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Section I. AIRCRAFT SYSTEMS

1. AIRCRAFT SYSTEMS. 4. ENGINE MALFUNCTION.

This section describes the aircraft systems emergencies a. Flight Characteristics Under Partial Power Condi-
that may reasonably be expected to occur and presents tions. There are no unusual flight characteristics during
the procedures to be followed. Emergency procedures are single-engine operation as long as airspeed is maintained
given in checklist form when applicable. above minimum control speed (Vmc) and power-off stall
speed. The capability of the aircraft to climb or maintain
2. IMMEDIATE ACTION EMERGENCY CHECKS. level flight depends on configuration, weight, altitude, and
free air temperature. Performance and aircraft control
Immediate action emergency items are underlined for re- will improve by feathering the propeller of the inoperative
ference and shall be committed to memory. engine, retracting the landing gear and flaps, and esta-
blishing the appropriate airspeed.
NOTE
The urgency of certain emergencies requires imme- b. Engine Malfunction During and After Takeoff. The
diate action by the crew. The most important single action to be taken in the event of an engine malfunction
consideration is aircraft control. All procedures are during takeoff depends upon whether or not decision
subordinate to this requirement. Reset MASTER CAU- speed has been attained. If an engine fails immediately
TION/MASTER WARNING after each malfunction to after V1 , the takeoff will be continued single-engine. The
allow systems to respond to subsequent malfunctions. PNF may feather the propeller on the failed engine as
directed by the PF.
3. DEFINITION OF LANDING TERMS.

The term, Land as soon as possible is defined as lan- c. Engine Malfunction Before V1 (Abort). If
ding at the nearest suitable landing area (e.g., open field) an engine fails and the aircraft has not accelerated to re-
without delay. The primary consideration is to ensure the commended decision speed (V1), retard POWER levers
survival of the occupants. to IDLE and stop the aircraft.

The term, Land as soon as practicable is defined as lan- 1. POWER IDLE.

ding at a suitable landing area. The primary consideration 2. Braking As required.
is the urgency of the emergency.
d. Engine Malfunction After V1.

1. GEAR (positive climb) UP.

2. POWER As required.
3. FLAPS (105 KIAS) UP.

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NOT INTENTED FOR REAL FLIGHTS.

 IF THE PROP DID NOT FEATHER, PERFORM NOTE
STEP 4. May be accomplished by PNF as directed by Holding 3 to 5 bank (1/4 to 1/2 ball width) towards the
the PF. operating engine will assist in maintaining directional
control and improving aircraft performance.
4. PROP lever (dead engine) FEATHER.
f. Engine Malfunction During Final Approach. If
ONCE THE PROP IS FEATHERED, PERFORM an engine malfunctions during final approach, after Lan-
STEPS 5 THROUGH 8. ding Check, the propeller should not be manually feathe-
red unless time and altitude permit or conditions require
it. Continue approach using the following procedure:
5. TCAS Set TA.
6. LANDING/TAXI LIGHTS OFF. 1. POWER As required.
7. BRAKE DEICE OFF. 2. GEAR DN.
8. Engine cleanup Perform.
g. Engine Malfunction (Second Engine). If the se-
cond engine fails, do not feather the propeller if an engine
NOTE
restart is to be attempted. Engine restart without starter
Holding 3 to 5 bank (1/4 to 1/2 ball width)
assist cannot be accomplished with a feathered propeller,
toward the operating engine will assist in
and the propeller will not unfeather without the engine
maintaining directional control and impro-
operating. The airspeed to fly will depend upon whether
ving aircraft performance.
or not a restart will be attempted, and whether or not the
e. Engine Malfunction During Flight. If an engine restart attempt will be accomplished with or without starter
malfunctions during flight, maintain control of the aircraft assist. If no restart is to be attempted, use maximum glide
while maintaining heading, or turn as required. Add power speed from Figure 9-2. Perform the following procedure if
as required to keep airspeed from decaying excessively the second engine fails during cruise flight.
and to maintain altitude. Identify the failed engine by feel
(if holding rudder pressure to keep the aircraft from yawing, 1. Airspeed As required.
the rudder being pressed indicates the good engine) and 2.PROP lever As required.
engine instruments. Refer to Chapter 7 for One Engine
Inoperative cruise information. If one engine malfunctions
5. ENGINE SHUTDOWN IN FLIGHT.
during flight, perform the following:

1. Autopilot/yaw damper Disengage. If it becomes necessary to shut an engine down

during flight, perform the following:
2. POWER As required.
1. POWER lever IDLE.
3. Dead engine Identify.
4. PROP lever (dead engine) FEATHER. 2. PROP lever FEATHER.
5. GEAR As required. 3. CONDITION lever FUEL CUTOFF.
6. FLAPS As required.
4. Engine cleanup Perform.
7. TCAS Set TA.
8. POWER As required.
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9. Engine cleanup Perform, as time allows.

NOT INTENTED FOR REAL FLIGHTS.

6. ENGINE CLEANUP. NOTE
If N1 is below 12%, starting temperatures tend to be
The cleanup procedure to be used after engine mal- higher than normal. To preclude overtemperature
function, shutdown, or an unsuccessful restart is as follows: (1000 C or above) during engine acceleration to idle
speed, periodically move the CONDITION lever into
1. CONDITION lever FUEL CUTOFF. FUEL CUTOFF position as necessary.
2. ENG AUTO IGNITION switch OFF.
d. Oil pressure Check.
3. AUTOFEATHER switch OFF.
9. GEN switch RESET, then ON.
4. GEN switch OFF.
10. Engine cleanup Perform if engine restart
5. ENGINE ANTI-ICE/ICE VANE ON/EXTEND,
is unsuccessful.
inoperative engine.
11. CABIN TEMP MODE switch As required.
7. ENGINE RESTART DURING FLIGHT (USING STARTER).
12. Electrical equipment As required.
Engine restarts may be attempted at all altitudes.If a restart 13. ENG AUTO IGNITION switch ARM.
is attempted, perform the following:
14. PROP SYN switch As required.
CAUTION 15. POWER As required.
The pilot should determine the reason for engine fa- 8. ENGINE RESTART DURING FLIGHT (NOT USING
ilure before attempting an engine restart during flight. STARTER).
Do not attempt an engine restart if N1 indicates zero.
A restart without starter assist may be accomplis-
1. CABIN TEMP MODE switch OFF.
hed provided airspeed is at or above 140 KIAS, altitude
2. Electrical load Reduce to minimum. is below 20,000 feet, and the propeller is not feathered.
If altitude permits, diving the aircraft will increase N1 and
3. Fuel FIREWALL SHUTOFF VALVE OPEN. assist in restart.
4. POWER lever IDLE.
1. CABIN TEMP MODE switch OFF.
5. PROP lever FEATHER.
2. Electrical load Reduce to minimum.
6. CONDITION lever FUEL CUTOFF.
3. GEN switch (affected engine) OFF.
7. ITT (operating engine) 700 C or less.
8. Engine Start. 4. Fuel FIREWALL SHUTOFF VALVE
OPEN.
a. IGNITION AND ENGINE START
5. POWER lever IDLE.
switch ON.
6. PROP lever HIGH RPM.
b. CONDITION lever LOW IDLE.
7. CONDITION lever FUEL CUTOFF.
NOTE
If a rise in ITT does not occur within 10 seconds after 8. Airspeed 140 KIAS minimum.
moving the CONDITION lever to LOW IDLE, abort the
start.
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c. ITT 1000 C, 5 seconds maximum.

NOT INTENTED FOR REAL FLIGHTS.

 9. Altitude Below 20,000 feet. 1. CABIN signs switch NO SMOKE & FSB.
10. ENG AUTO IGNITION Switch ARM. 2. BRAKE DEICE switch OFF.
11. CONDITION lever LOW IDLE. 3. ENGINE ANTI-ICE/ICE As required.
4. PROP lever As required.
NOTE
If a rise in ITT does not occur within 10 seconds after NOTE
moving the CONDITION lever to LOW IDLE, abort the During approach, propeller should be set at 2000 RPM.
start.
5. FLAPS (below 200 KIAS) APPROACH.
12. ITT 1000 C, 5 seconds maximum.
6. GEAR (below 181 KIAS) DN/Confirm.
13. Oil pressure Check.
7. LANDING/TAXI LIGHTS As required.

9. SINGLE-ENGINE BEFORE LANDING. 11. SINGLE-ENGINE LANDING CHECK.

14. GEN switch RESET, then ON. NOTE
To ensure consistent reversing characteristics, the
15. Engine cleanup Perform if engine restart
propeller control shall be in the HIGH RPM position.
is unsuccessful.
Perform the following procedure during final appro-
16. CABIN TEMP MODE switch As ach to runway:
17. Electrical equipment As required. 1. AP & YD Disengage.
18. Propellers Synchronized. 2. GEAR DOWN lights Check.
19. POWER As required. 3. PROP lever (operative engine) HIGH RPM

NOTE 12. SINGLE-ENGINE GO-AROUND.

If N1 is below 12%, starting temperatures tend to be The decision to go around must be made as early as pos-
higher than normal. To preclude over-temperature sible. Elevator forces at the start of the go-around are
(1000C or above) during engine acceleration to idle very high, and a considerable amount of rudder control
speed, periodically move the CONDITION lever into will also be required at low airspeeds. Re-trim as requi-
FUEL CUTOFF position as necessary. red. If rudder application is insufficient, or applied too
slowly, directional control cannot be maintained. If control
10. SINGLE-ENGINE DESCENT/ARRIVAL. difficulties are experienced, reduce power on the opera-
ting engine immediately. Ensure the aircraft will not touch
NOTE the ground before retracting the landing gear. Retract the
Approximately 85% N1, is required to maintain pressu-
flaps only as safe airspeed permits. Maintain flaps in the
rization schedule.
APPROACH position until 105 KIAS, then retract to UP.
Perform single-engine go-around as follows:
Perform the following procedure prior to the descent for
landing:
1. Cabin pressurization controller Set.
2. CABIN signs As required.
3. ICE PROTECTION switches As required.
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4. Altimeters Set.
5. RECOG lights On.
6. Arrival briefing Complete

NOT INTENTED FOR REAL FLIGHTS.

 NOTE 15. LOW OIL PRESSURE.
Once flaps are fully extended, a single-engine go- In the event of a low oil pressure indication,
around may not be possible when close to ground perform the following procedures as applicable:
under conditions of high gross weights and/or high
density altitude. 1. R Torque 49% maximum. Oil pressure less than
1. POWER As required. 100 psi below 21,000 feet or less than 85 psi
above 21,000 feet.
2. FLAPS Retract to APPROACH. 2. Oil Pressure Below 60 psi Perform engine shu-
3. GEAR (Positive climb) UP. down, or land as soon as practicable using mini-
mum power to ensure safe arrival.
4. FLAPS (105 KIAS) UP.
5. LANDING/TAXI LIGHTS OFF. 16. CHIP DETECT CAUTION LIGHT ILLUMINATED

6. POWER As required. If the L CHIP DETECT or R CHIP DETECT caution

annunciator illuminates, and safe single-engine flight
7. YD As required. can be maintained, perform engine shutdown.
13. MAXIMUM GLIDE. 17. DUCT OVERTEMP CAUTION LIGHT ILLUMI-
NATED.
In the event of failure of both engines, maximum gli-
de distance can be obtained by feathering both propellers Ensure the cabin floor outlets are open and unobs-
to reduce propeller drag and by maintaining the appropria- tructed, then perform the following steps in sequence un-
te airspeed with the gear and flaps up. Figure 1 gives the til the annunciator is extinguished. Allow approximately
approximate gliding distances in relation to altitude. 30 seconds after each adjustment for the system tempe-
14. LANDING WITH TWO ENGINES INOPERATIVE. rature to stabilize. The overtemperature condition is con-
sidered to be corrected at any point during the procedure
Maintain best glide speed. Refer to Figure 9-2 for that the light goes out.
maximum glide distances. If sufficient altitude remains
1. CABIN/COCKPIT AIR control In.
after reaching a suitable landing area, a circular pattern
will provide best observation of surface conditions, wind 2. CABIN TEMP MODE switch AUTO.
velocity, and direction. When the condition of the terrain
3. CABIN TEMP switch Decrease.
has been noted and landing area selected, set up a rec-
tangular pattern. Extending APPROACH flaps and lan- 4. VENT BLOWER switch HIGH.
ding gear early in the pattern will give an indication of gli-
de performance sooner and will allow more time to make 5. CABIN TEMP MODE switch MANCOOL.
adjustments for the added drag. Select a landing area of 6. CABIN TEMP switch Decrease (hold).
adequate size to accommodate the aircraft, preferably free
of obstacles and smooth. Fly the base leg as necessary
to control the point of touchdown. Plan to overshoot rather
than undershoot, then use flaps as necessary to arrive at
the selected landing point. Keep in mind that, with both
propellers feathered, the normal tendency is to overshoot
due to less drag. In the event a positive gear-down indica-
tion cannot be determined, and unless the surface of the
landing area is hard and smooth, the landing should be
made with the landing gear up. If landing on rough terrain,
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land in a tail-low attitude to keep the nacelles from digging

in. If possible, land with flaps fully extended.

NOT INTENTED FOR REAL FLIGHTS.

 Carenado Copyrights all rights reserved

Figure 1. Maximum Glide Distance

NOT INTENTED FOR REAL FLIGHTS.

 7. LEFT BLEED AIR VALVE switch PNEU NOTE
& ENVIR OFF. Brake deice (on the affected side) and rudder boost
8. Light still illuminated (after 30 seconds) will not be available with bleed air valve switch off.
LEFT BLEED AIR VALVE switch 4. Cabin pressurization Check.
9. RIGHT BLEED AIR VALVE switch PNEU
b. Excessive Differential Pressure. If cabin differential
&ENVIR OFF.
pressure exceeds 6.6 psi, perform the following:
10. Light still illuminated (after 30 seconds)
RIGHT BLEED AIR VALVE switch OPEN. 1. Cabin pressurization controller Select higher setting.
IF CONDITION PERSISTS:
NOTE
2. Oxygen (crew and passengers) As required.
If the DUCT OVERTEMP light has not extinguished af-
3. LEFT BLEED AIR VALVE switch ENVIR OFF.
ter completing the above procedure, the warning sys-
tem has malfunctioned. IF CONDITION STILL PERSISTS:
4. RIGHT BLEED AIR VALVE switch ENVIR OFF.
18. ENGINE ANTI-ICE/ICE VANE FAILURE (L or R) ENG 5. Descend As required.
ICE/FAIL annunciator illuminated.
IF CONDITION STILL PERSISTS:
1. ENGINE ANTI-ICE ACTUATOR switch 6. Oxygen masks 100% and on.
STANDBY
7. CABIN PRESS switch DUMP.
IF ENG ICE FAIL ANNUNCIATOR DOES NOT 8. BLEED AIR VALVE switches OPEN (if cabin
EXTINGUISH: heating is required).

2. Icing conditions Exit. Assume engine 20. LOSS OF PRESSURIZATION (ABOVE 10,000 FEET).
antiice is still on for performance calculations.
If cabin pressurization is lost when operating above 10,000
19. ENGINE BLEED AIR SYSTEM MALFUNCTION. feet or the ALT WARN warning annunciator illuminates,
perform the following:
a. L or R BL AIR FAIL Annunciator Illuminated.
Steady illumination of the warning anunciator in flight in- 1. Crew oxygen masks 100% and on.
dicates a possible ruptured bleed air line aft of the engine
firewall. The annunciator will remain illuminated for the re- 2. Passenger oxygen ON. Check to ensure allpas-
mainder of flight. Perform the following: sengers have oxygen masks on and are receiving
supplemental oxygen if required.
NOTE
BL AIR FAIL annunciators may momentarily illumina-
teduring simultaneous surface deice and brake deice
operation at low N1 speed.
1. BRAKE DEICE switch OFF.
2. ITT and TORQUE Monitor (note readings).
3. BLEED AIR VALVE switch OFF.
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NOT INTENTED FOR REAL FLIGHTS.

21. DOOR UNLOCKED/CABIN DOOR WARNING AN-
CAUTION
NUNCIATOR ILLUMINATED.
(2) Engine Fire in Flight (Identified).
Remain clear of cabin door and perform the If an engine fire is confirmed in flight,perform the following:
1. CABIN signs switch NO SMOKE & FSB.
CAUTION
2. BLEED AIR VALVE switches ENVIR OFF.
Due to the possibilities of fire warning malfunctions,
3. Altitude Descend below 14,000 feet as the fire should be visually identified before the engine
soon as practicable. is secured and the extinguisher actuated.

4. Oxygen As required.
1. POWER lever IDLE.
22. PROPELLER FAILURE, OVER 2120 RPM. 2. PROP lever FEATHER.

If an overspeed condition occurs that cannot be con- 3. CONDITION lever FUEL CUT OFF.
trolled with the PROP lever or by reducing power, perform 4. Fuel FIREWALL SHUTOFF VALVE
the following:
CLOSED.
1. POWER lever (affected engine) IDLE.
5. PUSH TO EXTINGUISH switch Push as
2. PROP lever (Affected Engine) FEATHER.
required.
3. CONDITION lever As required.
6. Engine cleanup Perform.
4. Engine cleanup As required.
7. Land as soon as practicable.
23. FIRE.
b. Fuselage Fire. If a fuselage fire occurs,
The safety of aircraft occupants is the primary consi- perform the following:
deration when a fire occurs, therefore, it is imperative that
every effort be made by the flight crew to put the fire out. WARNING
On the ground it is essential that the engines be shut down, The extinguishing agent (bromochloro-difluorometha-
crew and passengers evacuated, and fire fighting begun ne) in the fire extinguisher can produce toxic effects
immediately. If the aircraft is airborne when a fire occurs, if inhaled.
the most important single action that can be taken by the
pilot is to land safely as soon as possible. 1. Fight the fire.
2. Land as soon as possible.
a. Engine Fire. The following procedures shall be
performed in case of engine fire.
c. Wing Fire. There is little that can be done to control a
(1) Engine/Nacelle Fire During Start or
Ground Operations. If engine/nacelle fire is identified wing fire except to shut off fuel and electrical systems that
during start or ground operation, perform the following: may be contributing to the fire, or which could aggravate
it. Diving and slipping the aircraft away from the burning
1. PROP levers FEATHER. wing

2. CONDITION levers FUEL CUT-OFF

3. Fuel FIREWALL SHUTOFF VALVES CLOSED If fir

extinguisher has been used to extinguish an
engine fire, do not attempt to restart until
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maintenance personnel have inspected the

aircraft and released it for flight.
4. PUSH TO EXTINGUISH switch Push.
5. MASTER SWITCH OFF.

NOT INTENTED FOR REAL FLIGHTS.

may help. If a wing fire occurs, perform the following: 24. FUEL SYSTEM.
1. Perform engine shutdown on affected side.
a. FUEL PRESS Warning Light Illuminated. Illu-
2. Land as soon as possible. mination of the L or R FUEL PRESS warning light usua-
lly indicates failure of the respective engine-driven boost
d. Electrical Fire. Upon noting the existence or in- pump. Perform the following:
dications of an electrical fire, turn off all affected electrical
circuits, if known. If electrical fire source is unknown, per- 1. STANDBY PUMP switch ON.
form the following: 2. FUEL PRESS light out Check
3. FUEL PRESS light still illuminated R
1. Crew oxygen masks As required. cord unboosted time.
2. Passenger oxygen As required.
b. NO TRANSFER Indicator Light Illuminated
3. MASTER SWITCH OFF (visual conditions only). (Fuel Panel). Illumination of a NO TRANSFER indicator
4. All nonessential electrical equipment Off. light with fuel remaining in the respective auxiliary fuel
tank indicates a failure of that automatic fuel transfer sys-
NOTE tem. Proceed as follows:
With the loss of DC electrical power, the aircraft will
1. AUX TRANSFER switch (affected side)
de-pressurize. All engine instruments, with the excep-
OVERRIDE.
tion of PROP RPM, N1 RPM, and ITT gauges, will be
2. Auxiliary fuel quantity Monitor.
inoperative.
3. AUX TRANSFER switch (after respective
5. BATT switch ON. auxiliary fuel has completely transferred)
6. GEN switches (individually) RESET, then ON. AUTO.

7. Circuit breakers Check for indication of c. Nacelle Fuel Leak. If nacelle fuel leaks are evi-
defective circuit. dent, perform the following:

1. Perform engine shutdown.

CAUTION
2. Fuel FIREWALL SHUTOFF VALVE CLOSED.
As each electrical switch is returned to ON, note load- 3. Land as soon as practicable.
meter reading and check for evidence of fire.
8. Essential electrical equipment On (individually
until fire source is isolated).
9. Land as soon as practicable.
e. Smoke and Fume Elimination. To eliminate
smoke and fumes from the aircraft, perform the following:

1. Crew oxygen masks 100% and on.

2. Passenger oxygen ON.
3. BLEED AIR VALVE switches PNEU & EVIR
OFF.
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4. VENT BLOWER switch AUTO.

5. AFT BLOWER switch OFF.
6. CABIN TEMP MODE switch OFF.
7. If smoke and fumes are not eliminated:
CABIN PRESS switch DUMP.

NOT INTENTED FOR REAL FLIGHTS.

 d. Fuel Crossfeed. Fuel crossfeed is normally used b. Both DC GEN Lights Illuminated.
only during single-engine operation. The fuel from the ino-
perative engine side may be used to supply the operative 1. All nonessential equipment Off.
engine, by routing the fuel through the crossfeed system.
During extended flights, this method of fuel usage will pro- 2. Land as soon as practicable.
vide a more balanced lateral load condition in the aircraft. 3. Fuel may be manually transferred from ferry tanks
For fuel crossfeed, use the following procedure:
using wobble pump installed in the fuel pump
1. AUX TRANSFER switches AUTO. NOTE as sembly.
With the fuel FIREWALL SHUTOFF VALVE CLOSED,
c. Excessive Loadmeter indication (Over 100%). If ei-
fuel in the auxiliary tank for that side will not be availa-
ther loadmeter indicates over 100%, perform the fo-
ble (usable) for crossfeed.
llowing:
2. STANDBY PUMPS OFF.
1. BATT switch OFF (monitor loadmeter).IF LOAD
3. CROSSFEED FLOW As required. METER STILL INDICATES ABOVE 100%:
2. Nonessential electrical equipment Off.
4. FUEL CROSSFEED annunciator illuminted Check.
IF LOADMETER INDICATES 100% OR BELOW:
NOTE 3. BATT switch ON.
With the Fuel FIREWALL SHUTOFF VALVE CLOSED,
the FUEL PRESS annunciator will remain illuminated
on the side supplying fuel. d. INVERTER Warning Light Illuminated. Illumina-
tion of the INVERTER warning annunciator indicates that
5. FUEL PRESS annunciator extinguished Check.
the selected inverter is inoperative. Perform the following:
6. Fuel quantity Monitor. 1. Select the other inverter.

25. ELECTRICAL SYSTEM EMERGENCIES. e. Circuit Breaker Tripped. If the circuit breaker is
for a nonessential item, do not reset in flight. If the circuit
a. DC GEN Light Illuminated. Illumination of L DC breaker is for an essential item, the circuit breaker may be
GEN or R DC GEN caution light indicates failure of a ge- reset once. Perform the following:
nerator or one of its associated circuits. If one generator
system becomes inoperative, all nonessential electrical 1. Nonessential circuit Do not reset in flight.
equipment should be used judiciously to avoid overloading 2. Essential circuit Reset once. If it trips again,
the remaining generator. If both generators are shut off due donot reset.
to either generator system failure or engine failure, all no-
nessential equipment should be turned off to preserve bat- f. Bus Feeder Circuit Breaker Tripped (Fuel Panel
tery power for extending the landing gear and flaps. When Bus Feeders and Right Circuit Breaker Panel Bus Fee-
a L DC GEN or R DC GEN light illuminates, perform the
ders).
following:
1. GEN switch OFF, RESET, then ON. 1. A short is indicated, do not reset in flight.
IF THE GENERATOR DOES NOT RESET:
2. GEN switch OFF.

3. Operating loadmeter 100% maximum.
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NOT INTENTED FOR REAL FLIGHTS.

 NOTE side, one or more current limiters have burned open. If
The items that may be inoperative can be determined battery voltage is not seen on the affected side, the current
from the electrical system schematic in Chapter 2, Sys- limiter for that side has burned open.
tems.
g. BATTERY CHG Annunciator Illuminated Du- 26. EMERGENCY DESCENT.
ring Ground Operations. The BATTERY CHG annuncia-
Emergency descent is a maximum effort in which damage
tor will illuminate after an engine start. If the annunciator
to the aircraft must be considered secondary to getting
does not extinguish within approximately 5 minutes, moni-
the aircraft down. The following procedure assumes the
tor the battery charge current using the following procedu-
structural integrity of the aircraft and smooth flight con-
re:
ditions. If structural integrity is in doubt, limit speed as
1. One generator OFF. much as possible, reduce rate of descent if necessary,
2. Voltmeter Indicating 28 volts. and avoid high maneuvering loads. For emergency des-
cent, perform the following:
3. Momentarily turn the battery OFF Not
change in loadmeter indication.
1. POWER levers IDLE.
NOTE
2. PROP levers HIGH RPM.
The change in loadmeter indication is the battery char-
3. FLAPS APPROACH.
ge current and should be NO more than 2.5% (only
perceivable needle movement). If the results are un- 4. GEAR DN.
satisfactory, repeat the check until the charge current 5. Airspeed 181 KIAS maximum.
decreases to less than 2.5%.
NOTE
h. BATTERY CHG Annunciator Illuminated In
Flight. In-flight illumination of the BATTERY CHG annun- Windshield defogging may be required.
ciator indicates a possible battery malfunction. Use the
following procedure: WARNING
1. BATT OFF 27. LANDING EMERGENCIES.
2. BATTERY CHG annunciator Check. If
Structural damage may exist after landing with brake,
extinguished, continue flight. If the light tire, or landing gear malfunctions. Under no circums-
remains illuminated, land as soon as practicable. tances shall an attempt be made to inspect the aircra-
ft until jacks have been installed.
i. Generator Overheat (T3/F3)
NOTE
1. GEN OFF. If the HYD FLUID LOW annunciator illuminates during
2. Electrical load Check. flight, attempt to extend the landing gear normally
3. Current Limiter Check. upon reaching destination. If the landing gear fails
to extend, follow the procedures for LANDING GEAR
j. Current limiters Check. MANUAL EXTENSION.

1. If both DC GEN annunciators are illuminated a. Landing Gear Unsafe Indication. Should one
Individually press each volt/ loadmeter switch and or more of the landing gear fail to indicate a safe condi-
observe voltage. If generator voltage is not seen tion, the following steps should be taken before procee-
on voltmeter, that current limiter has burned open. ding manually to extend the gear.
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2. If one DC GEN annunciator is illuminated Press 1. LDG GEAR CONTROL Check DN.
both volt/loadmeter switches and observe voltage.
If generator voltage is not seen on the affected

NOT INTENTED FOR REAL FLIGHTS.

 2. LANDING GEAR RELAY and GEAR IND When fuel load has been reduced, prepare for a gear up
circuitbreakers Check in. landing as follows:

3. GEAR DOWN lights Check illuminated.

1. Fuel load Reduce.
IF INDICATOR REMAINS UNSAFE: 2. Personnel emergency briefing Complete.
3. Loose equipment Stow/secure.
4. Landing gear manual extension Perform.
4. BLEED AIR VALVES ENVIR OFF
b. Landing Gear Manual Extension. (below 10,000 feet).
5. CABIN PRESS switch DUMP.
1. Airspeed Below 181 KIAS.
2. LANDING GEAR RELAY circuit breaker Pull. WARNING
3. LDG GEAR CONTROL DN.
Prior to removing the emergency exit hatch, slow to
a safe airspeed (approximately 160 KIAS or below)
CAUTION and ensure passengers are seated with seat belts
If all three of the green GEAR DOWN lights do not illu- fastened and all loose equipment secured.
minate, continue pumping until sufficient resistance is
felt to ensure the gear is down and locked. DO NOT 6. Emergency exit hatch Remove and stow.
STOW THE MANUAL EXTENSION LEVER, LEAVE IT IN 7. Seat belts and harnesses Fasten.
THE UP POSITION.
8. Gear manual extension handle Stow.
4. Manual extension lever Unstow. Pump until
9. LDG GEAR CONTROL UP.
the three green GEAR DOWN lights are
illuminated and resistance is felt. 10. LANDING GEAR RELAY circuit breaker

5. Manual extension lever If three green Pull.

GEAR DOWN lights are illuminated, stow the 11. LANDING GEAR WARN horn circuit breaker
lever. Pull.
CAUTION 12. GPAAS/GPWS POWER circuit breaker
After a manual landing gear extension has been made Pull.
due to a malfunction of the system, do not move any 13. Nonessential electrical equipment Off.
landing gear controls or reset any switches or circuit
breakers until the cause of the malfunction has been NOTE
corrected. The malfunction may be in the gear up cir- Fly a normal approach to touchdown. Avoid touching
cuit and the gear might retract on the ground. down in a nose-high attitude.
c. Gear-up Landing (All Gear Up). Due to decrea-
sed drag with the gear up, there may be a tendency to over- 14. FLAPS As required (DOWN is recomended
shoot the desired landing point. The center of gravity will for landing).
be aft of the main wheels, allowing the aircraft to be landed 15. POWER levers IDLE when landing on the
with a minimum amount of structural damage to the aircraft desired touchdown area is assured.
provided the wings are kept level. It is recommended the 16. CONDITION levers FUEL CUTOFF.
fuel load be reduced and the landing made with the flaps
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fully extended. A hard surface runway should be utilized

for the landing whenever possible. Landing on soft ground
is not recommended, as sod has a tendency to roll up into
chunks and damage the underside of the aircraft structure.

NOT INTENTED FOR REAL FLIGHTS.

17. Fuel FIREWALL SHUTOFF VALVES CLOSED. WARNING
18. MASTER SWITCH OFF. Use rudder and brakes for directional control. Do not
use brakes until the nose is on the runway.
d. Landing With Nose Gear Unsafe. If the LDG GEAR
CONTROL warning light is illuminated and the NOSE
GEAR DOWN light shows an unsafe condition, try to deter- NOTE
mine the position of the gear. This may be accomplished by Landing light may not be usable with nose gear in un-
a tower flyby or any other means available. safe condition.
12. Before landing checklist Complete.
CAUTION 13. POWER levers IDLE.
Do not attempt a MAIN GEAR DOWN, NOSE GEAR UP 14. PROP levers FEATHER.
landing on a grass/sod runway, unprepared runway, or
areas adjacent to the runway. 15. CONDITION levers FUEL CUTOFF.
AFTER STOPPING:
1. Fuel load Reduce. 16. Fuel FIREWALL SHUTOFF VALVES
2. Crew and passenger briefing Complete. CLOSED.
3. Loose equipment Stow/secure. 17. MASTER SWITCH OFF.
4. BLEED AIR VALVES ENVIR OFF (below
10,000 feet). NOTE

5. Cabin pressure switch DUMP (after cabin has If landing is to be performed at night, the pilot may
elect to turn on the baggage compartment light or
depressurized). other cabin lighting to assist in aircraft evacuation. If
cabin lighting is desired, leave the MASTER SWITCH
WARNING ON. The baggage compartment light is wired directly
to the battery and will illuminate with the MASTER
Prior to removing the emergency exit hatch, slow to SWITCH OFF.
a safe airspeed (approximately 160 KIAS or below) and
ensure passengers are seated with seat belts fastened e. Landing With One Main Gear Unsafe. If one main lan-
and all loose equipment secured. ding gear fails to extend, retract the other gear and make
a gear-up landing. If the gear cannot be retracted, land
6. Emergency exit hatch Remove and secure. the aircraft on a hard surface runway, touching down on
the same edge of the runway as the extended gear. Roll
7. Seat belts and harnesses Fasten.
on the down and locked gear, holding the opposite wing
8. Extension handle Stow. up and the nose wheel straight as long as possible. If the
gear has extended, but is unsafe, apply brakes lightly on
9. LDG GEAR CONTROL DN. the unsafe side to assist in locking the gear. If the gear
10. LANDING GEAR RELAY circuit breaker Pull. has not extended or does not lock, allow the wing to lower
slowly to the runway. Use the following procedure:
11. LANDING GEAR WARN horn circuit breaker
Pull.
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Make a normal approach but hold the nose up as long

as possible after touchdown, then ease the nose gently
to the runway prior to loss of elevator control. Pre-
venting a sudden drop will minimize structural damage.

NOT INTENTED FOR REAL FLIGHTS.

 1. Retract gear and make a GEAR UP LANDING. f. Landing With Flat Tire(s). If aware that a main
gear tire(s) is flat, a landing close to the edge of the
IF THE GEAR WILL NOT RETRACT: runway opposite the flat tire will help avoid veering off
the runway. If the nose wheel tire is flat, use minimum
2. Fuel load Reduce.
braking.
3. Crew and passenger briefings Complete.
28. LANDING WITH INOPERATIVE WING FLAPS
4. Loose equipment Stow/secure. (UP).

5. BLEED AIR VALVES ENVIR OFF The aircraft does not exhibit any unusual characteristics
(below 10,000 feet). when landing with the flaps up. The approach angle
will be shallow and the touchdown speed will be higher,
6. Cabin pressure switch DUMP (after cabin has resulting in a longer landing roll.
depressurized).
29. CRACKED WINDSHIELD.
WARNING a. External Crack In-flight. If an external windshield
Prior to removing the emergency exit hatch, slow to crack is noted, no action is required in flight.
a safe airspeed, approximately 160 KIAS or below, and
NOTE
ensure passengers are seated with seat belts fastened
and all loose equipment secured. Heating elements may be inoperative in areas of
7. Emergency exit hatch Remove and crack.
secure. b. Internal Crack In-flight. If it is determined that an
internal crack has occurred in flight, perform the following:
8. Seat belts and harnesses Fasten.
1. Descend Below 25,000 feet.
9. Extension handle Stow.
10. LDG GEAR CONTROL DN. 2. Cabin pressure Reset pressure differential
to maintain 4.0 psi or less as required.
11. LANDING GEAR RELAY circuit breaker Pull.
30. CRACKED CABIN WINDOW.
12. LANDING GEAR WARN horn circuit
breaker Pull. If crack(s) in a cabin window ply(s) occurs in
flight, perform the following:
13. Nonessential electrical equipment Off.
1. Crew oxygen masks 100% and on (if abo-
14. Before landing checklist Complete. ve 10,000 feet).
15. FLAPS As required. 2. CABIN signs switch NO SMOKE & FSB.
16. Airspeed Normal approach speed. 3. Passenger oxygen On and checked (if
above10,000 feet). The copilot should
17. POWER levers IDLE when landing on the desi- confirm that all passengers have oxygen
red touchdown area is assured. masks on and are receiving supplemental
18. CONDITION levers FUEL CUTOFF. oxygen if required.

AFTER STOPPING: 4. Cabin pressure Depressurize.

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19. Fuel FIREWALL SHUTOFF VALVES CLOSED.

20. MASTER SWITCH OFF.

NOT INTENTED FOR REAL FLIGHTS.

5. Land as soon as practicable. If a cabin window has deve- 6. Cabin emergency exit hatch
loped a crack, the aircraft shall not be flown once landed,
without Remove and stow.
7. Seat belts and harnesses Secure.
31. DITCHING
8. GEAR - UP
If a decision to ditch is made, immediately alert all
personnel to prepare for ditching. Plan the approach into 9. FLAPS DOWN.
the wind if the wind is high and the seas are heavy. If the
swells are heavy but the wind is light, land parallel to the 10. Nonessential electrical equipment Off.
swells. Set up a minimum rate descent (power on or off, 11. Approach Normal, power on.
as the situation dictates airspeed 110 120 KIAS). Flare
as in a normal landing, as it is very difficult to judge altitude 12. Emergency lights As required.
over water, particularly in a slick sea. Leveling off too high
may cause a nose low drop-in, while having the tail too
low at impact may result in the aircraft pitching forward and 32. FLIGHT CONTROLS MALFUNCTION.
digging-in. Expect more than one impact shock and seve-
ral skips before the final hard shock. There may be nothing Use the following procedures, as applicable, for flight con-
but spray visible for several seconds while the aircraft is de- trol malfunctions.
celerating. To prevent cartwheeling, it is important that the a. Unscheduled Rudder Boost Activation. Rudder
wings be level when the aircraft hits the water. After the air- boost operation without a large variation of power bet-
craft is at rest, supervise evacuation of passengers and exit ween engines indicates a failure of the system. Perform
the aircraft as quickly as possible. In a planned ditching, the following:
the life raft and first-aid kits should be secured close to the
cabin emergency exit hatch for easy access when evacua- 1. RUDDER BOOST OFF.
ting; however, do not remove the raft from its carrying case
inside the aircraft. After exiting the aircraft, keep the raft NOTE
from any damaged surfaces that might tear or puncture the The rudder boost system may not operate when
fabric. The length of time that the aircraft will float depends the brake deice system is in use. Availability of
on the fuel level and the extent of aircraft damage caused the rudder boost system will be restored to normal
by the ditching. Table 1 lists the appropriate duties for crew when the BRAKE DEICE switch is turned OFF.
and occupants for planned and immediate ditching. Perform IF CONDITION PERSISTS:
the following procedure:
2. RUDDER BOOST circuit breaker Pull.

3. BLEED AIR VALVE OFF (below 10,000 feet).

WARNING
4. Rudder trim Adjust.
Do not unstrap from the seat until all motion stops. Do
not attempt evacuation until the aircraft comes to a b. Unscheduled Electric Elevator Trim. In the
complete stop due to the possibility of injury and di- event of unscheduled electric elevator trim, perform
sorientation. the following:
1. Control wheel disconnect switch Press fully.
1. Radio calls/transponder As required.
2. Elevator trim switch OFF.
2. Personnel emergency briefing As required.
3. AP TRIM POWER circuit breaker Out.
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3. BLEED AIR VALVES PNEU & ENVIR OFF.

4. CABIN PRESS switch DUMP.
5. CABIN signs switch NO SMOKE & FSB.

NOT INTENTED FOR REAL FLIGHTS.

 5. Operation Continue.
CAUTION 6. RPM Increase (briefly to aid in ice removal
Do not attempt to free a frozen trim tab by ac- if propeller imbalance occurs).
tivating either the electric trim or manual trim
controls. The force required to break the ice OVER 24 AMPS:
will probably exceed the force that can be de-
livered to the hinge-line by either electric or 7. Monitor Continue operation if the PROP
manual controls. Over stressing the trim tab deice circuit breaker switch does not trip.
cable circuit or the electric drive unit could 8. RPM Increase (briefly to aid in ice removal
damage either or both. if propeller imbalance occurs).
c. Electric Elevator Trim Controls Frozen in 9. Loadmeter Monitor for excessive current
Flight. Moisture entering or condensing in the elevator drain. If the PROP AUTO deice circuit
trim control clutch assembly can freeze in flight locking breaker switch trips, use the manual system.
the trim in a cruise position. This condition is first noti- 10. If the PROP AUTO deice control circuit
ced when preparing for descent or retrimming at altitude. breaker or the left or right prop deice circuit
Flight in above freezing temperatures will normally clear breaker trips, avoid icing conditions.
the problem before landing, however if the elevator control
is still frozen during the approach, control forces must be 34. ELECTROTHERMAL PROPELLER DEICE MA-
overcome manually. Descend using power reduction to NUAL SYSTEM OPERATION.
keep heavy control forces caused by airspeed increases
to a minimum. If trim control freedom has not been attai- 1. Manual propeller deice switch Hold in MA-
ned prior to landing, consider a no flaps approach and NUAL position for approximately 90 seconds, or
landing to ease control back pressure. until ice is dislodged from blades.

33. ELECTROTHERMAL PROPELLER DEICE (AUTO 2. Manual system current requirement Monitor
SYSTEM) MALFUNCTION. the aircrafts loadmeters when the manual deice
Abnormal Reading on Deice Ammeter (normal switch is in the MANUAL position. A small needle
operation 18 to 24 amps). deflection (approximately 5%) indicates the sys-
tem is functioning.
ZERO AMPS:

1. PROP deice switch Check AUTO.

IF AMPS REMAIN AT ZERO:
2. PROP deice switch OFF (for 30 seconds).
3. PROP deice switch AUTO.
IF AMPS REMAIN AT ZERO:
4. Manual backup system Initiate.

BELOW 18 AMPS:
Carenado Copyrights all rights reserved

NOT INTENTED FOR REAL FLIGHTS.

 Table 1. Ditching

PLANNED DITCHING IMMEDIATE DITCHING

PILOT PILOT
A. ALERT OCCUPANTS A. WARN OCCUPANTS
B. ORDER TO PREPARE SURVIVAL GEAR FOR B. TRANSMIT DISTRESS MESSAGE
AERIAL DROP C. LIFE VEST CHECK (DO NOT INFLATE)
C. TRANSMIT DISTRESS MESSAGE E. NOTIFY OCCUPANTS TO BRACE FOR
D. LIFE VEST CHECK (DO NOT INFLATE) DITCHING
E. DISCHARGE MARKER F. DITCH AIRCRAFT
F. DITCH AIRCRAFT G. ABANDON AIRCRAFT AFTER COPILOT
G. ABANDON AIRCRAFT THROUGH CABIN EMERGENCY HATCH
COPILOT COPILOT
A. REMOVE CABIN EMERGENCY HATCH A. REMOVE CABIN EMERGENCY HATCH
B. LIFE VEST CHECK (DO NOT INFLATE) B. LIFE VEST CHECK (DO NOT INFLATE)
C. ABANDON AIRCRAFT (TAKE LIFE RAFT AND C. ABANDON AIRCRAFT (TAKE LIFE RAFT AND
FIRST AID KIT) FIRST AID KIT)
PASSENGERS PASSENGERS
A. SEAT BELTS FASTEN A. SEAT BELTS FASTEN
B. LIFE VEST CHECK (DO NOT INFLATE) B. LIFE VEST CHECK (DO NOT INFLATE)
C. ON PILOTS SIGNAL BRACE FOR DITCHING C. ON PILOTS SIGNAL BRACE FOR DITCHING
D. ABANDON AIRCRAFT THROUGH CABIN DOOR D. ABANDON AIRCRAFT THROUGH CABIN DOOR
(TAKE LIFE RAFT AND FIRST AID KIT) (TAKE LIFE RAFT AND FIRST AID KIT)

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NOT INTENTED FOR REAL FLIGHTS.