P.O. BOX 790490 • SAN ANTONIO, TEXAS 78279-0490 • (210) 824-9421

SUBJECT: REVISION 8 TO SA227-DC AFM (8DC)

TO: ALL OPERATORS AND AFM MANAGERS OF THE SA227-DC WITH C663 McCAULEY 

PROPELLERS

1. Attached is Revision 8 to Sections 0 and 3 of your AFM.

2. File this transmittal letter in your AFM binder at the location most convenient to you.
P.O. Box 790490 • San Antonio, Texas 78279–0490 • (210) 824–9421
FAA APPROVED: AUG 09/96 0-iii

8DC

SA227-DC (C663 MCCAULEY PROPS)

LIST OF EFFECTIVE PAGES

FAA APPROVED AIRPLANE FLIGHT MANUAL

LIST OF EFFECTIVE PAGES

PAGE DATE PAGE DATE

SECTION 1

PAGE DATE PAGE DATE

SECTION 2

PAGE DATE PAGE DATE

Title ...................................................... AUG 09/96

0-i......................................................... AUG 09/96

0-ii ........................................................ AUG 09/96

0-iii ....................................................... DEC 09/14

0-iv ....................................................... DEC 09/14

0-v........................................................ DEC 07/07

1-i......................................................... DEC 07/07

1-ii ......................................................... JUN 02/00

1-1 ....................................................... NOV 20/96

1-2 ....................................................... NOV 20/96

1-3 ........................................................MAY 11/99

1-4 ....................................................... DEC 07/07

1-5 ....................................................... AUG 09/96

1-6 ....................................................... AUG 09/96

1-7 ....................................................... AUG 09/96

1-8 ....................................................... AUG 09/96

1-9 ....................................................... AUG 09/96

1-10 ......................................................MAY 11/99

1-11 ...................................................... AUG 09/96

1-12 ..................................................... AUG 09/96

1-13 ..................................................... AUG 09/96

1-14 ..................................................... AUG 09/96

1-15 ......................................................MAY 11/99

1-16 ..................................................... AUG 09/96

1-17 ..................................................... AUG 09/96

1-18 ..................................................... AUG 09/96

1-19 ..................................................... AUG 09/96

1-20 ..................................................... AUG 09/96

1-21 ..................................................... AUG 09/96

1-22 ...................................................... JUN 02/00

1-23 ..................................................... AUG 09/96

1-24 ..................................................... AUG 09/96

1-25 ......................................................MAY 11/99

1-26 ..................................................... AUG 09/96

2-i......................................................... AUG 09/96

2-ii .........................................................MAY 11/99

2-1 ....................................................... AUG 09/96

2-2 ....................................................... AUG 09/96

2-3 ....................................................... AUG 09/96

2-4 ....................................................... AUG 09/96

2-5 ....................................................... AUG 09/96

2-6 ........................................................MAY 11/99

2-7 ........................................................MAY 11/99

2-8 ........................................................ FEB 29/00

2-9 ........................................................MAY 11/99

2-10 ......................................................MAY 11/99

2-11 ...................................................... AUG 09/96

2-12 ......................................................MAY 11/99

2-13 ..................................................... AUG 09/96

2-14 ..................................................... AUG 09/96

2-15 ......................................................MAY 11/99

2-16 ......................................................MAY 11/99

2-17 ..................................................... AUG 09/96

2-18 ......................................................MAY 11/99

2-19 ......................................................MAY 11/99

2-20 ..................................................... AUG 09/96

2-21 ......................................................MAY 11/99

2-22 ..................................................... AUG 09/96

2-23 ......................................................MAY 11/99

2-24 ..................................................... AUG 09/96

2-25 ..................................................... AUG 09/96

2-26 ......................................................MAY 11/99

0-vi ....................................................... NOV 20/96

0-vii .......................................................MAY 11/99

0-viii ..................................................... AUG 09/96

0-ix ........................................................MAY 11/99

0-x........................................................ DEC 09/14

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
0-iv FAA APPROVED: AUG 09/96

8DC

SA227-DC (C663 MCCAULEY PROPS)

LIST OF EFFECTIVE PAGES

FAA APPROVED AIRPLANE FLIGHT MANUAL

LIST OF EFFECTIVE PAGES (continued)

SECTION 2 (continued)

PAGE DATE PAGE DATE

SECTION 3

PAGE DATE PAGE DATE

3-i......................................................... DEC 09/14

3-ii ........................................................ DEC 09/14

3-1 ........................................................MAY 11/99

3-2 ........................................................MAY 11/99

3-3 ....................................................... DEC 09/14

3-4 ....................................................... DEC 09/14

3-5 ....................................................... DEC 09/14

3-6 ....................................................... DEC 09/14

3-7 ....................................................... DEC 09/14

3-8 ....................................................... DEC 09/14

3-9 ....................................................... DEC 09/14

3-10 ..................................................... DEC 09/14

3-11 ...................................................... DEC 09/14

3-12 ..................................................... DEC 09/14

3-13 ..................................................... DEC 09/14

3-14 ..................................................... DEC 09/14

3-15 ..................................................... DEC 09/14

3-16 ..................................................... DEC 09/14

3-17 ..................................................... DEC 09/14

3-18 ..................................................... DEC 09/14

3-19 ..................................................... DEC 09/14

3-20 ..................................................... DEC 09/14

3-21 ..................................................... DEC 09/14

3-22 ..................................................... DEC 09/14

3-23 ..................................................... DEC 09/14

3-24 ..................................................... DEC 09/14

3-25 ..................................................... DEC 09/14

3-26 ..................................................... DEC 09/14

3-27 ..................................................... DEC 09/14

3-28 ..................................................... DEC 09/14

3-29 ..................................................... DEC 09/14

3-30 ..................................................... DEC 09/14

3-31 ..................................................... DEC 09/14

3-32 ..................................................... DEC 09/14

3-33 ..................................................... DEC 09/14

3-34 ..................................................... DEC 09/14

2-44 ..................................................... AUG 09/96

2-45 ..................................................... AUG 09/96

2-46 ..................................................... AUG 09/96

2-47 ..................................................... AUG 09/96

2-48 ..................................................... AUG 09/96

2-49 ..................................................... AUG 09/96

2-50 ..................................................... AUG 09/96

2-51 ..................................................... AUG 09/96

2-52 ..................................................... AUG 09/96

2-53 ..................................................... AUG 09/96

2-54 ..................................................... AUG 09/96

2-55 ..................................................... AUG 09/96

2-56 ......................................................MAY 11/99

2-57 ...................................................... JUN 02/00

2-58 ...................................................... JUN 02/00

2-27 ..................................................... AUG 09/96

2-28 ..................................................... AUG 09/96

2-29 ......................................................MAY 11/99

2-30 ......................................................MAY 11/99

2-31 ..................................................... AUG 09/96

2-32 ..................................................... AUG 09/96

2-33 ..................................................... AUG 09/96

2-34 ..................................................... AUG 09/96

2-35 ..................................................... NOV 26/99

2-36 ..................................................... NOV 26/99

2-37 ......................................................MAY 11/99

2-38 ......................................................MAY 11/99

2-39 ......................................................MAY 11/99

2-40 ......................................................MAY 11/99

2-41 ..................................................... AUG 09/96

2-42 ..................................................... AUG 09/96

2-43 ..................................................... AUG 09/96

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
FAA APPROVED: AUG 09/96 0-ix

8DC

SA227-DC (C663 MCCAULEY PROPS)

 Signature on File 11-20-96

 Signature on File 3-14-97

 Signature on File 5-11-99

LIST OF REVISIONS

Revisions to the Airplane Flight Manual provide current information applicable to operation of the 

SA227-DC aircraft. Revised pages should be inserted into the manual to replace existing pages or to 

add additional pages, as applicable. The manual is valid only when current revisions are incorporated.

Revision Revised FAA Approved

Number Pages Description of Revision Signature Date

A black bar in the margin of a revised page shows the current change.

LIST OF REVISIONS

Moved Power Plant info to page 

1-1, added to WARNING for Propeller Reversing, added Defi nition 

for Single Engine Service Ceiling, 

corrected Figure 4D-7, changed 

existing Single Engine Service 

Ceiling charts to refl ect 50 FPM 

and added two Single Engine Service Ceiling charts for 1.1% Gradient 

of Climb. Added two pages 4F-9 and 

4F-10.

Changed FIgure 4G-4 – added Tailwind Limit Line and WARNING block.

Changed Figure 1-2, NTS System

info. Changed Power Levers info 

on page 2-7 and added step 14 to 

Before Starting Engines. Corrected 

Continuous Ignition System, Stall 

Avoidance System (SAS) and Icing

information on pages 2-56 thru 2-58. 

Added Left or Right Oil Pressure Warning Light On and Left or Right Hydraulic 

Pressure Warning Light On, Double 

Engine Failure (Restarts/Relights Unsuccessful), revised Smoke in Aircraft

and expanded Wheelwell and Wing 

Overheat Warning Light On in Section 3; added Left or Right Fuel Filter 

Light On and Low Suction Light On, 

revised Inadvertent Icing Encounter

and corrected editorial errors in Section 3A. "The original pages 1-21 and 

3A-10 in this Airplane Flight Manual 

(AFM) are approved by the Manager 

of the Small Airplane Directorate as 

an alternative means of compliance 

with AD 96-09-16, paragraph (1)(a), 

approved in FAA letter dated January 

1997." AD 96-09-16 may be removed 

from the AFM.

0-iii, 0-v thru 0-vii, 

0-ix, 1-i, 1-1, 1-2, 

4A-3, 4D-18, 4F-i, 

4F-4, 4F-5, 4F-8 

thru 4F-10

0-iii, 0-vii, 0-ix and 

4G-5

0-iii thru 0-v, 0-vii, 

0-ix, 1-ii, 1-3, 1-10, 

1-15, 1-25, 2-ii, 

2-6 thru 2-10, 

2-12, 2-15, 2-16, 

2-18, 2-19, 2-21, 

2-23, 2-29, 2-30, 

2-37 thru 2-40, 

2-56 thru 2-58, 

3-i, 3-1 thru 3-4, 

3-6 thru 3-10, 

3-14, 3-16 thru 

3-19, 3-22, 3A-i 

thru 3A-2, 3A4, 3A-11, 3A-15 

thru 3A-17, 3A-19, 

3A-26, 3A-29 thru 

3A-32 and 4E-5

FAA APPROVED: AUG 09/96

Revised: MAY 11/99

1

2

3

FAA APPROVED: AUG 09/96

Revised: DEC 09/14

EMERGENCY PROCEDURES 3-i

8DC

SA227-DC (C663 MCCAULEY PROPS)

TABLE OF CONTENTS 

EMERGENCY PROCEDURES 

ITEM PAGE

Introduction ............................................................................................................................................ 3-1 

Annunciator Panel ................................................................................................................................. 3-2 

Engine Fire on Ground .......................................................................................................................... 3-3 

Engine Fire in Flight............................................................................................................................... 3-3

Out-of-Trim Warning .............................................................................................................................. 3-4

Engine Failure During Takeoff – Takeoff Aborted .................................................................................. 3-4

Engine Failure During Takeoff – Takeoff Continued at or Above V1 (Dry or Wet Power) ...................... 3-5

Engine Failure During Takeoff – Takeoff Continued at or Above V1 ( Wet with Reserve Power) .......... 3-7 

Engine Failure During Flight .................................................................................................................. 3-9

Engine - Propeller Uncoupling ............................................................................................................. 3-10 

Airstart ................................................................................................................................................. 3-10 

Infl ight Relight .......................................................................................................................................3-11

Left or Right Oil Pressure Warning Light On ....................................................................................... 3-12 

Single Engine Landing......................................................................................................................... 3-12 

 Single Engine Descent ............................................................................................................... 3-12

 Single Engine Before Landing .................................................................................................... 3-13

 After Touchdown ......................................................................................................................... 3-14

Single Engine Go-Around .................................................................................................................... 3-15 

Engine Control Malfunction ................................................................................................................. 3-16

No Response to Power Lever Movement ............................................................................................ 3-16 

Battery Temperature Caution/Warning Lights On ................................................................................ 3-17 

 Amber Caution Light Illuminates ................................................................................................ 3-17 

 Red Warning Light Illuminates (Any Phase of Operations) ........................................................ 3-17

Double Generator Failure .................................................................................................................... 3-18

Double Engine Failure (Restarts/Relights Unsuccessful) .................................................................... 3-18

Total Electrical Failure ......................................................................................................................... 3-19 

Smoke in Aircraft ................................................................................................................................. 3-20 

Wheelwell and Wing Overheat Warning Light On ............................................................................... 3-21 

 Steady Light ................................................................................................................................ 3-21 

 Flashing Light ............................................................................................................................. 3-21 

Cabin Pressurization Malfunctions ...................................................................................................... 3-22 

 Low Cabin Pressure ................................................................................................................... 3-22 

 High Cabin Pressure .................................................................................................................. 3-22 

 Excessive Rate of Pressurization ............................................................................................... 3-23 

Emergency Descent Procedure........................................................................................................... 3-23 

Cargo or Cabin Door Warning Light On .............................................................................................. 3-24

Left or Right Hydraulic Pressure Warning Light On ............................................................................. 3-24 

Hydraulic System Failure..................................................................................................................... 3-25 

 Manual Gear Release System .................................................................................................... 3-26 

 Partial Flap Landings .................................................................................................................. 3-26 

Landing Gear Emergency Extension ................................................................................................... 3-27 

Gear Up Landings ............................................................................................................................... 3-29 

 Landing with All Three Gear Up .................................................................................................. 3-29 

 Landing with Nose Gear Up ....................................................................................................... 3-30 
3-ii

8DC

EMERGENCY PROCEDURES FAA APPROVED: AUG 09/96

Revised: DEC 09/14

SA227-DC (C663 MCCAULEY PROPS)

TABLE OF CONTENTS (continued)

EMERGENCY PROCEDURES 

ITEM PAGE

 Landing with Nose Gear and One Main Gear Extended ............................................................ 3-30

Stabilizer Trim Malfunctions................................................................................................................. 3-31 

 Stabilizer Trim System Runaway ................................................................................................ 3-31 

 Pilot’s Trim System Inoperative .................................................................................................. 3-31 

 Copilot’s Trim System Inoperative .............................................................................................. 3-31 

 Both Pilot’s and Copilot’s Trim Systems Inoperative .................................................................. 3-32 

 Go-Around with Stabilizer Trim Inoperative ................................................................................ 3-33

Stall Avoidance System (SAS) Malfunction – Nose Down (Inadvertent Push) .................................... 3-34 

Emergency Exits.................................................................................................................................. 3-34
FAA APPROVED: AUG 09/96 EMERGENCY PROCEDURES 3-3

8DC

SA227-DC (C663 MCCAULEY PROPS)

ENGINE FIRE ON GROUND

1. ENGINE STOP AND FEATHER CONTROL (affected engine) ........................................... PULL 

 2. ENGINE STOP BUTTON (affected engine) ...................................................................... PRESS 

 3. FUEL SHUTOFF SWITCH (affected engine) ................................................................ CLOSED 

 4. HYDRAULIC SHUTOFF SWITCH (affected engine) ..................................................... CLOSED 

 5. FIRE EXTINGUISHER SWITCH (affected engine) ........................................................... PRESS 

 6. Generator Switch (affected engine) ......................................................................................... OFF 

NOTE

Use of start test with respective generator switch ON may cause 

a battery fault and subsequent loss of ability to motor the engine. 

 7. Starter Test Switch (affected engine) ............................................................................... ENGAGE 

 8. Fuel Boost Pump Switch (affected engine) .............................................................................. OFF 

 9. Ignition Switch (affected engine) .............................................................................................. OFF 

 10. Affected Engine .................................................................MOTOR UNTIL ENGINE IS CLEARED 

ENGINE FIRE IN FLIGHT

WARNING

IN THE EVENT OF AN ENGINE FAILURE OR POWER LOSS, THE 

ENGINE NEGATIVE TORQUE SYSTEM (NTS) ONLY PROVIDES 

PARTIAL DRAG REDUCTION BUT NOT TO THE EXTENT OF A 

FULLY FEATHERED PROPELLER. 

PILOT MUST TAKE ACTION TO FULLY FEATHER THE PROPELLER (ON THE AFFECTED ENGINE) TO REDUCE PROPELLER 

DRAG.

1. ENGINE STOP AND FEATHER CONTROL (affected engine) ........................................... PULL 

 2. FUEL SHUTOFF SWITCH (affected engine) ................................................................ CLOSED 

 3. HYDRAULIC SHUTOFF SWITCH (affected engine) ..................................................... CLOSED 

 4. FIRE EXTINGUISHER SWITCH (affected engine) ........................................................... PRESS

 5. Fuel Boost Pump Switch (affected engine) .............................................................................. OFF 

 6. Generator Switch (affected engine) ......................................................................................... OFF 

 *7. Bleed Air Switch (affected engine) ........................................................................................... OFF 

 8. Ignition Switch (affected engine) .............................................................................................. OFF 

 9. Power Levers ..........................................................................................................AS REQUIRED

NOTE

The SAS advancement circuit is active only when both power 

levers are advanced. 

 

 *10. Bleed Air (operating engine) ...................................................................................AS REQUIRED 

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
3-4

8DC

EMERGENCY PROCEDURES FAA APPROVED: AUG 09/96

SA227-DC (C663 MCCAULEY PROPS)

ENGINE FIRE IN FLIGHT (continued)

NOTE

If the max continuous power limit is not being developed and 

bleed air is ON, increased power may be obtained by selecting 

bleed air OFF.

 11. Trim .........................................................................................................................AS REQUIRED 

 12. Generator (operating engine) ...................................................................... 300 AMPS MAXIMUM

 *13. Propeller Synchrophaser Switch (if installed) .............................................TAKEOFF & LANDING

 14. Reserve Power (if installed) ....................................................................................AS REQUIRED

OUT-OF-TRIM WARNING

 AURAL OUT-OF-TRIM WARNING ..................................................................ABORT TAKEOFF

ENGINE FAILURE DURING TAKEOFF – TAKEOFF ABORTED

1. POWER LEVERS .................................................................................................. GROUND IDLE

NOTE

• Retard power levers to ground idle as directional control permits. 

Retarding the power lever of the operating engine from fl ight idle 

to ground idle will cause the airplane to yaw toward the operating 

engine. 

• If an uncommanded and uncontrolled increase in engine 

torque and EGT occurs, which does not respond to power lever 

inputs, shutdown the affected engine as soon as possible consistent with the safe operation of the aircraft. Refer to Manufacturer's 

Data discussion on Uncommanded Engine Acceleration.

2. BRAKES ................................................................................................................ AS REQUIRED

NOTE

With the anti-skid system inoperative, the distance to accelerate 

to V1 and stop is increased by the amount shown in the tables on 

Figures 4C-4, 4D-4, 4E-6, 4J-3 or 4J-7, as applicable. 

 3. Nose Wheel Steering ..............................................................................................AS REQUIRED 

 4. Reverse Thrust (operating engine) .........................................................................AS REQUIRED

CAUTION

REVERSE THRUST ON THE OPERATING ENGINE WILL 

CAUSE A YAWING MOMENT TOWARD THE OPERATING ENGINE 

WHICH IS PROPORTIONAL TO THE AMOUNT OF REVERSE 

THRUST APPLIED. ON WET OR ICY RUNWAYS, IT IS POSSIBLE 

TO APPLY MORE ASYMMETRIC REVERSE THRUST THAN CAN 

BE COUNTERACTED BY OPPOSITE BRAKE, RUDDER, AND 

NOSE WHEEL STEERING. 

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
FAA APPROVED: AUG 09/96 EMERGENCY PROCEDURES 3-5

8DC

SA227-DC (C663 MCCAULEY PROPS)

ENGINE FAILURE DURING TAKEOFF – TAKEOFF ABORTED (continued)

 5. Engine Stop and Feather Control (failed engine) ...................................................................PULL 

 6. Engine Clean Up Procedure (failed engine) 

 a. Fuel shutoff switch ......................................................................................................CLOSED 

 b. Hydraulic shutoff switch ..............................................................................................CLOSED 

 c. Fuel boost pump switch ..................................................................................................... OFF 

 d. Generator switch ................................................................................................................ OFF 

 *e. Bleed air switch .................................................................................................................. OFF 

 f. Ignition switch .................................................................................................................... OFF 

 7. CAWI/RES PWR Switch (If Installed) ...................................................................................... OFF

OR

 Water Injection Switch (If Installed) ......................................................................................... OFF 

ENGINE FAILURE DURING TAKEOFF – TAKEOFF CONTINUED AT OR ABOVE V1 (DRY OR WET 

POWER)

WARNING

IN THE EVENT OF AN ENGINE FAILURE OR POWER LOSS, THE 

ENGINE NEGATIVE TORQUE SYSTEM (NTS) ONLY PROVIDES 

PARTIAL DRAG REDUCTION BUT NOT TO THE EXTENT OF A 

FULLY FEATHERED PROPELLER. 

PILOT MUST TAKE ACTION TO FULLY FEATHER THE PROPELLER (ON THE AFFECTED ENGINE) TO REDUCE PROPELLER 

DRAG.

1. TAKEOFF POWER SETTING ............................................................................................CHECK

NOTE

• In the event of an engine failure and an NTS system and/or 

feather valve malfunction, setting the power lever fully forward 

will drive the propeller blades toward the feathered position (Beta 

Follow-up), yielding a lower windmilling propeller drag.

• If an uncommanded and uncontrolled increase in engine 

torque and EGT occurs, which does not respond to power lever 

inputs, shutdown the affected engine as soon as possible consistent with the safe operation of the aircraft. Refer to Manufacturer's 

Data discussion on Uncommanded Engine Acceleration.

2. VR SPEED........................................................................................................................ ROTATE

(CLIMB AT V2 SPEED) 

*3. LANDING GEAR (after lift-off) ................................................................................................. UP

See WARNING Next Page

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
3-6

8DC

EMERGENCY PROCEDURES FAA APPROVED: AUG 09/96

SA227-DC (C663 MCCAULEY PROPS)

ENGINE FAILURE DURING TAKEOFF – TAKEOFF CONTINUED AT OR ABOVE V1 (DRY OR WET 

POWER) (continued)

WARNING

IF THE ENGINE FAILURE IS ACCOMPANIED BY A LEFT ESSENTIAL BUS FAILURE (AS INDICATED BY LOSS OF POWER 

TO THE GEAR POSITION INDICATOR) THE LANDING GEAR 

WILL NOT RETRACT UNTIL THE LANDING GEAR CONTROL 

ESSENTIAL BUS POWER TRANSFER IS MOVED TO THE RIGHT 

BUS POSITION.

 

*4. ENGINE STOP AND FEATHER CONTROL (failed engine) ................................................ PULL 

 5. FLAPS (at acceleration altitude and V2 +5 KIAS) ..................................................................UP 

 6. MAX CONTINUOUS POWER (at VYSE) ................................................................................ SET

(CLIMB AT VYSE)

(SEE FIG 4F-1 OR 4F-2) 

NOTE

• During continued takeoff with wet power, use of CAWI may be 

continued during climb at VYSE. However, the 5 minute limit 

for wet power should not be exceeded.

• If bleed air is ON and max continuous power limit is not being 

achieved, increased power may be obtained by turning bleed 

air OFF. 

 7. Engine Clean Up Procedure (failed engine) 

 a. Fuel shutoff switch ......................................................................................................CLOSED 

 b. Hydraulic shutoff switch ..............................................................................................CLOSED 

 c. Fuel boost pump switch ..................................................................................................... OFF 

 d. Generator switch ................................................................................................................ OFF 

 *e. Bleed air switch .................................................................................................................. OFF 

 f. Ignition switch .................................................................................................................... OFF 

 8. Trim .........................................................................................................................AS REQUIRED 

 9. Generator (operating engine) ...................................................................... 300 AMPS MAXIMUM

 *10. Propeller Synchrophaser Switch (if installed) .............................................TAKEOFF & LANDING 

 11. CAWI/RES PWR Switch (If installed) .....................................................................AS REQUIRED

OR

 Water Injection Switch (If installed) .........................................................................AS REQUIRED

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
FAA APPROVED: AUG 09/96 EMERGENCY PROCEDURES 3-7

8DC

SA227-DC (C663 MCCAULEY PROPS)

ENGINE FAILURE DURING TAKEOFF – TAKEOFF CONTINUED AT OR ABOVE V1 (WET WITH 

RESERVE POWER)

WARNING

IN THE EVENT OF AN ENGINE FAILURE OR POWER LOSS, THE 

ENGINE NEGATIVE TORQUE SYSTEM (NTS) ONLY PROVIDES 

PARTIAL DRAG REDUCTION BUT NOT TO THE EXTENT OF A 

FULLY FEATHERED PROPELLER. 

PILOT MUST TAKE ACTION TO FULLY FEATHER THE PROPELLER (ON THE AFFECTED ENGINE) TO REDUCE PROPELLER 

DRAG.

1. TAKEOFF POWER SETTING ............................................................................................CHECK

NOTE

• In the event of an engine failure and an NTS system and/or 

feather valve malfunction, setting the power lever fully forward 

will drive the propeller blades toward the feathered position 

(Beta Follow-up), yielding a lower windmilling propeller drag.

• If an uncommanded increase in engine torque and EGT occurs, which which cannot be controlled, shutdown the affected 

engine as soon as possible consistent with the safe operation 

of the aircraft. Refer to Manufacturer's Data discussion on Uncommanded Engine Acceleration.

2. VR SPEED ........................................................................................................................ ROTATE

(CLIMB AT V2 SPEED) 

*3. LANDING GEAR (after lift-off) ................................................................................................. UP

WARNING

IF THE ENGINE FAILURE IS ACCOMPANIED BY A LEFT ESSENTIAL BUS FAILURE (AS INDICATED BY LOSS OF POWER 

TO THE GEAR POSITION INDICATOR) THE LANDING GEAR 

WILL NOT RETRACT UNTIL THE LANDING GEAR CONTROL 

ESSENTIAL BUS POWER TRANSFER IS MOVED TO THE RIGHT 

BUS POSITION.

 

*4. ENGINE STOP AND FEATHER CONTROL (failed engine) ................................................ PULL

 5. FLAPS (at acceleration altitude and V2 +5 KIAS) ..................................................................UP 

 6. CAWI/RES PWR SWITCH (at VYSE) ............................................................................RES PWR

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
3-8

8DC

EMERGENCY PROCEDURES FAA APPROVED: AUG 09/96

SA227-DC (C663 MCCAULEY PROPS)

ENGINE FAILURE DURING TAKEOFF – TAKEOFF CONTINUED AT OR ABOVE V1 (WET WITH RESERVE POWER) (continued)

NOTE

During continued takeoff with wet power, use of CAWI may be continued during climb at VYSE. However, the 5 minute limit for wet 

power should not be exceeded.

7. RESERVE POWER TORQUE (at VYSE) ............................................................................... SET

(CLIMB AT VYSE)

(SEE FIG 4E-2)

NOTE

Use of Reserve Power imposes certain time and cycle penalties 

on the engines. (See page 1-6.) 

 8. Engine Clean Up Procedure (failed engine) 

 a. Fuel shutoff switch ......................................................................................................CLOSED 

 b. Hydraulic shutoff switch ..............................................................................................CLOSED 

 c. Fuel boost pump switch ..................................................................................................... OFF 

 d. Generator switch ................................................................................................................ OFF 

 e. Ignition switch .................................................................................................................... OFF 

 9. Trim .........................................................................................................................AS REQUIRED 

 10. Generator (operating engine) ...................................................................... 300 AMPS MAXIMUM

 *11. Propeller Synchrophaser Switch (if installed) .............................................TAKEOFF & LANDING 

 12. CAWI/RES PWR Switch .........................................................................................AS REQUIRED

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
FAA APPROVED: AUG 09/96 EMERGENCY PROCEDURES 3-9

8DC

SA227-DC (C663 MCCAULEY PROPS)

ENGINE FAILURE DURING FLIGHT

WARNING

IN THE EVENT OF AN ENGINE FAILURE OR POWER LOSS, THE 

ENGINE NEGATIVE TORQUE SYSTEM (NTS) ONLY PROVIDES 

PARTIAL DRAG REDUCTION BUT NOT TO THE EXTENT OF A 

FULLY FEATHERED PROPELLER. 

PILOT MUST TAKE ACTION TO FULLY FEATHER THE PROPELLER (ON THE AFFECTED ENGINE) TO REDUCE PROPELLER 

DRAG.

 1. ENGINE STOP AND FEATHER CONTROL (failed engine) ................................................ PULL 

 2. Engine Clean Up Procedure (failed engine) 

 a. Fuel shutoff switch ......................................................................................................CLOSED 

 b. Hydraulic shutoff switch ..............................................................................................CLOSED 

 c. Fuel boost pump switch ..................................................................................................... OFF 

 d. Generator switch ................................................................................................................ OFF 

 *e. Bleed air switch .................................................................................................................. OFF 

 f. Ignition switch .................................................................................................................... OFF 

 3. Power Levers ..........................................................................................................AS REQUIRED

 *4. Bleed Air (operating engine) ...................................................................................AS REQUIRED 

NOTE

• If the max continuous power limit is not being developed and 

bleed air is ON, increased power may be obtained by selecting 

bleed air OFF. 

• If an uncommanded increase in engine torque and EGT occurs, which which cannot be controlled, shutdown the affected 

engine as soon as possible consistent with the safe operation 

of the aircraft. Refer to Manufacturer's Data discussion on Uncommanded Engine Acceleration.

• Enhanced performance may be obtained by selecting Reserve 

Power (if installed). Ensure RPM is at 100%. Certain limitations 

apply to its use (see page 1-6). En route single engine driftdown 

performance is presented in Manufacturer's Data (See page 6A-5).

 5. Trim .........................................................................................................................AS REQUIRED 

 6. Generator (operating engine) ...................................................................... 300 AMPS MAXIMUM

 *7. Propeller Synchrophaser Switch (if installed) .............................................TAKEOFF & LANDING

 8. Reserve Power (if installed) ....................................................................................AS REQUIRED 

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
3-10

8DC

EMERGENCY PROCEDURES FAA APPROVED: AUG 09/96

SA227-DC (C663 MCCAULEY PROPS)

ENGINE - PROPELLER UNCOUPLING

WARNING 

• IN THE EVENT OF ENGINE FAILURE IN CONJUNCTION 

WITH ENGINE UNCOUPLING, REDUCE WINDMILLING 

DRAG AS FOLLOWS:

• IF AN UNCOUPLING EVENT OCCURS WHERE THE ENGINE 

IS OPERATING AND THE PROPELLER IS STOPPED AND 

FEATHERED, RETARDING THE POWER LEVER TO FLIGHT 

IDLE MAY RESULT IN UNFEATHERING AND SUBSEQUENT 

ROTATION OF THE PROPELLER. IF THIS OCCURS, ADVANCE 

THE POWER LEVER TO MAXIMUM POWER POSITION.

• IN THE EVENT OF AN ENGINE WITH AN NTS AND/OR FEATHER VALVE MALFUNCTION, SETTING THE ASSOCIATED 

POWER LEVERS FULL FORWARD WILL DRIVE THE PROPELLER BLADES TOWARD THE FEATHER POSITION YIELDING A 

LOWER WINDMILLING PROPELLER DRAG AND PROPELLER 

SHAFT SPEED.

AIRSTART

CAUTION

IF AN ENGINE HAS BEEN SHUT DOWN BECAUSE OF AN 

OBVIOUS FAILURE, AS INDICATED BY THE ENGINE INSTRUMENTS OR EXCESSIVE VIBRATION, AN AIRSTART SHOULD 

NOT BE ATTEMPTED. AIRSTART FOLLOWING INTENTIONAL 

ENGINE SHUTDOWN IS COVERED IN SECTION 3A, ABNORMAL 

PROCEDURES. 

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
FAA APPROVED: AUG 09/96 EMERGENCY PROCEDURES 3-11

8DC

SA227-DC (C663 MCCAULEY PROPS)

INFLIGHT RELIGHT

CAUTION

• THIS PROCEDURE IS INTENDED FOR USE DURING 

FLIGHT ONLY.

• ATTEMPTED USE OF THIS PROCEDURE WHILE ON THE 

GROUND WITH LIMITED AIRFLOW THROUGH THE ENGINE 

COULD RESULT IN ENGINE OVER-TEMPERATURES.

• THIS PROCEDURE IS INTENDED FOR USE ONLY WHEN 

THE REASON FOR THE INADVERTENT FLAMEOUT IS 

KNOWN WITH CERTAINTY AND WHEN THE PILOT IS CERTAIN 

THAT A RELIGHT WILL NOT AGGRAVATE THE CONDITION. 

 

 1. Power Lever .......................... APPROXIMATELY 1/4 INCH (6 mm) FORWARD OF FLIGHT IDLE

(UNTIL LANDING GEAR WARNING HORN IS SILENCED) 

 2. Speed Lever .................................................................................... APPROXIMATELY 97% RPM 

 3. Airspeed ......................................................................................... BETWEEN 180 AND 100 KIAS 

4. Engine Start Button ............................................................................................................. PRESS

NOTE

• Press the start button in only long enough to obtain ignition and 

fuel fl ow and subsequent light-off. 

 • If RPM has decayed below 10%, the start button will have to 

be held in while the unfeathering pump drives the propeller blades 

to fi ner pitch and RPM increases to above 10%. Ignition, fuel fl ow, 

and light-off should then occur.

• Engine relight will not occur if the SRL computer speed 

switch function has failed or if the SRL – ∆ P/P switch is in the 

OFF position. 

 5. EGT .........................................................................................................MONITOR (770oC MAX) 

 6. RPM ............................................................................................................................ STABILIZED 

 7. SRL OFF Light ............................................................................................................CHECK OFF 

 8. Power .........................................................................................................RESET AS REQUIRED

NOTE

Engine relight should be expected to occur automatically if the 

Ignition Switch is in AUTO and fuel is available at the igniters. 

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
3-12

8DC

EMERGENCY PROCEDURES FAA APPROVED: AUG 09/96

SA227-DC (C663 MCCAULEY PROPS)

LEFT OR RIGHT OIL PRESSURE WARNING LIGHT ON

If low oil pressure is confi rmed by the oil pressure gauge, the engine should be shut down by 

applying the Engine Failure During Flight checklist.

If the oil pressure gauge indicates normal pressure (70 – 120 PSI) monitor engine parameters. However, 

if any abnormal indications appear (i.e. uncommanded RPM fl uctuations, rising oil temperatures, etc.), 

shut down the engine by applying the Engine Failure In-Flight checklist.

SINGLE ENGINE LANDING

WARNING

IN THE EVENT OF AN ENGINE FAILURE OR POWER LOSS, THE 

ENGINE NEGATIVE TORQUE SYSTEM (NTS) ONLY PROVIDES 

PARTIAL DRAG REDUCTION BUT NOT TO THE EXTENT OF A 

FULLY FEATHERED PROPELLER. 

PILOT MUST TAKE ACTION TO FULLY FEATHER THE PROPELLER (ON THE AFFECTED ENGINE) TO REDUCE PROPELLER 

DRAG.

SINGLE ENGINE DESCENT

 1. Altimeters ..................................................................................................................................SET

 2. Cabin Pressurization .................................................................................................................SET

NOTE

Set cabin altitude and rate controls to insure zero cabin differential 

at touchdown.

 *3. Cabin Signs ............................................................................................................AS REQUIRED

 4. Fuel Quantity/Balance ........................................................................................................CHECK

NOTE

If excess fuel imbalance is indicated by fuel quantity gauge 

and/or aileron trim position, balance fuel by utilizing the fuel crossfl ow.

 5. Fuel Crossfl ow Valve ........................................................................................................CLOSED

 6. Electrical Load ......................................................................TURN OFF NONESSENTIAL ITEMS

 7. Ignition Switches/Ice Protection Systems ...............................................................AS REQUIRED

 8. Exterior Lights .........................................................................................................AS REQUIRED

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
FAA APPROVED: AUG 09/96 EMERGENCY PROCEDURES 3-13

8DC

SA227-DC (C663 MCCAULEY PROPS)

SINGLE ENGINE LANDING (continued)

SINGLE ENGINE BEFORE LANDING

 1. Landing Data .......................................................................................CONFIRM/MARKERS SET

NOTE

• With a functioning anti-skid brake system, compute single engine landing distance by adding 30.1% to the two engine landing distance obtained from Figure 4G-4.

Example 1: Given: Confi guration: One engine inoperative.

 Anti-skid functioning.

 Gross weight 13,000 Lbs.

 Factor: 30.1% (for all weights).

 Landing distance from Figure 4G-4: 2,350 Ft.

 Additional distance + 707 Ft.

 Computed S.E. landing distance: 3,057 Ft.

• To compute the single engine landing distance with anti-skid inoperative, refer to the table below for the percentage to increase the 

two engine landing distance obtained from Figure 4G-4.

INCREASE IN DISTANCE WITH ANTI-SKID INOPERATIVE (PERCENT)

 WEIGHT (POUNDS) WEIGHT (KILOGRAMS)

 10,000 11,000 12,000 13,000 14,000 15,000 15,675 4500 5000 5500 6000 6500 7110

 44.8 43.5 42.1 40.6 38.9 36.9 35.4 45.0 43.4 42.0 40.3 38.2 35.4 

Example 2: Given: Confi guration: One engine inoperative.

 Anti-skid inoperative.

 Gross weight 13,000 Lbs.

 Factor: 40.6%

 Landing distance from Figure 4G-4: 2,350 Ft.

 Additional distance + 954 Ft.

 Computed S.E. landing distance: 3,304 Ft.

 2. Exterior and Interior Lights ......................................................................................AS REQUIRED

 3. Speed Lever (operating engine) ............................................................................................ HIGH

 4. Flaps ..................................................................................... 1/4 (UNTIL LANDING IS ASSURED)

NOTE

Flaps should be set at 1/4 until landing is assured. 1/4 fl ap 

approach speed is approximately 10 KIAS greater than full fl ap approach speed. After landing is assured, full fl aps should be lowered 

and the aircraft slowed to the two engine approach speed shown in 

Figure 4G-4.

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
3-14

8DC

EMERGENCY PROCEDURES FAA APPROVED: AUG 09/96

SA227-DC (C663 MCCAULEY PROPS)

SINGLE ENGINE LANDING (continued)

SINGLE ENGINE BEFORE LANDING (continued)

 5. Landing Gear, Hydraulic Pressure, and Indicators ................................................ DOWN/CHECK

 6. Nose Wheel Steering ..........................................................................................................CHECK

NOTE

Press the NWS power lever button momentarily to check that 

the NWS light comes on, verifying normal system operation prior 

to touchdown. 

 7. Ice Protection Systems/Ignition Switches/Bleed Air Switch ....................................AS REQUIRED

NOTE

Turn engine anti-ice and/or bleed air OFF as required to 

achieve single engine go-around performance (Figure 4G-1, 

4G-2 or 4G-3).

AFTER TOUCHDOWN

 1. Brakes .....................................................................................................................AS REQUIRED 

 2. Nose Wheel Steering ..............................................................................................AS REQUIRED 

 3. Power Levers ......................................................................................................... GROUND IDLE 

NOTE

Retard power levers to ground idle as directional control 

permits. Retarding the power lever of the operating engine 

from fl ight idle to ground idle will cause the airplane to yaw 

toward the operating engine. 

 4. Reverse Thrust .......................................................................................................AS REQUIRED 

CAUTION

REVERSE THRUST ON THE OPERATING ENGINE WILL 

CAUSE A YAWING MOMENT TOWARD THE OPERATING ENGINE 

WHICH IS PROPORTIONAL TO THE AMOUNT OF REVERSE 

THRUST APPLIED. ON WET OR ICY RUNWAYS, IT IS POSSIBLE 

TO APPLY MORE ASYMMETRIC REVERSE THRUST THAN CAN 

BE COUNTERACTED BY OPPOSITE BRAKE, RUDDER, AND 

NOSE WHEEL STEERING. 

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
FAA APPROVED: AUG 09/96 EMERGENCY PROCEDURES 3-15

8DC

SA227-DC (C663 MCCAULEY PROPS)

SINGLE ENGINE GO-AROUND

WARNING

IN THE EVENT OF AN ENGINE FAILURE OR POWER LOSS, THE 

ENGINE NEGATIVE TORQUE SYSTEM (NTS) ONLY PROVIDES 

PARTIAL DRAG REDUCTION BUT NOT TO THE EXTENT OF A 

FULLY FEATHERED PROPELLER. 

PILOT MUST TAKE ACTION TO FULLY FEATHER THE PROPELLER (ON THE AFFECTED ENGINE) TO REDUCE PROPELLER 

DRAG.

CAUTION

• THE FOLLOWING PROCEDURE ASSUMES THAT THE 

SINGLE ENGINE GO-AROUND BEGINS WITH GEAR DOWN, 

FLAPS NO MORE THAN 1/4 DOWN, AND AIRSPEED AT OR 

HIGHER THAN APPROACH SPEED.

• PERFORMANCE AND CONTROL LIMITATIONS WITH GREATER THAN 1/4 FLAPS AND/OR GEAR DOWN MAY PRECLUDE 

SUCCESSFUL SINGLE ENGINE GO-AROUND. 

• MAXIMUM LANDING WEIGHT DETERMINED IN ACCORDANCE WITH FIGURE 4G-1, 4G-2 OR 4G-3 INSURES A 

SINGLE ENGINE CLIMB GRADIENT OF AT LEAST 2.1% WITH 

FLAPS 1/4, GEAR UP, AND TAKEOFF POWER AT A SPEED 

DETERMINED FROM FIGURE 4G-4.

 1. CAWI/RES PWR Switch (if installed) ......................................................................AS REQUIRED

 2. Power ....................................................................TAKEOFF (DRY OR WET) OR AS REQUIRED

NOTE

Operation with takeoff power is limited to fi ve minutes.

 

 3. Landing Gear ..............................................................................................................................UP

NOTE

Climb at two engine (full fl ap) approach speed.

 

 4. Flaps (Clear of Obstacles and Approach Speed +5 KIAS) .........................................................UP 

 5. Airspeed .................................................................................................................................VYSE 

(SEE FIGURE 4F-1 OR 4F-2)

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
3-16

8DC

EMERGENCY PROCEDURES FAA APPROVED: AUG 09/96

SA227-DC (C663 MCCAULEY PROPS)

SINGLE ENGINE GO-AROUND (continued)

NOTE 

VYSE is approximately 18 KIAS greater than approach speed. 

 6. CAWI/RES PWR Switch (if installed) .....................................................................AS REQUIRED

 7. Max Continuous Power (Climb at VYSE) ................................................................................SET

ENGINE CONTROL MALFUNCTION

Upon indication of improper operation of a fuel control or propeller control, it is recommended that the 

affected engine be shut down and a single engine landing accomplished. 

NO RESPONSE TO POWER LEVER MOVEMENT

If either engine (or both) exhibits a lack of response to the power lever after extended operation at 

high altitude with OAT below freezing, the cause may be ice blockage of the PT2 inlet sensor probe. 

In certain fl ight conditions, when engine anti-ice would not normally be ON, probe icing can occur even 

though visible moisture is not present. If lack of power lever response is observed, the following procedure should be accomplished:

 1. Ignition Switches ................................................................................................................... CONT

 2. Engine Heat Switch(es) ............................................................................ENGINE & PROP HEAT

This will introduce anti-icing air to the sensors (as well as the engine inlet) and normal power lever 

response should return within approximately 3 minutes.

After the condition has cleared and normal operation is observed, anti-ice and ignition can again be 

turned OFF.

 1. Engine Heat Switch(es) ..........................................................................................AS REQUIRED

 2. Ignition Switches ....................................................................................................................AUTO

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
FAA APPROVED: AUG 09/96 EMERGENCY PROCEDURES 3-17

8DC

SA227-DC (C663 MCCAULEY PROPS)

BATTERY TEMPERATURE CAUTION / WARNING LIGHTS ON

NOTE

• The amber caution light illuminates if either battery temperature 

reaches 120o. 

• The red warning light illuminates if either battery temperature 

reaches 150o. 

AMBER CAUTION LIGHT ILLUMINATES 

 

 1. Before Engine Start ..................................................................DO NOT MAKE BATTERY START 

NOTE

Either obtain GPU or wait until the batteries have cooled.

 

 2. After Engine Start ............................................................. MONITOR BATTERY TEMPERATURE

INDICATOR AND GENERATOR LOADS 

 3. Temperature Increasing to 140oF ................................................................... DO NOT TAKE OFF 

 4. Temperature Increasing Above 140oF .................................AFFECTED BATTERY SWITCH OFF 

 5. In Flight .................................................MONITOR BATTERY TEMPERATURE INDICATOR AND

GENERATOR LOADS/AFFECTED BATTERY SWITCH OFF IF REQUIRED 

RED WARNING LIGHT ILLUMINATES (Any Phase of Operations)

 1. Affected Battery Switch ............................................................................................................ OFF 

 2. BAT DISC Light (affected battery) ................................................................................ CHECK ON 

 3. Battery Temperature Indicator ...................................................................... MONITOR CLOSELY 

WARNING

• WHEN ON GROUND, SHUT DOWN ENGINES AND INSPECT 

AFFECTED BATTERY AS SOON AS POSSIBLE.

• WHEN IN FLIGHT AND BATTERY TEMPERATURE(S) CONTINUE TO RISE AFTER DISCONNECT, LAND AS SOON AS 

PRACTICABLE AND INSPECT BATTERY. 

• TAKEOFF AFTER A BATTERY TEMPERATURE WARNING 

(RED LIGHT) ILLUMINATES IS PROHIBITED UNTIL THE 

CAUSE OF THE OVERHEAT WARNING IS CORRECTED.

NOTE

A battery temperature red warning light caused by a thermal 

runaway may sometimes be verifi ed by observing sustained 

and excessively high generator loads when the affected battery 

switch is on.

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
3-18

8DC

EMERGENCY PROCEDURES FAA APPROVED: AUG 09/96

SA227-DC (C663 MCCAULEY PROPS)

DOUBLE GENERATOR FAILURE

 1. Both Generator Switches ......................................................................................................... OFF

 2. Electrical Load ................................................................................................................. REDUCE

 3. Generator and Start Control Circuit Breakers .....................................................................CHECK

 4. Left Generator Switch ..................................................................... RESET/VOLTAGE CHECKED 

 5. Left Generator Switch ................................................................................................................ ON

 If left generator will not go on line, turn it OFF and try the right generator.

NOTE

If one of the two generators can be put on line, consideration 

should be given to continuing the fl ight with a single generator 

rather than risking a second double generator failure.

 6. Right Generator Switch ................................................................... RESET/VOLTAGE CHECKED

 7. Right Generator Switch .............................................................................................................. ON

NOTE

• If neither generator voltage is within limits, it is acceptable to 

put a single generator on line.

• If neither generator can be put on line, all electrical systems 

(except auxiliary air conditioning systems) will be functional 

on battery power. However, electrical loads should be quickly 

reduced to the minimum for existing fl ight conditions to prolong 

battery life.

WARNING

WHEN IN FLIGHT ON BATTERY POWER ALONE, LAND AS SOON 

AS PRACTICABLE TO PRECLUDE COMPLETE ELECTRICAL FAILURE.

DOUBLE ENGINE FAILURE (RESTARTS/RELIGHTS UNSUCCESSFUL)

1. AIRSPEED .......................................................................... MAINTAIN BEST GLIDE AIRSPEED

GLIDE AIRSPEED

 WEIGHT (POUNDS) 16,000 14,000 12,000 10,000

 AIRSPEED (KIAS) 160 150 140 130

NOTE

• Best glide airspeed is approximately 1.5 V/VS on the SAS 

indicator.

• Glide ratio at best glide airspeed is approximately 10:1 

(2NM/1,000 FT AGL).

2. GEAR .........................................................................................................................................UP

 3. FLAPS ....................................................................................................................................... UP

 4. Complete Engine Failure During Flight Checklist

 Plan for emergency gear extension and a zero fl ap landing. If altitude above ground level (AGL) 

permits, unfeathering one engine may provide suffi cient hydraulic pressure to operate the fl aps.

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
FAA APPROVED: AUG 09/96 EMERGENCY PROCEDURES 3-19

8DC

SA227-DC (C663 MCCAULEY PROPS)

TOTAL ELECTRICAL FAILURE

 1. Entrance Light Switch .............................................................................................AS REQUIRED

NOTE

The pilot's overhead and entrance door fl ood lights are battery powered when the entrance light switch is in its ON position.

 2. Standby Instrument Power Switch .............................VERIFY ARMED/STBY POWER LIGHT ON

 3. Standby Attitude Indicator, Airspeed Indicator & Altimeter ..........VERIFY POWERED & LIGHTED

 4. Avionics Aux Power Switches (if installed) ................................................................................ON

 5. Both Battery and Both Generator Switches ............................................................................. OFF

 6. Battery Switches (Individually) ...................................................................................... RESET/ON

 7. Generator Switches (Individually) ................................................................................. RESET/ON

 8. Anti-skid Control Switch ........................................................................................................... OFF

NOTE

• If the landing gear is extended by the emergency free-fall system, 

normal hydraulic pressure will not be available to the power brakes. 

Plan to use one continuous, light, brake application during the landing roll. Refer to Anti-skid Inoperative Procedures (For Hydraulic 

Malfunction) in Section 3A.

• If the landing gear was fully extended by the normal system 

before the electrical failure, normal hydraulic pressure will 

be available to the power brakes. Refer to Anti-skid Inoperative 

Procedures (For Electrical Malfunction) in Section 3A.

• With no electrical power, anti-skid brake protection is not available 

to prevent skidding with application of excessive brake pressure. If 

runway length permits, delay brake application until ground speed 

has decreased as much as practicable. Apply brakes lightly during 

landing roll to preclude damage to tires.

If total electrical failure occurred as a result of lightning strike or static discharge, the aircraft should 

be thoroughly inspected for evidence of lightning damage. See the SA227 Series Commuter Category 

Maintenance Manual, Chapter 05 and the TPE 331 Maintenance Manual, Chapter 72.

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
3-20

8DC

EMERGENCY PROCEDURES FAA APPROVED: AUG 09/96

SA227-DC (C663 MCCAULEY PROPS)

SMOKE IN AIRCRAFT

1. CREW OXYGEN MASKS ...................................................................................................... DON

 2. If Smoke or Fire from Electrical Source: 

 *a. Smoke or fi re from essential bus: 

 (1) Bus tie switch ............................................................................................................. OFF 

 (2) Bus transfer switches .........................................................OPPOSITE ESSENTIAL BUS 

 *b. Smoke or fi re from nonessential bus 

 • Bus tie switch ............................................................................................................. OFF 

3. If Smoke from Bleed Air Source: 

 * Bleed air switches ...............................TURN OFF ONE SOURCE. IF SMOKE CONTINUES,

 TURN BACK ON AND TURN OTHER SOURCE OFF. 

IF UNSUCCESSFUL, TURN OFF BOTH SOURCES. 

NOTE

It is unlikely that both bleed air systems would malfunction simultaneously. However, if they should, closing both bleed air valves would 

prevent more smoke from entering the cockpit and cabin. But the 

outfl ow valve would then close in order to retain cabin differential 

pressure and the existing smoke would be trapped until depressurizing procedures are begun.

 4. If Smoke in Rear of Aircraft .....................USE MANUAL PRESSURIZATION AND SELECT FULL

 DECREASE. WHEN PRESSURE DIFFERENTIAL 

IS ZERO, ACTIVATE CABIN DUMP SWITCH

 *5. If Smoke is in Cockpit ..............................................................ACTIVATE CABIN DUMP SWITCH

 6. Emergency Descent ...............................................................................................AS REQUIRED 

 7. Airspeed .........................................................................................................175 KIAS MAXIMUM 

 8. Landing Gear ....................................................................................................................... DOWN 

 *9. Fresh Air Fan ................................................................................................................OVERRIDE 

NOTE

• If failure occurs in the pneumatic or electrical system of the 

bleed air control valve, the engine may have to be shut down 

to stop the fl ow of bleed air.

• If an engine must be shut down to prevent bleed air from entering the cockpit and cabin, the landing gear should be retracted to 

ensure adequate single engine performance.

• Whether or not smoke has dissipated, if it cannot be visibly 

verifi ed that the fi re has been extinguished following fi re suppression and/or smoke evacuation procedures, land immediately at the 

nearest suitable airport.

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
FAA APPROVED: AUG 09/96 EMERGENCY PROCEDURES 3-21

8DC

SA227-DC (C663 MCCAULEY PROPS)

WHEELWELL AND WING OVERHEAT WARNING LIGHT ON

STEADY LIGHT (indicates brake fi re, wheelwell or air conditioning duct overheat) 

*1. BLEED AIR SWITCH (affected side) .................................................................................... OFF 

 2. LANDING GEAR ................................................................................................................. DOWN

 Leave gear extended at least three (3) minutes to allow cooling of overheated brakes in order 

to preclude a brake/tire fi re and tire explosion.

3. GENERATOR SWITCH (affected side) ................................................................................. OFF

NOTE

If the warning light extinguishes, retract the landing gear after 

three (3) minutes cooling and continue fl ight with the bleed air 

OFF; the generator may be RESET/ON. If the light reilluminates 

STEADY, extend the gear. Expect performance degradation due 

to the drag of the gear. A diversion and precautionary landing 

may be necessary. If the light changes to a FLASHING mode 

complete the wheelwell wing overheat fl ashing items.

CAUTION

IF THE WARNING LIGHT DOES NOT EXTINGUISH WITHIN 

THREE MINUTES, THE AFFECTED ENGINE SHOULD BE SHUT 

DOWN. THE LANDING GEAR MAY HAVE TO BE RETRACTED 

TO SUSTAIN FLIGHT UNTIL ARRIVING AT A SUITABLE LANDING 

FIELD. 

FLASHING LIGHT (indicates a wing leading edge bleed air line failure or an overheated generator wire) 

*1. BLEED AIR SWITCH (affected side) .................................................................................... OFF

2. GENERATOR SWITCH (affected side) ................................................................................. OFF

CAUTION

IF THE WARNING LIGHT DOES NOT EXTINGUISH WITHIN 

THREE MINUTES, THE AFFECTED ENGINE SHOULD BE SHUT 

DOWN. 

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
3-22

8DC

EMERGENCY PROCEDURES FAA APPROVED: AUG 09/96

SA227-DC (C663 MCCAULEY PROPS)

CABIN PRESSURIZATION MALFUNCTIONS

LOW CABIN PRESSURE

The cabin altitude warning light illuminates when the cabin pressure is equivalent to a pressure altitude 

between 9,500 feet and 10,000 feet. Check cabin altitude, differential pressure and controller setting, 

cabin dump switch, and CAWI/water injection switch. If the cabin pressurization controller is not providing 

proper cabin pressure, change to manual operation. If the desired cabin altitude or differential pressure 

still cannot be attained, an excessive leak exists and it may be necessary to descend or use oxygen. 

HIGH CABIN PRESSURE

If the cabin differential pressure exceeds the normal limit of 7.0 psi (48.3 kPa), the cabin pressurization 

controller may have failed and allowed the outfl ow valve to close. Open the manual control valve approximately 1/2 turn; select MANUAL position on the cabin pressure selector, and regulate pressure manually. If manual control is ineffective, the safety valve should relieve excess cabin pressure at 7.25 psi (50 

kPa). Prior to landing, the cabin pressure differential must be eliminated by use of the manual control or 

the following alternate procedure: 

 1. Altitude ......................................................................................................... BELOW 12,000 FEET 

 *2. Bleed Air Switches ................................................................................................................... OFF 

 3. Allow cabin to depressurize to less than 1 psi differential. 

 *4. Cabin Dump Switch ..............................................................................................................DUMP 

NOTE

If cabin pressure is dumped when a signifi cant cabin pressure differential exists, the resulting sensation may be alarming and uncomfortable to passengers. Consequently, use of the dump valve should 

normally be restricted to situations where cabin pressure differential 

is less than 1 psi or when other methods of pressure differential 

control are ineffective. 

 *5. Bleed Air Switches ..................................................................................................................... ON 

 6. Proceed unpressurized to airport. Air conditioning will be available. 

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
FAA APPROVED: AUG 09/96 EMERGENCY PROCEDURES 3-23

8DC

SA227-DC (C663 MCCAULEY PROPS)

CABIN PRESSURIZATION MALFUNCTIONS (continued) 

EXCESSIVE RATE OF PRESSURIZATION

If an excessive rate of pressurization is experienced and it cannot be controlled by the rate knob on 

the cabin pressurization controller or by the manual control knob, the following steps should be accomplished:

 *1. Bleed Air Switches ................................................................................................................... OFF 

 If Step 1 eliminates the excessive rate of pressurization, determine the source of the malfunction 

by turning the bleed air controls on individually. If the malfunction was caused by one of the bleed 

air control valves, leave the malfunctioning side off and continue pressurized fl ight using bleed air 

from one engine. 

 

 If the pressure surge does not decrease: 

 *2. Cabin Dump Switch ..............................................................................................................DUMP 

NOTE

If cabin pressure is dumped when a signifi cant cabin pressure differential exists, the resulting sensation may be alarming and uncomfortable to passengers. Consequently, use of the dump valve should 

normally be restricted to situations where cabin pressure differential 

is less than 1 psi or when other methods of pressure differential 

control are ineffective.

EMERGENCY DESCENT PROCEDURE 

If cabin pressure is lost while at high altitude, execute the following procedure: 

1. CREW OXYGEN MASKS ...................................................................................................... DON

 *2. PASSENGER OXYGEN CONTROL ......................................................................................... ON 

 3. PASSENGER OXYGEN MASKS ........................................................................................... DON 

 4. Speed Levers ................................................................................................................ HIGH RPM 

 5. Power Levers .............................................................................................................FLIGHT IDLE 

 6. Airspeed .........................................................................................................175 KIAS MAXIMUM 

 7. Landing Gear ....................................................................................................................... DOWN 

 8. Flaps ............................................................................................................................. ONE-HALF 

 9. Altitude ....................................................................................................................AS REQUIRED 

NOTE

• A pitch attitude of approximately 11 degrees nose down will 

allow the airplane to stabilize very close to the gear limit speed of 

175 KIAS in the 1/2 fl aps confi guration.

• This procedure results in a descent from 25,000 feet to 15,000 

feet within three minutes when initiated from cruise power and 

airspeed. 

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
3-24

8DC

EMERGENCY PROCEDURES FAA APPROVED: AUG 09/96

SA227-DC (C663 MCCAULEY PROPS)

CARGO OR CABIN DOOR WARNING LIGHT ON

An illuminated CABIN DOOR or CARGO DOOR red warning light indicates that the affected door 

is not closed securely and may not be safe for fl ight. All door latches must extend fully and engage 

the door latch switches in order to extinguish the door warning lights. In addition, the cargo door handle 

must be in its fully closed position for that warning light to go out. Misadjusted door latch switches may 

cause nuisance illumination of either of the door warning lights. This problem typically occurs when the 

cabin differential pressure reaches approximately 5 psi during climbs. Reducing cabin differential pressure 

to less than approximately 4 psi will allow the pressure vessel to defl ate, the door latch to seat the switch, 

and the warning light to go out. 

EITHER DOOR WARNING LIGHT ON

(DURING GROUND OPERATIONS)

 Do not take off. 

(INITIAL PART OF TAKEOFF ROLL)

 Takeoff ................................................................................................................................ ABORT

(FINAL PART OF TAKEOFF ROLL)

 1. Takeoff ..........................................................................................................................CONTINUE 

 *2. Bleed Air Switches ................................................................................................................... OFF 

 3. Crew and Passengers ........................................................ KEEP CLEAR OF AFFECTED DOOR 

 4. Land as soon as practicable. 

(DURING FLIGHT)

 1. Seat Belt Signs .......................................................................................................................... ON 

 2. Crew and Passengers ........................................................ KEEP CLEAR OF AFFECTED DOOR 

 3. Cabin Differential Pressure ................................. REDUCE UNTIL WARNING LIGHT GOES OUT 

 4. Descent ...................................................................................................................AS REQUIRED 

 5. Land as soon as practicable. 

LEFT OR RIGHT HYDRAULIC PRESSURE WARNING LIGHT ON

If normal pressure is indicated (1700 – 2100 PSI) continue normal operation. No further in-fl ight action 

required.

If an abnormally low pressure is indicated and/or both HYDR PRESS lights are illuminated, assume a 

hydraulic system failure.

CAUTION

DO NOT CLOSE THE HYDRAULIC SHUT OFF VALVE(S) EXCEPT 

FOR ENGINE FIRE.

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
FAA APPROVED: AUG 09/96 EMERGENCY PROCEDURES 3-25

8DC

SA227-DC (C663 MCCAULEY PROPS)

HYDRAULIC SYSTEM FAILURE 

In case of hydraulic system failure: 

 1. Prepare for emergency extension of the landing gear. 

 2. Prepare for landing with existing wing fl aps confi guration. 

 3. Ensure that the nose wheel steering arm switch is turned off and remains off. 

WARNING

IN THE EVENT OF A HYDRAULIC SYSTEM MALFUNCTION, 

THE NOSE WHEEL STEERING SYSTEM MUST NOT BE ARMED. 

STEER WITH BRAKES, POWER, AND RUDDER. 

NOTE

• Power brakes are available using hydraulic pressure trapped 

in the brake accumulators until accumulators are depleted 

to the 650 psi preload. Brakes are not available with accumulator 

preload pressure only.

• Anti-skid protection is not available after hydraulic system failure 

since the anti-skid system automatically becomes inoperative with 

hydraulic system pressure less than 1600 psi.

 4. Anti-skid Control Switch ........................................................................................................... OFF

NOTE

• Plan to use one continuous, light brake application throughout 

the landing roll to protect the tires from skidding and to preclude 

depleting the pressure in the brake accumulators.

• When landing with anti-skid system inoperative, increase 

landing distance by the amount shown in the tables on Figure 

4G-4.

• If runway length permits, delay brake application until ground 

speed has decreased as much as practicable.

• After slowing to a safe taxi speed or coming to a full stop, suffi cient accumulator pressure should be available to taxi clear of 

the runway.

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
3-26

8DC

EMERGENCY PROCEDURES FAA APPROVED: AUG 09/96

SA227-DC (C663 MCCAULEY PROPS)

HYDRAULIC SYSTEM FAILURE (continued)

MANUAL GEAR RELEASE SYSTEM

An emergency hand pump and a cable operated manual release system are provided to extend the 

landing gear in the event of a hydraulic system failure. A stand pipe system in the hydraulic reservoir 

provides a supply of fl uid for hand pump operation. The manual release system also permits free fall 

gear extension in the event that all hydraulic fl uid is lost. 

PARTIAL FLAP LANDINGS

There are no provisions to extend or retract the fl aps following a hydraulic system failure. Landing approach should be made at approximately 1.3 VS1 for the existing confi guration. 

APPROACH SPEEDS (KIAS)

 WEIGHT (1,000 POUNDS)

 10.0 10.5 11.0 11.5 12.0 12.5 13.0 13.5 14.0 14.5 15.0 15.5 16.0

 1/2 FLAPS 103 105 107 108 110 111 113 114 116 118 119 121 122

 1/4 FLAPS 108 110 112 113 115 116 118 120 121 123 125 127 128

 NO FLAPS 110 112 114 116 118 120 122 124 126 128 130 132 134

The anti-skid system is automatically de-activated by loss of hydraulic pressure. Compute the landing 

distance with no fl aps and with anti-skid system inoperative by applying the factor in the following table 

to the two engine landing distance obtained from Figure 4G-4.

INCREASE IN DISTANCE WITH FLAPS UP AND ANTI-SKID INOPERATIVE (PERCENT)

 WEIGHT (POUNDS) WEIGHT (KILOGRAMS)

 10,000 11,000 12,000 13,000 14,000 15,000 15,675 4500 5000 5500 6000 6500 7110

 54.8 52.8 50.9 48.7 46.3 43.8 42.0 55.0 52.7 50.6 48.3 45.5 42.0 

Example : Given: Confi guration: Flaps up.

 Anti-skid inoperative.

 Gross weight 13,000 Lbs.

 Factor: 48.7%

 Landing distance from Figure 4G-4: 2,350 Ft.

 Additional distance + 1,144 Ft.

 Computed no-fl ap landing distance: 3,494 Ft.

NOTE

With anti-skid system functioning normally and with normal hydraulic 

pressure available, compute fl aps-up landing distance by adding 

39.0% to the two engine landing distance obtained from Figure 4G-4.

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
FAA APPROVED: AUG 09/96 EMERGENCY PROCEDURES 3-27

8DC

SA227-DC (C663 MCCAULEY PROPS)

LANDING GEAR EMERGENCY EXTENSION

 1. Airspeed .........................................................................................................175 KIAS MAXIMUM 

 2. Landing Gear Handle ........................................................................................................... DOWN 

 *3. Emergency Release Lever ........................................................................................ROTATE AFT 

 *4. Hand Pump Valve Handle .............................................. PULL PIP PIN/ROTATE VALVE HANDLE 

90o FORWARD 

 *5. Emergency Hand Pump ...............................................................................PUMP AS REQUIRED 

 Gear indicator .................................................................................ALL DOWN AND LOCKED 

NOTE

• Strong resistance to pump handle motion gives suffi cient pressure 

(500 to 800 psi) to insure gear security in addition to the mechanical downlocks.

• If manual extension is used because of a failure in the landing 

gear electrical control system, the hydraulic pressure gauge will 

continue to indicate approximately 2,000 psi system pressure. In 

this case, the pressure to the gear down actuators can be detected 

only by the effort required to move the emergency hand pump.

• If a failure at the bottom of the hydraulic pack allows depletion 

of all hydraulic fl uid, the emergency hand pump will not provide 

pressure. Nevertheless, Step 3 above will allow the landing gear 

to free fall to a safe, down and locked position.

• If the landing gear is extended by the emergency free-fall 

system, normal hydraulic pressure will not be available to the 

power brakes. However, accumulator pressure will be available 

to power the brakes for stopping. Plan to use one continuous, 

light, brake application during the landing roll. Refer to Anti-skid 

Inoperative Procedures (For Hydraulic Malfunction) in Section 3A.

 6. Nose Wheel Steering ............................................................................................................... OFF

NOTE

Hydraulic pressure to the nose wheel steering system will not 

be available following landing gear emergency extension required 

by either hydraulic failures or gear position selector valve electrical 

failures. Do not arm nose wheel steering.

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
3-28

8DC

EMERGENCY PROCEDURES FAA APPROVED: AUG 09/96

SA227-DC (C663 MCCAULEY PROPS)

LANDING GEAR EMERGENCY EXTENSION (continued)

 7. Anti-skid Control Switch ........................................................................................................... OFF

NOTE

• Plan to use one continuous, very light brake application throughout 

the landing roll to protect the tires from skidding and to preclude 

depleting the pressure in the brake accumulators.

• When landing with anti-skid system inoperative, increase 

landing distance by the amount shown in the tables on Figure 

4G-4.

• If runway length permits, delay brake application until ground 

speed has decreased as much as practicable.

• After slowing to a safe taxi speed or coming to a full stop, 

suffi cient accumulator pressure should be available to taxi 

clear of the runway.

If the gear does not extend, the following additional procedure may allow the gear to extend. 

NOTE

Extending the landing gear in this manner requires that the 

airplane be slowed to a minimum safe airspeed. Therefore, 

this procedure must be performed at high enough altitude to ensure 

safe fl ight operation.

 8. Retract the gear.

NOTE

If the landing gear will not retract, check that the hand pump 

valve handle and the emergency release lever have been 

returned to their normal positions.

 9. Use full fl aps and slow the aircraft to just above fl ight idle stall speed. 

 10. Place the landing gear handle in the down position. 

 

 11. If the gear fails to extend, repeat the above procedure. If the gear still will not extend, 

repeat the above procedure using the emergency gear release lever instead of the landing 

gear handle. (Steps 3, 4, and 5 in Landing Gear Emergency Extension.) 

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
FAA APPROVED: AUG 09/96 EMERGENCY PROCEDURES 3-29

8DC

SA227-DC (C663 MCCAULEY PROPS)

GEAR UP LANDINGS

NOTE

• If either main gear will not extend, land with all three gear up if 

possible. If the nose gear will not extend, land on the mains.

• Ensure that passengers are thoroughly briefed regarding bracing 

position and evacuation procedure. 

• Depressurize airplane and consider removal and secure 

stowage of escape hatches immediately after touchdown. 

Expect the entrance door to operate normally with the exception that it will not open fully after landings with the nose or left 

main gear retracted. 

• Historically, airplanes of this class have received more airframe 

damage from gear up landings on sod than from landings on 

smooth, paved surfaces. 

• Propeller blades contacting the surface while turning under 

power tend to disintegrate and throw shrapnel which may puncture 

the fuselage. Blades contacting the surface when feathered, or 

nearly feathered, will bend slightly and wear away but most likely 

will not shatter and will aid in holding the wings and nacelles off 

the runway.

• The pilot may choose to feather one propeller early and save 

the other engine for last minute glide path corrections. During approaches with one main gear up and one down, it is recommended 

that the propeller on the gear up side be feathered fi rst. When a 

propeller is feathered with fl ight idle power set, drag will be reduced 

and gliding distances increased slightly. 

LANDING WITH ALL THREE GEAR UP:

 1. Use full fl aps.

 2. Approach the runway at normal approach speed plus 5 to 10 KIAS. 

 

 3. Do not feather propellers until landing on the runway is assured. 

 

 4. Shut off electrical power just prior to touchdown (this is to allow use of the pitch trim system 

until touchdown). Leave batteries on during night landings to permit use of landing lights. 

 

 5. Allow aircraft to touchdown in a relatively fl at attitude and on centerline. Use rudder for directional 

control. 

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
3-30

8DC

EMERGENCY PROCEDURES FAA APPROVED: AUG 09/96

SA227-DC (C663 MCCAULEY PROPS)

GEAR UP LANDINGS (continued)

LANDING WITH NOSE GEAR UP: 

 

 1. Use normal approach technique and fl ap confi guration. 

 

 2. Feather propellers and shut off electrical power after the mains have touched the runway. 

Leave batteries on during night landings to permit use of landing lights. 

 

 3. Hold the nose of the aircraft off the runway as long as practical, but not so long that pitch 

control is lost. Put nose on runway gently rather than letting it drop to the runway. 

LANDING WITH NOSE GEAR AND ONE MAIN GEAR EXTENDED:

 1. Attempt to retract all three gear and use procedure for landing with all gear up. Check the 

position of the emergency gear release lever, the hand pump valve handle and the landing 

gear control circuit breaker. Transfer the landing gear control to the other essential bus using 

the transfer switch. 

 

 2. If possible, select the runway with the fewest obstructions and fl attest terrain on the side of 

the unextended gear. 

 3. Feather propellers after landing on the runway is assured. 

 

 4. Shut off electrical power just prior to touchdown (this is to allow use of the pitch trim system until 

touchdown). Leave batteries on during night landings to permit use of landing and taxi lights. 

 

 5. Hold the wing with the unextended landing gear off the runway as long as possible. Use 

brakes and rudder for aircraft directional control. Expect the aircraft to turn into the low wing. 

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
FAA APPROVED: AUG 09/96 EMERGENCY PROCEDURES 3-31

8DC

SA227-DC (C663 MCCAULEY PROPS)

STABILIZER TRIM MALFUNCTIONS

STABILIZER TRIM SYSTEM RUNAWAY

The application of electrical power to the stabilizer trim actuators is indicated by an aural signal. If 

the signal occurs in fl ight when the trim system is not being operated, the following procedure should be 

initiated immediately: 

1. MASTER DISCONNECT BUTTON ................................................................ PRESS AND HOLD

 2. TRIM SELECTOR ...............................................................................OFF (CENTER POSITION)

3. Master Disconnect Button ...............................................................................................RELEASE

 4. Trim Selector ....................................................................OPPOSITE POSITION FROM WHERE

MALFUNCTION OCCURRED 

 5. Retrim as required. 

PILOT’S TRIM SYSTEM INOPERATIVE 

 

 1. Trim Selector ...................................................................................................................COPILOT 

 2. Pilot’s Auxiliary Trim Switch or 

 Copilot’s Trim Switches ................................................................................. TRIM AS REQUIRED 

COPILOT’S TRIM SYSTEM INOPERATIVE 

 

 1. Trim Selector ........................................................................................................................ PILOT 

 2. Pilot’s Trim Switches ..................................................................................... TRIM AS REQUIRED 

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
3-32

8DC

EMERGENCY PROCEDURES FAA APPROVED: AUG 09/96

SA227-DC (C663 MCCAULEY PROPS)

STABILIZER TRIM MALFUNCTIONS (continued)

BOTH PILOT’S AND COPILOT’S TRIM SYSTEMS INOPERATIVE

 1. Trim Selector .................................................................................................... OFF (CENTERED) 

 2. Airspeed ............................................. AS REQUIRED TO MAINTAIN LOW ELEVATOR FORCES 

 3. SAS Servo Switch .................................................................................................................... OFF 

NOTE

• If the trim system fails in an extreme nose down trim position, 

do not extend fl aps unless required for landing because of the 

subsequent high pull force required to maintain level fl ight.

• If the trim system fails in an extreme nose up trim position, fl ap extension (below VFE) will reduce the push force required to maintain 

level fl ight. 

 

 4. Flaps (on landing approach) ...................................................................................AS REQUIRED

NOTE 

Flap extension decreases push force requirements. 

 

 5. Landing Gear .......................................................................................... DOWN WHEN DESIRED 

NOTE 

Gear extension increases push force requirements slightly. 

FAA APPROVED: AUG 09/96

Revised: DEC 09/14
FAA APPROVED: AUG 09/96 EMERGENCY PROCEDURES 3-33

8DC

SA227-DC (C663 MCCAULEY PROPS)

STABILIZER TRIM MALFUNCTIONS (continued)

GO-AROUND WITH STABILIZER TRIM INOPERATIVE 

WARNING

VERY HIGH PUSH FORCES WILL BE REQUIRED IF THE 

FLAPS ARE RETRACTED WITH THE STABILIZER TRIM IN 

THE EXTREME NOSE UP POSITION. IF A GO-AROUND 

OR BALKED LANDING IS REQUIRED WHEN THE STABILIZER 

TRIM IS STUCK IN AN EXTREME NOSE UP POSITION, DO NOT 

RETRACT THE FLAPS IMMEDIATELY. 

 1. Power ......................................................................................................................AS REQUIRED 

NOTE 

Application of power increases push force requirements.

 2. Flaps ................................................................................................. RETRACT IN INCREMENTS 

NOTE 

Flap retraction increases push force requirements.

 3. Airspeed ..................................................... AS REQUIRED TO MAINTAIN LOW STICK FORCES 

 4. Landing Gear ................................................................................... RETRACT WHEN FEASIBLE

FAA APPROVED: DEC 09/14
3-34

8DC

EMERGENCY PROCEDURES FAA APPROVED: AUG 09/96

SA227-DC (C663 MCCAULEY PROPS)

STALL AVOIDANCE SYSTEM (SAS) MALFUNCTION – NOSE DOWN (INADVERTENT PUSH)

In the event of a nose down (inadvertent push) SAS malfunction the following procedure should be 

initiated:

1. MASTER DISCONNECT BUTTON ..................................................................... PRESS & HOLD

 2. SAS SERVO SWITCH ............................................................................................................. OFF

 3. Master Disconnect Button ...............................................................................................RELEASE

WARNING

PULL FORCES REQUIRED TO OVERPOWER THE STICK PUSHER 

MAY EXCEED 60 POUNDS.

CAUTION

WITH THE SAS SERVO TURNED OFF, THE STICK PUSHER WILL 

BE INOPERATIVE. STALL WARNING WILL STILL BE PROVIDED 

BY ACTIVATION OF THE STICK SHAKERS 5 TO 10 KNOTS ABOVE 

STALL SPEED. ANGLE OF ATTACK SHOULD BE IMMEDIATELY 

REDUCED TO PROVIDE AN ADEQUATE MARGIN ABOVE STALL 

SPEED. IF ANGLE OF ATTACK IS INADVERTENTLY ALLOWED TO 

INCREASE, STALL RECOVERY SHOULD BE INITIATED AT THE 

FIRST NATURAL OR SAS INDICATION OF STALL (GLARESHIELD 

STALL LIGHT AND/OR STALL HORN).

EMERGENCY EXITS

There are two emergency exits on the right side of the center cabin and one emergency exit on the 

left side. To open the emergency exits: 

 1. Cabin .................................................................................................................. DEPRESSURIZE 

 2. Release Handle ......................................................................................................................PULL 

NOTE

Pull hatch inward, rotate, extend through opening, and discard outside 

the airplane when on the ground. Ensure that the hatch is clear of 

the exit route from the airplane.

FAA APPROVED: DEC 09/14