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

SUBJECT: REVISION A-16 TO SA227-AC AFM (6AC)

TO: ALL OPERATORS AND AFM MANAGERS OF THE 16,000 POUND METRO III

1. Attached is Revision A-16 to Sections 0 and 3 of your AFM.

2. File this transmittal letter in your AFM binder at the location most convenient to you.
P.O. BOX 790490 • SAN ANTONIO, TEXAS 78279-0490 • (210) 824-9421

INTENTIONALLY LEFT BLANK
FAA APPROVED: MAY 22/89 0-iii

6AC

METRO III - SA227-AC (16,000 LB)

LIST OF EFFECTIVE PAGES

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..........................................................MAY 22/89

0-ii .........................................................MAY 22/89

0-iii ....................................................... NOV 14/14

0-iv ....................................................... NOV 14/14

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

0-vi ....................................................... NOV 18/97

0-vii .......................................................MAY 22/89

0-viii ......................................................APR 26/90

0-ix ....................................................... MAR 28/96

0-x.........................................................MAY 11/99

0-xi ....................................................... NOV 14/14

0-xii .......................................................APR 28/00

FAA APPROVED: MAY 22/89

REVISED: NOV 14/14

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

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

1-1 ........................................................APR 26/90

1-2 ........................................................MAY 13/97

1-3 ........................................................MAY 13/97

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

1-5 ........................................................MAY 22/89

1-6 ........................................................MAY 22/89

1-7 ........................................................MAY 11/99

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1-9 ........................................................MAY 22/89

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1-21 ...................................................... JUN 02/00

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1-23 ...................................................... JUN 02/00

1-24 ...................................................... JUN 02/00

2-i..........................................................MAY 11/99

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

2-1 ........................................................MAY 22/89

2-2 ........................................................MAY 22/89

2-3 ........................................................MAY 22/89

2-4 ........................................................MAY 22/89

2-5 ........................................................MAY 22/89

2-6 ........................................................MAY 22/89

2-7 ........................................................APR 28/00

2-8 ........................................................MAY 11/99

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

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

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

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

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

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

2-13 ......................................................MAY 11/99

2-14 ......................................................MAY 11/99

2-15 ..................................................... NOV 18/97

2-16 ..................................................... NOV 18/97

2-17 ..................................................... NOV 18/97

2-18 ..................................................... NOV 18/97

2-19 ..................................................... NOV 18/97

2-20 ..................................................... NOV 18/97
0-iv

6AC

FAA APPROVED: MAY 22/89

METRO III - SA227-AC (16,000 LB)

LIST OF EFFECTIVE PAGES

FAA APPROVED AIRPLANE FLIGHT MANUAL

REISSUE A

LIST OF EFFECTIVE PAGES (continued)

SECTION 2 (continued)

PAGE DATE PAGE DATE

SECTION 3

PAGE DATE PAGE DATE

2-21 ..................................................... NOV 18/97

2-22 ..................................................... NOV 18/97

2-23 ..................................................... NOV 18/97

2-24 ..................................................... NOV 18/97

2-25 ......................................................MAY 22/89

2-26 ......................................................MAY 22/89

2-27 ..................................................... NOV 18/97

2-28 ..................................................... NOV 18/97

2-29 ......................................................MAY 22/89

2-30 ......................................................MAY 22/89

2-31 ..................................................... NOV 18/97

2-32 ..................................................... NOV 18/97

2-33 ......................................................MAY 22/89

2-34 ......................................................MAY 22/89

2-35 ......................................................MAY 22/89

2-36 ..................................................... NOV 18/97

2-37 ..................................................... NOV 18/97

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2-40 ......................................................MAY 13/97

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2-51 ..................................................... NOV 18/97

2-52 ..................................................... NOV 18/97

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2-54 ...................................................... JUN 02/00

2-55 ..................................................... NOV 18/97

2-56 ..................................................... NOV 18/97

3-i......................................................... NOV 14/14

3-ii .........................................................SEP 24/14

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

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

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

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

3-11A ................................................... NOV 14/14

3-11B ................................................... NOV 14/14

3-12 ..................................................... NOV 14/14

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3-26 ......................................................MAY 22/89

3-27 ......................................................MAY 22/89

3-28 ......................................................MAY 22/89

3-29 ......................................................MAY 11/99

3-30 ......................................................MAY 11/99

FAA APPROVED: MAY 22/89

REVISED: NOV 14/14

0-xii

6AC

FAA APPROVED: MAY 22/89

METRO III - SA227-AC (16,000 LB)

LIST OF REVISIONS

LIST OF REVISIONS (continued)

Revision Revised FAA Approved

Number Pages Description of Revision Signature Date

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

FAA APPROVED: APR 28/00

INTENTIONALLY LEFT BLANK
METRO III

3-i

6AC

FAA APPROVED: MAY 22/89

REVISED: NOV 14/14

EMERGENCY PROCEDURES

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 V1 ...................................................... 3-6 

Engine Failure During Flight .................................................................................................................. 3-7 

Airstart ................................................................................................................................................... 3-8 

Infl ight Relight ........................................................................................................................................ 3-8 

Engine - Propeller Uncoupling ............................................................................................................... 3-9 

Single Engine Landing........................................................................................................................... 3-9 

 After Touchdown ......................................................................................................................... 3-10 

Single Engine Go-Around .................................................................................................................... 3-10 

Engine Control Malfunction ..................................................................................................................3-11

No Response to Power Lever Movement .......................................................................................... 3-11A

Battery Temperature Caution/Warning Lights On ................................................................................ 3-12 

 Amber Light Illuminates .............................................................................................................. 3-12 

 Red Warning Light Illuminates (Any Phase of Operations) ........................................................ 3-12

Double Generator Failure .................................................................................................................... 3-13

Double Engine Failure (Restarts/Relights Unsuccessful) .................................................................... 3-13

Total Electrical Failure ......................................................................................................................... 3-14 

Smoke in Aircraft ................................................................................................................................. 3-14 

Wheelwell and Wing Overheat Warning Light On ............................................................................... 3-15 

 Steady Light ................................................................................................................................ 3-15 

 Flashing Light ............................................................................................................................. 3-16 

Cabin Pressurization Malfunctions ...................................................................................................... 3-16 

 Low Pressure Malfunction .......................................................................................................... 3-16 

 High Pressure Malfunction ......................................................................................................... 3-16 

 Excessive Rate of Pressurization ............................................................................................... 3-17 

Emergency Descent Procedure........................................................................................................... 3-18 

Cargo or Cabin Door Warning Light On .............................................................................................. 3-18 

Hydraulic System Failure..................................................................................................................... 3-19 

 Manual Gear Release System .................................................................................................... 3-19 

 Partial Flap Landings .................................................................................................................. 3-19 

Landing Gear Emergency Extension ................................................................................................... 3-20 

Gear Up Landings ............................................................................................................................... 3-22 

 Landing with All Three Gear Up .................................................................................................. 3-23 

 Landing with Nose Gear Up ....................................................................................................... 3-23 

 Landing with Nose Gear and One Main Gear Extended ............................................................ 3-23 

Stabilizer Trim Malfunctions................................................................................................................. 3-24 

 Stabilizer Trim System Runaway ................................................................................................ 3-24 

 Pilot’s Trim System Inoperative .................................................................................................. 3-24 

 Copilot’s Trim System Inoperative .............................................................................................. 3-24 

 Both Pilot’s and Copilot’s Trim Systems Inoperative .................................................................. 3-25 
METRO III

3-ii

6AC

EMERGENCY PROCEDURES FAA APPROVED: MAY 22/89

REVISED: SEP 24/14

TABLE OF CONTENTS (continued) 

EMERGENCY PROCEDURES 

ITEM PAGE

 Go-Around with Stabilizer Trim Inoperative ................................................................................ 3-26

Stall Avoidance System (SAS) Malfunctions ....................................................................................... 3-27 

 SAS Fault Light On In Flight ....................................................................................................... 3-27 

 SAS Malfunction – Nose Down (Inadvertent Pusher) ................................................................. 3-27 

 Aural Stall Warning at Speeds Well in Excess of 

 Normal Stall Warning Speeds (Inadvertent Stall Warning) ..................................................... 3-28 

Emergency Exits.................................................................................................................................. 3-28 

Nose Wheel Steering Electrical Malfunction........................................................................................ 3-29 

Nose Wheel Steering Hydraulic Malfunction ....................................................................................... 3-30 
METRO III

FAA APPROVED: MAY 22/89 EMERGENCY PROCEDURES 3-3

6AC

ANNUNCIATOR PANEL (continued)

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. 

CABIN ALT(ITUDE) (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: MAY 22/89

REVISED: MAY 11/99
METRO III

3-4

6AC

EMERGENCY PROCEDURES FAA APPROVED: MAY 22/89

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 REQUIRED 

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.

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

FAA APPROVED: MAY 22/89

REVISED: NOV 14/14
METRO III

FAA APPROVED: MAY 22/89 EMERGENCY PROCEDURES 3-5

6AC

 12. Generator (operating engine) ...................................................................... 200 AMPS MAXIMUM

(SOME AIRPLANES – SEE LIMITATIONS)

 *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 REQUIRED 

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

CAUTION

REVERSE THRUST ON THE OPERATING ENGINE WILL CAUSE 

A YAWING MOMENT TOWARD THE OPERATING ENGINE WHICH 

IS PROPORTIONAL TO THE AMOUNT OF REVERSE THRUST 

APPLIED. ON WET OR ICY RUNWAYS, IT IS POSSIBLE TO APPLY MORE ASYMMETRIC REVERSE THRUST THAN CAN BE 

COUNTERACTED BY OPPOSITE BRAKE, RUDDER, AND NOSE 

WHEEL STEERING. 

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

 6. Engine Clean Up Procedure (failed engine) 

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

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

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

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

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

 f. Auto/cont ignition switch (if installed) ................................................................................ OFF 

 7. Water Injection Switch ............................................................................................................. OFF 

FAA APPROVED: MAY 22/89

REVISED: NOV 14/14
METRO III

3-6

6AC

EMERGENCY PROCEDURES FAA APPROVED: MAY 22/89

ENGINE FAILURE DURING TAKEOFF – TAKEOFF CONTINUED AT OR ABOVE V1

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 

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. 

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

(CLIMB AT V2 SPEED) 

*3. 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. 

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

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

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

(CLIMB AT VYSE)

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

NOTE

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

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

for wet power should not be exceeded.

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

achieved, increased power may be obtained by turning bleed 

air off. 

FAA APPROVED: MAY 22/89

REVISED: NOV 14/14
METRO III

FAA APPROVED: MAY 22/89 EMERGENCY PROCEDURES 3-7

6AC

ENGINE FAILURE DURING TAKEOFF – TAKEOFF CONTINUED AT OR ABOVE V1 (continued)

 7. Engine Clean Up Procedure (failed engine) 

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

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

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

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

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

 f. Auto/cont ignition switch (if installed) ................................................................................ OFF 

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

 9. Generator (operating engine) ...................................................................... 200 AMPS MAXIMUM

(SOME AIRPLANES – SEE LIMITATIONS)

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

 11. Water Injection Switch ............................................................................................AS REQUIRED

ENGINE FAILURE DURING FLIGHT

WARNING

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

ENGINE NEGATIVE TORQUE SYSTEM (NTS) ONLY PROVIDES 

PARTIAL DRAG REDUCTION BUT NOT TO THE EXTENT OF A 

FULLY FEATHERED PROPELLER. 

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

DRAG.

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

 2. Engine Clean Up Procedure (failed engine) 

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

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

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

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

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

 f. Auto/cont ignition switch (if installed) ................................................................................ OFF 

 3. Power Lever (operating engine) .............................................................................AS REQUIRED 

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

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) ...................................................................... 200 AMPS MAXIMUM

(SOME AIRPLANES – SEE LIMITATIONS)

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

FAA APPROVED: MAY 22/89

REVISED: NOV 14/14
METRO III

3-8

6AC

EMERGENCY PROCEDURES FAA APPROVED: MAY 22/89

AIRSTART

CAUTION

IF AN ENGINE HAS BEEN SHUT DOWN BECAUSE OF AN OBVIOUS FAILURE, AS INDICATED BY THE ENGINE INSTRUMENTS 

OR EXCESSIVE VIBRATION, AN AIRSTART SHOULD NOT BE 

ATTEMPTED. AIRSTART FOLLOWING INTENTIONAL ENGINE 

SHUTDOWN IS COVERED IN SECTION 3A, ABNORMAL PROCEDURES. 

INFLIGHT RELIGHT 

CAUTION

• THIS PROCEDURE IS INTENDED FOR USE DURING FLIGHT 

ONLY.

• ATTEMPTED USE OF THIS PROCEDURE WHILE ON THE 

GROUND WITH LIMITED AIRFLOW THROUGH THE ENGINE 

COULD RESULT IN ENGINE OVER-TEMPERATURES.

• THIS PROCEDURE IS INTENDED FOR USE ONLY WHEN THE 

REASON FOR THE INADVERTENT FLAMEOUT IS KNOWN 

WITH CERTAINTY AND WHEN THE PILOT IS CERTAIN THAT 

A RELIGHT WILL NOT AGGRAVATE THE CONDITION. 

 

 1. Power Lever .......................................APPROXIMATELY 1/4 INCH 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 10% 

 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 – Ð P/P switch is in the OFF position. 

FAA APPROVED: MAY 22/89

REVISED: NOV 14/14
METRO III

FAA APPROVED: MAY 22/89 EMERGENCY PROCEDURES 3-9

6AC

INFLIGHT RELIGHT (continued)

 6. EGT ............................................................. MONITOR (770oC MAXIMUM FOR ONE SECOND) 

 7. RPM ............................................................................................................................ STABILIZED 

 8. SRL OFF Light ............................................................................................................CHECK OFF 

 9. Power .........................................................................................................RESET AS REQUIRED

NOTE 

Engine relight should be expected to occur automatically if 

Auto/Cont Ignition Switch is installed, the Auto/Cont Ignition Switch 

is in AUTO, and fuel is available at the igniters. 

ENGINE - PROPELLER UNCOUPLING

WARNING 

• IN THE EVENT OF ENGINE FAILURE IN CONJUNCTION 

WITH ENGINE UNCOUPLING, REDUCE WINDMILLING 

DRAG AS FOLLOWS:

• IF AN UNCOUPLING EVENT OCCURS WHERE THE ENGINE 

IS OPERATING AND THE PROPELLER IS STOPPED AND 

FEATHERED, RETARDING THE POWER LEVER TO FLIGHT 

IDLE MAY RESULT IN UNFEATHERING AND SUBSEQUENT 

ROTATION OF THE PROPELLER. IF THIS OCCURS, ADVANCE 

THE POWER LEVER TO MAXIMUM POWER POSITION.

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

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

LOWER WINDMILLING PROPELLER DRAG AND PROPELLER 

SHAFT SPEED

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.

FAA APPROVED: MAY 22/89

REVISED: NOV 14/14
METRO III

3-10

6AC

EMERGENCY PROCEDURES FAA APPROVED: MAY 22/89

SINGLE ENGINE LANDING (continued)

NOTE

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

distance shown in Figure 4G-7.

• Use two engine approach speeds shown in Figure 4G-7.

 *1. No Smoking – Fasten Seat Belt Sign ........................................................................................ ON 

 2. Fuel Balance .......................................................................................................................CHECK

NOTE

If excess fuel imbalance is indicated by fuel quantity gauge and/or 

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

 3. Fuel Crossfl 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 REQUIRED

OR 

 Auto/Cont Ignition Switch (operating engine) ......................................................AUTO OR CONT 

AFTER TOUCHDOWN

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

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

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

NOTE 

Retard power levers to ground idle as directional control permits. 

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

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

engine. 

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

CAUTION

REVERSE THRUST ON THE OPERATING ENGINE WILL 

CAUSE A YAWING MOMENT TOWARD THE OPERATING ENGINE WHICH IS PROPORTIONAL TO THE AMOUNT OF 

FAA APPROVED: MAY 22/89

REVISED: NOV 14/14
METRO III

FAA APPROVED: MAY 22/89 EMERGENCY PROCEDURES 3-11

6AC

SINGLE ENGINE LANDING (continued)

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. 

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. 

 1. Power ......................................................................................................MCP, OR AS REQUIRED 

 2. Landing Gear ..............................................................................................................................UP 

 3. Flaps ................................................................................................. RETRACT IN INCREMENTS 

 4. Airspeed .................................................................................................................................VYSE 

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

NOTE 

VYSE is approximately 18 KIAS greater than approach speed. 

 *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. 

FAA APPROVED: MAY 22/89

REVISED: NOV 14/14
METRO III

3-12

6AC

EMERGENCY PROCEDURES FAA APPROVED: MAY 22/89

BATTERY TEMPERATURE CAUTION /WARNING LIGHTS ON

NOTE

• The amber caution light illuminates if either battery temperature 

reaches 120o, plus or minus 3oF. 

• The red warning light illuminates if either battery temperature 

reaches 150o, plus or minus 3oF. 

AMBER LIGHT ILLUMINATES 

 

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

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 140oF ................................................................... DO NOT TAKE OFF 

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

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

LOADS/AFFECTED BATTERY SWITCH OFF IF REQUIRED 

RED WARNING LIGHT ILLUMINATES (Any Phase of Operations)

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

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

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

WARNING 

• WHEN ON GROUND, SHUT DOWN ENGINES AND INSPECT 

AFFECTED BATTERY AS SOON AS POSSIBLE.

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

AS PRACTICABLE AND INSPECT BATTERY. 

• TAKEOFF AFTER A BATTERY TEMPERATURE WARNING 

(RED LIGHT) ILLUMINATES IS PROHIBITED UNTIL THE 

CAUSE OF THE OVERHEAT WARNING IS CORRECTED.

NOTE

A battery temperature red warning light caused by a thermal runaway 

may sometimes be verifi ed by observing sustained and excessively 

high generator loads when the affected battery switch is on.

FAA APPROVED: MAY 22/89

REVISED: NOV 14/14
METRO III

FAA APPROVED: MAY 22/89 EMERGENCY PROCEDURES 3-13

6AC

DOUBLE GENERATOR FAILURE

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

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

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

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

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

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

NOTE

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

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

rather than risking a second double generator failure.

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

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

NOTE

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

put a single generator on line.

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

(except auxiliary air conditioning systems) will be functional 

on battery power. However, electrical loads should be quickly 

reduced to the minimum for existing fl ight conditions to prolong 

battery life.

WARNING

WHEN IN FLIGHT ON BATTERY POWER ALONE, LAND AS SOON 

AS PRACTICABLE TO PRECLUDE COMPLETE ELECTRICAL FAILURE.

DOUBLE ENGINE FAILURE (RESTARTS/RELIGHTS UNSUCCESSFUL)

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

GLIDE AIRSPEED

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

 AIRSPEED (KIAS) 160 150 140 130

NOTE

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

indicator.

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

(2NM/1,000 FT AGL).

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

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

 4. Complete Engine Failure During Flight Checklist

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

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

FAA APPROVED: MAY 22/89

REVISED: NOV 14/14
METRO III

3-14

6AC

EMERGENCY PROCEDURES FAA APPROVED: MAY 22/89

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) ...................................................................................... RESET/ON

 4. Generator Switches (individually) ................................................................................. RESET/ON

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.

SMOKE IN AIRCRAFT

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

 2. If Smoke or Fire from Electrical Source: 

 *a. Smoke or fi re from essential bus: 

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

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

 *b. Smoke or fi re from nonessential bus 

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

 3. If Smoke from Bleed Air Source: 

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

 CONTINUES, TURN BACK ON AND TURN

 OTHER SOURCE OFF. IF UNSUCCESSFUL,

 TURN OFF BOTH SOURCES. 

NOTE 

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

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

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

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

 4. If Smoke in Rear of Aircraft ......................................................USE MANUAL PRESSURIZATION

 AND SELECT FULL DECREASE. WHEN

 PRESSURE DIFFERENTIAL IS ZERO,

 ACTIVATE CABIN DUMP SWITCH 

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

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

 

FAA APPROVED: MAY 22/89

REVISED: NOV 14/14
METRO III

FAA APPROVED: MAY 22/89 EMERGENCY PROCEDURES 3-15

6AC

SMOKE IN AIRCRAFT (continued)

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

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

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

NOTE

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

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

stop the fl ow of bleed air.

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

ensure adequate single engine performance.

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

that the fi re has been extinguished following fi re suppression and/

or smoke evacuation procedures, land immediately at the nearest 

suitable airport.

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: MAY 22/89

REVISED: NOV 14/14
METRO III

3-16

6AC

EMERGENCY PROCEDURES FAA APPROVED: MAY 22/89

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 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, 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 PRESSURE MALFUNCTION

If the cabin differential pressure exceeds the normal limit of 7.0 psi, the cabin pressurization controller may 

have failed and allowed the outfl ow valve to close. Open the manual control valve approximately 1/2 turn; 

select MANUAL position on the cabin pressure selector, and regulate pressure manually. If manual control 

is ineffective, the safety valve should relieve excess cabin pressure at 7.25 psi. Prior to landing, the cabin 

pressure differential must be eliminated by use of the manual control or the following alternate procedure: 

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

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

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

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

NOTE 

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

normally be restricted to situations where cabin pressure differential 

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

control are ineffective. 

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

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

FAA APPROVED: MAY 22/89

REVISED: NOV 14/14
METRO III

FAA APPROVED: MAY 22/89 EMERGENCY PROCEDURES 3-17

6AC

CABIN PRESSURIZATION MALFUNCTIONS (continued) 

EXCESSIVE RATE OF PRESSURIZATION

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

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

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

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

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

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

from one engine. 

 

 If the pressure surge does not decrease: 

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

NOTE 

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

should normally be restricted to situations where cabin pressure 

differential is less than 1 psi or when other methods of pressure differential control are ineffective. 

FAA APPROVED: MAY 22/89

REVISED: NOV 14/14
METRO III

3-18

6AC

EMERGENCY PROCEDURES FAA APPROVED: MAY 22/89

EMERGENCY DESCENT PROCEDURE 

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

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

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

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

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

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

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

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

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

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

NOTE

• A pitch attitude of approximately 11 degrees nose down will allow 

the airplane to stabilize very close to the gear limit speed of 175 

KIAS in the 1/2 fl aps confi guration.

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

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

power and airspeed. 

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 differentia pressure to 

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

and the warning light to go out. 

EITHER DOOR WARNING LIGHT ON

(DURING GROUND OPERATIONS)

 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.

FAA APPROVED: MAY 22/89

REVISED: NOV 14/14
METRO III

FAA APPROVED: MAY 22/89 EMERGENCY PROCEDURES 3-19

6AC

CARGO OR CABIN DOOR WARNING LIGHT ON (continued)

(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. 

HYDRAULIC SYSTEM FAILURE

In case of hydraulic system failure: 

 1. ....................................................................Prepare for emergency extension of the landing gear. 

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

 3. ......................................Ensure that the nose wheel steering 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 fl aps following a hydraulic system failure. Landing 

approach should be made at approximately 1.3 VS1 for the existing confi guration. 

FAA APPROVED: MAY 22/89

REVISED: NOV 14/14
METRO III

3-20

6AC

EMERGENCY PROCEDURES FAA APPROVED: MAY 22/89

HYDRAULIC SYSTEM FAILURE (continued)

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 75 % to the landing distance shown in Figure 4G-7.

LANDING GEAR EMERGENCY EXTENSION

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

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

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

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

90o FORWARD 

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

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

NOTE

• Strong resistance to pump handle motion gives suffi cient pressure 

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

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

gear electrical control system, the hydraulic pressure gauge will 

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

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

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

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

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

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

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

• Hydraulic pressure to the nose wheel steering system will not 

be available following landing gear emergency extension required 

by either hydraulic failures or gear position selector valve electrical 

failures. Do not arm nose wheel steering.

FAA APPROVED: MAY 22/89

REVISED: NOV 14/14