P.O. BOX 790490 • SAN ANTONIO, TEXAS 78279-0490 • (210) 824-9421 SUBJECT: REVISION 34 TO SA227-DC AFM (6DC)

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

1. Attached is Revision 34 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) 824–94210-iii 6DC FAA APPROVED: AUG 23/91 

# SA227-DC

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 Cover ................................................... DEC 02/97 0-i......................................................... AUG 23/91 0-ii ........................................................ AUG 23/91 0-iii ....................................................... DEC 09/14 0-iv ....................................................... DEC 09/14 0-v........................................................ DEC 07/07 0-vi ........................................................APR 05/07 0-vii .......................................................APR 05/07 0-viii .......................................................JUL 31/95 0-ix .........................................................JUL 31/95 0-x..........................................................JUL 31/95 0-xi .........................................................JUL 31/95 0-xii ........................................................JUL 31/95 0-xiii .......................................................JUL 31/95 0-xiv ..................................................... MAR 04/96 0-xv ...................................................... DEC 02/97 0-xvi ......................................................APR 28/00 0-xvii .................................................... DEC 07/07 0-xviii ................................................... DEC 09/14

LIST OF EFFECTIVE PAGES FAA APPROVED: AUG 23/91 Revised: DEC 09/14 1-i..........................................................APR 05/07 1-ii .........................................................APR 05/07 1-1 ........................................................ JUN 19/92 1-2 ....................................................... NOV 12/96 1-3 ........................................................MAY 28/97 1-4 ....................................................... DEC 07/07 1-5 ........................................................SEP 29/92 1-6 ........................................................ JUN 19/92 1-7 ........................................................ JUN 23/93 1-8 ....................................................... MAR 29/94 1-9 ....................................................... DEC 31/91 1-10 ..................................................... MAR 18/93 1-11 ...................................................... MAR 29/94 1-12 ..................................................... AUG 23/91 1-13 ..................................................... AUG 23/91 1-14 ..................................................... AUG 10/94 1-15 ......................................................MAY 11/99 1-16 ......................................................SEP 29/92 1-17 ..................................................... NOV 15/91 1-18 ...................................................... JUN 23/93 1-19 ......................................................SEP 10/93 1-20 ......................................................MAY 11/99 1-21 ......................................................MAY 11/99 1-22 ...................................................... JUN 02/00 1-23 ...................................................... JUN 02/00 1-24 ...................................................... JUN 02/00

2-9 ........................................................MAY 11/99 2-10 ......................................................MAY 11/99 2-11 ...................................................... DEC 02/97 2-11a .................................................... MAR 28/95 2-11b .................................................... MAR 28/95 2-12 ...................................................... JUN 23/93 2-13 ......................................................MAY 11/99 2-14 ..................................................... DEC 02/97 2-15 ...................................................... JUN 23/93 2-16 ......................................................MAY 11/99 2-i......................................................... DEC 02/97 2-ii .........................................................OCT 06/00 2-1 ........................................................ JUN 19/92 2-2 ........................................................ JUN 19/92 2-3 ........................................................ JUN 23/93 2-4 ........................................................ JUN 23/93 2-5 ....................................................... DEC 02/97 2-6 ........................................................ FEB 29/00 2-7 ........................................................ FEB 29/00 2-8 ........................................................ FEB 29/000-iv 6DC FAA APPROVED: AUG 23/91 

# SA227-DC

FAA APPROVED AIRPLANE FLIGHT MANUAL LIST OF EFFECTIVE PAGES (continued)

SECTION 2 (continued)

PAGE DATE PAGE DATE

SECTION 3

PAGE DATE PAGE DATE

FAA APPROVED: AUG 23/91 Revised: DEC 09/14 LIST OF EFFECTIVE PAGES 2-17 ......................................................MAY 11/99 2-18 ..................................................... MAR 28/95 2-19 ......................................................MAY 11/99 2-20 .......................................................JUL 28/92 2-21 ......................................................MAY 11/99 2-22 ..................................................... AUG 23/91 2-23 ...................................................... JUN 23/93 2-24 ..................................................... DEC 02/97 2-25 ......................................................MAY 11/99 2-26 ......................................................MAY 11/99 2-27 ..................................................... AUG 23/91 2-28 ..................................................... AUG 23/91 2-29 ...................................................... JUN 23/93 2-30 ...................................................... JUN 23/93 2-31 ..................................................... AUG 23/91 2-32 ..................................................... MAR 29/94 2-33 ..................................................... DEC 02/97 2-34 ......................................................MAY 11/99 2-34A ....................................................MAY 11/99 2-34B ....................................................MAY 11/99 2-35 ..................................................... MAR 04/96 2-36 .......................................................JUL 28/92 2-37 ...................................................... JUN 23/93 2-38 ...................................................... JUN 23/93 2-39 ......................................................OCT 06/00 2-40 ...................................................... JUN 23/93 2-41 ......................................................OCT 06/00 2-42 ..................................................... AUG 23/91 2-43 ..................................................... AUG 23/91 2-44 ..................................................... AUG 23/91 2-44A ....................................................OCT 06/00 2-44B ....................................................OCT 06/00 2-45 ..................................................... MAR 28/95 2-46 ..................................................... MAR 29/94 2-47 ......................................................MAY 11/99 2-48 ...................................................... JUN 02/00 2-49 ...................................................... JUN 02/00 2-50 ..................................................... AUG 23/91

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 09/140-xvii 6DC FAA APPROVED: AUG 23/91 

# SA227-DC

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

LIST OF REVISIONS 26

27

28

29

30

31

32

33

FAA APPROVED: AUG 19/99 Revised: DEC 07/07 LIST OF REVISIONS (continued)

Revision Revised FAA Approved Number Pages Description of Revision Signature Date

0-iii, 0-iv, 0-xvii, 0-xviii, and 1-22.

0-iii, 0-iv, 0-xvii, 2-6 thru 2-8, 3-i and 3-4

0-iii thru 0-v, 0-xvii, 1-ii, 1-22 thru 1-24, 2-48, 2-49 and 3A-9B

0-iii, 0-iv, 0-xvii, 3-i and 3-4

0-iii, 0-iv, 0-xvii, 2-ii, 2-39, 2-41, 2-44A and 2-44B

0-iii, 0-v, 0-xvii, 3A-i, 3A-3 thru 3A-6

0-iii, 0-v, 0-vi, 0-vii, 0-xvii, 1-i,1-ii, 1-4, 3A-i, 3A4, 3A-4A, and 3A4B

0-iii, 0-v, 0-xvii, 1-4, 3A-4 Corrected typo on page 1-22.

Added Out-of-Trim Warning info to Sections 2 and 3

.

Added Pneumatic Deicing Boots System information to comply with AD 2000-06-04.

Section 3 – Added Takeoff Warning (SN 902, 903, 904) info.

Added Oxygen System description and Oxygen Duration Tables for the Cargo Con fi guration. Corrected editorial errors on pages 2-39 and 2-41. Added two pages 2-44A and 2-44B.

Section 3A – Added Low Fuel Pressure – Gauge Reading Below 15 psi and corrected editorial errors.

Section 1 – Added Fuel Balancing Operation to page 1-4. Section 3A – Added Fuel Balancing Procedure.Added two pages, 3A-4A and 3A4B. Moved text from 3A-4 to 3A-4B.

Section 1 – Revised Warning on page 1-4. Section 3A – Revised Warning on page 3A-4. Signature on File 8-19-99

Signature on File 2-29-00

Signature on File 6-2-00

Signature on File 7-12-00

Signature on File 10-6-00

Signature on File 10-3-01

Signature on File 4-5-07

Signature on File 12-7-073-i 6DC FAA APPROVED: AUG 23/91 Revised: DEC 09/14 EMERGENCY PROCEDURES 

# SA227-DC

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 Takeoff Warning (S/N 902, 903, 904) ........................................................................................... ......... 3-4 Out-of-Trim Warning ........................................................................................................... ................... 3-4 Engine Failure During Takeoff – Takeoff Aborted ............................................................................... ... 3-4 Engine Failure During Takeoff – Takeoff Continued at or Above V 1 (Dry or Wet Power) ...................... 3-6 Engine Failure During Takeoff – Takeoff Continued at or Above V 1 ( Wet with Reserve Power) .......... 3-8 Engine Failure During Flight .................................................................................................. .............. 3-10 Engine - Propeller Uncoupling ................................................................................................. .............3-11 Airstart ...................................................................................................................... ............................3-11 In fl ight Relight ................................................................................................................. ..................... 3-12 Left or Right Oil Pressure Warning Light On ................................................................................... .... 3-13 Single Engine Landing.......................................................................................................... ............... 3-13 Single Engine Descent ........................................................................................................ ....... 3-13 Single Engine Before Landing ................................................................................................. ... 3-13 After Touchdown .............................................................................................................. ........... 3-14 Single Engine Go-Around ....................................................................................................... ............. 3-16 Engine Control Malfunction .................................................................................................... ............. 3-17 No Response to Power Lever Movement ........................................................................................... . 3-17 Battery Temperature Caution/Warning Lights On ................................................................................ 3 -18 Amber Caution Light Illuminates ............................................................................................. ... 3-18 Red Warning Light Illuminates (Any Phase of Operations) ........................................................ 3-18 Double Generator Failure ...................................................................................................... .............. 3-19 Double Engine Failure (Restarts/Relights Unsuccessful) .................................................................... 3-19 Total Electrical Failure ...................................................................................................... ................... 3-20 Smoke In Aircraft ............................................................................................................. .................... 3-20 Wheelwell and Wing Overheat Warning Light On ............................................................................... 3-2 1 Steady Light ................................................................................................................. ............... 3-21 Flashing Light ............................................................................................................... .............. 3-22 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 ............................................................................. 3-25 Hydraulic System Failure....................................................................................................... .............. 3-25 Manual Gear Release System ................................................................................................... . 3-25 Partial Flap Landings ........................................................................................................ .......... 3-25 Landing Gear Emergency Extension .............................................................................................. ..... 3-26 Gear Up Landings .............................................................................................................. ................. 3-27 Landing with All Three Gear Up ............................................................................................... ... 3-28 Landing with Nose Gear Up .................................................................................................... ... 3-28 Landing with Nose Gear and One Main Gear Extended ............................................................ 3-283-ii 6DC EMERGENCY PROCEDURES FAA APPROVED: DEC 02/97 Revised: DEC 09/14 

# SA227-DC

TABLE OF CONTENTS (continued) EMERGENCY PROCEDURES

ITEM PAGE

Stabilizer Trim Malfunctions................................................................................................... .............. 3-29 Stabilizer Trim System Runaway ............................................................................................... . 3-29 Pilot’s Trim System Inoperative .............................................................................................. .... 3-29 Copilot’s Trim System Inoperative ............................................................................................ .. 3-29 Both Pilot’s and Copilot’s Trim Systems Inoperative .................................................................. 3-30 Go-Around with Stabilizer Trim Inoperative ................................................................................ 3-3 1 Stall Avoidance System (SAS) Malfunction ...................................................................................... ... 3-32 Emergency Exits................................................................................................................ .................. 3-32EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 3-3 6DC 

# SA227-DC

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) ............................................................................... ENGAG E 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 REQUI RED

FAA APPROVED: AUG 23/91 Revised: DEC 09/143-4 6DC EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 

# SA227-DC

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 REQUIR ED

TAKEOFF WARNING (S/N 902, 903, 904)

AURAL TAKEOFF WARNING .........................................................................ABORT TAKEOFF

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 REQUI RED 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 23/91 Revised: DEC 09/14EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 3-5 6DC 

# SA227-DC

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 ..............................................................................................CLO SED 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) ...................................................................................... O FF OR Water Injection Switch (If Installed) ....................................................................................... .. OFF

FAA APPROVED: AUG 23/91 Revised: DEC 09/143-6 6DC EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 

# SA227-DC

ENGINE FAILURE DURING TAKEOFF – TAKEOFF CONTINUED AT OR ABOVE V 1 (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. V R SPEED

........................................................................................................................ ROTATE (CLIMB AT V 2 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 V 2 +5 KIAS) ...................................................................UP 6. MAX CONTINUOUS POWER (at V YSE ) ................................................................................. SET (CLIMB AT V YSE ) (SEE FIG 4F-1 OR 4F-2)

FAA APPROVED: AUG 23/91 Revised: DEC 09/14EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 3-7 6DC 

# SA227-DC

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

NOTE

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

continued during climb at V YSE . 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 ..............................................................................................CLO SED 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 23/91 Revised: DEC 09/143-8 6DC EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 

# SA227-DC

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

ENGINE FAILURE DURING TAKEOFF – TAKEOFF CONTINUED AT OR ABOVE V 1 (WET WITH RESERVE POWER) (continued)

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. V R SPEED ........................................................................................................................ ROTATE (CLIMB AT V 2 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 V 2 +5 KIAS) ...................................................................UP 6. CAWI/RES PWR SWITCH (at V YSE ) ..............................................................................RES PWR

FAA APPROVED: AUG 23/91 Revised: DEC 09/14EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 3-9 6DC 

# SA227-DC

ENGINE FAILURE DURING TAKEOFF – TAKEOFF CONTINUED AT OR ABOVE V 1 (WET WITH RESERVE POWER) (continued)

NOTE

During continued takeoff with wet power, use of CAWI may be continued during climb at V YSE . However, the 5 minute limit for wet power should not be exceeded.

7. RESERVE POWER TORQUE (at V YSE ) ................................................................................. SET (CLIMB AT V YSE ) (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 ..............................................................................................CLO SED 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 23/91 Revised: DEC 09/143-10 6DC EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 

# SA227-DC

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 ..............................................................................................CLO SED 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 REQUIR ED

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 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.

• 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 REQUIRE D

FAA APPROVED: AUG 23/91 Revised: DEC 09/14EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 3-11 6DC 

# SA227-DC

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: AUG 23/91 Revised: DEC 09/143-12 6DC EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 

# SA227-DC

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. 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 (770 o C 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 23/91 Revised: DEC 09/14EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 3-13 6DC 

# SA227-DC

LEFT OR RIGHT OIL PRESSURE WARNING LIGHT ON

If low oil pressure is con fi 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 cross fl ow.

5. Fuel Cross fl ow Valve ........................................................................................................CLOSED 6. Electrical Load ......................................................................TURN OFF NONESSENTIAL ITEMS 7. Ice Protection Systems/Ignition Switches ...............................................................AS REQUIRED 8. Exterior Lights .........................................................................................................AS REQUIRED

SINGLE ENGINE BEFORE LANDING

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

NOTE

Compute landing distance by adding 66% to two engine landing distance shown in Figure 4G-4.

FAA APPROVED: AUG 23/91 Revised: DEC 09/143-14 6DC EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 

# SA227-DC

SINGLE ENGINE LANDING (continued)

SINGLE ENGINE BEFORE LANDING (continued)

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.

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 REQUIRE D 2. Nose Wheel Steering ..............................................................................................AS REQUI RED 3. Power Levers ......................................................................................................... GROU ND 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.

FAA APPROVED: AUG 23/91 Revised: DEC 09/14EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 3-15 6DC 

# SA227-DC

SINGLE ENGINE LANDING (continued)

AFTER TOUCHDOWN (continued)

4. Reverse Thrust .......................................................................................................AS R EQUIRED

CAUTION

REVERSE THRUST ON THE OPERATING ENGINE WILL CAUSE A YAWING MOMENT TOWARD THE OPERATING ENGINE WHICH IS PROPORTIONAL TO THE AMOUNT OF REVERSE THRUSTAPPLIED. 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 23/91 Revised: DEC 09/143-16 6DC EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 

# SA227-DC

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 FLAPS1/4, 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

............................................................................................................................... ... V YSE (SEE FIGURE 4F-1 OR 4F-2)

FAA APPROVED: AUG 23/91 Revised: DEC 09/14EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 3-17 6DC 

# SA227-DC

SINGLE ENGINE GO-AROUND (continued)

NOTE

V YSE is approximately 18 KIAS greater than approach speed.

6. CAWI/RES PWR Switch (if installed) .....................................................................AS REQUIRED 7. Max Continuous Power (Climb at V YSE ) ..................................................................................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 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

FAA APPROVED: AUG 23/91 Revised: DEC 09/143-18 6DC EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 

# SA227-DC

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 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 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.

FAA APPROVED: AUG 23/91 Revised: DEC 09/14EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 3-19 6DC 

# SA227-DC

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/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: AUG 23/91 Revised: DEC 09/143-20 6DC EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 

# SA227-DC

TOTAL ELECTRICAL FAILURE

1. Entrance Light Switch .............................................................................................AS REQUI RED

NOTE

The pilot's overhead and entrance door flood 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/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 Series Commuter Category Maintenance Manual, Chapter 05 and the TPE 331 Maintenance Manual, Chapter 72.

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

FAA APPROVED: AUG 23/91 Revised: DEC 09/14EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 3-21 6DC 

# SA227-DC

SMOKE IN AIRCRAFT (continued)

*5. If Smoke is in Cockpit ..............................................................ACTIVATE CABIN DUMP SWITCH 6. Emergency Descent ...............................................................................................AS REQUIR ED 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.

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.

FAA APPROVED: AUG 23/91 Revised: DEC 09/143-22 6DC EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 

# SA227-DC

WHEELWELL AND WING OVERHEAT WARNING LIGHT ON (continued)

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.

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 out fl ow valve to close. Open the manual controlvalve 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: AUG 23/91 Revised: DEC 09/14EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 3-23 6DC 

# SA227-DC

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 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.

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 con fi 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 23/91 Revised: DEC 09/143-24 6DC EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 

# SA227-DC

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)

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 UNTI L WARNING LIGHT GOES OUT 4. Descent ...................................................................................................................AS REQUIRED 5. Land as soon as practicable.

FAA APPROVED: AUG 23/91 Revised: DEC 09/14EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 3-25 6DC 

# SA227-DC

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.

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 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.

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 flaps following a hydraulic system failure. Landing approach should be made at approximately 1.3 V S1 for the existing con fi 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

Compute fl aps up landing distances by adding 72 % to the landing distance shown in Figure 4G-4.

FAA APPROVED: AUG 23/91 Revised: DEC 09/143-26 6DC EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 

# SA227-DC

LANDING GEAR EMERGENCY EXTENSION

1. Airspeed .........................................................................................................175 KIAS MAXIMUM 2. Landing Gear Handle ........................................................................................................... DOWN *3. Emergency Release Lever ........................................................................................ROTATE AF T *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 suf fi 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.

• 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.

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.

FAA APPROVED: AUG 23/91 Revised: DEC 09/14EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 3-27 6DC 

# SA227-DC

LANDING GEAR EMERGENCY EXTENSION (continued)

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.)

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 distances increased slightly.

FAA APPROVED: DEC 09/143-28 6DC EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 

# SA227-DC

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 fl at 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 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: DEC 09/14EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 3-29 6DC 

# SA227-DC

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 REQUIRE D

FAA APPROVED: DEC 09/143-30 6DC EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 

# SA227-DC

STABILIZER TRIM MALFUNCTIONS (continued)

BOTH PILOT’S AND COPILOT’S TRIM SYSTEMS INOPERATIVE

1. Trim Selector .................................................................................................... OFF (CEN TERED) 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 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: DEC 09/14EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 3-31 6DC 

# SA227-DC

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-AROUNDOR 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 INCREMEN TS

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 09/143-32 6DC EMERGENCY PROCEDURES FAA APPROVED: AUG 23/91 

# SA227-DC

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 .................................................................................................................. DE PRESSURIZE 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