P.O. BOX 790490 • SAN ANTONIO, TEXAS 78279-0490 • (210) 824-9421 SUBJECT: REVISION A-12 TO SA227-AT POH/AFM (4AT)

TO: ALL OPERATORS AND POH/AFM MANAGERS OF THE 14,500 POUND ICAO ANNEX 8 MERLIN IVC

1. Attached is Revision A-12 to Sections 0 and 3 of your POH/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) 824–94210-iii 4AT FAA APPROVED: NOV 30/88 

# SA227-AT 14,500 LB - ICAO ANNEX 8

LIST OF EFFECTIVE PAGES PILOT'S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL REISSUE A

LIST OF EFFECTIVE PAGES

PAGE DATE PAGE DATE

SECTION 1

PAGE DATE PAGE DATE

SECTION 2

PAGE DATE PAGE DATE Title ...................................................... MAR 28/96 0-i......................................................... NOV 30/88 0-ii ........................................................ NOV 30/88 0-iii ....................................................... NOV 14/14 0-iv ....................................................... NOV 14/14 0-v......................................................... JUN 02/00 0-vi ....................................................... DEC 06/91 0-vii ...................................................... NOV 30/88 0-viii ..................................................... NOV 30/88 0-ix ....................................................... NOV 30/88 0-x........................................................ NOV 30/88 0-xi ....................................................... MAR 29/94 0-xii ....................................................... JUN 02/00 0-xiii ..................................................... NOV 14/14 0-xiv ..................................................... DEC 07/07

...............................................................................

1-i......................................................... NOV 30/88 1-ii ........................................................ NOV 30/88 1-1 ....................................................... NOV 30/88 1-2 ...................................................... NOV 30/88 1-3 ...................................................... NOV 30/88 1-4 ....................................................... DEC 06/91 1-5 ....................................................... NOV 30/88 1-6 ...................................................... NOV 30/88 1-7 ....................................................... NOV 30/88 1-8 ....................................................... NOV 30/88 1-9 ....................................................... NOV 30/88 1-10 ..................................................... NOV 30/88 1-11 ...................................................... NOV 30/88 1-12 ..................................................... NOV 30/88 1-13 .................................................... NOV 30/88 1-14 .................................................... NOV 30/88

2-i......................................................... DEC 07/07 2-ii ......................................................... JUN 02/00 2-1 ....................................................... NOV 30/88 2-2 ...................................................... NOV 30/88 2-3 ...................................................... DEC 07/07 2-4 ...................................................... NOV 30/88 2-5 ........................................................MAY 13/97 2-6 ...................................................... DEC 06/91 2-7 ...................................................... DEC 06/91 2-8 ...................................................... NOV 30/88 2-9 ...................................................... NOV 30/88 2-10 .................................................... NOV 30/88 2-11 ..................................................... NOV 30/88 2-12 ..................................................... DEC 06/91 2-13 .................................................... NOV 30/88 2-14 .................................................... NOV 18/97 2-15 ..................................................... NOV 30/88 2-16 .................................................... NOV 18/97 2-17 ..................................................... JUN 02/00 2-18 ..................................................... JUN 02/00 2-18A .................................................... JUN 02/00 2-18B .................................................... JUN 02/00 2-19 ..................................................... MAR 29/94 2-20 .................................................... DEC 06/91 2-21 .................................................... NOV 30/88 2-22 .................................................... NOV 30/88 2-23 .................................................... NOV 30/88 2-24 .................................................... NOV 30/88

FAA APPROVED: NOV 30/88 REVISED: NOV 14/140-iv 4AT FAA APPROVED: NOV 30/88 

# SA227-AT 14,500 LB - ICAO ANNEX 8

PILOT'S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL REISSUE A LIST OF EFFECTIVE PAGES (continued)

SECTION 3

PAGE DATE PAGE DATE

SECTION 3A

PAGE DATE PAGE DATE 3-i......................................................... NOV 14/14 3-ii ....................................................... NOV 14/14 3-1 ........................................................MAY 11/99 3-2 ........................................................MAY 11/99 3-3 ....................................................... NOV 14/14 3-4 ....................................................... NOV 14/14 3-5 ....................................................... NOV 14/14 3-6 ....................................................... NOV 14/14 3-7 ....................................................... NOV 14/14 3-8 ....................................................... NOV 14/14 3-9 ....................................................... NOV 14/14 3-10 ..................................................... NOV 14/14 3-11 ...................................................... NOV 14/14 3-12 ..................................................... NOV 14/14 3-13 ..................................................... NOV 14/14 3-13 ..................................................... NOV 14/14 3-14 ..................................................... NOV 14/14 3-15 ..................................................... NOV 14/14 3-16 ..................................................... NOV 14/14 3-17 .................................................... NOV 14/14 3-18 ..................................................... NOV 14/14 3-19 ..................................................... NOV 14/14 3-20 ..................................................... NOV 14/14 3-21 ..................................................... NOV 14/14 3-22 ..................................................... NOV 14/14 3-23 ..................................................... NOV 14/14 3-24 ..................................................... NOV 14/14 3-25 ..................................................... NOV 14/14 3-26 ..................................................... NOV 14/14 3-27 ..................................................... NOV 14/14 3-28 ..................................................... NOV 14/14 3-29 ..................................................... NOV 14/14 3-30 ..................................................... NOV 14/14 3-31 ..................................................... NOV 14/14 3-32 ..................................................... NOV 14/14 3-33 ..................................................... NOV 14/14 3-34 ..................................................... NOV 14/14

3A-i ...................................................... DEC 07/07 3A-ii ..................................................... NOV 30/88 3A-1 ..................................................... NOV 30/88 3A-2 ..................................................... NOV 30/88 3A-3 ..................................................... NOV 30/88 3A-3A ................................................... DEC 07/07 3A-3B................................................... DEC 07/07 3A-4 ..................................................... DEC 06/91 3A-5 ..................................................... DEC 06/91 3A-6 ..................................................... DEC 06/91 3A-7 ..................................................... NOV 18/97 3A-7A ................................................... NOV 18/97 3A-7B.................................................... JUN 02/00 3A-8 ..................................................... NOV 30/88 3A-9 ..................................................... NOV 30/88 3A-10 ................................................... DEC 06/91 3A-11 ................................................... DEC 06/91 3A-12 ................................................... DEC 06/91 3A-13 ................................................... DEC 06/91 3A-14 ................................................... NOV 30/88 3A-15 ................................................... NOV 30/88 3A-16 ................................................... NOV 30/88 3A-17 ................................................... NOV 30/88 3A-18 ................................................... NOV 30/88 3A-19 ................................................... NOV 30/88 3A-20 ................................................... NOV 30/88 3A-21 .................................................. NOV 30/88 3A-22 ................................................... NOV 30/88 3A-23 ................................................... NOV 30/88 3A-24 ................................................... MAR 03/89 3A-25 ................................................... NOV 30/88 3A-26 ................................................... MAR 03/89 3A-27 ................................................... NOV 30/88 3A-28 ................................................... NOV 30/88 3A-29 ................................................... NOV 30/88 3A-30 ................................................... NOV 30/88 3A-31 ................................................... NOV 30/88 3A-32 ................................................... NOV 30/88

LIST OF EFFECTIVE PAGES FAA APPROVED: NOV 30/88 REVISED: NOV 14/140-xiv 4AT FAA APPROVED: NOV 30/88 

# SA227-AT 14,500 LB - ICAO ANNEX 8

LIST OF REVISIONS LIST OF REVISIONS (continued)

Revision Revised FAA Approved Number Pages Description of Revision Signature Date

FAA APPROVED: DEC 07/07 A black bar in the margin of a revised page shows the current change.EMERGENCY PROCEDURES 3-i 4AT FAA APPROVED: NOV 30/88 REVISED: NOV 14/14 

# SA227-AT 14,500 LB - ICAO ANNEX 8

TABLE OF CONTENTS EMERGENCY PROCEDURES

ITEM PAGE

Introduction .................................................................................................................. .......................... 3-1 Annunciator Panel ............................................................................................................. .................... 3-2 Engine Fire on Ground ......................................................................................................... ................. 3-4 Engine Fire in Flight.......................................................................................................... ..................... 3-4 Out-of-Trim Warning ........................................................................................................... ................... 3-5 Engine Failure During Takeoff – Takeoff Aborted ............................................................................... ... 3-5 Engine Failure During Takeoff – Takeoff Continued at or Above V 1 ....................................................... 3-6 Engine Failure During Flight .................................................................................................. ................ 3-7 Engine - Propeller Uncoupling ................................................................................................. .............. 3-8 Airstart ...................................................................................................................... ............................. 3-8 In fl ight Relight ................................................................................................................. ....................... 3-9 Single Engine Landing.......................................................................................................... ............... 3-10 After Touchdown .............................................................................................................. ........... 3-10 Single Engine Go-Around ....................................................................................................... ..............3-11 Engine Control Malfunction .................................................................................................... ............. 3-12 No Response to Power Lever Movement ........................................................................................... . 3-12 Battery Temperature Caution/Warning Lights On ................................................................................ 3 -12 Amber Light Illuminates ...................................................................................................... ........ 3-12 Red Warning Light Illuminates (Any Phase of Operations) ........................................................ 3-13 Double Generator Failure ...................................................................................................... .............. 3-13 Double Engine Failure (Restarts/Relights Unsuccessful) .................................................................... 3-14 Total Electrical Failure ...................................................................................................... ................... 3-15 Smoke in Aircraft ............................................................................................................. .................... 3-16 Wheelwell and Wing Overheat Warning Light On ............................................................................... 3-1 7 Steady Light ................................................................................................................. ............... 3-17 Flashing Light ............................................................................................................... .............. 3-17 Cabin Pressurization Malfunctions ............................................................................................. ......... 3-18 Low Pressure Malfunction ..................................................................................................... ..... 3-18 High Pressure Malfunction .................................................................................................... ..... 3-18 Excessive Rate of Pressurization ............................................................................................. .. 3-19 Emergency Descent Procedure.................................................................................................... ....... 3-20 Cargo or Cabin Door Warning Light On .......................................................................................... .... 3-21 Hydraulic System Failure....................................................................................................... .............. 3-22 Manual Gear Release System ................................................................................................... . 3-22 Partial Flap Landings ........................................................................................................ .......... 3-22 Landing Gear Emergency Extension .............................................................................................. ..... 3-23 Gear Up Landings .............................................................................................................. ................. 3-25 Landing with All Three Gear Up ............................................................................................... ... 3-26 Landing with Nose Gear Up .................................................................................................... ... 3-26 Landing with Nose Gear and One Main Gear Extended ............................................................ 3-26 Stabilizer Trim Malfunctions................................................................................................... .............. 3-27 Stabilizer Trim System Runaway ............................................................................................... . 3-27 Pilot’s Trim System Inoperative .............................................................................................. .... 3-27 Copilot’s Trim System Inoperative ............................................................................................ .. 3-27EMERGENCY PROCEDURES 3-ii 4AT FAA APPROVED: NOV 30/88 REVISED: NOV 14/14 

# SA227-AT 14,500 LB - ICAO ANNEX 8

TABLE OF CONTENTS (continued) EMERGENCY PROCEDURES

ITEM PAGE

Both Pilot’s and Copilot’s Trim Systems Inoperative .................................................................. 3-28 Go-Around with Stabilizer Trim Inoperative ................................................................................ 3-2 9 Stall Avoidance System (SAS) Malfunctions ..................................................................................... .. 3-30 SAS Fault Light On in Flight ................................................................................................. ...... 3-30 SAS Malfunction – Nose Down (Inadvertent Pusher) ................................................................. 3-30 Aural Stall Warning at Speeds Well in Excess of Normal Stall Warning Speeds (Inadvertent Stall Warning) ..................................................... 3-31 Emergency Exits................................................................................................................ .................. 3-31 Nose Wheel Steering Electrical Malfunction..................................................................................... ... 3-32 Nose Wheel Steering Hydraulic Malfunction ..................................................................................... .. 3-33EMERGENCY PROCEDURES FAA APPROVED: NOV 30/88 3-3 4AT 

# SA227-AT 14,500 LB - ICAO ANNEX 8

ANNUNCIATOR PANEL

LIGHT ILLUMINATED INDICATES THAT

SAS FAULT (RED) a. Steady light: SAS computer power has failed or that power has failed in combination with servo failure, see page 3-27. On the ground, the SAS vane has blown full up. Check SAS indicator needle. b. Flashing light: SAS servo or servo clutch has failed, see page 3-27.

GEAR DOOR POSITION (RED) At least one of the main landing gear doors is not closed securely when on the ground. Do not take off.

EMERG LTS UNARMED (AMBER) The optional emergency lighting system switch is not in its ARMED position. Reset switch.

CABIN ALTITUDE (AMBER) Cabin altitude is above 10,000 feet, see page 3-15.

NOSE STEER FAIL (AMBER) Hydraulic pressure is being applied to the nose steering actuator without pilot steering command, see page 3-30.

FAA APPROVED: NOV 30/88 REVISED: DEC 06/91 (some aircraft)

(some aircraft)EMERGENCY PROCEDURES 

# SA227-AT 14,500 LB - ICAO ANNEX 8

3-4 4AT FAA APPROVED: NOV 30/88 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. Auto/Cont Ignition Switch (if installed) (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. Auto/Cont Ignition Switch (if installed) (affected engine) ......................................................... OFF 9. Power Lever (operating engine) .............................................................................AS REQUIRED *10. Bleed Air (operating engine) ...................................................................................AS REQUIR ED

NOTE

If the 100% torque limit is not being developed and bleed air is on, increased power may be obtained by selecting bleed air off.

FAA APPROVED: NOV 30/88 REVISED: NOV 14/14EMERGENCY PROCEDURES FAA APPROVED: NOV 30/88 3-5 4AT 

# SA227-AT 14,500 LB - ICAO ANNEX 8

ENGINE FIRE IN FLIGHT (continued)

11. Trim ..................................................................................................................... ....AS REQUIRED 12. Generator (operating engine) ...................................................................... 300 AMPS MAXIMUM (200 AMPS MAXIMUM WHEN MODIFIED PER ECP 423) *13. Propeller Synchrophaser Switch (if installed) .............................................TAKEOFF & LANDING

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.

2. BRAKES ................................................................................................................ AS REQUIRED 3. Nose Wheel Steering ..............................................................................................AS REQUIR ED 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.

5. Engine Stop and Feather Control (failed engine) ...................................................................PULL 6. Engine Clean Up Procedure (failed engine) a. Fuel shutoff switch ......................................................................................................C LOSED b. Hydraulic shutoff switch ..............................................................................................CLOS ED c. Fuel boost pump switch .................................................................................................... . OFF d. Generator switch .......................................................................................................... ...... OFF *e. Bleed air switch ......................................................................................................... ......... OFF f. Auto/cont ignition switch (if installed) ................................................................................. O FF 7. Water Injection Switch .................................................................................................... ......... OFF

FAA APPROVED: NOV 30/88 REVISED: NOV 14/14EMERGENCY PROCEDURES 

# SA227-AT 14,500 LB - ICAO ANNEX 8

3-6 4AT FAA APPROVED: NOV 30/88 ENGINE FAILURE DURING TAKEOFF – TAKEOFF CONTINUED AT OR ABOVE V 1

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. POWER LEVER (operating engine) ..................................................... SET MAXIMUM POWER

NOTE

• Commanding high propeller blade angle by keeping the

power lever of the inoperative engine well forward will reduce windmilling propeller drag in the event that NTS failure accompanies engine failure.

• Set 650 o C EGT or 100% torque, whichever occurs first, during dry takeoff. If the 100% torque limit is not being developed and bleed air is ON, increased power may be obtained by selecting bleed air OFF.

• Set 650 o C EGT or 110% torque, whichever occurs fi rst, during continued takeoff with CAWI. Do not exceed the fi ve minute time limit for use of CAWI.

*2. LANDING GEAR (after liftoff) .............................................................................................. .....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.

*3. AIRSPEED ....................................................................................V 2 ATTAIN AND MAINTAIN V 2 UNTIL OBSTACLES ARE CLEARED 4. ENGINE STOP AND FEATHER CONTROL (failed engine) ................................................ PULL *5. FLAPS (above 115 KIAS) .................................................................................................... ..... UP 6. AIRSPEED .....................................................SINGLE ENGINE BEST RATE OF CLIMB SPEED (SEE FIGURE 5F-2 OR FIGURE 5F-3)

FAA APPROVED: NOV 30/88 REVISED: NOV 14/14EMERGENCY PROCEDURES FAA APPROVED: NOV 30/88 3-7 4AT 

# SA227-AT 14,500 LB - ICAO ANNEX 8

ENGINE FAILURE DURING TAKEOFF – TAKEOFF CONTINUED AT OR ABOVE V 1 (continued)

7. Engine Clean Up Procedure (failed engine) a. Fuel shutoff switch ......................................................................................................C LOSED b. Hydraulic shutoff switch ..............................................................................................CLOS ED c. Fuel boost pump switch .................................................................................................... . OFF d. Generator switch .......................................................................................................... ...... OFF *e. Bleed air switch ......................................................................................................... ......... OFF f. Auto/cont ignition switch (if installed) ................................................................................. O FF 8. Power Lever (operating engine) .............................................................................AS REQUIRED 9. Trim ...................................................................................................................... ...AS REQUIRED 10. Generator (operating engine) ...................................................................... 200 AMPS MAXIMUM *11. Propeller Synchrophaser Switch (if installed) .............................................TAKEOFF & LANDING 12. Water Injection Switch ............................................................................................AS REQU IRED

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 ......................................................................................................C LOSED b. Hydraulic shutoff switch ..............................................................................................CLOS ED c. Fuel boost pump switch .................................................................................................... . OFF d. Generator switch .......................................................................................................... ...... OFF *e. Bleed air switch ......................................................................................................... ......... OFF f. Auto/cont ignition switch (if installed) ................................................................................. OFF 3. Power Lever (operating engine) .............................................................................AS REQUIRED *4. Bleed Air (operating engine) ...................................................................................AS REQUIRE D

NOTE

If the 100% torque limit is not being developed and bleed air is on, increased power may be obtained by selecting bleed air off.

5. Trim ...................................................................................................................... ...AS REQUIRED 6. Generator (operating engine) ...................................................................... 300 AMPS MAXIMUM (200 AMPS MAXIMUM WHEN MODIFIED PER ECP 423) *7. Propeller Synchrophaser Switch (if installed) .............................................TAKEOFF & LANDING

FAA APPROVED: NOV 30/88 REVISED: NOV 14/14EMERGENCY PROCEDURES 

# SA227-AT 14,500 LB - ICAO ANNEX 8

3-8 4AT FAA APPROVED: NOV 30/88 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 ASSOCIATEDPOWER 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 ENGINESHUTDOWN IS COVERED IN SECTION 3A, ABNORMAL PROCEDURES.

FAA APPROVED: NOV 30/88 REVISED: NOV 14/14EMERGENCY PROCEDURES FAA APPROVED: NOV 30/88 3-9 4AT 

# SA227-AT 14,500 LB - ICAO ANNEX 8

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 AGGR AVATE 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. RPM ......................................................................................................BETWEEN 60% AND 1 0% 5. Engine Start Button .................................................................................. PRESS MOMENTARILY

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 OF position.

6. EGT .............................................................. MONITOR (770 o C MAXIMUM FOR ONE SECOND) 7. RPM ....................................................................................................................... ..... STABILIZED 8. SRL OFF Light ............................................................................................................C HECK OFF 9. Power .........................................................................................................RESET AS REQUIRED

NOTE

Engine relight should be expected to occur automatically if AUTO/ CONT Ignition System is installed, the Auto/Cont Ignition Switch is in AUTO, and fuel is available at the igniters.

FAA APPROVED: NOV 30/88 REVISED: NOV 14/14EMERGENCY PROCEDURES 

# SA227-AT 14,500 LB - ICAO ANNEX 8

3-10 4AT FAA APPROVED: NOV 30/88 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.

NOTE

• Compute single engine landing distance by adding 72% to the two

engine landing distance shown in Figure 5G-5 if Goodyear dual rotor brakes are installed. Use the single engine landing distance from Figure 5G-4 if B.F. Goodrich single rotor brakes are installed.

• Use the approach speeds shown in Figure 5G-4 or 5G-5.

*1. No Smoking – Fasten Seat Belt Sign ....................................................................................... . ON 2. Fuel Balance .............................................................................................................. .........CHECK

NOTE

If excess fuel imbalance is indicated on fuel quantity gauge and/ or aileron trim position, balance fuel by utilizing the fuel cross fl ow.

3. Fuel Cross fl ow Switch ......................................................... OPEN IF REQUIRED TO BALANCE, THEN CLOSED 4. Cabin Differential Pressure ............................................................................................... .... ZERO 5. Electrical Load ......................................................................TURN OFF NONESSENTIAL ITEMS 6. Speed Lever (operating engine) ................................................................................... HIGH RPM 7. Flaps ............................................................................................DO NOT EXTEND BEYOND 1/2 UNTIL LANDING IS ASSURED 8. Landing Gear ................................................................ EXTEND WHEN LANDING IS ASSURED 9. Nose Wheel Steering ....................................................................................................... .. ARMED 10. Ignition Mode Switches ...........................................................................................AS REQUI RED OR Auto/Cont Ignition Switch (operating engine) ......................................................AUTO OR CONT

AFTER TOUCHDOWN

1. Brakes .....................................................................................................................AS REQUIRE D 2. Nose Wheel Steering ..............................................................................................AS REQUIR ED 3. Power Levers ......................................................................................................... GROUN D IDLE

FAA APPROVED: NOV 30/88 REVISED: NOV 14/14EMERGENCY PROCEDURES FAA APPROVED: NOV 30/88 3-11 4AT 

# SA227-AT 14,500 LB - ICAO ANNEX 8

SINGLE ENGINE LANDING (continued)

AFTER TOUCHDOWN (continued)

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 RE QUIRED

CAUTION

REVERSE THRUST ON THE OPERATING ENGINE WILL CAUSE A YAWING MOMENT TOWARD THE OPERATING ENGINE WHICH IS PROPORTIONAL TO THE AMOUNT OF REVERSETHRUST 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.

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 1/2 DOWN, AND AIRSPEED AT OR HIGHER THAN APPROACH SPEED.

• PERFORMANCE AND CONTROL LIMITATIONS WITH FULL

FLAPS AND GEAR DOWN MAY PRECLUDE SUCCESSFUL SINGLE ENGINE GO-AROUND.

FAA APPROVED: NOV 30/88 REVISED: NOV 14/14EMERGENCY PROCEDURES 

# SA227-AT 14,500 LB - ICAO ANNEX 8

3-12 4AT FAA APPROVED: NOV 30/88 SINGLE ENGINE GO-AROUND (continued)

1. Power ......................................................................................................MCP, OR AS REQUIRED 2. Landing Gear .............................................................................................................. ................UP 3. Flaps ................................................................................................. RETRACT IN INCREMENT S 4. Airspeed

............................................................................................................................... .....V YSE (SEE FIGURE 5F-2 OR FIGURE 5F-3) *5. Bleed Air Switch ......................................................................................................... .............. OFF 6. Engine Anti-Ice ......................................................................................OFF UNLESS REQUIRED

ENGINE CONTROL MALFUNCTION

In the event there is an 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 P T2 inlet sensor probe. In certain flight 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 REQUIRE D 2. Ignition Switches ......................................................................................................... ...........AUTO

BATTERY TEMPERATURE CAUTION / WARNING LIGHTS ON

NOTE

• The amber caution light illuminates if either battery temperature

reaches 120 o

. • The red warning light illuminates if either battery temperature

reaches 150 o

.
AMBER LIGHT ILLUMINATES

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

FAA APPROVED: NOV 30/88 REVISED: NOV 14/14EMERGENCY PROCEDURES FAA APPROVED: NOV 30/88 3-13 4AT 

# SA227-AT 14,500 LB - ICAO ANNEX 8

BATTERY TEMPERATURE CAUTION / WARNING LIGHTS ON (continued)

NOTE

• Either obtain GPU or wait until the batteries have cooled.

• Leaving the battery switch off for several minutes following a

caution light may allow the battery to cool enough to extinguish the light.

2. After Engine Start ............................................................. MONITOR BATTERY TEMPERATURE INDICATOR AND GENERATOR LOADS 3. Temperature Increasing to 140 o F .................................................................... DO NOT TAKE OFF 4. Temperature Increasing Above 140 o F ..................................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 veri fi ed by observing sustained and excessively high generator loads when the affected battery switch is on.

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.

FAA APPROVED: NOV 30/88 REVISED: NOV 14/14EMERGENCY PROCEDURES 

# SA227-AT 14,500 LB - ICAO ANNEX 8

3-14 4AT FAA APPROVED: NOV 30/88 DOUBLE GENERATOR FAILURE (continued)

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) 14,000 12,000 10,000 AIRSPEED (KIAS) 150 140 130

NOTE
• Best glide airspeed is approximately 1.5 V/V S 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 suf fi cient hydraulic pressure to operate the fl aps.

FAA APPROVED: NOV 30/88 REVISED: NOV 14/14EMERGENCY PROCEDURES FAA APPROVED: NOV 30/88 3-15 4AT 

# SA227-AT 14,500 LB - ICAO ANNEX 8

TOTAL ELECTRICAL FAILURE

1. Entrance Light Switch ....................................................... ON (IF ILLUMINATION IS REQUIRED)

NOTE

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

2. Both Battery and Both Generator Switches ............................................................................. OFF 3. Battery Switches (individually) ...................................................................................... RESE T/ON 4. Generator Switches (individually) ................................................................................. RESET/O N

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

FAA APPROVED: NOV 30/88 REVISED: NOV 14/14EMERGENCY PROCEDURES 

# SA227-AT 14,500 LB - ICAO ANNEX 8

3-16 4AT FAA APPROVED: NOV 30/88 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 out fl ow valve would then close in order to retain cabin differentialpressure 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 REQUIRE D 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

veri fi ed that the fi re has been extinguished following fire suppression and/or smoke evacuation procedures, land immediately at the nearest suitable airport.

FAA APPROVED: NOV 30/88 REVISED: NOV 14/14EMERGENCY PROCEDURES FAA APPROVED: NOV 30/88 3-17 4AT 

# SA227-AT 14,500 LB - ICAO ANNEX 8

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: NOV 30/88 REVISED: NOV 14/14EMERGENCY PROCEDURES 

# SA227-AT 14,500 LB - ICAO ANNEX 8

3-18 4AT FAA APPROVED: NOV 30/88 CABIN PRESSURIZATION MALFUNCTIONS

LOW PRESSURE MALFUNCTION

The cabin altitude warning light illuminates when the cabin pressure is equivalent to a pressure altitude between 10,000 feet and 12,000 feet. Check cabin altitude, differential pressure and controller setting, and cabin dump switch. If the cabin pressurization controller is not providing proper cabin pressure, changeto 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 PRESSURE MALFUNCTION

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 out flow 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 signi ficant 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: NOV 30/88 REVISED: NOV 14/14EMERGENCY PROCEDURES FAA APPROVED: NOV 30/88 3-19 4AT 

# SA227-AT 14,500 LB - ICAO ANNEX 8

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 signi ficant 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.

FAA APPROVED: NOV 30/88 REVISED: NOV 14/14EMERGENCY PROCEDURES 

# SA227-AT 14,500 LB - ICAO ANNEX 8

3-20 4AT FAA APPROVED: NOV 30/88 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 .............................................................................................................F LIGHT IDLE 6. Airspeed .........................................................................................................173 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 173 KIAS in the 1/2 fl aps con fi guration.

• This procedure results in a descent from 31,000 feet to 15,000

feet within three and one-half minutes when initiated from cruise power and airspeed.

FAA APPROVED: NOV 30/88 REVISED: NOV 14/14EMERGENCY PROCEDURES FAA APPROVED: NOV 30/88 3-21 4AT 

# SA227-AT 14,500 LB - ICAO ANNEX 8

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. Maladjusted 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 de fl ate, the door latch to seat the switch, and the warning light to go out.

EITHER DOOR WARNING LIGHT ON

(DURING GROUND OPERATIONS)

1. Do not take off. 2. Determine cause of door warning prior to fl ight.

(DURING INITIAL PART OF TAKEOFF ROLL)

1. Takeoff ................................................................................................................... ............. ABORT 2. Determine cause of door warning prior to fl ight.

(DURING FINAL PART OF TAKEOFF ROLL)

1. Takeoff ................................................................................................................... .......CONTINUE 2. Bleed Air Switches ........................................................................................................ ........... OFF 3. Seat Belt Signs ........................................................................................................... ............... ON 4. Crew and Passengers ........................................................ KEEP CLEAR OF AFFECTED DOOR 5. Land as soon as practicable. 6. Determine cause of door warning prior to further fl ight.

(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. 6. Determine cause of door warning prior to further fl ight.

FAA APPROVED: NOV 30/88 REVISED: NOV 14/14EMERGENCY PROCEDURES 

# SA227-AT 14,500 LB - ICAO ANNEX 8

3-22 4AT FAA APPROVED: NOV 30/88 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 con fi guration. 3. Ensure that the nose wheel steering switch is turned off and remains off. 4. Ensure that the anti-skid switch is turned off and remains off (if installed).

WARNING

IN THE EVENT OF A HYDRAULIC SYSTEM MALFUNCTION, THE NOSE WHEEL STEERING SYSTEM MUST NOT BE ARMED. STEER WITH BRAKES, POWER, AND RUDDER.

CAUTION

IF ANTI-SKID INSTALLED:

• IF THERE IS ANY INDICATION THAT BRAKE POWER IS ON AND

THERE IS NO ANTI-SKID PROTECTION, TURN THE ANTI-SKID SWITCH OFF.

• WHEEL ANTI-SKID PROTECTION WILL NOT BE AVAILABLE

FOLLOWING HYDRAULIC SYSTEM FAILURE. THE ANTI-SKID SWITCH MUST BE TURNED OFF AND MANUAL BRAKING USED DURING GROUND OPERATIONS.

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 emergency provisions to extend or retract the fl aps. Landing approach should be made at 1.3 V S1 for the existing airplane con fi guration. For fl aps up con fi guration, use 126 KIAS at 14,000 pounds (6350 kg) gross weight. Reduce this speed by 4 KIAS for each 1,000 pounds (450 kg) less gross weight. An acceptable, alternate procedure to determine approach speed with fl aps up is to add 10 KIAS to the full fl aps approach speed provided in Figure 5G-4 or 5G-5. Compute fl aps up landing distances by adding 74% to the landing distance shown in Figure 5G-4 or 5G-5.

FAA APPROVED: NOV 30/88 REVISED: NOV 14/14EMERGENCY PROCEDURES FAA APPROVED: NOV 30/88 3-23 4AT 

# SA227-AT 14,500 LB - ICAO ANNEX 8

LANDING GEAR EMERGENCY EXTENSION

1. Airspeed .........................................................................................................173 KIAS MAXIMUM 2. Landing Gear Handle ........................................................................................................... DOWN *3. Emergency Release Lever ........................................................................................ROTATE AFT *4. Hand Pump Valve Handle .............................................. PULL PIP PIN/ROTATE VALVE HANDLE 90 o FORWARD *5. Emergency Hand Pump ...............................................................................PUMP AS REQUIRED Gear indicator .................................................................................ALL DOWN AND LOCKED

NOTE

• Strong resistance to pump handle motion gives sufficient

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.

• 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.

• On those aircraft which have been modi fi ed in accordance with Fairchild Aircraft Service Bulletin 32-013 and on AT-600 and up: Hydraulic pressure to the anti-skid brake system will not be available following landing gear emergency extension required by either hydraulic failures or gear position selector valve electrical failures. The anti-skid caution light will be illuminated. Turn anti-skid switch off in these situations.

FAA APPROVED: NOV 30/88 REVISED: NOV 14/14EMERGENCY PROCEDURES 

# SA227-AT 14,500 LB - ICAO ANNEX 8

3-24 4AT FAA APPROVED: NOV 30/88 LANDING GEAR EMERGENCY EXTENSION (continued)

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.

1. 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.

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

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

4. 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: NOV 30/88 REVISED: NOV 14/14EMERGENCY PROCEDURES FAA APPROVED: NOV 30/88 3-25 4AT 

# SA227-AT 14,500 LB - ICAO ANNEX 8

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 prior to landing. 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 distance increased slightly.

FAA APPROVED: NOV 30/88 REVISED: NOV 14/14EMERGENCY PROCEDURES 

# SA227-AT 14,500 LB - ICAO ANNEX 8

3-26 4AT FAA APPROVED: NOV 30/88 GEAR UP LANDINGS (continued)

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 touch down in a relatively flat attitude and on centerline. Use rudder for directional control.

LANDING WITH NOSE GEAR UP:

1. Use normal approach technique and fl ap con fi 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. 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: NOV 30/88 REVISED: NOV 14/14EMERGENCY PROCEDURES FAA APPROVED: NOV 30/88 3-27 4AT 

# SA227-AT 14,500 LB - ICAO ANNEX 8

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 flight when the trim system is not being operated, the following procedure should be initiated immediately:

1. ELEVATOR CONTROL ............................ OVERPOWER TO MAINTAIN AIRPLANE CONTROL 2. TRIM SELECTOR ...............................................................................OFF (CENTER POSITION) 3. Trim Selector ....................................................................OPPOSITE POSITION FROM WHERE MALFUNCTION OCCURRED 4. 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: NOV 30/88 REVISED: NOV 14/14EMERGENCY PROCEDURES 

# SA227-AT 14,500 LB - ICAO ANNEX 8

3-28 4AT FAA APPROVED: NOV 30/88 STABILIZER TRIM MALFUNCTIONS (continued)

BOTH PILOT’S AND COPILOT’S TRIM SYSTEMS INOPERATIVE

1. Trim Selector .................................................................................................... OFF (CENT ERED) 2. Airspeed ............................................. AS REQUIRED TO MAINTAIN LOW ELEVATOR FORCES 3. SAS Clutch or 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 V FE ) 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: NOV 30/88 REVISED: NOV 14/14EMERGENCY PROCEDURES FAA APPROVED: NOV 30/88 3-29 4AT 

# SA227-AT 14,500 LB - ICAO ANNEX 8

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 REQUIR ED

NOTE

Application of power increases push force requirements.

2. Flaps ................................................................................................. RETRACT IN INCREMENT S

NOTE

Flap retraction increases push force requirements.

3. Airspeed ..................................................... AS REQUIRED TO MAINTAIN LOW STICK FORCES 4. Landing Gear ................................................................................... RETRACT WHEN FEASIBLE

FAA APPROVED: NOV 30/88 REVISED: NOV 14/14EMERGENCY PROCEDURES 

# SA227-AT 14,500 LB - ICAO ANNEX 8

3-30 4AT FAA APPROVED: NOV 30/88 STALL AVOIDANCE SYSTEM (SAS) MALFUNCTIONS

SAS FAULT LIGHT ON IN FLIGHT

*1. SAS CLUTCH OR SAS SERVO SWITCH ............................................................................. OFF 2. SAS Circuit Breakers (four) .............................................................................................. ......PULL

CAUTION

WITH THE SAS DISENGAGED (OR INOPERATIVE) THE AIRPLANE WILL HAVE UNDESIRABLE STALL CHARACTERISTICS AT AFT CENTER OF GRAVITY LOADINGS. ADEQUATE MAR-GINS ABOVE THE STALL SPEED SHOULD BE MAINTAINED IN ALL OPERATIONS. ENSURE THAT TOUCH-DOWN SPEED IS EQUAL TO OR GREATER THAN 1.1 V S1.
NOTE

• Fault light on fl ashing indicates a stopped servo or servo clutch disengagement.

• Fault light on steady in fl ight indicates computer power failure, or computer power failure with simultaneous servo or clutch failure.

• With the fault light on, angle of attack and stall warning indications

may be unreliable.

SAS MALFUNCTION – NOSE DOWN (INADVERTENT PUSHER)

In the event of a nose down malfunction (with or without a stall warning horn) the following procedure should be initiated:

1 . ELEVATOR CONTROL ............................ OVERPOWER TO MAINTAIN AIRPLANE CONTROL *2. SAS CLUTCH OR SAS SERVO SWITCH .............................................................................. OFF 3. SAS Circuit Breakers (four) ............................................................................................... .....PULL

WARNING

PULL FORCES REQUIRED TO OVERPOWER THE STICK PUSHER MAY EXCEED 60 POUNDS (270 NEWTONS).

CAUTION

WITH THE SAS DISENGAGED (OR INOPERATIVE) THE AIRPLANE WILL HAVE UNDESIRABLE STALL CHARACTERISTICS AT AFT CENTER OF GRAVITY LOADINGS. ADEQUATE MAR-GINS ABOVE THE STALL SPEED SHOULD BE MAINTAINED IN ALL OPERATIONS. ENSURE THAT TOUCH-DOWN SPEED IS EQUAL TO OR GREATER THAN 1.1 V S1.

FAA APPROVED: NOV 30/88 REVISED: NOV 14/14EMERGENCY PROCEDURES FAA APPROVED: NOV 30/88 3-31 4AT 

# SA227-AT 14,500 LB - ICAO ANNEX 8

STALL AVOIDANCE SYSTEM (SAS) MALFUNCTIONS (continued)

AURAL STALL WARNING AT SPEEDS WELL IN EXCESS OF NORMAL STALL WARNING SPEEDS (INADVERTENT STALL WARNING)

When an aural stall warning occurs in unaccelerated fl ight at speeds well in excess of normal stall warning speed, possible damage to the SAS vane or a system malfunction is indicated and an inadvertent nose down push may occur.

*1. SAS CLUTCH or SAS SERVO SWITCH ................................................................................ OFF 2. SAS Circuit Breakers (four) ............................................................................................... .....PULL

CAUTION

WITH THE SAS DISENGAGED (OR INOPERATIVE) THE AIRPLANE WILL HAVE UNDESIRABLE STALL CHARACTERISTICS AT AFT CENTER OF GRAVITY LOADINGS. ADEQUATE MAR-GINS ABOVE THE STALL SPEED SHOULD BE MAINTAINED IN ALL OPERATIONS. ENSURE THAT TOUCH-DOWN SPEED IS EQUAL TO OR GREATER THAN 1.1 V S1.

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 .................................................................................................................. DEP RESSURIZE 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: NOV 14/14EMERGENCY PROCEDURES 

# SA227-AT 14,500 LB - ICAO ANNEX 8

3-32 4AT FAA APPROVED: NOV 30/88 NOSE WHEEL STEERING ELECTRICAL MALFUNCTION

Fault protection is provided by circuitry which automatically deactivates the nose wheel steering system if an electrical malfunction occurs. The nose wheel is then free to caster and rudder, differential braking, and/or differential power can be used for steering.

If the system fails to test correctly, the arm switch should be placed in the OFF position and steering accomplished with rudder, differential braking, and/or differential power.

In the event of a fl ashing green NOSE STEERING light, an unwanted steering de fl ection, and/or park light illuminated when the PARK button is not depressed:

1. NWS Power Lever Button ...............................................................................................RELEA SE 2. Right Speed Lever .......................................... APPROXIMATELY 1/2 INCH FORWARD OF LOW 3. Directional Control ............................................................. MAINTAIN WITH RUDDER, BRAKES, AND/OR POWER 4. Nose Wheel Steering Arm Switch ........................................................................................... . OFF *5. Nose Wheel Steering Circuit Breaker .................................................................................... P ULL

NOTE

It is normal for the park light to remain illuminated, but vary in intensity, during the 4 to 7 second transition from park mode to normal mode.

FAA APPROVED: NOV 14/14EMERGENCY PROCEDURES FAA APPROVED: NOV 30/88 3-33 4AT 

# SA227-AT 14,500 LB - ICAO ANNEX 8

NOSE WHEEL STEERING HYDRAULIC MALFUNCTION (Aircraft modi fi ed in accordance with Service Bulletin 32-006).

An illuminated NOSE STEER FAIL amber annunciator light indicates that hydraulic pressure is being supplied to the nose wheel steering actuator but the pilot is not commanding a steering signal. Illumination of the amber NOSE STEER FAIL light should alert the pilot to potentially undesirable steering actuation and that corrective action may be required. Corrective action depends upon the operational phase.

NOTE

The following procedures assume that the NOSE STEER FAIL light illuminates while the nose wheel steering switch is in its ARMED position. Neither the NWS power lever button nor the speed lever switch will be effective if the nose wheel steering switch is OFF. Therefore, if the switch is OFF, corrective action must be preceded by arming the nose wheel steering system.

NOSE STEER FAIL Light On

(DURING GROUND OPERATIONS): 1. NWS Power Lever Button ................................................................................PRESS AND HOLD OR: Right Speed Lever ........................................................................................................... ....... LOW 2. NOSE STEER FAIL Light .......................................................................................... CHECK OUT 3. Directional Control ......................................................................................MAINTAIN WITH NWS 4. Do Not Take Off.

(DURING INITIAL PART OF TAKEOFF ROLL): 1. NWS Power Lever Button ................................................................................PRESS AND HOLD 2. NOSE STEER FAIL Light .......................................................................................... CHECK OUT 3. Directional Control ....................................................................................................... ...MAINTAIN 4. Takeoff ................................................................................................................... ............. ABORT

(DURING FINAL PART OF TAKEOFF ROLL): 1. NWS Power Lever Button ................................................................................PRESS AND HOLD 2. NOSE STEER FAIL Light .......................................................................................... CHECK OUT 3. Directional Control ....................................................................................................... ...MAINTAIN 4. Continue With Normal Takeoff Procedures.

(IN FLIGHT WITH GEAR DOWN): 1. NWS Power Lever Button ................................................................................PRESS AND HOLD 2. NOSE STEER FAIL Light .......................................................................................... CHECK OUT

NOTE

Conduct normal landing and rollout while keeping the power lever button depressed to avoid uncommanded steering actuation.

FAA APPROVED: NOV 14/14EMERGENCY PROCEDURES 

# SA227-AT 14,500 LB - ICAO ANNEX 8

3-34 4AT FAA APPROVED: NOV 30/88 INTENTIONALLY LEFT BLANK

FAA APPROVED: NOV 14/14