P.O. BOX 790490 • SAN ANTONIO, TEXAS 78279-0490 • (210) 824-9421 SUBJECT: REVISION B-33 TO SA226-AT AFM

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

1. Attached is Revision B-33 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) 824–9421FAA Approved: May 6, 1977 iii 

# MERLIN SA226-AT

FAA APPROVED AIRPLANE FLIGHT MANUAL REISSUE B S/N AT–001 AND SUBSEQUENT

LIST OF EFFECTIVE PAGES

Page Date Page Date

SECTION I

Page Date Page Date

SECTION II

Page Date Page Date I-7A ................................................ June 2, 2000 I-7B ................................................ June 2, 2000 I-8 ................................................... May 6, 1977 I-9 ........................................... January 31, 2013 I-10 ......................................... January 14, 1982
I-11 .................................................. May 6, 1977 I-12 ............................................... April 11, 1978 I-13 ................................................. May 6, 1977 I-14 ................................................. May 6, 1977 I-i ........................................... December 7, 2007 I-ii ............................................ October 16, 1997 I-1 ....................................... December 14, 1978 I-2 ................................................... May 6, 1977 I-3 ......................................... December 7, 2007 I-4 ....................................... December 14, 1978 I-5 ......................................... December 8, 1980 I-6 ................................................ March 5, 1981 I-7 ........................................... October 16, 1997

II-i .......................................... December 7, 2007 II-ii ........................................... October 16, 1997 II-1 .................................................. May 6, 1977 II-2 ................................................April 28, 2000 II-3 ................................................April 28, 2000 II-4 ................................................April 28, 2000 II-5 ................................................April 28, 2000 II-6 ...........................................February 3, 2000 II-6a ................................... September 14, 1995 II-6b ................................... September 14, 1995 II-7 .......................................... October 16, 1997 II-8 .......................................... January 14, 1982 II-9 ...................................... November 29, 2005 II-10 .................................... November 29, 2005
II-11 ..................................... November 29, 2005 II-12 ................................................ May 6, 1977 II-13 ............................................... June 2, 2000 II-14 .........................................February 3, 2000 II-15 .........................................February 3, 2000 II-16 .........................................February 3, 2000 II-17 ................................................ May 6, 1977 II-18 ................................................ May 6, 1977 II-19 ................................... September 14, 1995 II-20 ................................... September 14, 1995 II-21 ...............................................July 17, 1980 II-22 ...............................................July 17, 1980 II-23 ........................................ October 16, 1997 II-24 ...................................... December 7, 2007 II-24A .................................... December 7, 2007 II-24B .................................... December 7, 2007 II-25 ................................................ May 6, 1977 II-26 ................................... September 14, 1995 II-26a ................................. September 14, 1995 II-26b ................................. September 14, 1995 II-27 ........................................ October 16, 1997 II-28 ........................................ January 14, 1982 II-28A ...................................... October 16, 1997 II-28B ...................................... October 16, 1997 II-29 ..............................................April 20, 1984 II-30 ................................................ May 6, 1977 II-31 ..............................................April 20, 1984 II-32 ................................................ May 6, 1977 i Title .............................................. May 6, 1977 ii ..................................................... May 6, 1977 iii ........................................ November 14, 2014 iv ........................................ November 14, 2014 v ..............................................February 9, 1979 vi ............................................ January 28, 1982 vii ...................................... September 14, 1995 viii ...................................... November 29, 2005 ix ........................................ November 14, 2014 x ........................................... December 7, 2007

FAA Approved: February 9, 1979 Revised: November 14, 2014FAA Approved: May 6, 1977 iv 

# MERLIN SA226-AT

FAA Approved: November 14, 1978 Revised: November 14, 2014 FAA APPROVED AIRPLANE FLIGHT MANUAL REISSUE B S/N AT–001 AND SUBSEQUENT

LIST OF EFFECTIVE PAGES (continued)

SECTION III

Page Date Page Date

SECTION IV

Page Date Page Date III-i ....................................... November 14, 2014 III-ii ...................................... November 14, 2014 III-1 ..................................... November 14, 2014 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-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

IV-i .................................................. May 6, 1977 IV-ii.................................................. May 6, 1977 IV-1 ................................................. May 6, 1977 IV-2 ................................................. May 6, 1977 IV-3 ................................................. May 6, 1977 IV-4 ................................................. May 6, 1977 IV-5 ................................................. May 6, 1977 IV-6 ................................................. May 6, 1977 IV-7 ................................................. May 6, 1977 IV-8 ................................................. May 6, 1977 IV-9 ................................................. May 6, 1977 IV-10 ............................................... May 6, 1977 IV-11 ............................................... May 6, 1977 IV-12 ............................................... May 6, 1977 IV-13 ............................................... May 6, 1977 IV-14 ............................................... May 6, 1977 IV-15 ............................................... May 6, 1977 IV-16 ............................................... May 6, 1977 IV-17 ............................................... May 6, 1977 IV-18 ............................................... May 6, 1977 IV-19 ............................................... May 6, 1977 IV-20 ............................................... May 6, 1977 IV-21 ............................................... May 6, 1977 IV-22 ............................................... May 6, 1977 IV-23 ............................................... May 6, 1977 IV-24 ............................................... May 6, 1977 IV-25 ............................................... May 6, 1977 IV-26 ............................................... May 6, 1977 IV-27 ............................................... May 6, 1977 IV-28 ............................................... May 6, 1977 IV-29 ............................................... May 6, 1977 IV-30 ............................................... May 6, 1977 IV-31 ............................................... May 6, 1977 IV-32 ............................................... May 6, 1977 IV-33 ................................... November 14, 1978 IV-34 ................................... November 14, 1978 IV-35 ................................... November 14, 1978 IV-36 ............................................... May 6, 1977FAA Approved: May 6, 1977 x 

# MERLIN SA226-AT

FAA Approved: December 7, 2007 LIST OF REVISIONS (continued)

Rev Pages FAA Approved No. Affected Description Date ByFAA Approved: May 6, 1977 Revised: November 14, 2014 III–i 

# MERLIN SA226-AT

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 .......................................................................III–4 Engine Failure During Flight .................................................................................................. .........III–5 Double Engine Failure (Restarts/Relights Unsuccessful) ...............................................................III–5 Engine - Propeller Uncoupling ................................................................................................. ....... III-6
Airstart Procedure............................................................................................................. ..............III–6 Aborted Airstart (Due to No Combustion) ....................................................................................... |||–7 Single Engine Landing.......................................................................................................... ..........III–8 Single Engine Go-Around ....................................................................................................... ........III–8 Chip Light On Prior to Takeoff ................................................................................................ ........III–8 Chip Light On During Flight ................................................................................................... .........III–9 Boost Pump Failure ............................................................................................................ ............III–9 Fuel Transfer Pump Warning Light On ........................................................................................... III–9
Power Plant Control Malfunction ............................................................................................... .....III–9 No Response to Power Lever Movement ..................................................................................... III-10
Cabin Pressurization Malfunctions
Low Pressure Malfunction ...................................................................................................II I–10 High Pressure Malfunction ..................................................................................................II I–10
Excessive Rate of Pressurization ........................................................................................III–1 1 Emergency Descent Procedure.................................................................................................... III–11 Cargo or Cabin Door Warning Light On
Prior to Takeoff .....................................................................................................................|||–12 In Flight .................................................................................................................... ............|||–12
Smoke in Cabin ................................................................................................................ ............III–12 Wheelwell and Wing Overheat Light On Steady Light ................................................................................................................. ........|||–13 Flashing Light ............................................................................................................... .......|||–13 Hydraulic System Failure....................................................................................................... .......III–14 Landing Gear Emergency Extension ............................................................................................II I–14 Gear Up Landings .............................................................................................................. ..........III–15 Electrical System Failures
Excessive Ammeter Indication .............................................................................................III– 16 Battery Fault Light On......................................................................................................... ..........III–16 Battery Overheat Warning Light On During Flight ...............................................................III–18 Generator Inoperative – Ammeter Reading Zero ................................................................III–18 Circuit Breaker Tripped ...................................................................................................... ..III–18 Inverter Inoperative ......................................................................................................... .....III–18
Electrical Bus Failure ....................................................................................................... ....III–19
Electrical Smoke or Fire ..................................................................................................... .III–19
Total Electrical Failure ..................................................................................................... ....III–19FAA Approved: May 6, 1977 Revised: November 14, 2014 III–ii 

# MERLIN SA226-AT

CONTENTS (continued)

Item Page

Nose Wheel Steering Malfunction Sidearm Control Wheel System (when installed) ................................................................III–20 Variable Authority Nose Wheel Steering System (when installed in accordance with SB 226 32-032) .....................................................................................III–20 Variable Authority Nose Wheel Steering System (On those aircraft which
have been modi fi ed in accordance with Service Bulletin 32-037) ....................................III–21
Electrical Malfunction ..................................................................................................III–2 1 Hydraulic Malfunction .................................................................................................III–21
Stabilizer Trim Malfunctions Pilot's Trim System Inoperative ...........................................................................................III –23 Copilot's Trim System Inoperative .......................................................................................III–2 3 Both Pilot's and Copilot's Trim System Inoperative .............................................................III–23 Go-Around with Stabilizer Trim Inoperative .........................................................................III–24 Stabilizer Trim System Runaway .........................................................................................III–24 Stall Avoidance System (SAS) Malfunctions SAS Fault Light On (Steady or Flashing) ............................................................................III–25
SAS Malfunction – Nose Down ...........................................................................................III–25 Aural Stall Warning at Speeds Well in Excess of Normal Stall Warning Speeds ................III–26
Instrument Static Pressure Malfunction ........................................................................................ III–26
Weather Conditions Conducive to Severe In- fl ight Icing ..............................................................III–27 Procedures for Exiting the Severe Icing Environment ..................................................................III–27 Inadvertent Icing Encounter.................................................................................................... ......III–28 Emergency Exits................................................................................................................ ...........III–29III–1 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

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: May 6, 1976 Revised: May 11, 1999III–2 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

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 AT–001 THROUGH AT–033)

THE FUEL SHUTOFF VALVE MUST BE CLOSED BEFORE
THE FIRE EXTINGUISHER SYSTEM CAN BE ACTUATED.

5. FIRE EXTINGUISHER SWITCH (if installed on affected engine) ....................... 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 AT–001 THROUGH AT–033)

THE FUEL SHUTOFF VALVE MUST BE CLOSED BEFORE
THE FIRE EXTINGUISHER SYSTEM CAN BE 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 8. Power Lever (operating engine) .......................................................................AS REQUIRED 9. Bleed Air (operating engine) .............................................................................AS REQUIRED

FAA Approved: May 6, 1976 Revised: November 14, 2014III–3 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

ENGINE FIRE DURING FLIGHT (continued)

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) ................................................................ 300 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 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 THRUSTTHAN 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

FAA Approved: May 6, 1976 Revised: November 14, 2014III–4 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

ENGINE FAILURE DURING TAKEOFF – TAKEOFF CONTINUED

WARNING

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

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

1. POWER LEVER (operating engine) ................................................ SET TAKEOFF POWER

NOTE

Set 923 o C ITT or 2,363 foot–pound torque, whichever occurs fi rst, If the 2363 foot–pound torque limit is not being developed and bleed air is on, increased power may be obtained by selecting bleed air off.

2. LANDING GEAR .........................................................................RETRACT AFTER LIFTOFF

WARNING

IF THE ENGINE FAILURE IS ACCOMPANIED BY A LEFT ESSENTIAL BUS FAILURE (AS INDICATED BY LOSS OF POWER TO THE GEAR POSITION INDICATOR) THE LANDING GEAR
WILL NOT RETRACT UNTIL THE LANDING GEAR CONTROL
ESSENTIAL BUS POWER TRANSFER IS MOVED TO THE RIGHT
BUS POSITION.

3. ENGINE STOP AND FEATHER CONTROL (failed engine) .......................................... PULL
4. AIRSPEED ...............................................SINGLE ENGINE BEST RATE OF CLIMB SPEED (SEE FIGURE 4–22A)

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) ................................................................ 300 AMPS MAXIMUM 9. Propeller Synchronizer ........................................................................ TAKEOFF – LANDING

FAA Approved: May 6, 1976 Revised: November 14, 2014III–5 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

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 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) ................................................................ 300 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).

FAA Approved: May 6, 1976 Revised: November 14, 2014III–6 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

DOUBLE ENGINE FAILURE (RESTARTS/RELIGHTS UNSUCCESSFUL) (continued)

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.

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 SHUT DOWN 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.

FAA Approved: May 6, 1976 Revised: November 14, 2014III–7 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

AIRSTART PROCEDURE (continued)

1. Speed Lever .................................. 96% RPM (THE 96% RPM SPEED LEVER POSITION
CAN BE OBTAINED BY SETTING THE OPERATING ENGINE SPEED AT 96% RPM AND ALIGNING BOTH SPEED LEVERS.)
2. Power Lever .................................APPROXIMATELY 1/4 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
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 TO RISE.
18. Fuel and Oil Pressure .......................................................................................... GREEN ARC
19. Generator Switch .................................................................................................... RESET /ON 20. Bleed Air Switch ................................................................................................ NORMAL (O N)

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

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.

Revised: November 14, 2014III–8 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

SINGLE ENGINE LANDING (continued)

Use normal procedures with the following exceptions:

1. Fuel Cross fl ow Switch ................... OPEN (BALANCE FUEL WITHIN 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.

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 REQUIRE D
2. LANDING GEAR .................................................................................................... RETRACT
3. FLAPS ........................................................................................RETRACT IN INCREMENTS
4. AIRSPEED ...............................................SINGLE ENGINE BEST RATE OF CLIMB SPEED (SEE FIGURE 4–22A)
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.

FAA Approved: May 6, 1976 Revised: November 14, 2014III–9 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

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



### B In the event of a boost pump failure, as indicated by low fuel pressure, the auxiliary boost pump should be selected.

A In the event of a primary AC pump failure, as indicated by low fuel pressure, either because of the pump malfunction or an alternator failure, the system will automatically switch to the DC fuel pump. If this automatic transfer does not occur, manual selection of the DC pump can be accomplished by placing the boost pump in the "DC" position.

NOTE

See Figure 1–1 for "no boost pumps required" fl ight envelope.

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.



### B S/N AT–003 and subsequent. (Equipped with generators – no alternators.)



### A S/N AT–001 and AT–002. (Equipped with generators and alternators.)

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.

FAA Approved: May 6, 1976 Revised: November 14, 2014III–10 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

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

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

FAA Approved: May 6, 1976 Revised: November 14, 2014III–11 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

FAA Approved: October 25, 1977 CABIN PRESSURIZATION MALFUNCTIONS (continued)

NOTE

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

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 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 ........................................................................................................D UMP

NOTE

If the cabin pressure is dumped when a signi fi cant cabin pressuredifferential 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 pressuredifferential 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

FAA Approved: May 6, 1976 Revised: November 14, 2014III–12 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

FAA Approved: October 25, 1977 CARGO OR CABIN DOOR WARNING LIGHT ON

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.

• If smoke originates in rear of the aircraft depressurize using cabin pressure manual control. This will allow the smoke to vacate from the tail rather than through the cockpit.

8. Source of Smoke ................................................................................................ DETERMINE
a. Electrical source • Eliminate source of smoke by following Electrical Smoke or Fire Procedure (see page III–16).
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: May 6, 1976 Revised: November 14, 2014III–13 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

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

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

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

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

CAUTION

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

FAA Approved: May 6, 1976 Revised: November 14, 2014III–14 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

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 gear 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.

LANDING GEAR EMERGENCY EXTENSION

1. Airspeed ................................................................................................. 176 KCAS 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 notprovide 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: May 6, 1976 Revised: November 14, 2014III–15 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

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: May 6, 1976 Revised: November 14, 2014III–16 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

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 condition 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.

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: May 6, 1976 Revised: November 14, 2014III–17 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

ELECTRICAL SYSTEM FAILURES (continued)

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

All electrically operated components can be operated normally on power from the generators when the battery switches are off.

FAA Approved: May 6, 1976 Revised: November 14, 2014III–18 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

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 red warning light caused by a thermal runaway may sometimes be veri fi ed by observing sustained and excessively high generator loads when the affected battery
switch is on.

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 300 AMPS LOAD ON OPERATING GENERATOR.

CIRCUIT BREAKER TRIPPED

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

CAUTION

IF CIRCUIT BREAKER TRIPS AGAIN, DO NOT RESET.

INVERTER INOPERATIVE

• Leave speed levers at maximum RPM after landing in order to use alternators. 

### A S/N AT–001 and AT–002.

• Select other inverter. 

### B S/N AT–003 and subsequent.

FAA Approved: May 6, 1976 Revised: November 14, 2014III–19 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

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. 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

2. Smoke or Fire From Nonessential Bus
• Nonessential bus tie switch ......................................................................................... OFF

TOTAL ELECTRICAL FAILURE

1. ENTRANCE LIGHT SWITCH ...........................................................................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: May 6, 1976 Revised: November 14, 2014III–20 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

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: May 6, 1976 Revised: November 14, 2014III–21 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

NOSE WHEEL STEERING MALFUNCTION (continued)

VARIABLE AUTHORITY NOSE WHEEL STEERING SYSTEM (On those aircraft which have been
modi fi ed in accordance with Service Bulletin 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 BUTON ................................................................................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 speed lever switch will be effective if the nose wheel steering switch is OFF. Therefore, if the switch is OFF, corrective action must be preceded by arming the nose wheel steering system.

FAA Approved: May 6, 1976 Revised: November 14, 2014III–22 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

NOSE WHEEL STEERING MALFUNCTION (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 OPERATIONS):
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 BUTON ................................................................ 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: May 6, 1976 Revised: November 14, 2014III–23 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

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, flap 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: October 16, 1997 Revised: November 14, 2014III–24 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

FAA Approved: October 16, 1997 Revised: November 14, 2014 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 fl ight 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 POSITI0N FROM WHERE
MALFUNCTION OCCURRED 4. Retrim as requiredIII–25 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

STALL AVOIDANCE SYSTEM (SAS) MALFUNCTIONS

SAS FAULT LIGHT ON (STEADY OR FLASHING)

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 STALL
SPEED SHOULD BE MAINTAINED IN ALL OPERATIONS. ENSURE THAT TOUCHDOWN SPEED IS EQUAL TO OR GREATER

THAN 1.1 V S .

FAA Approved: November 14, 2014III–26 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

FAA Approved: November 14, 2014 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 ............................................................................................P ULL

CAUTION

WITH THE SAS DISENGAGED 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 .

INSTRUMENT STATIC PRESSURE MALFUNCTION

If the pilot's static 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.III–27 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

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 –18degrees 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, 2014III–28 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

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 .................................................................................................... HIGH6. 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, 2014III–29 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

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 (if installed) ......................................................................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–30 FAA Approved: May 6, 1977 

# MERLIN SA226-AT

INTENTIONALLY LEFT BLANK

FAA Approved: November 14, 2014