P.O. BOX 790490 • SAN ANTONIO, TEXAS 78279-0490 • (210) 824-9421 SUBJECT: REVISION A-43 TO SA226-TC AFM

TO: ALL OPERATORS AND AFM MANAGERS OF THE SA226-TC

1. Attached is Revision A-43 to Sections i and III 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) 824–9421iii 

# METRO SA226-TC

FAA APPROVED AIRPLANE FLIGHT MANUAL REISSUE A S/N TC–201 AND SUBSEQUENT (Applicable to TC–202 provided Swearingen Service Bulletin 30–00–2004 has been incorporated)

LIST OF EFFECTIVE PAGES

Page Date Page Date

SECTION I

Page Date Page Date

SECTION II

Page Date Page Date Title ....................................... December 1, 1976 ii ............................................ December 1, 1976 iii ......................................... November 14, 2014 iv ......................................... November 14, 2014 v ......................................... September 14, 1995 vi ..............................................February 8, 1979 vii ...................................................July 14, 1981 viii ....................................... November 15, 1982 ix ......................................... November 21, 1995 x ................................................August 17, 1999 xi ................................................... May 28, 2008 xii ........................................ November 14, 2014

FAA Approved: December 1, 1976 Revised: November 14, 2014 I-8A .............................................August 8, 2000 I-8B ..................................................July 6, 2001 I-9 ......................................... December 1, 1976 I-10 ....................................... December 1, 1976
I-11 ................................................June 11, 1999 I-12 ................................................ June 3, 1980 I-13 ....................................... December 1, 1976 I-14 ...........................................August 10, 1977 I-15 ....................................... December 1, 1976 I-16 ....................................... December 1, 1976 I-i ........................................... December 7, 2007 I-ii ........................................ November 21, 1995 I-1 ....................................... December 14, 1978 I-2 ......................................... December 7, 2007 I-3 ....................................... December 14, 1978 I-4 ....................................... December 14, 1978 I-5 ....................................... December 14, 1978 I-6 ......................................... December 8, 1980 I-7 ......................................... December 9, 1980 I-8 ........................................... October 16, 1997

II-i .......................................... December 7, 2007 II-ii ....................................................July 6, 2001 II-1 ........................................ December 9, 1980 II-2 ................................................April 28, 2000 II-3 ................................................April 28, 2000 II-4 ...................................................July 6, 2001 II-5 ...................................................July 6, 2001 II-6 ...................................................July 6, 2001 II-6A .................................................July 6, 2001 II-6B .................................................July 6, 2001 II-7 ...................................................July 6, 2001 II-8 ...................................................July 6, 2001 II-9 ...................................................July 6, 2001 II-10 .................................... November 29, 2005
II-11 ..................................... November 29, 2005 II-12 .................................... November 29, 2005 II-13 ............................................August 8, 2000 II-14 ............................................August 8, 2000 II-15 ............................................August 8, 2000 II-16 ............................................August 8, 2000 II-17 .................................................July 6, 2001 II-18 .................................................July 6, 2001 II-19 .................................................July 6, 2001 II-20 .................................................July 6, 2001 II-21 .................................................July 6, 2001 II-22 .................................................July 6, 2001iv 

# METRO SA226-TC

FAA APPROVED AIRPLANE FLIGHT MANUAL REISSUE A S/N TC–201 AND SUBSEQUENT (Applicable to TC–202 provided Swearingen Service Bulletin 30–00–2004 has been incorporated)

LIST OF EFFECTIVE PAGES (continued)

SECTION II (continued)

Page Date Page Date

SECTION III

Page Date Page Date

SECTION IV

Page Date Page Date II-23 .................................................July 6, 2001 II-24 .................................................July 6, 2001 II-25 .................................................July 6, 2001 II-26 ........................................ October 16, 1997 II-27 ...................................... December 7, 2007 II-27A .................................... December 7, 2007 II-27B .................................... December 7, 2007 II-28 .................................................July 6, 2001 II-29 .................................................July 6, 2001 II-30 .................................................July 6, 2001 II-31 .................................................July 6, 2001 II-32 .................................................July 6, 2001 II-33 ..............................................April 20, 1984 II-34 ..............................................April 20, 1984 II-35 .................................................July 6, 2001 II-36 .................................................July 6, 2001

III-i ....................................... November 14, 2014 III-ii ...................................... November 14, 2014 III-1 ...............................................June 11, 1999 III-2 ..................................... November 14, 2014 III-3 ..................................... November 14, 2014 III-4 ..................................... November 14, 2014 III-5 ..................................... November 14, 2014 III-6 ..................................... November 14, 2014 III-7 ..................................... November 14, 2014 III-8 ..................................... November 14, 2014 III-9 ..................................... November 14, 2014 III-10 ................................... November 14, 2014
III-11 .................................... November 14, 2014 III-12 ................................... November 14, 2014 III-13 ................................... November 14, 2014 III-14 ................................... November 14, 2014 III-15 ................................... November 14, 2014 III-16 ................................... November 14, 2014 III-17 ................................... November 14, 2014 III-18 ................................... November 14, 2014 III-19 ................................... November 14, 2014 III-20 ................................... November 14, 2014 III-21 ................................... November 14, 2014 III-22 ................................... November 14, 2014 III-23 ................................... November 14, 2014 III-24 ................................... November 14, 2014 III-25 ................................... November 14, 2014 III-26 ................................... November 14, 2014 III-27 ................................... November 14, 2014 III-28 ................................... November 14, 2014 III-29 ................................... November 14, 2014 III-30 ................................... November 14, 2014 III-31 ................................... November 14, 2014 III-32 ................................... November 14, 2014

IV-i ........................................ December 1, 1976 IV-ii........................................ December 1, 1976 IV-1 ....................................... December 1, 1976 IV-2 ................................................. May 5, 1982 IV-3 ....................................... December 1, 1976 IV-4 ......................................... January 28, 1982 IV-5 ....................................... December 1, 1976 IV-6 ................................................. May 5, 1982

FAA Approved: December 1, 1976 Revised: November 14, 2014xi 

# METRO SA226-TC

FAA Approved: August 8, 2000 Revised: May 28, 2008

A-38

A-39

A-40

A-41

A-42 iii iv, xi, xii, I-i, I-8A, I-8B, II-13 thru II-16 III-3 and III-24

iii, iv, xi, I-i, i-2, I-8B, II-i, II-ii, II-4 thru II-12, II-17 thru II-25, II-28 thru II-32, II-35, II-36 and III-3

iii, xi, and II-10 thru II-12

iii, iv, xi, I-i, I-2, II-i, II-27, II-27A,
II-27B

iii, iv, xi, III-i, III-7, and III-8 LIST OF REVISIONS (continued)

Rev Pages FAA Approved No. Affected Description Date By

Added Pneumatic Deicing Boots System information to comply with AD 2000-06-04. Corrected editorial error on page III-3.

Section I – Deleted Availability from the Fuel Boost Pump Requirementstitle and corrected Figure 1-1, corrected typo error on page I-8B. Section II – Revised Battery Start and APU Start to accommodate SB 226 24-030. Moved Current Limiter Check from Section 6 to Special Systems Operations and Checks, modi fi ed Stall Avoidance System, Stabilizer Trim System

, Electrical System and Variable Authority Nose Wheel Steering . Corrected editorial errors. Deleted two pages II-28a and II-28b. Section III – Engine Failure During Takeoff – Takeoff Continued at or Above V 1

. Deleted WARNING under Landing Gear.

Added two dot Caution to After Landing on pages II-10 and II-11. Moved text to II-12.

Page I-2 added Fueling BalancingOperation. Added two pages II27A and II-27B. Page II-27 moved text to II-27B. Page II-27A added Fuel Balancing Procedure.

Pages III-7 and III-8, Added NoResponse to Power Lever Movement procedure. 8/8/00 SIGNATURE ON FILE

7-6-01 SIGNATURE ON FILE

11-29-05 SIGNATURE ON FILE

12-7-07 SIGNATURE ON FILE

5/28/08 SIGNATURE ON FILEIII–i FAA Approved: December 1, 1976 Revised: November 14, 2014 

# METRO SA226-TC

CONTENTS

Item Page

Introduction .................................................................................................................. ...................III–1 Engine Fire on Ground ......................................................................................................... ..........III–2 Engine Fire During Flight ..................................................................................................... ...........III–2 Out-of-Trim Warning ........................................................................................................... ............III–3 Engine Failure During Takeoff – Takeoff Aborted ...........................................................................III– 3 Engine Failure During Takeoff – Takeoff Continued at or Above V 1 ................................................III–4 Engine Failure During Flight .................................................................................................. .........III–5 Double Engine Failure (Restarts/Relights Unsucessful).................................................................III–6 Engine - Propeller Uncoupling ................................................................................................. ....... III-7 Airstart Procedure............................................................................................................. ..............III–7 Aborted Airstart (Due to No Combustion) ....................................................................................... III–8 Single Engine Landing.......................................................................................................... ..........III–9 Single Engine Go-Around ....................................................................................................... ......III–10 Chip Light On Prior to Takeoff ................................................................................................ ......III–10 Chip Light On During Flight ................................................................................................... .......III–10 Boost Pump Failure ............................................................................................................ ..........III–10 Fuel Transfer Pump Warning Light On .........................................................................................II I–11 Power Plant Control Malfunction ............................................................................................... ...III–11 No Response to Power Lever Movement ......................................................................................III-1 1 Cabin Pressurization Malfunctions Low Pressure Malfunction ...................................................................................................II I–12 High Pressure Malfunction ..................................................................................................II I–12 Excessive Rate of Pressurization ........................................................................................III–1 3 Emergency Descent Procedure.................................................................................................... III–13 Cargo or Cabin Door Warning Light On .......................................................................................III –14 Smoke in Cabin ................................................................................................................ ............III–14 Wheelwell and Wing Overheat Warning Light On ........................................................................III–15 Steady Light ................................................................................................................. ........III–15 Flashing LIght ............................................................................................................... .......III–15 Hydraulic System Failure....................................................................................................... .......III–16 Landing Gear Emergency Extension ............................................................................................II I–17 Gear Up Landings .............................................................................................................. ..........III–18 Electrical System Failures .................................................................................................... ........III–19 Excessive Ammeter Indication .............................................................................................III– 19 Battery Fault Light On ....................................................................................................... ...III–20 Battery Overheat Warning Light On During Flight ...............................................................III–22 Generator Inoperative – Ammeter Indicating Zero ..............................................................III–22 Circuit Breaker Tripped ...................................................................................................... ..III–22 Inverter Inoperative ......................................................................................................... .....III–22 Electrical Bus Failure ....................................................................................................... ....III–23 Electrical Smoke or Fire ..................................................................................................... .III–23 Total Electrical Failure ..................................................................................................... ....III–23FAA Approved: December 1, 1976 Revised: November 14, 2014 III–ii 

# METRO SA226-TC

CONTENTS (continued)

Item Page

Nose Wheel Steering Malfunction Sidearm Control Wheel System (when installed) ................................................................III–24 Variable Authority Nose Wheel Steering System (when installed in accordance with SB 226 32-032) ...................................................................................................... ..III–24 Variable Authority Nose Wheel Steering System (when modi fi ed in accordance with SB 226 32-037) ...................................................................................................... ..III–25 Electrical Malfunction ..................................................................................................III–2 5 Hydraulic Malfunction .................................................................................................III–25 Stabilizer Trim Malfunctions Pilot's Trim System Inoperative ...........................................................................................III –27 Copilot's Trim System Inoperative .......................................................................................III–2 7 Both Pilot's and Copilot's Trim System Inoperative .............................................................III–27 Go-Around with Stabilizer Trim Inoperative .........................................................................III–28 Stabilizer Trim System Runaway .........................................................................................III–28 Stall Avoidance System (SAS) Malfunctions SAS Fault Light On (Steady or Flashing) ............................................................................III–29 SAS Malfunction – Nose Down ...........................................................................................III–29 Aural Stall Warning at Speeds Well in Excess of Normal Stall Warning Speeds ................III–30 Instrument Static Pressure Malfunction ........................................................................................ III–30 Emergency Exits................................................................................................................ ...........III–30 Weather Conditions Conducive to Severe In- fl ight Icing ..............................................................III–31 Procedures for Exiting the Severe Icing Environment ..................................................................III–31 Inadvertent Icing Encounter.................................................................................................... ......III–32III–1 FAA Approved: December 1, 1976 

# METRO SA226-TC

Revised: June 11, 1999 INTRODUCTION

Section 3 of this manual covers emergencies that might occur during ground or fl ight operation and the recommended procedures for correcting the situation. The IMMEDIATE ACTION items, which must be performed fi rst, are in BOLD CAPITAL LETTERS with the remaining steps (clean up procedures) following. Expanded procedures are covered in this section. Procedures identi fi ed by an asterisk are those recommended to be accomplished by a copilot during two pilot operations. The emergency procedures in this section have been FAA approved.

NOTE

• Overcoming emergencies successfully depends upon the pilot’s sound judgement and thorough knowledge of the aircraft systems and equipment.

• In case of emergency:

1. Maintain aircraft control. 2. Analyze the situation. Then take proper action to correct it. 3. If the dif fi culty has occurred during flight, land as soon as conditions permit.FAA Approved: December 1, 1976 III–2 

# METRO SA226-TC

ENGINE FIRE ON GROUND

1. ENGINE STOP AND FEATHER CONTROL (AFFECTED ENGINE) .............................. PULL 2. ENGINE STOP BUTTON (AFFECTED ENGINE) ................................................... DEPRESS 3. FUEL SHUTOFF SWITCH (AFFECTED ENGINE) ....................................................CLOSED 4. HYDRAULIC SHUTOFF SWITCH (AFFECTED ENGINE) ........................................CLOSED

WARNING

(S/N TC–201 THROUGH TC–212)

THE FUEL SHUTOFF VALVE SHOULD BE CLOSED BEFORE THE FIRE EXTINGUISHER SYSTEM IS ACTUATED.

5. FIRE EXTINGUISHER SWITCH ............................................................................. DEPRESS 6. Starter Test Switch (affected engine) ......................................................................... ENGAGE 7. Fuel Boost Pump Switch (affected engine) ........................................................................ OFF 8. Affected Engine ...........................................................MOTOR UNTIL ENGINE IS CLEARED

ENGINE FIRE 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 (AFFECTED ENGINE) .............................. PULL 2. FUEL SHUTOFF SWITCH (AFFECTED ENGINE) ....................................................CLOSED 3. HYDRAULIC SHUTOFF SWITCH (AFFECTED ENGINE) ........................................CLOSED

WARNING

(S/N TC–201 THROUGH TC–212)

THE FUEL SHUTOFF VALVE SHOULD BE CLOSED BEFORE THE FIRE EXTINGUISHER SYSTEM IS ACTUATED.

4. FIRE EXTINGUISHER SWITCH (IF INSTALLED FOR AFFECTED ENGINE) ...... DEPRESS 5. Fuel Boost Pump Switch (affected engine) ........................................................................ OFF 6. Generator Switch (affected engine) ................................................................................... OFF 7. Bleed Air Switch (affected engine) ..................................................................................... OFF

FAA Approved: December 1, 1976 Revised: November 14, 2014III–3 FAA Approved: December 1, 1976 

# METRO SA226-TC

Revised: November 14, 2014 ENGINE FIRE DURING FLIGHT (continued)

8. Power Lever (operating engine) .......................................................................AS REQUIRED 9. Bleed Air (operating engine) .............................................................................AS REQUIRED

NOTE

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

10. Trim ...................................................................................................................AS REQUIRED 11. Generator (operating engine) ................................................................ 200 AMPS MAXIMUM 12. Propeller Synchronizer ......................................................................... TAKEOFF – LANDING

OUT-OF-TRIM WARNING

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

ENGINE FAILURE DURING TAKEOFF – TAKEOFF ABORTED

1. POWER LEVERS ............................................................................................ GROUND IDLE 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 MOVEMENT 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 7. AWI Arm Switch (if in armed position) ............................................................................... OFFFAA Approved: December 1, 1976 III–4 

# METRO SA226-TC

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

WARNING

IN THE EVENT OF AN ENGINE FAILURE OR POWER LOSS, THE ENGINE NEGATIVE TORQUE SYSTEM (NTS) ONLY PROVIDES PARTIAL DRAG REDUCTION BUT NOT TO THE EXTENT OF A FULLY FEATHERED PROPELLER.

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

CAUTION

THE AIRPLANE SHOULD BE FLOWN OFF IN A NORMAL ATTITUDE. WHEN LIFTOFF IS ASSURED THE AIRPLANE ATTITUDE SHOULD BE STABILIZED WITH MINIMUM LANDING GEAR CLEARANCE REQUIRED (DO NOT EXCEED APPROXIMATELY 8–10 FEET). NO ATTEMPT SHOULD BE MADE TO CLIMB TO A HIGHER ALTITUDE UNTIL GEAR RETRACTION IS COMPLETE. MINIMUM ALTITUDE FOR OBSTACLE CLEARANCE SHOULD BE MAINTAINED UNTIL SINGLE ENGINE BEST RATE OF CLIMB SPEED IS ATTAINED. THIS IS ESPECIALLY IMPORTANT WHEN AWI AUGMENTED POWER IS REQUIRED BY FIGURE 4–20.

NOTE

Failure of either engine at or shortly above V 1 will cause a markeddecrease in performance and will require careful control of the airplane. At low density altitude conditions, where power of the operating engine is relatively high, directional control requires concentration by the pilot. The lateral/directional control problem diminishes as density altitude increases and power of the operating engine decreases. When operating in high density altitude conditions with loss of an engine, precise control of pitch attitude and altitude become dominant. The pilot must use care to ensure positive clearance above the runway before retracting the landing gear and while accelerating to V 50 or V YSE , particularly when operating without AWI augmentation on the operating engine.

1. POWER LEVER (OPERATING ENGINE) ................... SET MAXIMUM AVAILABLE POWER

NOTE

• Set 923 o C ITT or 2206 foot-pound torque, whichever occurs

first, during dry power continued takeoffs. If the 2363 footpound torque limit is not being developed and bleed air is on, increased power may be obtained by selecting bleed air off.

FAA Approved: December 1, 1976 Revised: November 14, 2014III–5 FAA Approved: December 1, 1976 

# METRO SA226-TC

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

NOTE (continued)

• Set 944 o C ITT or 2468 foot-pound torque, whichever occurs

fi rst, during wet power continued takeoffs.

WARNING

BOTH POWER LEVERS MUST REMAIN FORWARD OF THE 50% POWER LEVER POSITION DURING ENGINE FAILURE TO ALLOW THE AWI SYSTEM TO FIRE. AFTER THE SYSTEM HAS FIRED, THE POWER LEVER FOR THE INOPERATIVE ENGINE MAY BE RETARDED IF REQUIRED.

2. LANDING GEAR .........................................................................RETRACT AFTER LIFTOFF 3. ENGINE STOP AND FEATHER CONTROL (FAILED ENGINE) .................................... PULL 4. AIRSPEED ...............................................SINGLE ENGINE BEST RATE OF CLIMB SPEED

NOTE

See Best Rate of Climb Speed Schedule (Figure 4-25A) for existing Gross Weight and Pressure Altitude.

5. 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 6. Power Lever (operating engine) .......................................................................AS REQUIRED 7. Trim ...................................................................................................................AS REQUIRED 8. Generator (operating engine) ................................................................ 200 AMPS MAXIMUM 9. Propeller Synchronizer ......................................................................... TAKEOFF – LANDING 10. AWI Arm Switch (if in armed position) ............................................................................... OFF

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.

FAA Approved: December 1, 1976 Revised: November 14, 2014FAA Approved: December 1, 1976 III–6 

# METRO SA226-TC

ENGINE FAILURE DURING FLIGHT (continued)

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 3. Power Lever (operating engine) .......................................................................AS REQUIRED 4. Bleed Air (operating engine) .............................................................................AS REQUIRED

NOTE

If the 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 7. Propeller Synchronizer ......................................................................... TAKEOFF – LANDING

DOUBLE ENGINE FAILURE (RESTARTS/RELIGHTS UNSUCCESSFUL)

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

GLIDE AIRSPEED WEIGHT (POUNDS) 12,000 10,000 8,500 AIRSPEED (KIAS) 148 136 126

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: December 1, 1976 Revised: November 14, 2014III–7 FAA Approved: December 1, 1976 

# METRO SA226-TC

ENGINE - PROPELLER UNCOUPLING

WARNING

• IN THE EVENT OF ENGINE FAILURE IN CONJUNCTION

WITH ENGINE UNCOUPLING, REDUCE WINDMILLING DRAG AS FOLLOWS:

• IF AN UNCOUPLING EVENT OCCURS WHERE THE ENGINE IS OPERATING AND THE PROPELLER IS STOPPED AND FEATHERED, RETARDING THE POWER LEVER TO FLIGHT IDLE MAY RESULT IN UNFEATHERING AND SUBSEQUENT ROTATION OF THE PROPELLER. IF THIS OCCURS, ADVANCE THE POWER LEVER TO MAXIMUM POWER POSITION.

• IN THE EVENT OF AN ENGINE WITH AN NTS AND/OR

FEATHER VALVE MALFUNCTION, SETTING THE ASSOCIATED POWER LEVERS FULL FORWARD WILL DRIVE THE PROPELLER BLADES TOWARD THE FEATHER POSITION YIELDING A LOWER WINDMILLING PROPELLER DRAG AND PROPELLER SHAFT SPEED.

AIRSTART PROCEDURE

CAUTION

IF AN ENGINE HAS BEEN SHUTDOWN BECAUSE OF AN OBVIOUS FAILURE, AS INDICATED BY THE ENGINE INSTRUMENTS OR EXCESSIVE VIBRATION, AN AIRSTART SHOULD NOT BE MADE.

NOTE

Satisfactory airstarts have been demonstrated up to 20,000 feet pressure altitude with the fuel boost pumps operating and up to 12,000 feet pressure altitude without the boost pumps operating.

1. Speed Lever .................................. 96% RPM (THE 96% RPM SPEED LEVER POSITIONCAN BE OBTAINED BY SETTING THE OPERATING ENGINE SPEED AT 96% RPM AND ALIGNING BOTH SPEED LEVERS.) 2. Power Lever ..............................APPROXIMATELY ONE INCH FORWARD OF FLIGHT IDLE 3. ITT ........................................................................................... BELOW 300 o C (IF FEASIBLE) 4. RPM ...................................................................................................................10% OR LESS 5. Altitude ...............................................................................................20,000 FEET MAXIMUM 6. Airspeed ............................................................................................... 100 KIAS TO 180 KIAS 7. Engine Stop and Feather Control ........................................................................... FORWARD 8. Fuel Shutoff Switch ....................................................................................................... .. OPEN 9. Hydraulic Shutoff Switch ................................................................................................. O PEN 10. Fuel Boost Pump Switch ...................................................................................................... ON

FAA Approved: December 1, 1976 Revised: November 14, 2014FAA Approved: December 1, 1976 III–8 

# METRO SA226-TC

AIRSTART PROCEDURE (continued)

11. Generator Switch ......................................................................................................... ...... OFF 12. Bleed Air Switch ........................................................................................................ ......... OFF 13. Engine Start Button ...............................................................................DEPRESS AND HOLD 14. Propeller ..................................................................................... OBSERVE UNFEATHERING 15. Fuel Flow .................................................................................SHOULD START AT 10% RPM 16. ITT ................................................. SHOULD INDICATE IGNITION AT 10% TO 20% RPM, IF IGNITION NOT INDICATED BY 25% RPM, ABORT START BY PRESSING STOP BUTTON AND PULLING ENGINE STOP AND FEATHER CONTROL 17. Engine Start Button

........................ RELEASE IMMEDIATELY WHEN ITT STARTS TORISE. WHEN ABOVE 25% RPM, USE PRIMER AS REQUIRED TO MAINTAIN PROPER ENGINE ACCELERATION DURING START 18. Fuel and Oil Pressure .......................................................................................... GREEN ARC 19. Generator Switch .................................................................................................... RESET /ON 20. Bleed Air Switch ......................................................................................................... .......... ON

ABORTED AIRSTART (DUE TO NO COMBUSTION)

1. Engine Stop Button .................................................................................................. DEPRE SS 2. Engine Stop and Feather Control .....................................................................................PULL 3. Altitude .................................................REDUCE BEFORE ATTEMPTING ANOTHER START

FAA Approved: December 1, 1976 Revised: November 14, 2014III–9 FAA Approved: December 1, 1976 

# METRO SA226-TC

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.

Use normal procedures with the following exceptions:

1. Fuel Cross fl ow Switch ............OPEN (BALANCE FUEL WITH 500 POUNDS, THEN CLOSE) 2. Electrical Load ................................................................TURN OFF NONESSENTIAL ITEMS 3. Flaps ...................................DO NOT EXTEND BEYOND 1/2 UNTIL LANDING IS ASSURED 4. Landing Gear .......................................................... EXTEND WHEN LANDING IS ASSURED 5. Reverse Thrust .................................................................................................AS REQUIRED

CAUTION

REVERSE THRUST ON THE OPERATING ENGINE WILL CAUSE A YAWING MOMENT TOWARD THE OPERATING ENGINE WHICH IS PROPORTIONAL TO THE AMOUNT OF REVERSE THRUST APPLIED. ON WET OR ICY RUNWAYS, IT IS POSSIBLE TO APPLY MORE ASYMMETRIC REVERSE THRUST THAN CAN BE COUNTERACTED BY OPPOSITE BRAKE, RUDDER, AND NOSE WHEEL STEERING.

FAA Approved: December 1, 1976 Revised: November 14, 2014FAA Approved: December 1, 1976 III–10 

# METRO SA226-TC

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.

1. Power ................................................................................................................AS REQUIRED 2. Landing Gear ............................................................................................................RE TRACT 3. Flaps ........................................................................................... RETRACT IN INCREMENTS 4. Airspeed .....................................................SINGLE ENGINE BEST RATE OF CLIMB SPEED (SEE FIGURE 4–25A) 5. Bleed Air Switch .......................................................................................................... ....... OFF 6. Engine Anti-Ice ................................................................................................................... OFF

CHIP LIGHT ON PRIOR TO TAKEOFF

If the chip light illuminates prior to takeoff, the fl ight should be aborted and the cause of the warning determined.

CHIP LIGHT ON DURING FLIGHT

If the chip light illuminates and engine operation appears to be normal, continue to the fi rst intended landing and determine cause. The affected engine should be monitored closely during fl ight.

If the chip light illuminates and engine operation does not appear to be normal, the affected engine should be shut down (Engine Failure During Flight Procedure) and a single engine landing accomplished.

BOOST PUMP FAILURE

In the event of a boost pump failure, as indicated by low fuel pressure, the auxiliary boost pump should be selected. See Figure 1–1 for "no boost pumps required" fl ight envelope.

FAA Approved: December 1, 1976 Revised: November 14, 2014III–11 FAA Approved: December 1, 1976 

# METRO SA226-TC

FUEL TRANSFER PUMP WARNING LIGHT ON

In the event that a transfer pump warning light illuminates with more that 75 pounds of fuel remaining in the affected tank, the auxiliary boost pump should be turned on. If the light remains illuminated, use the higher unusable fuel quantity of 75 pounds. (Reference Section II, Fuel System)

CAUTION

WITH TRANSFER PUMPS OPERATIVE AND LESS THAN 75 POUNDS OF FUEL IN THE AFFECTED TANK, THE TRANSFER PUMP WARNING LIGHT SERVES AS A LOW FUEL WARNING. A LANDING SHOULD BE MADE AS SOON AS PRACTICAL.

POWER PLANT CONTROL MALFUNCTION

In the event there is an indication of improper operation of a fuel control or propeller control, it is recommended that the affected engine be shut down and a single engine landing accomplished.

NO RESPONSE TO POWER LEVER MOVEMENT

If either engine (or both) exhibits a lack of response to the power lever after extended operation at high altitude with OAT below freezing, the cause may be ice blockage of the P T2 inlet sensor probe. In certain fl ight conditions, when engine anti-ice would not normally be ON, probe icing can occur even though visible moisture is not present. If lack of power lever response is observed, the following procedure should be accomplished:

1. Ignition Switches ......................................................................................................... .... CONT 2. Engine Heat Switch(es) ......................................................................ENGINE & PROP HEAT

This will introduce anti-icing air to the sensors (as well as the engine inlet) and normal power lever response should return within approximately 3 minutes.

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

1. Engine Heat Switch(es) ....................................................................................AS REQUIRED 2. Ignition Switches ......................................................................................................... .....AUTO

FAA Approved: December 1, 1976 Revised: November 14, 2014FAA Approved: December 1, 1976 III–12 

# METRO SA226-TC

FAA Approved: October 25, 1977 FAA Approved: October 25, 1977 Revised: November 14, 2014 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 differential pressure and the controller setting. If the cabin pressure controller is not providing proper cabin pressure, change to manual operation. If the desired differential pressure still cannot be attained, an excessive leak is indicated and it may be necessary to descend or use oxygen.

HIGH PRESSURE MALFUNCTION

If the cabin differential pressure exceeds the normal limit of 7 psi, the cabin pressurization controller may have failed and allowed the out fl ow valve to close. Open the manual valve slightly, 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. Aircraft 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 ........................................................................................................D UMP

NOTE

If the cabin pressure is dumped when a signi fi cant cabin pressure differential exists, the resulting sensation may be alarming and uncomfortable to passengers. Consequently, use of the dump valve normally should 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 ............................................................................................ NORMAL (ON) 6. Proceed unpressurized to airport. Air conditioning will be available.III–13 FAA Approved: December 1, 1976 

# METRO SA226-TC

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

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

If Step 1 eliminated the excessive rate of pressurization, determine the source of the malfunction by turning the bleed air controls on individually. If the malfunction was causedby 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 ........................................................................................................D UMP

NOTE

If the cabin pressure is dumped when a signi fi cant cabin pressure differential exists, the resulting sensation may be alarming and uncomfortable to passengers. Consequently, use of the dump valve normally should 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 for any reason while at high altitude, execute the following procedure:

1. OXYGEN VALVE ............................................................................................................... .. ON 2. PASSENGER AND CREW OXYGEN MASKS .................................................................DON 3. Speed Levers ....................................................................................................................HIGH 4. Power Levers .......................................................................................................FLIGHT IDLE 5. Airspeed ................................................................................................. 176 KCAS MAXIMUM 6. Landing Gear .............................................................................................................. ... DOWN 7. Flaps ..................................................................................................................... .. ONE-HALF 8. Altitude ..............................................................................................................AS R EQUIRED

NOTE

Utilization of the above procedure allows descent from 25,000 feet to 15,000 feet in 2 minutes and 18 seconds.

FAA Approved: December 1, 1976 Revised: November 14, 2014FAA Approved: December 1, 1976 III–14 

# METRO SA226-TC

CARGO OR CABIN DOOR WARNING LIGHT ON

NOTE

The cargo door microswitches operate two independent cargo door warning systems. One is powered by the auxiliary battery and includes a warning light located in the lower forward cabin door frame. The other is powered by the nonessential bus and includes a warning light located on the annunciator panel. Illumination of either light constitutes a legitimate cargo door warning.

PRIOR TO TAKEOFF

Takeoff should not be initiated.

IN FLIGHT

1. Depressurize airplane. 2. Descend as required. 3. Land as soon as practical.

SMOKE IN CABIN

1. OXYGEN VALVE ............................................................................................................... .. ON 2. CREW OXYGEN MASKS .................................................................................................DON 3. Cabin Dump Switch ........................................................................................................D UMP 4. Emergency Descent .........................................................................................AS REQUIRED 5. Airspeed ................................................................................................. 176 KCAS MAXIMUM 6. Landing Gear .............................................................................................................. EXTEND 7. Fresh Air Fan ..........................................................................................................OVE RRIDE

NOTE

Extend landing gear to allow cabin air dumped into the nose baggage area and wheelwell to go overboard.

8. Source of Smoke ................................................................................................. DETERMINE a. Electrical source • Eliminate source of smoke by following Electrical Smoke or Fire Procedure (see page III–17). b. Bleed air source (1) Determine which side is smoking. (2) Turn bleed air OFF on affected side. (3) If smoke continues, shut down the affected engine.

NOTE

If a 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.

FAA Approved: December 1, 1976 Revised: November 14, 2014III–15 FAA Approved: December 1, 1976 

# METRO SA226-TC

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 ........................................................................................................... DO WN 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 BESHUT DOWN. THE LANDING GEAR MAY HAVE TO BE RETRACTED TO SUSTAIN FLIGHT UNTIL ARRIVING AT A SUITABLE LANDING FIELD.

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

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

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

CAUTION

IF THE WARNING LIGHT DOES NOT EXTINGUISH WITHIN THREE MINUTES, THE AFFECTED ENGINE SHOULD BE SHUT DOWN.

FAA Approved: December 1, 1976 Revised: November 14, 2014FAA Approved: December 1, 1976 III–16 

# METRO SA226-TC

HYDRAULIC SYSTEM FAILURE

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

There are no emergency provisions to extend or retract the fl aps. Landing approach should be made at 1.3 V S for the existing airplane con fi guration. (For fl aps up con fi guration, use 127 KIAS at 12,500 pounds gross weight and 5 KIAS less airspeed for each 1,000 pounds less gross weight).

Aircraft equipped with hydraulic nose wheel steering.

WARNING

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

FAA Approved: December 1, 1976 Revised: November 14, 2014III–17 FAA Approved: December 1, 1976 

# METRO SA226-TC

LANDING GEAR EMERGENCY EXTENSION

1. Airspeed ...................................................................................................176 KIAS MAXIMUM 2. Landing Gear Handle ..................................................................................................... DOWN 3. Emergency Release Lever ..................................................................................ROTATE AFT 4. Hand Pump Valve Handle ........................................ PULL PIP PIN/ROTATE VALVE HANDLE 90 DEGREES FORWARD 5. Emergency Hand Pump .........................................................................PUMP AS REQUIRED a. Gear Indicator ...........................................................................ALL DOWN AND LOCKED b. Hydraulic Pressure Gauge .................................................................. 500 PSI TO 800 PSI

NOTE

• 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.

• Pressure to the hydraulic 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: December 1, 1976 Revised: November 14, 2014FAA Approved: December 1, 1976 III–18 

# METRO SA226-TC

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 as to bracing

position and evacuation procedure.

• Consider removal and secure stowage of escape hatches prior

to landing. Expect the entrance door to operate normally. It willnot open fully after landings with the nose or left 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 recom-mended that the propeller on the gear up side be feathered fi rst.

Landing with All Three Gear Up:

1. Use full fl aps.

2. Approach the runway at 1.3 V S plus 5 to 10 KIAS.

3. Do not feather propellers until landing on the runway is assured. Drag will be reduced and gliding distance increased after propellers are feathered.

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 the center line. Use rudder for
directional control.

FAA Approved: October 25, 1977 FAA Approved: December 1, 1976 Revised: November 14, 2014III–19 FAA Approved: December 1, 1976 

# METRO SA226-TC

GEAR UP LANDINGS (continued)

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 the runway gently rather than letting it drop to the runway.

Landing with Nose and One Main Extended:

1. Attempt to retract all three gear. Check the position of the emergency gear release lever, the hand pump valve handle and the landing gear control circuit breaker. Transfer the landing gear control to the other essential bus using the transfer switch.

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

3. Feather propellers after landing on the runway is assured. Drag will be reduced and gliding distance increased after propellers are feathered.

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.

ELECTRICAL SYSTEM FAILURES

EXCESSIVE AMMETER INDICATION

If an excessive electrical load occurs, as indicated by an excessive ammeter indication, the malfunctioning circuit should be identi fi ed and turned off.

1. BATTERY SWITCH/SWITCHES ....................................................................................... OFF a. If overload condition still exists, turn battery switch/switches ON and continue to Step 2. b. If overload conditions ceases to exist, a battery circuit malfunction is indicated and the malfunctioning circuit must remain disconnected from the DC electrical bus (1) On aircraft equipped with a single battery switch, leave the battery switch OFF. (2) On aircraft equipped with individual battery switches, isolate the malfunctioningcircuit by turning the battery switches ON individually. Leave the switch for the malfunctioning circuit OFF.

FAA Approved: December 1, 1976 Revised: November 14, 2014FAA Approved: December 1, 1976 III–20 

# METRO SA226-TC

ELECTRICAL SYSTEM FAILURES (continued)

EXCESSIVE AMMETER INDICATION (continued)

If Step 1 did not correct the excessive ammeter indication:

2. Nonessential Bus Tie Switch ............................................................................................. OF F a. If overload condition still exists, turn nonessential bus tie switch ON and continue to Step 3. b. If overload condition ceases to exist, pull all circuit breakers on the nonessential bus and turn the bus tie switch ON. Reset circuit breakers until the malfunctioning circuit is identi fi ed. Pull circuit breaker for malfunctioning circuit and do not reset.

If Step 2 did not correct the excessive ammeter indication:

3. Left and Right Essential Bus Tie Switches .............................................. REPEAT THE SAME PROCEDURE FOR EACH ESSENTIAL BUS UNTIL SOURCE OF THE PROBLEM IS FOUND AND MALFUNCTIONING CIRCUIT IS ISOLATED

BATTERY FAULT LIGHT ON

The battery fault light illuminates when the battery fault detector has actuated:

1. On Airplanes Equipped With A Single Battery Switch: a. Battery switch ...........................................................................................OFF/RESET/ON

If the fault still exists, the light will come back on. In this case:

b. Battery switch ............................................................................................................ .. OFF

FAA Approved: December 1, 1976 Revised: November 14, 2014III–21 FAA Approved: December 1, 1976 

# METRO SA226-TC

BATTERY FAULT LIGHT ON (continued)

2. On Airplanes Equipped with Individual Battery Switches:

NOTE

On aircraft equipped with individual battery switches, a fault in either battery feeder circuit will cause both battery bus relays to disconnect automatically from the airplane electrical system. Both battery bus relays will remain open until either battery switch is moved to RESET, then ON.

a. Both battery switches ................................................................................................... OF F b. Left battery switch ............................................................................................. RESET/ON

If no fault exists in the left feeder circuit, the battery fault light will remain off. In this case, leave the left battery switch ON and proceed to Step c.

If a fault exists in the left circuit, the battery will automatically disconnect and the light will come back on. In this case, move the left battery switch to RESET (to reset the detector circuit), then OFF and proceed to Step c.

c. Right battery switch ...................................................................................................... . ON

If no fault exists in the right feeder circuit, the battery fault light will remain off. In this case, leave the right battery switch ON.

If a fault exists in the right circuit, both batteries will automatically disconnect and the light will come back on. In this case, move the right battery switch to RESET (to reset the detector circuit), then OFF and turn the left battery back on.

NOTE

• Either generator switch, when positioned to RESET, then ON,

will reset the battery fault detection circuit.

• All electrically operated components can be operated normally

on power from the generators when the battery switches are OFF.

FAA Approved: December 1, 1976 Revised: November 14, 2014FAA Approved: December 1, 1976 III–22 

# METRO SA226-TC

ELECTRICAL SYSTEM FAILURES (continued)

BATTERY OVERHEAT WARNING LIGHT ON DURING FLIGHT

1. BATTERY SWITCH (AFFECTED SIDE) ........................................................................... OFF 2. Battery Disconnect ................................NOTE DISCONNECT INDICATION FOR AFFECTED BATTERY AND LAND AS SOON AS PRACTICAL

WARNING

• IF POSITIVE DISCONNECT IS NOT VERIFIED, LAND AS

SOON AS POSSIBLE.

• TAKEOFF IS PROHIBITED AFTER A BATTERY TEMPERATURE WARNING LIGHT ILLUMINATES UNTIL THE CAUSE OF THE OVERHEAT WARNING IS CORRECTED.

NOTE

A battery temperature 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.

GENERATOR INOPERATIVE – AMMETER INDICATING ZERO

1. Generator Switch ............................................................................................OFF/RESET/ON

If the generator will not reset:

2. Generator Switch .......................................................................................................... ..... OFF

CAUTION

DO NOT EXCEED 200 AMPS LOAD ON OPERATING GENERATOR.

CIRCUIT BREAKER TRIPPED

Circuit Breaker ..............................................................................................PUSH TO RESET

CAUTION

IF CIRCUIT BREAKER TRIPS AGAIN, DO NOT RESET.

INVERTER INOPERATIVE

Select other inverter.

FAA Approved: December 1, 1976 Revised: November 14, 2014III–23 FAA Approved: December 1, 1976 

# METRO SA226-TC

ELECTRICAL SYSTEM FAILURES (continued)

ELECTRICAL BUS FAILURE (indicated by loss of systems on the particular bus)

1. Left Essential Bus Failure a. Left essential bus tie switch ......................................................................................... OFF b. Bus transfer switches .......................................................................................RIGHT BUS 2. Right Essential Bus Failure a. Right essential bus tie switch ....................................................................................... OFF b. Bus transfer switches ......................................................................................... LEFT BUS 3. Nonessential Bus Failure Nonessential bus tie switch ......................................................................................... OFF

ELECTRICAL SMOKE OR FIRE

1. OXYGEN VALVE .............................................................................................................. ... ON 2. CREW OXYGEN MASKS .................................................................................................DON 3. Smoke or Fire from an Essential Bus: a. Bus tie switch ............................................................................................................ ... OFF b. Appropriate generator switch ....................................................................................... OFF

If smoke subsides:

c. All circuit breakers on affected side ............................................................................PULL d. Generator switch ............................................................................................... RESET/ON

If smoke does not return:

e. Bus transfer switches ............................................ SELECT OPPOSITE ESSENTIAL BUS

4. Smoke or Fire from Nonessential Bus Nonessential bus tie switch ......................................................................................... OFF

TOTAL ELECTRICAL FAILURE

1. ENTRANCE LIGHT SWITCH (For airplanes S/N TC 355 – 419) ...................AS REQUIRED

NOTE

The pilot's overhead and entrance door flood lights are battery powered 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 SA226 Maintenance Manual, Chapter 05 and the TPE 331 Maintenance Manual, Chapter 72.

FAA Approved: December 1, 1976 Revised: November 14, 2014FAA Approved: December 1, 1976 III–24 

# METRO SA226-TC

NOSE WHEEL STEERING MALFUNCTION

SIDE CONTROL WHEEL SYSTEM (when installed)

If a malfunction (runaway) in the nose wheel steering mechanism occurs that cannot be controlled by the normal steering system, release the steering control wheel. Adequate steering then can be maintained by use of rudder, brakes, and/or differential power.

NOTE

Normal pilot reaction to a runaway steering system is to oppose the malfunction with opposite steering. While this action will stop the runaway, it is more effective to release the steering control wheel and to maintain directional control with rudder, differential braking, and/or differential power.

1. DIRECTIONAL CONTROL ...........MAINTAIN WITH RUDDER, BRAKES, AND/OR POWER 2. NOSE GEAR STEERING CONTROL WHEEL ........................................................RELEASE 3. Nose Wheel Steering Circuit Breaker ...............................................................................PULL

VARIABLE AUTHORITY NOSE WHEEL STEERING SYSTEM (when installed in accordance with SB 226 32-032)

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

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

Flashing NOSE STEERING Light 1. DIRECTIONAL CONTROL ...........MAINTAIN WITH RUDDER, BRAKES, AND/OR POWER 2. NWS POWER LEVER BUTTON ..............................................................................RELEASE 3. NOSE WHEEL STEERING ARM SWITCH ....................................................................... OFF 4. Nose Wheel Steering Circuit Breaker ...............................................................................PULL

Unwanted Steering De fl ection 1. DIRECTIONAL CONTROL ...........MAINTAIN WITH RUDDER, BRAKES, AND/OR POWER 2. NWS POWER LEVER BUTTON ..............................................................................RELEASE 3. NOSE WHEEL STEERING ARM SWITCH ....................................................................... OFF 4. Nose Wheel Steering Circuit Breaker ...............................................................................PULL

Park Light Illuminated When Park Button Is Not Depressed 1. DIRECTIONAL CONTROL ...........MAINTAIN WITH RUDDER, BRAKES, AND/OR POWER 2. NWS POWER LEVER BUTTON ..............................................................................RELEASE 3. NOSE WHEEL STEERING ARM SWITCH ....................................................................... OFF 4. Nose Wheel Steering Circuit Breaker ...............................................................................PULL

NOTE

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

FAA Approved: December 1, 1976 Revised: November 14, 2014III–25 FAA Approved: December 1, 1976 

# METRO SA226-TC

NOSE WHEEL STEERING MALFUNCTION (continued)

VARIABLE AUTHORITY NOSE WHEEL STEERING SYSTEM (when modi fi ed in accordance with SB 226 32-037)

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

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

ELECTRICAL MALFUNCTION

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

NOTE

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

1. DIRECTIONAL CONTROL ...........MAINTAIN WITH RUDDER, BRAKES, AND/OR POWER 2. NWS POWER LEVER BUTTON ..............................................................................RELEASE 3. NOSE WHEEL STEERING ARM SWITCH ....................................................................... OFF 4. Right Speed Lever ...............................................APPROXIMATELY 1/2 INCH FWD OF LOW 5. Nose Wheel Steering Circuit Breaker ...............................................................................PULL

HYDRAULIC MALFUNCTION

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

NOTE

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

FAA Approved: November 14, 2014FAA Approved: December 1, 1976 III–26 

# METRO SA226-TC

NOSE WHEEL STEERING MALFUNCTION (continued)

VARIABLE AUTHORITY NOSE WHEEL STEERING SYSTEM (when modi fi ed in accordance with SB 226 32-037) (continued)

HYDRAULIC MALFUNCTION (continued)

CAUTION

THE NOSE WHEEL STEERING ARM SWITCH MUST BE IN THE ARMED POSITION FOR THE FOLLOWING CORRECTIVE ACTIONS TO BE EFFECTIVE.

NOSE STEER FAIL Light on –

(DURING GROUND OPERATION): 1. NWS POWER LEVER BUTTON .............................................................. PRESS AND HOLD

or: 2. Right Speed Lever ......................................................................................................... ... LOW 3. NOSE STEER FAIL LIGHT ................................................................................. CHECK OUT 4. Directional Control ................................................................................ MAINTAIN WITH NWS 5. Do Not Take Off.

(DURING INITIAL PART OF TAKEOFF ROLL) 1. NWS POWER LEVER BUTTON .............................................................. PRESS AND HOLD 2. NOSE STEER FAIL LIGHT ................................................................................. CHECK OUT 3. Directional Control ....................................................................................................MAI NTAIN 4. Takeoff ................................................................................................................... ....... ABORT

(DURING FINAL PART OF TAKEOFF ROLL): 1. NWS POWER LEVER BUTTON .............................................................. PRESS AND HOLD 2. NOSE STEER FAIL LIGHT ................................................................................. CHECK OUT 3. Directional Control ....................................................................................................MAI NTAIN 4. Continue with Normal Takeoff Procedures.

(IN FLIGHT WITH GEAR DOWN): 1. NWS POWER LEVER BUTTON .............................................................. PRESS AND HOLD 2. NOSE STEER FAIL LIGHT ................................................................................. CHECK OUT

NOTE

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

FAA Approved: November 14, 2014III–27 FAA Approved: December 1, 1976 

# METRO SA226-TC

STABILIZER TRIM MALFUNCTIONS

PILOT'S TRIM SYSTEM INOPERATIVE

1. Trim Selector ............................................................................................................. COPILOT 2. Pilot's Auxiliary Trim Switch, or Copilot's Trim Switches ........................................................................... TRIM AS REQUIRED

COPILOT'S TRIM SYSTEM INOPERATIVE

1. Trim Selector ............................................................................................................. ..... PILOT 2. Pilot's Trim Switches ............................................................................... TRIM AS REQUIRED

BOTH PILOT'S AND COPILOT'S TRIM SYSTEMS INOPERATIVE

1. Trim Selector .............................................................................................. OFF (CENTERED) 2. Airspeed ....................................... AS REQUIRED TO MAINTAIN LOW ELEVATOR FORCES 3. SAS Clutch 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.

On Landing Approach:

4. Flaps .................................................................................................................AS R EQUIRED

NOTE

Flap extension decreases push force requirements.

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

NOTE

Gear extension increases push force requirements slightly.

FAA Approved: November 14, 2014FAA Approved: December 1, 1976 III–28 

# METRO SA226-TC

STABILIZER TRIM MALFUNCTIONS (continued)

GO-AROUND WITH STABILIZER TRIM INOPERATIVE

WARNING

VERY HIGH PUSH FORCES WILL BE REQUIRED IF THE FLAPS ARE RETRACTED WITH THE STABILIZER TRIM IN THE EXTREME NOSE UP POSITION. IF A GO-AROUND OR BALKED LANDING IS REQUIRED WHEN THE STABILIZER TRIM IS STUCK IN AN EXTREME NOSE UP POSITION, DO NOT RETRACT THE FLAPS IMMEDIATELY.

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

NOTE

Application of power increases push force requirements.

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

NOTE

Flap retraction increases push force requirements.

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

STABILIZER TRIM SYSTEM RUNAWAY

The application of electrical power to the stabilizer trim actuators is indicated by an aural signal. If the signal occurs in flight when the trim system is not being operated, the following procedures should be initiated immediately:

1. ELEVATOR CONTROL .......................OVERPOWER TO MAINTAIN AIRPLANE CONTROL 2. TRIM SELECTOR .........................................................................OFF (CENTER POSITION) 3. Trim Selector ..............................................................OPPOSITE POSITION FROM WHERE MALFUNCTION OCCURRED 4. Retrim as required

FAA Approved: November 14, 2014III–29 FAA Approved: December 1, 1976 

# METRO SA226-TC

STALL AVOIDANCE SYSTEM (SAS) MALFUNCTIONS

SAS FAULT LIGHT ON (STEADY OR FLASHING)

1. SAS Clutch Switch ......................................................................................................... .. OFF

CAUTION

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

.

NOTE

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

• Fault light on steady indicates computer power failure, or

computer power failure with simultaneous servo or clutch failure.

• With the fault light on, angle of attack and stall warning indications may be unreliable.

SAS MALFUNCTION – NOSE DOWN

In the event of a nose down malfunction (and no aural tone is noted) the following procedure should be initiated:

1. ELEVATOR CONTROL ......................OVERPOWER TO MAINTAIN AIRPLANE CONTROL 2. SAS CLUTCH SWITCH ................................................................................................... OFF 3. SAS Circuit Breakers ...................................................................................................... PULL

CAUTION

WITH THE SAS DISENGAGED THE AIRPLANE WILL HAVE UNDESIRABLE STALL CHARACTERISTICS AT AFT CENTER OF GRAVITY LOADINGS. ADEQUATE MARGINS ABOVE THE STALLSPEED SHOULD BE MAINTAINED IN ALL OPERATIONS. ENSURE THAT TOUCHDOWN SPEED IS EQUAL TO OR GREATER
THAN 1.1 V S

.

FAA Approved: November 14, 2014FAA Approved: December 1, 1976 III–30 

# METRO SA226-TC

STALL AVOIDANCE SYSTEM (SAS) MALFUNCTIONS (continued)

AURAL STALL WARNING AT SPEEDS WELL IN EXCESS OF NORMAL STALL WARNING SPEEDS

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

1. SAS CLUTCH SWITCH .................................................................................................... OFF

To silence the stall warning horn: 2. Stall Warning Circuit Breaker PULL

CAUTION

WITH THE SAS DISENGAGED THE AIRPLANE WILL HAVE UNDESIRABLE STALL CHARACTERISTICS AT AFT CENTER OF GRAVITY LOADINGS. ADEQUATE MARGINS ABOVE THESTALL SPEED SHOULD BE MAINTAINED IN ALL OPERATIONS. ENSURE THAT TOUCHDOWN SPEED IS EQUAL TO OR GREATER THAN 1.1 V S

.

INSTRUMENT STATIC PRESSURE MALFUNCTION

If the pilot's pressure instruments malfunction, select ALTERNATE position on the static source selector valve. The pilot's instruments will be vented to the forward baggage area. See Section IV of this manual for corrected airspeed and altimeter readings when operating on the alternate source.

NOTE

• The copilot's static pressure instruments are not connected to

the alternate static pressure source.

• Do not dump pressurization when using the alternate static

pressure source.

• The altitude and airspeed corrections shown in Section IV of

this manual are not valid if the dump valve is open.

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 .............................................................................................................DEPRESSU RIZE 2. Handle Cover ..........................................................................................PULL OUT/DISCARD 3. Release Handle ............................................................................................................ ....PULL

NOTE

Pull hatch inward, rotate, extend through opening, and discard outside the airplane. Ensure that the hatch is clear of the exit route from the airplane.
FAA Approved: November 14, 2014III–31 FAA Approved: December 1, 1976 

# METRO SA226-TC

WEATHER CONDITIONS CONDUCIVE TO SEVERE IN-FLIGHT ICING:

• Visible rain at temperatures below 0 degrees Celsius ambient air temperature.

• Droplets that splash or splatter on impact at temperatures below 0 degrees Celsius ambient air temperature.

PROCEDURES FOR EXITING THE SEVERE ICING ENVIRONMENT:

Monitor the ambient air temperature. While severe icing may form at temperatures as cold as –18 degrees Celsius, increased vigilance is warranted at temperatures around freezing with visible moisture present. If the visual cues for identifying severe icing conditions are observed, accomplish the following:

• Immediately request priority handling from Air Traf fi c Control to facilitate a route or an altitude change to exit the severe icing conditions. Avoid extended exposure to icing conditions more severe than those for which the airplane has been certi fi ed.

• Avoid abrupt and excessive maneuvering that may exacerbate control dif fi culties.

• Do not engage the autopilot.

• If the autopilot is engaged, hold the control wheel fi rmly and disengage the autopilot.

• If an unusual roll response or uncommanded roll control movement is observed, reduce the angle-of-attack.

• Do not extend fl aps during extended operation in icing conditions. Operation with fl aps extended can result in a reduced wing angle-of-attack, with the possibility of ice forming on the upper surfaces further aft on the wing than normal, possibly aft of the protected area.

• If the fl aps are extended, do not retract them until the airframe is clear of ice.

• Report these weather conditions to Air Traf fi c Control.

FAA Approved: November 14, 2014FAA Approved: December 1, 1976 III–32 

# METRO SA226-TC

INADVERTENT ICING ENCOUNTER

If icing is encountered with the ice protection systems off, the following procedure should be followed.

1. Ignition Mode Switches ................................................................................................... O VRD 2. Ignition Light ...........................................................................................................C HECK ON 3. Engine and Propeller Anti-ice Switch (left engine) ............................................................... ON

NOTE

• Determine that the fi rst engine operates satisfactorily before selecting engine and prop anti-ice for the second engine.

• ITT will increase and torque will decrease slightly when engine

and propeller anti-ice is selected. Power lever adjustment may be required.

4. Pitot Heat/SAS Heat ....................................................................................................... ..... ON 5. Windshield Heat Switch .................................................................................................... HIGH 6. Deice Boots Switch .............................. AUTO (AT THE FIRST SIGN OF ICE FORMATION ANYWHERE ON THE AIRCRAFT) 7. Engine and Propeller Anti-ice Switch (right engine)............................................................. ON

NOTE

• Observe ignition duty cycles.

• Excessive use of override mode will reduce igniter plug life.

WARNING

ENGINE HEAT AND CONTINUOUS IGNITION, IN THE OVERRIDE MODE, MUST BE USED AFTER LEAVING ICING CONDITIONS UNTIL THE PILOT IS CONFIDENT THAT ANY SIGNIFICANT RESIDUAL ICE ON PROPELLERS, SPINNERS, OR INLET LIPS WILL NOT BE SHED INTO THE ENGINE INTAKES.

FAA Approved: November 14, 2014xi 

# METRO SA226-TC

FAA Approved: August 8, 2000 Revised: May 28, 2008

A-38

A-39

A-40

A-41

A-42 iii iv, xi, xii, I-i, I-8A, I-8B, II-13 thru II-16 III-3 and III-24

iii, iv, xi, I-i, i-2, I-8B, II-i, II-ii, II-4 thru II-12, II-17 thru II-25, II-28 thru II-32, II-35, II-36 and III-3

iii, xi, and II-10 thru II-12

iii, iv, xi, I-i, I-2, II-i, II-27, II-27A,
II-27B

iii, iv, xi, III-i, III-7, and III-8 LIST OF REVISIONS (continued)

Rev Pages FAA Approved No. Affected Description Date By

Added Pneumatic Deicing Boots System information to comply with AD 2000-06-04. Corrected editorial error on page III-3.

Section I – Deleted Availability from the Fuel Boost Pump Requirementstitle and corrected Figure 1-1, corrected typo error on page I-8B. Section II – Revised Battery Start and APU Start to accommodate SB 226 24-030. Moved Current Limiter Check from Section 6 to Special Systems Operations and Checks, modi fi ed Stall Avoidance System, Stabilizer Trim System

, Electrical System and Variable Authority Nose Wheel Steering . Corrected editorial errors. Deleted two pages II-28a and II-28b. Section III – Engine Failure During Takeoff – Takeoff Continued at or Above V 1

. Deleted WARNING under Landing Gear.

Added two dot Caution to After Landing on pages II-10 and II-11. Moved text to II-12.

Page I-2 added Fueling BalancingOperation. Added two pages II27A and II-27B. Page II-27 moved text to II-27B. Page II-27A added Fuel Balancing Procedure.

Pages III-7 and III-8, Added NoResponse to Power Lever Movement procedure. 8/8/00 SIGNATURE ON FILE

7-6-01 SIGNATURE ON FILE

11-29-05 SIGNATURE ON FILE

12-7-07 SIGNATURE ON FILE

5/28/08 SIGNATURE ON FILE