EP's

Question 1

Fuel Control Stuck at minimum flow (Rollback)

Answer 1

• Condition Lever - Increase full RPM
• EPL - advance to desired power setting

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WARNING:

A generator which fails with extreme heat could possibly lead to a loss of useful power situtation in whiche the EPL may not be effective. The close proximity of the generator to the FCU can cause the fuel within the FCU to vapor-lock, inhibiting fuel flow through the FCU.

CAUTION:

Binding of the EPL cable may occur when the aircraft is operated in freezing temperatures.

NOTE:

When using EPL maintain N1 above 65% to improve engine response and ensure generator stays online.

If resultant power available is insufficient for a PEL:

• EPL - disconnect
• Engine Failure - Execute

​

WARNING:
when the engine is so underpowered that high rates of decent occur, any delay in feathering the prop may result in insufficient altitude to reach a suitable landing site. It is not recommended to delay feathering the propeller in the landing configuration below landing pattern altitude.

NOTE:

If resultant power is sufficient to maintain a rate of descent less than the featherd condition (600-800 fpm clean) consideration should be given to allowing the engine to operate until the field is made.

if sufficient power is restored:

• PCL - idle
• PEL - Execute

​

CAUTION:

Use of BETA is not recommended when performing a landing using the manual fuel control system. If the use of BETA is required, ensure the EPL is in the IDLE range or DISCONNECT before selecting BETA with the PCL.

Question 2

Compressor Stall

Answer 2

• PCL - slowly retard to just below stall threshold to clear stall
• Cockpit Environmental Control - FULL FORWARD

WARNING:

Avoid unnecessary PCL movement. Advancing the PCL may result in further compressor stalls and engine flameout. Retarding the PCL further may limit maximum power available.

• PCL - SLOWLY ADVANCE (as required)
• If the resultant power available is insufficient to exectue a PEL:*
• ENGINE FAILURE - Execute
• If sufficient power is available:*
• PEL - EXECUTE
• WARNING:*

Use of manual fuel control will only aggravate compressor stalls and could lead to flameout.

WARNING:

when the engine is so underpowered that high rates of descent occur, any delay in feathering the propeller may result in insufficient altitude to reach a suitable landing site.

NOTE:

• If the situtation permits, record the altitude, OAT, max ITT and duration of compressor stall.
• If resultant power is sufficient to maintain a ROD less than feathered condition (600-800fpm clean), consideration should be given to allwing the engine to operate until the field is made.

Question 3

Engine Failure

Answer 3

*1. Flying speed ………. Maintain (100 KIAS minimum)

*2. Landing gear and flaps ……….. Up

*3. Engine instruments ………. Check

WARNING:

If N and ITT indicate a rollback condition (FCU stuck at minimum flow), execute the ₁ FUEL CONTROL STUCK AT MINIMUM FLOW (ROLLBACK) procedure. If application of power results in compressor stalls (possible compressor bleed valve malfunction/failure), execute COMPRESSOR STALLS procedure.

*4. Condition lever ………. Feather (as required)

*5. Landing site ………. Select

*6. Harness ……….. Locked

*7. Air start ……….. Perform (if situation permits)

If air start is not attempted or is unsuccessful:

*8. No landing site available and altitude permits ………. Bail out

If forced landing/ditch is to be continued:

*9. Emergency engine shut down ………. Execute

*10. MAYDAY/7700 ………. Broadcast

*11. ELP ………. Intercept

*12. Gear and flaps ………. Emergency open

Note:

Dirt and loose objects propelled by the sir-blast may restrict visibility.

*14. Battery switch ………. Off

Note:

Consideration should be given to leaving the battery on at night.

Question 4

AIR START

Answer 4

*1. PCL ………. Idle

*2. Emergency fuel shut off handle ………. Down

*3. Standby fuel pump switch ………. On

*4. Starter ………. On

*5. N and ITT ………. Monitor for start indications

*6. Starter ………. Off (when ITT peaks or no indications of start)

*7. Standby fuel pump ………. Off (if start unsuccessful)

Note:

If an air start is attempted and unsuccessful, sufficient battery power may not be available to lower the flaps or gear electrically.

I**f start is successful:

*8. Condition lever ………. Full INCR

*9. PCL ………. Advance (as required)

*10. PEL ……….. Execute

*11. Auto ignition ………. On

Question 5

UNCONTROLLABLE HIGH POWER

Answer 5

The bearings or shaft in the FCU could fail without prior fluctuations, causing fuel flow to go to maximum, resulting in a very high-power condition that will be unresponsive to PCL movements. If torque, N , and fuel flow go to maximum and the engine is unresponsive to PCL movements, proceed as follows:

*1. PEL ………. Execute

Warning:

Certain failures can cause wide power surges from maximum to as low as minimum fuel flow. Engagement of the EPL in this case will have no effect on the high end of the power fluctuations, but may raise the low end of the surges, thus reducing the magnitude of the fluctuations.

2. Friction lock know ………. Full decrease
3. Condition lever ………. Rapidly retard to fuel off

Caution:

When retarding the condition lever, do not hesitate in the FEATHER detent because high power from the engine with the propeller in FEATHER may cause severe airframe vibration and very high torque applied to the propeller and reduction gear box.

Note:

Altitude permitting, the pilot may elect to shut down the engine with the emergency fuel shut off handle. The engine may continue running for as long as 30 seconds after the handle is pulled.

4. Engine failure ………. Execute

Question 6

ENGINE FIRE IN FLIGHT

Answer 6

*1. Fire ………. Confirm

If fire is confirmed:

*2. Emergency engine shut down ………. Execute

*3. Cockpit environmental control/aft cockpit outside air ………. Off

Note:

Under varying conditions of altitude, fire, smoke, or fumes, the pilot has the option of using 100% oxygen, opening canopy, and/or closing the oxygen cylinder valve as directed by judgment.

If fire persists:

*4. Bail out ………. Execute

If fire extinguishes:

*5. Engine failure ………. Execute

If no fire indications:

*6. PEL ………. Execute

Question 7

ELECTRICAL/UNKNOWN ORIGIN FIRE

Answer 7

FIRE - Attempt to locate/isolate source of fire/flames. If unsuccessful, continue:

VMC

IMC

Question 8

ELECTRICAL/UNKNOWN ORIGIN FIRE

VISUAL METEOROLOGICAL CONDITIONS

Answer 8

Attempt to locate/isolate source of fire/flames. If unsuccessful, continue:

VISUAL METEOROLOGICAL CONDITIONS

*1. Battery and generator switches ………. Off

*2. 100% oxygen ………. Don (as required)

*3. Airspeed ………. Reduce (as required)

Note:

Under varying conditions of altitude, fire, smoke, or fumes, the pilot has the option of using 100% oxygen, opening canopy, and/or closing the oxygen cylinder valve as dictated by judgment.

*4. Cockpit environmental control/aft cockpit outside air ………. Off

If fire persists:

*5. Engine fire ………. Execute

If fire extinguishes:

*6. Land as soon as possible.

*7. Restoring electrical power ………. Execute (as required)

Note:

Should the pilot elect to initiate an emergency landing with electrical power secured, additional consideration should be given to the landing approach; allow additional time to hand crank the landing gear down and plan for a no-flap landing with maximum runway length, since BETA will not be available

Question 9

ELECTRICAL/UNKNOWN ORIGIN FIRE

INSTRUMENT METEOROLOGICAL CONDITIONS

Answer 9

FIRE Attempt to locate/isolate source of fire/flames.

*1. Utility bus switches ………. Off

Note:

The following items will be lost when securing the utility bus switches: Oil pressure and temperature, flap power and position indicator, RMI compass and cards, NACWS CDUs and TRC, transponder, VOR, TACAN, GPS, fuel quantity, BETA release, utility lights, console lights, console flood lights, instrument flood lights, vent blowers, scavenge pump, prop test, condenser blower, AC clutch, and avionics cooling fan.

*2. All other non-essential equipment ………. Off

*3. 100% oxygen ………. DON (as required)

*4. Air speed ………. Reduce (as required)

Note:

Under varying conditions of altitude, fire, smoke or fumes, the pilot has the option of using 100% oxygen, opening canopy, and/or closing the oxygen cylinder valve as dictated by judgment.

*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.

Question 10

SMOKE OR FUME ELIMINATION

Answer 10

Warning:

Prior to accomplishing any procedure that will crate a draft in the cockpit, determine the source of smoke. A sudden draft may cause a smoldering fire to burst into flame.

*1. 100% oxygen ………. DON

*2. Airspeed ………. Reduce (as required)

*3. Cockpit environmental control/aft cockpit outside air ………. Fresh air increase/on

If smoke or fumes remain, obstructing sight for landing or heat build-up requires ventilation:

*4. Canopy ………. Emergency open

Note:

Due to the stability of jet fuel, the risk of igniting fuel or fuel fumes from electrically lowering the landing gear or flaps is extremely remote. If the pilot elects to lower the gear manually, execute landing gear emergency extension procedure.

Question 11

BLEED AIR WARNING LIGHT

Answer 11

1. Cockpit environmental control lever ………. Fresh air increase

Note:

If the light remains illuminated with cool air coming out of the fresh air ducts, the warning light is giving a false indication.

2. If the light remains illuminated with hot air coming out of the fresh air ducts, land as soon as practical using normal procedures.

Question 12

IN-FLIGHT DAMAGE/BINDING CONTROLS

Answer 12

If the aircraft damage is sustained because of mid-air collision, bird strike, or over-stress, the single most important concern is maintaining or regaining aircraft control. If the aircraft is controllable, monitor engine instruments for unusual indications and flight controls for free and correct response. Existing conditions may warrant consideration of an airborne visual check.

*1. Maintain control of aircraft; if not controllable, BAIL OUT.

*2. Climb ………. As required

*3. Check flight characteristics above 5000 feet AGL in the landing configuration, decreasing airspeed in increments of 10 KIAS to an airspeed at which a safe landing can be made (no slower than 80 KIAS.

Warning:

Because of unknown flight characteristics of a damaged aircraft, a stall may result in uncontrolled flight from which recovery is impossible. If out-of-control flight occurs, immediately execute OUT-OF-CONTROL RECOVERY procedures. If recovery does not appear imminent and/or cannot be accomplished by 5000 feet AGL, BAIL OUT.

4. Fly a wide or straight-in approach and land as soon as possible.

Question 13

WIND SHEAR/WAKE TURBULENCE ESCAPE PROCEDURES

Answer 13

*1. Wave off ……….. Execute

Maintain current configuration and wings level until clear of wind shear.

Warning:

Any attempt to recover loss of airspeed by decreasing pitch or allowing the aircraft nose to fall through is not recommended.

Question 14

OIL SYSTEM MALFUNCTION/CHIP DETECTOR CAUTION LIGHT ILLUMINATED

Answer 14

A vibrating needle or minor fluctuations of pressure with a steady mean, where extremes of needle movement remain within the normal range and do not exceed +/- 5 psi, are acceptable when no secondary indications of engine malfunctions are observed. With fluctuations greater than +/- 5 psi or outside the normal range, oil pressure drops below 65 psi at power settings above 75% N₁, rises above 85 psi, oil temperature exceeds 100°C, or Chip Detector Caution Light illuminates, accomplish the following procedure.

Note:

During dynamic aircraft maneuvers, oil pressure transients as low as 10 psi for as long as 5 seconds are acceptable provided that oil pressure returns to normal with no unusual or secondary indications of engine failure.

*1. PEL ………. Execute - (utilize a maximum of 850 fl/lb torque and avoid unnecessary PCL movements)

Warning:

Torque indications may be erroneous because of reduction gear box failure. Careful attention should be given to rate of climb/descent, 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 1200 fpm (clean), 700 fpm (gear down). If indicated climb rates are significantly lower, suspect erroneous torque indications and increase power cautiously to achieve proper air speed/VSI combination. Closely monitor engine instruments for secondary indications of rising ITT, high oil temperature, and/or fluctuating oil pressure. If secondary indications of engine failure occur while on or above ELP profile, consideration shall be given to securing engine.

*If engine failure/mechanical malfunction occurs: *

*2. Emergency engine shut-down ………. Execute

*3. Engine failure ………. Execute

Note:

Illumination of the magnetic chip detector light indicates that metal particles are present in the propeller reduction gear box.

Question 15

FUEL PRESS and MASTER CAUTION illuminate:

Answer 15

*1. PEL ………. Execute

*2. Standby fuel pump switch ……….. On

*If light remains illuminated: *

*3. Aircraft ……… Descend below 15,000 feet; avoid high power settings

Note:

Log time of illuminated FUEL PRESS light as solitary operation of the engine-driven primary pump.

Question 16

FUEL LEAKS OF SYPHONING

Answer 16

*If possibility of engine fire, flame-out, or failure due to location or severity of the leak: *

*1. PEL ………. Execute

If engine indications are normal:

*2. Land as soon as practicable

• If fuel fumes are present in the cockpit:*
  3. Smoke and fume elimination ………. Execute (as required)

Note:

• The pilot has the option or securing the switches (landing lights, navigation lights, strobe lights, and pitot heat) and the circuit breakers (LOW FUEL, LDG GEAR POSITION, LDG GEAR WARN, FUEL QTY LEFT/RIGHT, AOA INST POWER, RMI COMP) that control power to the wing.
• Due to the stability of jet fuel, the risk of igniting fuel or fuel fumes from electrically lowering the landing gear or flaps is extremely remote.
• If the pilot elects to lower the gear manually and execute a No Flap Landing: *
  4. Landing Gear Emergency Extension ………. Execute

Note:

Following emergency landing gear extension, landing gear indicators will remain unsafe if the LDG GEAR POSN circuit breaker has been pulled. Consideration should be given to obtaining a visual gear inspection.

Question 17

INVERTER FAILURE

Answer 17

*If INVERTER annunciator illuminates and MASTER CAUTION flashes, proceed as follows: *

Note:

If the 115-Vac, 1-amp circuit breaker pops, resetting this circuit breaker will provide power to the FWD and AFT cockpit altitude instruments regardless of inverter selected. If the 115-Vac, 1-amp circuit breaker cannot be reset, the front cockpit attitude instruments will operate normally when inverter #2 is selected.

*1. Other inverter ………. Select

If annunciator remains illuminated:

*2. Electrical control ………. Take command

*3. Circuit breakers ………. In (115-Vac, 1-amp; inverter control relay; INV 1 and INV 2)

Warning:

A popped 115-Vac, 1-amp circuit breaker will cause the loss of certain 115-Vac instruments depending on the cockpit and the inverter selected. Indications are as follows:

Front cockpit:

No. 1 inverter selected ………. Flashing MASTER CAUTION INVERTER annunciator lights and loss of attitude gyro and turn needle

No. 2 inverted selected ………. No indications

Rear cockpit:

No. 1 inverter selected ………. Flashing MASTER CAUTION INVERTER annunciator lights, and loss of attitude gyro

No. 2 inverter selected ………. Loss of turn needle

Warning:

• The inverter select switch will still be operable in the cockpit with electrical command.
• Instrument flight is not possible with a complete loss of AC power

Proper analysis and determination of the malfunction is critical when operating in or above the IMC. Through inverter selection and manipulation of the 115-Vac, 1-amp circuit breaker, the pilot in command will be able to control the location of operable attitude instruments.

Question 18

PROP RPM OUT OF LIMITS

Answer 18

*1. Condition lever ……….. Attempt to adjust prop RPM to normal operating range

If conditions persist:

*2. PEL ………. Execute

If normal conditions are restored:

*3. Land as soon as practicable using normal procedures

Warning:

Advancing the EPL beyond the point at which the fluctuations are minimized will aggravate the over-speed condition, which could result in catastrophic failure of the power turbine.

Note:

If activation of the primary fuel-topping governor has occurred, Pʏ air will be bled automatically and fuel flow will be reduced towards minimum, causing corresponding fluctuations in N₁, torque, fuel flow, and RPM as propeller RPM resurges to 2398 and is then reduced again by the fuel-topping function. Engaging the EPL will lessen the severity of low-end fluctuations.

Question 19

UNCOMMANDED PROPELLER FEATHERS

Answer 19

*1. Condition lever ………. Full increase RPM

*If propeller remains feathered: *

*2. PCL ………. Advance (as required)

Note:

In the event of a primary governor shaft failure, the propeller will move toward feather; however, unboosted engine oil pressure alone may be sufficient to maintain propeller pitch between feather and normal governing RPM range at high-power settings. Resultant power may be sufficient to maintain level flight.

If the resultant power does not improve performance:

*3. PCL ………. Idle

*4. Engine failure ………. Execute

Note:

Because it is impossible for the propeller to unfeather and restore useful power, consideration should be given to leaving the condition lever at FULL INCREASE RPM until intercepting the emergency landing pattern.

If propeller unfeathers:

*5. PEL ………. Execute

Question 20

PROP RPM FLUCTUATIONS

Answer 20

*1. PROP TEST circuit breaker ………. Pull

If fluctuations cease, continue flight. If fluctuations continue:

*2. PEL ………. Execute

Question 21

TORQUE SENSING SYSTEM FAILURE

Answer 21

If erroneous torque indications are suspected or torquemeter reads zero (0), fly known combinations of other available engine indications, rate of climb or descent, attitude, and air speed, and land as soon as practical using normal conditions.

Question 22

HARD LANDING

Answer 22

In the event of a hard landing where possibility of gear or structural damage is suspected, proceed as follows:

If on the runway:

*1. Full stop ………. Execute

If airborne:

*2. Landing gear ………. Remain down

3. Airborne landing gear inspection ………. Execute
   * If visual damage is confirmed:*
4. Execute appropriate landing gear emergency procedure.
   * If visual damage is not confirmed:*
5. Execute normal landing.

Caution:

Minimize use of brakes to avoid additional loads that may collapse gear. Do not attempt to taxi.

Question 23

SPLIT-FLAP CONDITION

Answer 23

*1. Reset flap lever to prior position

2. Pull FLAP PWR circuit breaker.
3. Land as soon as practicable

Note:

The aircraft is fully controllable in the split-flap configuration. With use of full available aileron trim, control pressures are light. Consideration should be made for using increased landing speeds to enhance controllability.

Question 24

FLAP LIMIT SWITCH FAILURE

Answer 24

If either flap limit switch should fail, the resultant torque overload on the flap motor may trip the FLAP PWR circuit breaker. Do not attempt to reset the FLAP PWR circuit breaker. Land the aircraft in the existing flap configuration.

Question 25

TIRE FAILURE ON LANDING ROLL (MAIN OR NOSE)

Answer 25

If a tire blow-out occurs during normal landing roll, use rudder as necessary and brakes as required to maintain directional control. Use BETA and brakes to aid in deceleration. When the aircraft comes to a complete stop, perform the ENGINE SHUT-DOWN Checklist and have the aircraft clear of the landing area. Do not taxi with a flat tire.

Question 26

BAILOUT

Answer 26

If bailout is elected, the following six steps should be accomplished.

*1. Notify crew member.

*2. Canopy ………. Emergency open

Note:

The canopy will open 2 inches less when operated pneumatically and may take as long as 4 seconds to reach the opened position.

*3. Radio cords and oxygen hose or mask ………. Disconnect

*4. Harness ………. Release

From a crouched position:

*5. DIVE toward the trailing edge of either wing.

When clear of the aircraft:

*6. PULL parachute D-ring.

Additional items to complete before bailout if time and aircraft controllability permit:

*Airspeed ………. Slow to 90-120 KIAS

*Seat ………. Lower prior to opening canopy

*MAYDAY / 7700 ………. Broadcast

*Emergency engine shut down ………. Execute

*Turn toward unpopulated area

Question 27

ENGINE FAILURE OVER WATER / DITCHING

Answer 27

When possible, plan to ditch into the wind if the seas are calm. In the event of moderate swells and minimum winds, ditch parallel to the swells. With moderate to high swells and 25 knots of wind or more, ditch into the wind and attempt to land on the upwind side of the well (avoid the face of the swell). Ditching from very low altitude will require immediate reaction and simultaneous completion of critical items.

*1. Flying speed ………. Maintain (up to 100 KIAS minimum)

*2. Landing gear and flaps ………. Up (flaps down for immediate ditch)

*3. Engine instruments ………. Check

Warning:

If N₁ and ITT indicate a rollback condition (FCU stuck at minimum flow), execute the Fuel Control Stuck at Minimum Flow (Rollback) procedure. If application of power results in compressor stalls (possible compressor bleed valve malfunction/failure), execute COMPRESSOR STALLS procedure.

*4. Condition lever ………. FTHR

*5. Landing direction ………. Select

*6. Harness ………. Locked

*7. Air start ………. Perform (if situation permits)

If air start is not attempted or is unsuccessful, altitude permitting:

*8. Bail out ………. As desired

If ditch is to be continued:

*9. Emergency engine shut down ……… Execute

*10. Flaps ………. Down

*11. Canopy ……… Emergency open

Additional items to complete (prior to water entry if time permits):

*MAYDAY / 7700 ……… Broadcast

*Parachute ………. Unfastened

*Oxygen mask ……… Remove

*Battery switch ………. Off

Note:

Consideration should be given to leaving the battery on at night.

As soon as all motion stops:

*12. Emergency exit procedure ……… Execute

*13. LPU ………. Inflate when clear of aircraft

Warning:

Do not inflate the LPU prior to exiting the aircraft as it may inhibit cockpit egress. If the aircraft is evacuated in the water while wearing the parachute with the lanyard connected, the parachute will deploy and severely restrict the ability to clear the aircraft and remain safely afloat.

Note:

If time permits, retrieve the first-aid kit from the aft cockpit.

Question 28

ABNORMAL STARTS

Answer 28

Monitor ITT during normal start. If the ITT rate of increase appears likely to exceed 925° C (hot start), the Normal N₁ increase is halted (hung start), or no rise of ITT is evident within 10 seconds after selecting FTHR with the condition lever (no start), proceed as follows:

*1. Condition lever ………. Fuel off

*2. Ignition switch ………. Hold off (starter continue engaged)

*3. Starter ………. Off (after 20 seconds)

*4. Ignition switch ……….Release

Caution:

Do not release the ignition switch prior to securing the starter.

Do not attempt another normal start until the cause of the abnormal start is determined and corrected.

Question 29

EMERGENCY ENGINE SHUTDOWN

Answer 29

If emergency situation dictates discontinuation of engine operation because of chip detector light, abnormal engine noises/vibrations, oil system failure, prop failure, or strike of ground object, or aircraft departure from prepared surface, proceed as follows:

*1. Condition lever ………. Fuel Off

*2. Emergency fuel shut-off handle ………. Pull

Note:

After the emergency fuel shut-off handle is pulled, do not reset on the ground until the cause of the shut-down is determined and corrected.

Question 30

EMERGENCY EXIT

Answer 30

*1. Canopy ………. Open (emergency open, as required)

*2. Battery ………. Off

*3. Harness, cords, mask ………. Release

*4. Parachute ………. Unfastened

*5. Aircraft ………. Evacuate

Warning:

If the aircraft is evacuated on the ground while wearing the parachute with the lanyard connected, the parachute will deploy, possibly inflating and dragging the pilot in windy conditions. Should a post-crash fire occur, this can be extremely hazardous because the pilot bay be dragged into the fireball.

Question 31

FIRE ON THE GROUND

Answer 31

If indication of fire is observed, proceed as follows:

*1. Starter ……….. Off (as required)

*2. Emergency engine shut-down ………. Execute

*3. Emergency exit ………. Execute

Caution:

Do not attempt engine restart until the cause of the fire is determined and corrected.

Question 32

ABNORMAL ITT DURING SHUTDOWN

Answer 32

Indications of abnormal ITT may include rapidly rising ITT and smoke and/or flames from the exhaust stacks.

*1. Emergency engine shut-down ………. Execute

*2. Ignition switch ………. Hold off

*3. Starter ………. On (monitor for normal shut-down)

if condition persists or engine fire light illuminates:

*4. Starter ………. Off

*5. Emergency exit ………. Execute

Question 33

BRAKE FAILURE

Answer 33

*When a wheel-brake failure is experienced, proceed as follows: *

*1. Aircraft ………. Stop using other cockpit brakes.

Warning:

Simultaneous actuation of the same brake pedal in both cockpits may cause the shuttle valve to neutralize, causing loss of braking effectiveness.

Note:

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 solo or other cockpit brakes are ineffective:

*2. Aircraft ………. Maintain directional control and stop aircraft utilizing Beta, rudder, and remaining brakes.

If holding in position by using BETA:

*3. Aircraft ………. Do not taxi or shut-down until wheels are chocked.

If going into unprepared terrain:

*4. Emergency engine shut down …………. Execute

Warning:

The aircraft will initially accelerate until propeller reaches full feather position.

*When the aircraft comes to rest: *

*5. Emergency exit ……….. Execute

Question 34

HOT BRAKES

Answer 34

Hot brakes may be caused by excessive braking action. If hot brakes are suspected, stop the aircraft if possible and allow the wheels and brakes to cool. If immediate takeoff is required, leave the landing gear extended for 3 to 5 minutes to provide cooling of the wheel and brake assemblies.

Question 35

STRIKE OF GROUND OBJECT

Answer 35

*1. Emergency engine shut-down ………. Execut

Question 36

ABORTING TAKEOFF

Answer 36

*When aborting a takeoff, proceed as follows: *

*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 loss of braking effectiveness.

Note:

When maximum braking is required, lower the nose wheel to the deck before applying the brakes. For maximum braking, use a single, smooth application of the brakes with constantly increasing pedal pressure as speed is lost. Use as much braking pressure as possible without sliding the tires. BETA is not available with an engine failure.

If going into unprepared terrain:

*3. Canopy ………. Emergency open

*4. Emergency engine shut down ………. Execute

When aircraft comes to rest:

*5. Emergency exit ………. Execute

Question 37

TIRE FAILURE ON TAKEOFF ROLL

Answer 37

*While still on runway: *

*1. Aborting takeoff ……….. Execute

If airborne:

*2. Landing gear ………. Remain down

Note:

If landing gear/wheel departs the aircraft, consideration may be given to leaving the landing gear down and performing the landing with nose gear retracted, or landing with one main gear retracted procedures as appropriate.

3. Get visual confirmation
4. Land aircraft on good tire side of runway
5. Maintain directional control with rudder as necessary and brakes as required. Use BETA and brakes to aid in deceleration.
6. Do not taxi with blown tire.