cautiously to achieve proper airspeed/VSI combinations.
If engine failure/mechanical malfunction occurs:
2. Condition lever – FUEL OFF
3. Emergency fuel shutoff handle – PULL
4. Execute appropriate ENGINE FAILURE procedures
NOTE: Illumination of the magnetic CHIP detector light indicates that metal particles are present in the propeller reduction gearbox.
Brake Failure
1. Aircraft - STOP
WARNING: Simultaneous actuation of the same brake pedal in both cockpits may cause the shuttle valve to neutralize, causing a loss of braking effectiveness.
NOTE: Maintain directional control and stop aircraft using Bets, rudder, and remaining brake.
Pumping the brake(s) may restore enough braking action to stop or better control the aircraft.
If the brakes in one cockpit fail, the brakes in the other cockpit may still function normally.
If anticipating going into unprepared terrain:
2. Emergency Engine Shutdown - EXECUTE
When aircraft comes to rest:
3. Emergency exit - EXECUTE
WARNING: Do not attempt to taxi w/brake failure or suspected failure in either cockpit. Do not shut down engine until wheels are chocked if holding position-using beta
Hot Brakes
Strike of Ground Object during Taxi
Hot Brakes
Hot brakes may be caused by excessive braking action. If hot brakes are suspected, stop aircraft if possible & allow wheels & brakes to cool.
If immediate takeoff is required, leave gear extended for 3 to 5 min to provide cooling of wheel & brake assemblies.
Strike of Ground Object during Taxi
Because of design characteristics of aircraft, possibility exists of striking ground objects w/propeller or gear fairings. If this occurs or is suspected, secure engine as follows:
1. Execute - Emergency Engine Shutdown
Aborting Takeoff
1. PCL - FULL BETA
2. Wheel brakes - AS REQUIRED
WARNING: Simultaneous actuation of the same brake pedal in both cockpits may cause the shuttle valve to neutralize, causing a loss of braking effectiveness.
If anticipating going off runway into unprepared terrain:
3. Canopy - EMERGENCY OPEN
4. Emergency Engine Shutdown - EXECUTE
5. Emergency Exit - EXECUTE
NOTE: When maximum braking is required, lower nosewheel to deck before applying brakes. For max braking, use single, smooth application of brakes w/constantly increasing pedal pressure, as speed is lost. Use as much braking pressure as possible w/out sliding tires. Beta is not available w/engine failure.
Tire Failure
If still on runway:
1. Execute ABORTING TAKEOFF procedure.
If tire fails on takeoff & aircraft becomes airborne, proceed as follows:
2. Leave gear down
3. Get visual confirmation
4. Land aircraft on good tire side of runway
5. Maintain directional control w/rudder as necessary & brakes as required. Use beta & brakes to aid in deceleration:
Do not taxi w/blown tire
Engine Failure during Takeoff
If engine fails during takeoff roll before aircraft becomes airborne:
Execute - Aborting Takeoff procedure
Engine Fire during Takeoff
If engine fire is indicated by illumination of FIRE warning light during takeoff before aircraft becomes airborne, proceed as follows:
1. Execute - Aborting Takeoff procedure
2. Execute Emergency Engine Shutdown procedure.
3. Execute Emergency Exit procedure.
Fuel Control Stuck at Minimum Flow (Rollback)
1. Condition lever - FULL INCREASE RPM
2. EPL - ADVANCE TO DESIRED POWER SETTING
CAUTION: Use of beta is not recommended
when performing landing using manual fuel
control system. If use of beta is required, ensure
EPL is in idle range or DISCONNECTED before
selecting BETA with PCL.
If resultant power available is insufficient to execute PEL:
3. EPL - DISCONNECT
4. Engine Failure procedure - EXECUTE
If sufficient power is restored:
5. PCL - IDLE
6. PEL - Execute
WARNING: When engine is so underpowered that high rates of descent occur, any delay in feathering propeller may result in insufficient altitude to reach suitable landing site.
NOTE: If resultant power is sufficient to maintain rate of descent less than feathered condition (6 - 800 fpm clean), consideration should be given to allowing engine to operate until field is made.
If application of power results in compressor stall indications (possible compressor bleed valve malfunction/failure), Execute Compressor Stalls procedure.
Compressor Stall
May be characterized by audible change in engine noise (loud bang or backfire) w/fluctuations in torque, ITT, N1 & fuel flow. Additionally, flames & smoke may be visible from engine exhaust stacks
1. PCL - Slowly retard to just below stall threshold to clear stall
2. Cockpit environmental control - FULL FORWARD
3. PCL - Slowly adjust to desired power setting
WARNING: Avoid unnecessary PCL movement.
Advancing PCL may result in further compressor stalls & engine flame out. Retarding PCL further my limit max power available.
If sufficient power is available:
4. PEL - Execute
If resultant power available is insufficient to execute PEL:
5. Execute Engine Failure procedure
WARNING: Use of manual fuel control will only aggravate compressor stalls & could lead to flameout. When engine is so under powered that high rates of decent occur, any delay in feathering propeller may result in insufficient altitude to reach suitable site.
NOTE: Record altitude, OAT, max ITT & duration of compressor stall. If resultant power is sufficient to maintain rate of decent less than feathered condition (6 - 800 fpm clean), consideration should be given to allowing engine to operate until field is made.
Engine Failure
If engine failure occurs at very low altitude, priority shall be given to accomplishing first five steps, which may be performed concurrently.
Flying speed - MAINTAIN (100 KIAS min) [“Speed”]
Engine instruments - CHECK [“Check”]
WARNING: If N1 & ITT indicate rollback
condition (FCU stuck at min flow), execute Loss
of Useful Power procedure. If application of
power results in compressor stalls (possible
compressor bleed valve malfunction/failure),
execute Compressor Stalls procedure.
Condition lever - FTHR [“Feather”]
Gear & Flaps - UP [“Clean”]
Landing site - SELECT [“Look”]
Harness - LOCKED [“Lock”]
Next decision: “A” airstart, “B” bailout, “C” continue forced landing
Perform - Airstart procedure
If airstart not attempted or is unsuccessful:
No landing site available and altitude permits - Bailout
If forced landing is to be continued:
Condition lever - FUEL OFF
Emergency fuel shutoff handle - PULL
Broadcast - Mayday (UHF), 7700 (transponder)
Enter ELP at or below high key
Gear & flaps - AS REQUIRED (Paved - gear down, flaps up; Unpaved - gear up, flaps down)
Canopy - EMERGENCY OPEN
Battery switch - OFF
Airstart
1. PCL - IDLE
2. Emergency fuel shutoff handle - DOWN
3. Standby fuel pump switch - ON
4. Starter switch - ON
5. N1 & ITT - monitor for start indications
6. Starter switch - OFF When ITT peaks or no indications of start
7. Standby fuel pump switch – OFF IF START UNSUCCESSFUL
NOTE: If airstart is attempted & unsuccessful, sufficient battery power may not be available to lower flaps or gear electrically
If start is successful:
8. Condition lever - FULL INCR
9. PCL - ADVANCE AS REQUIRED
10. PEL - Execute
11. Autoingition - ON
Precautionary Emergency Landing
Select & turn toward nearest suitable landing field. [“Turn”]
Climb or accelerate to position w/in dead-engine gliding distance of high key [“Climb”]
Gear & Flaps - UP (as appropriate to emergency) [“Clean”]
Conduct systematic check of aircraft to determine possible cause. [“Check”]
Plan to enter ELP at or below high key w/flaps retracted, gear extended & airspeed of 100 KIAS
Accomplish before entering ELP:
‘Determine’ - duty runway
‘Deliver’ - PAN voice report
‘Reduce’ - power to 200 ft-lbs. and retrim for 100kt descent
‘Lower’ - gear
‘Report’ - landing checklist
Uncontrollable High Power
Bearing or shaft in FCU could fail w/out prior fluctuations, causing fuel flow (& torque & N1) to go to max, resulting in very high-power condition that will be unresponsive to PCL movements.
1. PEL - Execute (climb or accelerate to suitable paved field)
WARNING: Certain failures can cause
wide power surges from max to as low as
min fuel flow. Engagement of EPL in this
case will have no effect on high end of
power fluctuations, but may raise low end of
surges, thus reducing magnitude of
fluctuations.
2. Friction lock knob - FULL DECREASE
3. Condition lever - Rapidly to FUEL OFF
CAUTION: When retarding condition
lever, do not hesitate in feather detent
because high power from engine w/prop in
feather may cause severe airframe vibration
& very high torque applied to prop &
reduction gearbox.
NOTE: Altitude permitting, pilot may elect
to shut down engine w/emergency fuel
shutoff handle. Engine may continue
running for as long as 30 sec after handle is pulled.
4. Execute - Engine Failure procedure
Engine Fire
Illumination of FIRE warning light is usually first indication of engine compartment fire. Confirm, if possible, that fire actually exists. If no fire or smoke can be observed, land as soon as possible using PEL procedures.
1. Fire - CONFIRM
If fire is confirmed:
2. Emergency Engine Shutdown - EXECUTE
3. Cockpit environmental control/aft cockpit outside air - OFF
NOTE: Under varying conditions of
altitude, fire, smoke, or fumes, pilot has
option of using 100% oxygen, opening
canopy &/or closing oxygen cylinder valve
as dictated by judgement.
If fire persists:
4. Bailout - EXECUTE
If fire goes out:
5. Engine failure procedures - EXECUTE
If no indications of fire:
6. PEL - EXECUTE
Electrical/Unknown Origin Fire
VMC
1. Battery & generator switches - OFF
2. Reduce - Airspeed (as required)
3. Oxygen - 100% (as required)
NOTE: Under varying conditions of altitude, fire,
smoke, or fumes, pilot has option of using 100% oxygen, opening canopy &/or closing oxygen cylinder valve as dictated by judgement.
4. Cockpit environmental control/aft cockpit outside air – OFF
If fire persists:
5. Execute - Engine Fire procedure
If fire extinguishes:
6. Land as soon as possible
7. Execute - Restoring Electrical Power procedure (if required)
NOTE: Should pilot elect to initiate emergency landing w/electrical power secured, additional consideration should be given to landing approach; allow additional time to handcrank gear down & plan for no-flap landing w/max runway length, since beta will not be available.
“BROCELE” (pronounced brocolli)
Electrical/Unknown Origin Fire
IMC
1. Utility bus switches - OFF
2. Nonessential equipment - OFF
3. Reduce airspeed (as required)
4. Oxygen - 100% (ass required)
NOTE: Under varying conditions of altitude, fire, smoke, or fumes, pilot has option of using 100% oxygen, opening canopy &/or closing oxygen cylinder valve as dictated by judgement.
5. Cockpit environmental control/aft cockpit outside air - OFF
If fire persists:
6. Bail out (altitude permitting)
If fire extinguishes:
7. Land as soon as possible
NOTE: If landing with utility bus switches secured, additional consideration should be given to the landing approach. Plan for a no-flap landing using maximum runway length since BETA will not be available.
“UNROC BAIL/LAND”
Wing Fire
VMC
Battery & generator switches - OFF
Attempt to extinguish fire by slipping aircraft away from fire [“Step on fire”]
If fire does not extinguish or is obviously fed by aircraft fuel - Bail out
If fire is extinguished:
Secure switches & circuit breakers that control power to wing.
Switches - (pitot heat, strobe, navigation & landing lights)
Circuit breakers (AOA instrument power [bottom row, far left], low-fuel warning [2nd row down, 6th from left], fuel quantity [3rd row down, 11th & 12th from left], gear position & warning [3rd row down, 3rd & 4th from left], & compass [top row, just left of bus switches])