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

SUBJECT: REVISION 21 TO SA227-BC AFM (6BC)

TO: ALL OPERATORS AND AFM MANAGERS OF THE SA27-BC

1. Attached is Revision 21 to Sections 0 and 3 of your AFM.

2. File this transmittal letter in your AFM binder at the location most convenient to you.
P.O. Box 790490 • San Antonio, Texas 78279–0490 • (210) 824–9421
SA227-BC 

0-iii

6BC

FAA APPROVED: SEP 25/89 LIST OF EFFECTIVE PAGES

FAA APPROVED AIRPLANE FLIGHT MANUAL

LIST OF EFFECTIVE PAGES

PAGE DATE PAGE DATE

SECTION 1

PAGE DATE PAGE DATE

SECTION 2

PAGE DATE PAGE DATE

Title ...................................................... MAR 28/96

0-i..........................................................SEP 25/89

0-ii .........................................................SEP 25/89

0-iii ....................................................... DEC 09/14

0-iv ....................................................... DEC 09/14

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

0-vi ........................................................ FEB 08/90

0-vii ........................................................JUL 10/90

0-viii ......................................................SEP 25/89

0-ix .........................................................JUL 09/91

0-x......................................................... JUN 29/95

0-xi ........................................................MAY 11/99

0-xii ...................................................... DEC 09/14

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

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

1-1 ........................................................SEP 25/89

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

1-3 ........................................................SEP 25/89

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

1-5 .........................................................JUL 09/91

1-6 .........................................................JUL 09/91

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

1-8 ........................................................MAY 11/99

1-9 ....................................................... MAR 18/93

1-10 ......................................................MAY 11/99

1-11 ...................................................... DEC 21/92

1-12 ......................................................MAY 11/99

1-13 ......................................................MAY 11/99

1-14 ..................................................... MAR 18/93

1-15 ...................................................... JUN 29/95

1-16 ...................................................... JUN 29/95

1-17 ......................................................APR 22/91

1-18 ......................................................MAY 11/99

1-19 ......................................................APR 22/91

1-20 ..................................................... NOV 18/97

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

1-22 ...................................................... JUN 02/00

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

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

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

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

2-1 ........................................................SEP 25/89

2-2 ........................................................SEP 25/89

2-3 ........................................................SEP 25/89

2-4 ........................................................SEP 25/89

2-5 ........................................................APR 28/00

2-6 ........................................................APR 28/00

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

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

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

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

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

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

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

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

2-15 ......................................................MAY 11/99

2-16 ......................................................MAY 11/99

2-17 ......................................................MAY 11/99

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

2-19 ...................................................... JUN 29/95

FAA APPROVED: SEP 25/89

Revised: DEC 09/14
SA227-BC 

0-iv FAA APPROVED: SEP 25/89

6BC

LIST OF EFFECTIVE PAGES

FAA APPROVED AIRPLANE FLIGHT MANUAL

LIST OF EFFECTIVE PAGES (continued)

SECTION 2 (continued)

PAGE DATE PAGE DATE

SECTION 3

PAGE DATE PAGE DATE

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

2-21 ......................................................MAY 11/99

2-22 ......................................................MAY 11/99

2-23 ......................................................MAY 11/99

2-24 ......................................................MAY 11/99

2-25 ......................................................MAY 11/99

2-26 ...................................................... JUN 29/95

2-27 ......................................................SEP 25/89

2-28 ......................................................SEP 25/89

2-29 ......................................................SEP 25/89

2-30 ......................................................MAY 11/99

2-31 ...................................................... JUN 29/95

2-32 ......................................................SEP 25/89

2-33 ..................................................... NOV 18/97

2-34 ..................................................... NOV 18/97

2-35 ......................................................SEP 25/89

2-36 ...................................................... JUN 29/95

2-37 ......................................................SEP 25/89

2-38 ..................................................... NOV 18/97

2-39 ..................................................... NOV 18/97

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

2-41 ......................................................MAY 13/97

2-42 ......................................................SEP 25/89

2-43 ......................................................SEP 25/89

2-44 ...................................................... JUN 29/95

2-45 ......................................................SEP 25/89

2-46 ......................................................SEP 25/89

2-47 ......................................................SEP 25/89

2-48 ......................................................SEP 25/89

2-49 ......................................................SEP 25/89

2-50 ..................................................... NOV 18/97

2-51 ...................................................... JUN 29/95

2-52 ...................................................... JUN 29/95

2-53 ...................................................... JUN 02/00

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

3-i......................................................... DEC 09/14

3-ii ........................................................ DEC 09/14

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

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

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

3-4 ....................................................... DEC 09/14

3-5 ....................................................... DEC 09/14

3-6 ....................................................... DEC 09/14

3-7 ....................................................... DEC 09/14

3-8 ....................................................... DEC 09/14

3-9 ....................................................... DEC 09/14

3-10 ..................................................... DEC 09/14

3-11 ...................................................... DEC 09/14

3-12 ..................................................... DEC 09/14

3-13 ..................................................... DEC 09/14

3-14 ..................................................... DEC 09/14

3-15 ..................................................... DEC 09/14

3-16 ..................................................... DEC 09/14

3-17 ..................................................... DEC 09/14

3-18 ..................................................... DEC 09/14

3-19 ..................................................... DEC 09/14

3-20 ..................................................... DEC 09/14

3-21 ..................................................... DEC 09/14

3-22 ..................................................... DEC 09/14

3-23 ..................................................... DEC 09/14

3-24 ..................................................... DEC 09/14

3-25 ..................................................... DEC 09/14

3-26 ..................................................... DEC 09/14

3-27 ..................................................... DEC 09/14

3-28 ..................................................... DEC 09/14

3-29 ..................................................... DEC 09/14

3-30 ..................................................... DEC 09/14

3-31 ..................................................... DEC 09/14

3-32 ..................................................... DEC 09/14

3-33 ..................................................... DEC 09/14

3-34 ..................................................... DEC 09/14

3-35 ..................................................... DEC 09/14

3-36 ..................................................... DEC 09/14

FAA APPROVED: SEP 25/89

Revised: DEC 09/14
SA227-BC 

0-xi

6BC

FAA APPROVED: SEP 25/89 LIST OF REVISIONS

LIST OF REVISIONS (continued)

Revision Revised FAA Approved 

Number Pages Description of Revision Signature Date 

13

14

15

16

0-iii, 0-iv, 0-xi, 

0-xii, 2-40 and 

2-41

0-iii, 0-iv, 0-xi, 

1-2, 2-40 and 

2-41

0-iii thru 0-v, 0-xi, 

1-i, 1-20, 1-21, 

2-7, 2-18, 2-20, 

2-25, 2-30, 2-33, 

2-34, 2-38, 2-39, 

2-50, 2-53, 2-54, 

3A-i, 3A-ii, 3A-7 

thru 3A-7B

0-iii thru 0-v, 0-xi, 

1-7, 1-8, 1-10, 

1-12, 1-13, 1-18, 

1-24, 2-i, 2-ii, 2-6 

thru 2-17, 2-21 thru 

2-25, 2-30, 3-i, 3-1 

thru 3-15, 3-19, 

3A-i, 3A-4, 3A-6, 

3A-9 thru 3A-15, 

3A-17, 3A-18, 3A20 thru 3A-24, 3A28 thru 3A-30

Changed company name and 

area code on the cover, added 

pages 0-xi and 0-xii, changed 

Variable Authority NWS system 

for aircraft modifi ed by S.B. 227 

32-040.

Added to WARNING for Propeller 

Reversing, corrected NWS Power 

Lever Button(s) procedures.

"Revision 15 to this Airplane Flight 

Manual (AFM) is approved by the 

Manager of the Small Airplane Directorate as an alternative means of 

compliance with AD 96-09-16, paragraph (1)(a), approved in FAA letter 

dated January 1997." Changed 

Power Levers info on page 2-7 and 

made changes to Section 2 to match 

other AFM's. There were two pages 

added: 3A-7A and 3A-7B. After inserting this Revision, Remove TFM2 

REVISION dated OCT 20/95.

In Section 2 – revised Battery Start

and Ground Power Unit (GPU) Start;

Section 3A – Manual Ground Start 

Procedures to accommodate SB 

227 24-015 and SB 227 80-001. DeletedTables for –3 SRL Computer, 

moved –7/–8 and –10 SRL Computer 

Tables forward. In Section 3 – added 

Uncommanded Engine Acceleration 

to Notes, Double Engine Failure (Restarts/Relights Unsuccessful); revised 

Annunciator Panel, Double Generator 

Failure, Smoke in Aircraft, Wheelwell 

and Wing Overheat Warning Light On. 

Corrected editorial errors. Deleted six 

pages: 3-12A, 3-12B, 3A-23E thru 3A23H, added two pages: 3A-14A and 

3A-14B.

FAA APPROVED: MAR 28/96

Revised: MAY 11/99

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

SIGNATURE ON FILE

SIGNATURE ON FILE

SIGNATURE ON FILE

SIGNATURE ON FILE

SA227-BC 

FAA APPROVED: SEP 25/89

Revised: DEC 09/14

EMERGENCY PROCEDURES 3-i

6BC

TABLE OF CONTENTS 

EMERGENCY PROCEDURES 

ITEM PAGE

Introduction ............................................................................................................................................ 3-1 

Annunciator Panel ................................................................................................................................. 3-2 

Engine Fire on Ground .......................................................................................................................... 3-4 

Engine Fire in Flight............................................................................................................................... 3-4

Out-of-Trim Warning .............................................................................................................................. 3-5 

Engine Failure During Takeoff – Takeoff Aborted .................................................................................. 3-6 

Engine Failure During Takeoff – Takeoff Continued at or Above V1 ...................................................... 3-7 

Engine Failure During Flight .................................................................................................................. 3-9 

Engine - Propeller Uncoupling ............................................................................................................. 3-10

Airstart ................................................................................................................................................. 3-10 

Infl ight Relight .......................................................................................................................................3-11 

Single Engine Landing......................................................................................................................... 3-12 

 After Touchdown ......................................................................................................................... 3-12 

Single Engine Go-Around .................................................................................................................... 3-14 

Engine Control Malfunction ................................................................................................................. 3-14

No Response to Power Lever Movement ............................................................................................ 3-15 

Battery Temperature Caution/Warning Lights On ................................................................................ 3-16 

 Amber Light Illuminates .............................................................................................................. 3-16 

 Red Warning Light Illuminates (Any Phase of Operations) ........................................................ 3-16

Double Generator Failure .................................................................................................................... 3-17

Double Engine Failure (Restarts/Relights Unsuccessful) .................................................................... 3-17

Total Electrical Failure ......................................................................................................................... 3-18 

Smoke in Aircraft ................................................................................................................................. 3-19 

Wheelwell and Wing Overheat Warning Light On ............................................................................... 3-19 

 Steady Light ................................................................................................................................ 3-19 

 Flashing Light ............................................................................................................................. 3-20 

Cabin Pressurization Malfunctions ...................................................................................................... 3-20 

 Low Pressure Malfunction .......................................................................................................... 3-20 

 High Pressure Malfunction ......................................................................................................... 3-20 

 Excessive Rate of Pressurization ............................................................................................... 3-21 

Emergency Descent Procedure........................................................................................................... 3-22 

Cargo or Cabin Door Warning Light On .............................................................................................. 3-23 

Hydraulic System Failure..................................................................................................................... 3-24 

 Manual Gear Release System .................................................................................................... 3-24 

 Partial Flap Landings .................................................................................................................. 3-24 

Landing Gear Emergency Extension ................................................................................................... 3-25 

Gear Up Landings ............................................................................................................................... 3-27 

 Landing with All Three Gear Up .................................................................................................. 3-28 

 Landing with Nose Gear Up ....................................................................................................... 3-28 

 Landing with Nose Gear and One Main Gear Extended ............................................................ 3-28 

Stabilizer Trim Malfunctions................................................................................................................. 3-29 

 Stabilizer Trim System Runaway ................................................................................................ 3-29 

 Pilot’s Trim System Inoperative .................................................................................................. 3-29 

 Copilot’s Trim System Inoperative .............................................................................................. 3-29 

 Both Pilot’s and Copilot’s Trim Systems Inoperative .................................................................. 3-30 
SA227-BC 

3-ii

6BC

EMERGENCY PROCEDURES FAA APPROVED: SEP 25/89

Revised: DEC 09/14

TABLE OF CONTENTS (continued) 

EMERGENCY PROCEDURES 

ITEM PAGE

 Go-Around with Stabilizer Trim Inoperative ................................................................................ 3-31 

Stall Avoidance System (SAS) Malfunctions ....................................................................................... 3-32 

 SAS Fault Light On in Flight ....................................................................................................... 3-32 

 SAS Malfunction – Nose Down (Inadvertent Pusher) ................................................................. 3-32 

 Aural Stall Warning at Speeds Well in Excess of 

 Normal Stall Warning Speeds (Inadvertent Stall Warning) ...................................................... 3-33 

Emergency Exits.................................................................................................................................. 3-33 

Nose Wheel Steering Electrical Malfunction........................................................................................ 3-34 

Nose Wheel Steering Hydraulic Malfunction ....................................................................................... 3-35 
SA227-BC 

FAA APPROVED: SEP 25/89 EMERGENCY PROCEDURES 3-3

6BC

ANNUNCIATOR PANEL (continued)

LIGHT ILLUMINATED INDICATES THAT 

SAS FAULT (RED) a. Steady light: SAS computer power has failed or that 

power has failed in combination with servo failure. 

See page 3-27. On the ground, the SAS vane has 

blown full up. Check SAS indicator needle. 

 b. Flashing light: SAS servo or servo clutch has failed. 

See page 3-27. 

GEAR DOOR (POSITION) (RED) At least one of the main landing gear doors is not closed 

securely when on the ground. Do not take off. 

CABIN ALT(ITUDE) (AMBER) Cabin altitude is above 10,000 feet. See page 3-15.

NOSE STEER FAIL (AMBER) Hydraulic pressure is being applied to the nose steering 

actuator without pilot steering command. See page 3-30. 

FAA APPROVED: SEP 25/89

Revised: MAY 11/99
SA227-BC 

3-4

6BC

EMERGENCY PROCEDURES FAA APPROVED: SEP 25/89

ENGINE FIRE ON GROUND

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

 2. ENGINE STOP BUTTON (affected engine) ...................................................................... PRESS 

 3. FUEL SHUTOFF SWITCH (affected engine) ................................................................ CLOSED 

 4. HYDRAULIC SHUTOFF SWITCH (affected engine) ..................................................... CLOSED 

 5. FIRE EXTINGUISHER SWITCH (affected engine) ........................................................... PRESS 

 6. Generator Switch (affected engine) ......................................................................................... OFF 

NOTE 

Use of start test with respective generator switch ON may cause 

a battery fault and subsequent loss of ability to motor the engine. 

 7. Starter Test Switch (affected engine) ............................................................................... ENGAGE 

 8. Fuel Boost Pump Switch (affected engine) .............................................................................. OFF 

 9. Ignition Switch (affected engine) .............................................................................................. OFF 

 10. Affected Engine .................................................................MOTOR UNTIL ENGINE IS CLEARED 

ENGINE FIRE IN FLIGHT

WARNING

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

ENGINE NEGATIVE TORQUE SYSTEM (NTS) ONLY PROVIDES 

PARTIAL DRAG REDUCTION BUT NOT TO THE EXTENT OF A 

FULLY FEATHERED PROPELLER. 

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

DRAG.

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

 2. FUEL SHUTOFF SWITCH (affected engine) ................................................................ CLOSED 

 3. HYDRAULIC SHUTOFF SWITCH (affected engine) ..................................................... CLOSED 

 4. FIRE EXTINGUISHER SWITCH (affected engine) ........................................................... PRESS

 5. Fuel Boost Pump Switch (affected engine) .............................................................................. OFF 

 6. Generator Switch (affected engine) ......................................................................................... OFF 

 *7. Bleed Air Switch (affected engine) ........................................................................................... OFF 

 8. Ignition Switch (affected engine) .............................................................................................. OFF 

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

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

NOTE 

If the 100% torque limit is not being developed and bleed air is 

ON, increased power may be obtained by selecting bleed air 

OFF.

FAA APPROVED: SEP 25/89

Revised: DEC 09/14
SA227-BC 

FAA APPROVED: SEP 25/89 EMERGENCY PROCEDURES 3-5

6BC

ENGINE FIRE IN FLIGHT (continued)

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

 12. Generator (operating engine) ...................................................................... 300 AMPS MAXIMUM

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

OUT-OF-TRIM WARNING

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

FAA APPROVED: SEP 25/89

Revised: DEC 09/14
SA227-BC 

3-6

6BC

EMERGENCY PROCEDURES FAA APPROVED: SEP 25/89

ENGINE FAILURE DURING TAKEOFF – TAKEOFF ABORTED

1. POWER LEVERS .................................................................................................. GROUND IDLE

NOTE 

• Retard power levers to ground idle as directional control permits. 

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

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

engine. 

• If an uncommanded and uncontrolled increase in engine torque 

and EGT occurs, which does not respond to power lever inputs, 

shutdown the affected engine as soon as possible consistent with 

the safe operation of the aircraft. Refer to Manufacturer's Data 

discussion on Uncommanded Engine Acceleration.

2. BRAKES ................................................................................................................ AS REQUIRED

 3. Nose Wheel Steering ..............................................................................................AS REQUIRED 

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

CAUTION

REVERSE THRUST ON THE OPERATING ENGINE WILL CAUSE 

A YAWING MOMENT TOWARD THE OPERATING ENGINE WHICH 

IS PROPORTIONAL TO THE AMOUNT OF REVERSE THRUST 

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

COUNTERACTED BY OPPOSITE BRAKE, RUDDER, AND NOSE 

WHEEL STEERING. 

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

 6. Engine Clean Up Procedure (failed engine) 

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

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

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

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

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

 f. Ignition switch .................................................................................................................... OFF 

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

FAA APPROVED: SEP 25/89

Revised: DEC 09/14
SA227-BC 

FAA APPROVED: SEP 25/89 EMERGENCY PROCEDURES 3-7

6BC

ENGINE FAILURE DURING TAKEOFF – TAKEOFF CONTINUED AT OR ABOVE V1

WARNING

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

ENGINE NEGATIVE TORQUE SYSTEM (NTS) ONLY PROVIDES 

PARTIAL DRAG REDUCTION BUT NOT TO THE EXTENT OF A 

FULLY FEATHERED PROPELLER. 

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

DRAG.

1. TAKEOFF POWER SETTING ............................................................................................CHECK 

NOTE 

• Commanding high propeller blade angle by keeping the power 

lever of the inoperative engine well forward will reduce windmilling 

propeller drag in the event that NTS failure accompanies engine 

failure.

• If an uncommanded and uncontrolled increase in engine torque 

and EGT occurs, which does not respond to power lever inputs, 

shutdown the affected engine as soon as possible consistent with 

the safe operation of the aircraft. Refer to Manufacturer's Data 

discussion on Uncommanded Engine Acceleration.

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

(CLIMB AT V2 SPEED) 

*3. LANDING GEAR (after liftoff) .................................................................................................. UP

WARNING

IF THE ENGINE FAILURE IS ACCOMPANIED BY A LEFT ESSENTIAL BUS FAILURE (AS INDICATED BY LOSS OF POWER 

TO THE GEAR POSITION INDICATOR) THE LANDING GEAR 

WILL NOT RETRACT UNTIL THE LANDING GEAR CONTROL 

ESSENTIAL BUS POWER TRANSFER IS MOVED TO THE RIGHT 

BUS POSITION.

 

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

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

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

(CLIMB AT VYSE)

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

FAA APPROVED: SEP 25/89

Revised: DEC 09/14
SA227-BC 

3-8

6BC

EMERGENCY PROCEDURES FAA APPROVED: SEP 25/89

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

NOTE

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

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

for wet power should not be exceeded.

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

achieved, increased power may be obtained by turning bleed 

air OFF. 

 7. Engine Clean Up Procedure (failed engine) 

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

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

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

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

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

 f. Ignition switch .................................................................................................................... OFF 

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

 9. Generator (operating engine) ...................................................................... 300 AMPS MAXIMUM

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

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

FAA APPROVED: SEP 25/89

Revised: DEC 09/14
SA227-BC 

FAA APPROVED: SEP 25/89 EMERGENCY PROCEDURES 3-9

6BC

ENGINE FAILURE DURING FLIGHT

WARNING

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

ENGINE NEGATIVE TORQUE SYSTEM (NTS) ONLY PROVIDES 

PARTIAL DRAG REDUCTION BUT NOT TO THE EXTENT OF A 

FULLY FEATHERED PROPELLER. 

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

DRAG.

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

 2. Engine Clean Up Procedure (failed engine) 

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

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

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

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

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

 f. Ignition switch .................................................................................................................... OFF 

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

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

NOTE 

• If the 100% torque limit is not being developed and bleed air 

is ON, increased power may be obtained by selecting bleed 

air OFF.

• If an uncommanded and uncontrolled increase in engine torque 

and EGT occurs, which does not respond to power lever inputs, 

shutdown the affected engine as soon as possible consistent with 

the safe operation of the aircraft. Refer to Manufacturer's Data 

discussion on Uncommanded Engine Acceleration.

 5. Trim .........................................................................................................................AS REQUIRED 

 6. Generator (operating engine) ...................................................................... 300 AMPS MAXIMUM

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

FAA APPROVED: SEP 25/89

Revised: DEC 09/14
SA227-BC 

3-10

6BC

EMERGENCY PROCEDURES FAA APPROVED: SEP 25/89

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

CAUTION

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

OR EXCESSIVE VIBRATION, AN AIRSTART SHOULD NOT BE 

ATTEMPTED. AIRSTART FOLLOWING INTENTIONAL ENGINE 

SHUTDOWN IS COVERED IN SECTION 3A, ABNORMAL PROCEDURES. 

FAA APPROVED: SEP 25/89

Revised: DEC 09/14
SA227-BC 

FAA APPROVED: SEP 25/89 EMERGENCY PROCEDURES 3-11

6BC

INFLIGHT RELIGHT 

CAUTION

• THIS PROCEDURE IS INTENDED FOR USE DURING FLIGHT 

ONLY.

• ATTEMPTED USE OF THIS PROCEDURE WHILE ON THE 

GROUND WITH LIMITED AIRFLOW THROUGH THE ENGINE 

COULD RESULT IN ENGINE OVER-TEMPERATURES.

• THIS PROCEDURE IS INTENDED FOR USE ONLY WHEN THE 

REASON FOR THE INADVERTENT FLAMEOUT IS KNOWN 

WITH CERTAINTY AND WHEN THE PILOT IS CERTAIN 

THAT A RELIGHT WILL NOT AGGRAVATE THE CONDITION. 

 

 1. Power Lever .......................... APPROXIMATELY 1/4 INCH (6 mm) FORWARD OF FLIGHT IDLE

 (UNTIL LANDING GEAR WARNING HORN IS SILENCED) 

 2. Speed Lever .................................................................................... APPROXIMATELY 97% RPM 

 3. Airspeed ......................................................................................... BETWEEN 180 AND 100 KIAS 

 4. RPM ......................................................................................................BETWEEN 60% AND 10% 

 5. Engine Start Button .................................................................................. PRESS MOMENTARILY 

NOTE

• Press the start button in only long enough to obtain ignition 

and fuel fl ow and subsequent light-off. 

 • If RPM has decayed below 10%, the start button will have to be 

held in while the unfeathering pump drives the propeller blades to 

fi ner pitch and RPM increases to above 10%. Ignition, fuel fl ow, 

and light-off should then occur.

• Engine relight will not occur if the SRL computer speed switch 

function has failed or if the SRL – ∆ P/P switch is in the OFF 

position. 

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

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

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

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

NOTE 

Engine relight should be expected to occur automatically if the 

Ignition Switch is in AUTO and fuel is available at the igniters. 

FAA APPROVED: SEP 25/89

Revised: DEC 09/14
SA227-BC 

3-12

6BC

EMERGENCY PROCEDURES FAA APPROVED: SEP 25/89

SINGLE ENGINE LANDING

WARNING

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

ENGINE NEGATIVE TORQUE SYSTEM (NTS) ONLY PROVIDES 

PARTIAL DRAG REDUCTION BUT NOT TO THE EXTENT OF A 

FULLY FEATHERED PROPELLER. 

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

DRAG.

NOTE

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

distance shown in Figure 4G-3.

• Use two engine approach speeds shown in Figure 4G-3.

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

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

NOTE

If excess fuel imbalance is indicated by fuel quantity gauge 

and/or aileron trim position, balance fuel by utilizing the fuel 

cross fl ow.

 3. Fuel Crossfl ow Switch ...............................OPEN IF REQUIRED TO BALANCE, THEN CLOSED 

 4. Cabin Differential Pressure ................................................................................................... ZERO 

 5. Electrical Load ......................................................................TURN OFF NONESSENTIAL ITEMS 

 6. Speed Lever (operating engine) ................................................................................... HIGH RPM

 7. Flaps ............................................................................................DO NOT EXTEND BEYOND 1/2

 UNTIL LANDING IS ASSURED 

 8. Landing Gear ................................................................ EXTEND WHEN LANDING IS ASSURED 

 9. Nose Wheel Steering ......................................................................................................... ARMED 

 10. Ignition Switch (operating engine) .......................................................................AUTO OR CONT 

AFTER TOUCHDOWN

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

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

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

NOTE 

Retard power levers to ground idle as directional control 

permits. Retarding the power lever of the operating engine from 

fl ight idle to ground idle will cause the airplane to yaw toward 

the operating engine. 

FAA APPROVED: SEP 25/89

Revised: DEC 09/14
SA227-BC 

FAA APPROVED: SEP 25/89 EMERGENCY PROCEDURES 3-13

6BC

SINGLE ENGINE LANDING (continued)

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

CAUTION

REVERSE THRUST ON THE OPERATING ENGINE WILL CAUSE 

A YAWING MOMENT TOWARD THE OPERATING ENGINE WHICH 

IS PROPORTIONAL TO THE AMOUNT OF 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: SEP 25/89

Revised: DEC 09/14
SA227-BC 

3-14

6BC

EMERGENCY PROCEDURES FAA APPROVED: SEP 25/89

SINGLE ENGINE GO-AROUND

WARNING

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

ENGINE NEGATIVE TORQUE SYSTEM (NTS) ONLY PROVIDES 

PARTIAL DRAG REDUCTION BUT NOT TO THE EXTENT OF A 

FULLY FEATHERED PROPELLER. 

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

DRAG.

CAUTION

• THE FOLLOWING PROCEDURE ASSUMES THAT THE SINGLE 

ENGINE GO-AROUND BEGINS WITH GEAR DOWN, FLAPS NO 

MORE THAN 1/2 DOWN, AND AIRSPEED AT OR HIGHER THAN 

APPROACH SPEED.

• PERFORMANCE AND CONTROL LIMITATIONS WITH FULL 

FLAPS AND GEAR DOWN MAY PRECLUDE SUCCESSFUL 

SINGLE ENGINE GO-AROUND. 

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

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

 3. Flaps ...........................................................................................................................................UP 

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

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

NOTE 

VYSE is approximately 18 KIAS greater than approach speed. 

 *5. Bleed Air Switch ....................................................................................................................... OFF 

 6. Engine Anti-Ice ......................................................................................OFF UNLESS REQUIRED 

ENGINE CONTROL MALFUNCTION

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

FAA APPROVED: SEP 25/89

Revised: DEC 09/14
SA227-BC 

FAA APPROVED: SEP 25/89 EMERGENCY PROCEDURES 3-15

6BC

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 PT2 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: SEP 25/89

Revised: Revised: DEC 09/14 JUN 29/95
SA227-BC 

3-16

6BC

EMERGENCY PROCEDURES FAA APPROVED: SEP 25/89

BATTERY TEMPERATURE CAUTION / WARNING LIGHTS ON

NOTE

• The amber caution light illuminates if either battery temperature 

reaches 120o, plus or minus 3oF. 

• The red warning light illuminates if either battery temperature 

reaches 150o, plus or minus 3oF. 

AMBER LIGHT ILLUMINATES 

 

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

NOTE

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

• Leaving the battery switch off for several minutes following a 

caution light may allow the battery to cool enough to extinguish 

the light. 

 

 2. After Engine Start .........................................MONITOR BATTERY TEMPERATURE INDICATOR 

AND GENERATOR LOADS 

 3. Temperature Increasing to 140oF ................................................................... DO NOT TAKE OFF 

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

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

 LOADS/AFFECTED BATTERY SWITCH OFF IF REQUIRED 

RED WARNING LIGHT ILLUMINATES (Any Phase of Operations)

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

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

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

WARNING 

• WHEN ON GROUND, SHUT DOWN ENGINES AND INSPECT 

AFFECTED BATTERY AS SOON AS POSSIBLE.

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

PRACTICABLE AND INSPECT BATTERY. 

• TAKEOFF AFTER A BATTERY TEMPERATURE WARNING 

(RED LIGHT) ILLUMINATES IS PROHIBITED UNTIL THE 

CAUSE OF THE OVERHEAT WARNING IS CORRECTED.

NOTE

A battery temperature red warning light caused by a thermal runaway 

may sometimes be verifi ed by observing sustained and excessively 

high generator loads when the affected battery switch is on.

FAA APPROVED: SEP 25/89

Revised: DEC 09/14
SA227-BC 

FAA APPROVED: SEP 25/89 EMERGENCY PROCEDURES 3-17

6BC

DOUBLE GENERATOR FAILURE

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

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

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

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

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

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

NOTE

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

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

rather than risking a second double generator failure.

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

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

NOTE

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

put a single generator on line.

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

(except auxiliary air conditioning systems) will be functional 

on battery power. However, electrical loads should be quickly 

reduced to the minimum for existing fl ight conditions to prolong 

battery life.

WARNING

WHEN IN FLIGHT ON BATTERY POWER ALONE, LAND AS SOON 

AS PRACTICABLE TO PRECLUDE COMPLETE ELECTRICAL FAILURE.

DOUBLE ENGINE FAILURE (RESTARTS/RELIGHTS UNSUCCESSFUL)

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

GLIDE AIRSPEED

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

 AIRSPEED (KIAS) 160 150 140 130

NOTE

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

indicator.

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

(2NM/1,000 FT AGL).

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

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

 4. Complete Engine Failure During Flight Checklist

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

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

FAA APPROVED: SEP 25/89

Revised: Revised: DEC 09/14 JUN 29/95
SA227-BC 

3-18

6BC

EMERGENCY PROCEDURES FAA APPROVED: SEP 25/89

TOTAL ELECTRICAL FAILURE

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

NOTE

The pilot's overhead and entrance door fl ood lights are powered by 

the left battery when the entrance light switch is in its ON position.

 2. Both Battery and Both Generator Switches ............................................................................. OFF

 3. Battery Switches (Individually) ...................................................................................... RESET/ON

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

If total electrical failure occurred as a result of lightning strike or static discharge, the aircraft should be 

thoroughly inspected for evidence of lightning damage. See the SA227 Maintenance Manual, Chapter 

05 and the TPE 331 Maintenance Manual, Chapter 72.

SMOKE IN AIRCRAFT

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

 2. If Smoke or Fire from Electrical Source: 

 *a. Smoke or fi re from essential bus: 

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

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

 *b. Smoke or fi re from nonessential bus 

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

 3. If Smoke from Bleed Air Source: 

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

 CONTINUES, TURN BACK ON AND

 TURN OTHER SOURCE OFF. IF

 UNSUCCESSFUL, TURN OFF BOTH SOURCES. 

NOTE 

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

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

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

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

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

 AND SELECT FULL DECREASE. WHEN

 PRESSURE DIFFERENTIAL IS ZERO,

 ACTIVATE CABIN DUMP SWITCH 

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

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

FAA APPROVED: SEP 25/89

Revised: DEC 09/14
SA227-BC 

FAA APPROVED: SEP 25/89 EMERGENCY PROCEDURES 3-19

6BC

SMOKE IN AIRCRAFT (continued)

 

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

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

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

NOTE

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

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

stop the fl ow of bleed air.

• If an engine must be shut down to prevent bleed air from 

entering the cockpit and cabin, the landing gear should be 

retracted to ensure adequate single engine performance.

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

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

or smoke evacuation procedures, land immediately at the nearest 

suitable airport.

WHEELWELL AND WING OVERHEAT WARNING LIGHT ON

STEADY LIGHT (indicates brake fi re, wheelwell or air conditioning duct overheat) 

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

 2. LANDING GEAR ................................................................................................................. DOWN

 Leave gear extended at least three (3) minutes to allow cooling of overheated brakes in order 

to preclude a brake/tire fi re and tire explosion.

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

NOTE

If the warning light extinguishes, retract the landing gear after 

three (3) minutes cooling and continue fl ight with the bleed air 

OFF; the generator may be RESET/ON. If the light reilluminates 

STEADY, extend the gear. Expect performance degradation due 

to the drag of the gear. A diversion and precautionary landing 

may be necessary. If the light changes to a FLASHING mode 

complete the wheelwell wing overheat fl ashing items.

CAUTION

IF THE WARNING LIGHT DOES NOT EXTINGUISH WITHIN THREE 

MINUTES, THE AFFECTED ENGINE SHOULD BE SHUT DOWN. 

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

FAA APPROVED: SEP 25/89

Revised: DEC 09/14
SA227-BC 

3-20

6BC

EMERGENCY PROCEDURES FAA APPROVED: SEP 25/89

WHEELWELL AND WING OVERHEAT WARNING LIGHT ON (continued)

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

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

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

CAUTION

IF THE WARNING LIGHT DOES NOT EXTINGUISH WITHIN 

THREE MINUTES, THE AFFECTED ENGINE SHOULD BE 

SHUT DOWN. 

CABIN PRESSURIZATION MALFUNCTIONS

LOW PRESSURE MALFUNCTION

The cabin altitude warning light illuminates when the cabin pressure is equivalent to a pressure altitude 

between 10,000 feet and 12,000 feet. Check cabin altitude, differential pressure, controller setting, cabin 

dump switch and CAWI/Water Injection switch. If the cabin pressurization controller is not providing proper 

cabin pressure, change to manual operation. If the desired cabin altitude or differential pressure still cannot 

be attained, an excessive leak exists and it may be necessary to descend or use oxygen. 

HIGH PRESSURE MALFUNCTION

If the cabin differential pressure exceeds the normal limit of 7.0 psi (48.3 kPa), the cabin pressurization 

controller may have failed and allowed the outfl ow valve to close. Open the manual control valve approximately 1/2 turn; select MANUAL position on the cabin pressure selector, and regulate pressure manually. 

If manual control is ineffective, the safety valve should relieve excess cabin pressure at 7.25 psi (50 kPa). 

Prior to landing, the cabin pressure differential must be eliminated by use of the manual control or the 

following alternate procedure: 

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

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

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

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

NOTE 

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

normally be restricted to situations where cabin pressure differential 

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

control are ineffective. 

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

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

FAA APPROVED: SEP 25/89

Revised: DEC 09/14
SA227-BC 

FAA APPROVED: SEP 25/89 EMERGENCY PROCEDURES 3-21

6BC

CABIN PRESSURIZATION MALFUNCTIONS (continued) 

EXCESSIVE RATE OF PRESSURIZATION

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

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

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

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

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

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

from one engine. 

 

 If the pressure surge does not decrease: 

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

NOTE 

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

normally be restricted to situations where cabin pressure differential 

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

control are ineffective. 

FAA APPROVED: SEP 25/89

Revised: DEC 09/14
SA227-BC 

3-22

6BC

EMERGENCY PROCEDURES FAA APPROVED: SEP 25/89

EMERGENCY DESCENT PROCEDURE 

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

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

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

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

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

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

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

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

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

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

NOTE

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

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

KIAS in the 1/2 fl aps confi guration.

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

 feet within three and one-half minutes when initiated from 

cruise power and airspeed. 

FAA APPROVED: SEP 25/89

Revised: DEC 09/14
SA227-BC 

FAA APPROVED: SEP 25/89 EMERGENCY PROCEDURES 3-23

6BC

CARGO OR CABIN DOOR WARNING LIGHT ON

An illuminated CABIN DOOR or CARGO DOOR red warning light indicates that the affected door is not 

closed securely and may not be safe for fl ight. All door latches must extend fully and engage the door 

latch switches in order to extinguish the door warning lights. In addition, the cargo door handle must be 

in its fully closed position for that warning light to go out. Maladjusted door latch switches may cause 

nuisance illumination of either of the door warning lights. This problem typically occurs when the cabin 

differential pressure reaches approximately 5 psi during climbs. Reducing cabin differential pressure to 

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

and the warning light to go out. 

EITHER DOOR WARNING LIGHT ON

(DURING GROUND OPERATIONS)

 1. Do not take off. 

 2. Determine cause of door warning prior to fl ight.

(DURING INITIAL PART OF TAKEOFF ROLL)

 1. Takeoff ................................................................................................................................ ABORT 

 2. Determine cause of door warning prior to fl ight.

(DURING FINAL PART OF TAKEOFF ROLL)

 1. Takeoff ..........................................................................................................................CONTINUE 

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

 3. Seat Belt Signs .......................................................................................................................... ON 

 4. Crew and Passengers ........................................................ KEEP CLEAR OF AFFECTED DOOR 

 5. Land as soon as practicable. 

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

(DURING FLIGHT)

 1. Seat Belt Signs .......................................................................................................................... ON 

 2. Crew and Passengers ........................................................ KEEP CLEAR OF AFFECTED DOOR 

 3. Cabin Differential Pressure ...................................................................................REDUCE UNTIL

WARNING LIGHT GOES OUT 

 4. Descent ...................................................................................................................AS REQUIRED 

 5. Land as soon as practicable. 

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

FAA APPROVED: SEP 25/89

Revised: DEC 09/14
SA227-BC 

3-24

6BC

EMERGENCY PROCEDURES FAA APPROVED: SEP 25/89

HYDRAULIC SYSTEM FAILURE 

In case of hydraulic system failure: 

 1. Prepare for emergency extension of the landing gear. 

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

 3. Ensure that the nose wheel steering switch is turned off and remains off. 

WARNING 

IN THE EVENT OF A HYDRAULIC SYSTEM MALFUNCTION, 

THE NOSE WHEEL STEERING SYSTEM MUST NOT BE 

ARMED. STEER WITH BRAKES, POWER, AND RUDDER. 

MANUAL GEAR RELEASE SYSTEM

An emergency hand pump and a cable operated manual release system are provided to extend the 

landing gear in the event of a hydraulic system failure. A stand pipe system in the hydraulic reservoir 

provides a supply of fl uid for hand pump operation. the manual release system also permits free fall 

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

PARTIAL FLAP LANDINGS

There are no provisions to extend or retract the fl aps following a hydraulic system failure. Landing approach should be made at approximately 1.3 VS1 for the existing confi guration. 

APPROACH SPEEDS (KIAS)

 WEIGHT (1,000 POUNDS)

 10.0 10.5 11.0 11.5 12.0 12.5 13.0 13.5 14.0 14.5 15.0 15.5 16.0

 1/2 FLAPS 103 105 107 108 110 111 113 114 116 118 119 121 122

 1/4 FLAPS 108 110 112 113 115 116 118 120 121 123 125 127 128

 NO FLAPS 110 112 114 116 118 120 122 124 126 128 130 132 134

Compute fl aps up landing distances by adding 75 % to the landing distance shown in Figure 4G-3.

FAA APPROVED: SEP 25/89

Revised: DEC 09/14
SA227-BC 

FAA APPROVED: SEP 25/89 EMERGENCY PROCEDURES 3-25

6BC

LANDING GEAR EMERGENCY EXTENSION

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

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

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

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

90o FORWARD 

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

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

NOTE

• Strong resistance to pump handle motion gives suffi cient pressure 

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

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

gear electrical control system, the hydraulic pressure gauge will 

continue to indicate approximately 2,000 psi system pressure. 

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

detected only by the effort required to move the emergency 

hand pump.

• If a failure at the bottom of the hydraulic pack allows depletion of all hydraulic fl uid, the emergency hand pump will not 

provide pressure. Nevertheless, Step 3 above will allow the 

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

• Hydraulic pressure to the nose wheel steering system will not be 

available following landing gear emergency extension required by 

either hydraulic failures or gear position selector valve electrical 

failures. Do not arm nose wheel steering.

FAA APPROVED: SEP 25/89

Revised: DEC 09/14
SA227-BC 

3-26

6BC

EMERGENCY PROCEDURES FAA APPROVED: SEP 25/89

LANDING GEAR EMERGENCY EXTENSION (continued)

If the gear does not extend, the following additional procedure may allow the gear to extend. 

NOTE 

Extending the landing gear in this manner requires that the airplane 

be slowed to a minimum safe airspeed. Therefore, this procedure 

must be performed at high enough altitude to ensure safe fl ight 

operation.

 1. Retract the gear.

NOTE 

If the landing gear will not retract, check that the hand pump 

valve handle and the emergency release lever have been returned 

to their normal positions.

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

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

 

 4. If the gear fails to extend, repeat the above procedure. If the gear still will not extend, repeat 

the above procedure using the emergency gear release lever instead of the landing gear 

handle. (Steps 3, 4, and 5 in Landing Gear Emergency Extension.) 

FAA APPROVED: SEP 25/89

Revised: DEC 09/14
SA227-BC 

FAA APPROVED: SEP 25/89 EMERGENCY PROCEDURES 3-27

6BC

GEAR UP LANDINGS 

NOTE

• If either main gear will not extend, land with all three gear up if 

possible. If the nose gear will not extend, land on the mains.

• Ensure that passengers are thoroughly briefed regarding 

bracing position and evacuation procedure. 

• Depressurize airplane and consider removal and secure stowage 

of escape hatches prior to landing. Expect the entrance door to 

operate normally with the exception that it will not open fully after 

landings with the nose or left main gear retracted. 

• Historically, airplanes of this class have received more airframe 

damage from gear up landings on sod than from landings on 

smooth, paved surfaces. 

• Propeller blades contacting the surface while turning under 

power tend to disintegrate and throw shrapnel which may puncture 

the fuselage. Blades contacting the surface when feathered, or 

nearly feathered, will bend slightly and wear away but most likely 

will not shatter and will aid in holding the wings and nacelles off 

the runway.

• The pilot may choose to feather one propeller early and save 

the other engine for last minute glide path corrections. During approaches with one main gear up and one down, it is recommended 

that the propeller on the gear up side be feathered fi rst. When a 

propeller is feathered with fl ight idle power set, drag will be reduced 

and gliding distances increased slightly. 

FAA APPROVED: SEP 25/89

Revised: DEC 09/14
SA227-BC 

3-28

6BC

EMERGENCY PROCEDURES FAA APPROVED: SEP 25/89

GEAR UP LANDINGS (continued)

LANDING WITH ALL THREE GEAR UP:

 1. Use full fl aps.

 2. Approach the runway at normal approach speed plus 5 to 10 KIAS. 

 

 3. Do not feather propellers until landing on the runway is assured. 

 

 4. Shut off electrical power just prior to touchdown (this is to allow use of the pitch trim system 

until touchdown). Leave batteries on during night landings to permit use of landing lights. 

 

 5. Allow aircraft to touch down in a relatively fl at attitude and on centerline. Use rudder for directional 

control. 

LANDING WITH NOSE GEAR UP: 

 

 1. Use normal approach technique and fl ap confi guration. 

 

 2. Feather propellers and shut off electrical power after the mains have touched the runway. 

Leave batteries on during night landings to permit use of landing lights. 

 

 3. Hold the nose of the aircraft off the runway as long as practical, but not so long that pitch 

control is lost. Put nose on runway gently rather than letting it drop to the runway. 

LANDING WITH NOSE GEAR AND ONE MAIN GEAR EXTENDED:

 1. Attempt to retract all three gear. Check the position of the emergency gear release lever, the hand 

pump valve handle and the landing gear control circuit breaker. Transfer the landing gear control 

to the other essential bus using the transfer switch. 

 

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

the unextended gear. 

 3. Feather propellers after landing on the runway is assured. 

 

 4. Shut off electrical power just prior to touchdown (this is to allow use of the pitch trim system 

until touchdown). Leave batteries on during night landings to permit use of landing and taxi 

lights. 

 

 5. Hold the wing with the unextended landing gear off the runway as long as possible. Use 

brakes and rudder for aircraft directional control. Expect the aircraft to turn into the low wing. 

FAA APPROVED: SEP 25/89

Revised: DEC 09/14
SA227-BC 

FAA APPROVED: SEP 25/89 EMERGENCY PROCEDURES 3-29

6BC

STABILIZER TRIM MALFUNCTIONS

STABILIZER TRIM SYSTEM RUNAWAY

The application of electrical power to the stabilizer trim actuators is indicated by an aural signal. If 

the signal occurs in fl ight when the trim system is not being operated, the following procedure should 

be initiated immediately: 

1. ELEVATOR CONTROL ............................ OVERPOWER TO MAINTAIN AIRPLANE CONTROL

 2. TRIM SELECTOR ...............................................................................OFF (CENTER POSITION)

 3. Trim Selector ....................................................................OPPOSITE POSITION FROM WHERE

MALFUNCTION OCCURRED 

 4. Retrim as required. 

PILOT’S TRIM SYSTEM INOPERATIVE 

 

 1. Trim Selector ...................................................................................................................COPILOT 

 2. Pilot’s Auxiliary Trim Switch or Copilot’s Trim Switches ................................ TRIM AS REQUIRED 

COPILOT’S TRIM SYSTEM INOPERATIVE 

 

 1. Trim Selector ........................................................................................................................ PILOT 

 2. Pilot’s Trim Switches ..................................................................................... TRIM AS REQUIRED

FAA APPROVED: SEP 25/89

Revised: DEC 09/14
SA227-BC 

3-30

6BC

EMERGENCY PROCEDURES FAA APPROVED: SEP 25/89

STABILIZER TRIM MALFUNCTIONS (continued)

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 Servo Switch .................................................................................................................... OFF 

NOTE

• If the trim system fails in an extreme nose down trim position, 

do not extend fl aps unless required for landing because of the 

subsequent high pull force required to maintain level fl ight.

• If the trim system fails in an extreme nose up trim position, fl ap extension (below VFE) will reduce the push force required to maintain 

level fl ight. 

 

 4. Flaps (on landing approach) ...................................................................................AS REQUIRED

NOTE 

Flap extension decreases push force requirements. 

 

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

NOTE 

Gear extension increases push force requirements slightly. 

FAA APPROVED: SEP 25/89

Revised: DEC 09/14
SA227-BC 

FAA APPROVED: SEP 25/89 EMERGENCY PROCEDURES 3-31

6BC

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 

FAA APPROVED: DEC 09/14
SA227-BC 

3-32

6BC

EMERGENCY PROCEDURES FAA APPROVED: SEP 25/89

STALL AVOIDANCE SYSTEM (SAS) MALFUNCTIONS 

SAS FAULT LIGHT ON IN FLIGHT 

 *1. SAS SERVO SWITCH ............................................................................................................. OFF 

 2. SAS Circuit Breakers (four) ....................................................................................................PULL 

CAUTION

WITH THE SAS DISENGAGED (OR INOPERATIVE) THE AIRPLANE WILL HAVE UNDESIRABLE STALL CHARACTERISTICS 

AT AFT CENTER OF GRAVITY LOADINGS. ADEQUATE MARGINS ABOVE THE STALL SPEED SHOULD BE MAINTAINED 

IN ALL OPERATIONS. ENSURE THAT TOUCHDOWN SPEED 

IS EQUAL TO OR GREATER THAN 1.1 VS1. 

NOTE

• SAS FAULT light on fl ashing indicates a stopped servo or 

servo disengagement.

• SAS FAULT light on steady in fl ight indicates computer power 

failure, or computer power failure with simultaneous servo failure.

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

may be unreliable. 

SAS MALFUNCTION – NOSE DOWN (INADVERTENT PUSHER) 

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

should be initiated: 

1. ELEVATOR CONTROL ............................ OVERPOWER TO MAINTAIN AIRPLANE CONTROL

 *2. SAS SERVO SWITCH ............................................................................................................. OFF

 3. SAS Circuit Breakers (four) ................................................................................................... PULL

WARNING

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

CAUTION

WITH THE SAS DISENGAGED (OR INOPERATIVE) THE AIRPLANE WILL HAVE UNDESIRABLE STALL CHARACTERISTICS 

AT AFT CENTER OF GRAVITY LOADINGS. ADEQUATE MARGINS ABOVE THE STALL SPEED SHOULD BE MAINTAINED 

IN ALL OPERATIONS. ENSURE THAT TOUCHDOWN SPEED 

IS EQUAL TO OR GREATER THAN 1.1 VS1.

FAA APPROVED: DEC 09/14
SA227-BC 

FAA APPROVED: SEP 25/89 EMERGENCY PROCEDURES 3-33

6BC

STALL AVOIDANCE SYSTEM (SAS) MALFUNCTIONS (continued)

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

(INADVERTENT STALL WARNING) 

When an aural stall warning occurs in unaccelerated fl ight at speeds well in excess of normal stall 

warning speed, possible damage to the SAS vane or a system malfunction is indicated and an inadvertent 

nose down push may occur. 

*1. SAS SERVO SWITCH ............................................................................................................. OFF

 2. SAS Circuit Breakers (four) ....................................................................................................PULL 

CAUTION

WITH THE SAS DISENGAGED (OR INOPERATIVE) THE AIRPLANE WILL HAVE UNDESIRABLE STALL CHARACTERISTICS 

AT AFT CENTER OF GRAVITY LOADINGS. ADEQUATE MARGINS ABOVE THE STALL SPEED SHOULD BE MAINTAINED 

IN ALL OPERATIONS. ENSURE THAT TOUCHDOWN SPEED 

IS EQUAL TO OR GREATER THAN 1.1 VS1.

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 .................................................................................................................. DEPRESSURIZE 

 2. Release Handle ......................................................................................................................PULL 

NOTE 

Pull hatch inward, rotate, extend through opening, and discard 

outside the airplane when on the ground. Ensure that the hatch 

is clear of the exit route from the airplane.

FAA APPROVED: DEC 09/14
SA227-BC 

3-34

6BC

EMERGENCY PROCEDURES FAA APPROVED: SEP 25/89

NOSE WHEEL STEERING ELECTRICAL MALFUNCTION

Fault protection is provided by circuitry which automatically deactivates the nose wheel steering 

system if an electrical malfunction occurs. The nose wheel is then free to caster. Rudder, differential 

braking, and/or differential power can be used for steering.

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

In the event of a fl ashing green NOSE STEERING light, an unwanted steering defl 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. NWS Power Lever Button ...............................................................................................RELEASE 

 2. Right Speed Lever ............................APPROXIMATELY 1/2 INCH (13 mm) FORWARD OF LOW 

 3. Directional Control ................................MAINTAIN WITH RUDDER, BRAKES, AND/OR POWER 

 4. Nose Wheel Steering Arm Switch ............................................................................................ OFF 

 *5. Nose Wheel Steering Circuit Breaker .....................................................................................PULL 

FAA APPROVED: DEC 09/14
SA227-BC 

FAA APPROVED: SEP 25/89 EMERGENCY PROCEDURES 3-35

6BC

NOSE WHEEL STEERING 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 amber NOSE STEER FAIL light should alert the pilot to potentially undesirable steering actuation and 

that corrective action may be required. Corrective action depends upon the operational phase. 

NOTE 

The following procedures assume that the NOSE STEER FAIL light 

illuminates while the nose wheel steering switch is in its ARMED position. Neither the NWS power lever button nor the speed lever switch 

will be effective if the nose wheel steering switch is OFF. Therefore, 

if the switch is OFF, corrective action must be preceded by arming 

the nose wheel steering system. 

NOSE STEER FAIL Light On

(DURING GROUND OPERATIONS): 

 1. NWS Power Lever Button ................................................................................PRESS AND HOLD 

OR 

 Right Speed Lever .................................................................................................................. LOW 

 2. NOSE STEER FAIL Light .......................................................................................... CHECK OUT 

 3. Directional Control ......................................................................................MAINTAIN WITH NWS 

 4. Do Not Take Off. 

(DURING INITIAL PART OF TAKEOFF ROLL): 

 1. NWS Power Lever Button ................................................................................PRESS AND HOLD 

 2. NOSE STEER FAIL Light .......................................................................................... CHECK OUT 

 3. Directional Control ..........................................................................................................MAINTAIN 

 4. Takeoff ................................................................................................................................ ABORT 

(DURING FINAL PART OF TAKEOFF ROLL): 

 1. NWS Power Lever Button ................................................................................PRESS AND HOLD 

 2. NOSE STEER FAIL Light .......................................................................................... CHECK OUT 

 3. Directional Control ..........................................................................................................MAINTAIN 

 4. Continue With Normal Takeoff Procedures. 

(IN FLIGHT WITH GEAR DOWN): 

 1. NWS Power Lever Button ................................................................................PRESS AND HOLD 

 2. NOSE STEER FAIL Light .......................................................................................... CHECK OUT 

NOTE 

Conduct normal landing and rollout while keeping the power lever 

button depressed to avoid uncommanded steering actuation. 

FAA APPROVED: DEC 09/14
SA227-BC 

3-36

6BC

EMERGENCY PROCEDURES FAA APPROVED: SEP 25/89

INTENTIONALLY LEFT BLANK

FAA APPROVED: DEC 09/14