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AERONAVES TSM S.A DE C.V

QUICK REFERENCE HANDBOOK SA227-SERIES

OPERATIONS ENGINEERING MANAGEMENT

DOCUMENT: GO-QRH-SA227-SERIES-VTM

REVISION: ORIGINAL Date: Nov 1, 2013

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TABLE OF CONTENTS Preface………………………………….……………………….………. P Lights…………………………………………….……………………….. L Emergency Procedures…………………………….……………..…… 3 Abnormal Procedures…………..…………………………………….. 3A Performance……………………………....................................…….. 4 Normal Procedures Checklist…………………………………………. N

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INDEX General…………………………………………………………………… 5 Revisions……………………………………………………………….. 5 Bulletins………………………………………………………………… 5 Modifications………………………………………………………….

5

Applicability………………………………………………………………. 7 Record Revisions……………………………………………………….. 9 Revision Changes……………………………………………………… 11 Record of Bulletins…………………………………………………….. 13 Revision Instructions…………………………………………………… 15 List of Effective Pages………………………………………………… 17

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GENERAL The Operations Engineering Management is responsible for publishing, distribution and control of this manual. It is updated through revisions provided to the assigned holders of this manual.

REVISIONS Revisions are sequentially numbered and must be entered in the Record of Revisions sheet.

Revisions should be inserted in this manual according to the corresponding revision instructions. The revised sheets include the date and a vertical line next to the revised text. The list of effective pages serves as a guide to keep the manual updated.

After insertion of a revision enter in the Record of Revisions sheet revision number, revision date, insertion date, liable person name and signature.

Any comments or suggestions that would enhance the content of this manual must be addressed to the Operations Engineering Management for its study and if suitable to proceed with a revision, bulletin or circular.

BULLETINS Bulletins are used as required by the Operations Engineering Management to transmit information on a temporal basis, which should be used before the next manual revision is issued; they are distributed in blue colored papers Bulletins are numbered in sequence. Each new bulletin is entered into the Record of Bulletins sheet in accordance with the instructions provided. A bulletin may not be applicable to all aircraft in the company fleet. Each bulletin states its applicability and time of effectiveness.

MODIFICATIONS Modifications to this manual in written form are not authorized, except in situations of extreme urgency where the safety of flight may be compromised and there is an authorization from the Operations Engineering department.

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APPLICABILITY This manual takes into consideration the particular aircrafts, equipment, configuration and operational conditions of Aeronaves TSM aircraft. 

It may differ from items included in the Fairchild’s Airplane Flight Manual however relief for administrative control must be approved by the Authority.



It may differ in format from the FAIRCHILD’s AFM but cannot be less restrictive than the aircraft manufacturer.

This manual applies to the following fleet aircraft:

Tail Number

Model

XA‐DCX XA‐EEE XA‐EGC XA‐UKJ XA‐UMW XA‐MIO XA‐PNG XA‐SLW XA‐TYX XA‐UNQ XA‐UOS XA‐USB XA‐USG

SA227‐AC SA227‐AC SA227‐AC SA227‐AC SA227‐AC SA227‐AC SA227‐AC SA227‐AC SA227‐AC SA227‐AC SA227‐AC SA227‐AC SA227‐AT

REVISION: ORIGINAL DATE: NOV 1/13

Seiries MTOW (LBS) 497 503 724 532 717 693B 687B 628B 627B 565B 760B 761B 434B

GO‐QRH‐SA227‐SERIES‐VTM

14,500 14,500 14,500 14,500 14,500 16,000 16,000 16,000 16,000 16,000 16,000 16,000 16,000

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RECORD OF REVISIONS ASSIGNED TO:____________________________STATION______ Revision Number

Revision Date

Insertion Date

Liable Person Name

Signature

Original

NOV 1/13

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REVISION CHANGES Revision Number

Revised Pages

Description of Revision

ORIGINAL

NONE

ORIGINAL

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RECORD OF BULLETINS

Bulletin Number

REVISION: ORIGINAL DATE: NOV 1/13

Title

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Date

Status

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REVISION INSTRUCTIONS Revision Number: ______ Insert the present revision into the manual and destroy the corresponding pages: Insert Page

REVISION: ORIGINAL DATE: NOV 1/13

Date

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LIST OF EFFECTIVE PAGES PAGE DATE REVISION FRONT PAGE 0.1 NOV 1/13 ORIGINAL 0.2 NOV 1/13 ORIGINAL PREFACE P.1 NOV 1/13 ORIGINAL P.2 NOV 1/14 ORIGINAL P.3 NOV 1/15 ORIGINAL P.4 NOV 1/16 ORIGINAL P.5 NOV 1/17 ORIGINAL P.6 NOV 1/18 ORIGINAL P.7 NOV 1/19 ORIGINAL P.8 NOV 1/20 ORIGINAL P.9 NOV 1/21 ORIGINAL P.10 NOV 1/22 ORIGINAL P.11 NOV 1/23 ORIGINAL P.12 NOV 1/24 ORIGINAL P.13 NOV 1/25 ORIGINAL P.14 NOV 1/26 ORIGINAL P.15 NOV 1/27 ORIGINAL P.16 NOV 1/28 ORIGINAL P.17 NOV 1/29 ORIGINAL P.18 NOV 1/29 ORIGINAL P.19 NOV 1/29 ORIGINAL P.20 NOV 1/29 ORIGINAL LIGHTS (TAB) L.1 NOV 1/13 ORIGINAL L.2 NOV 1/13 ORIGINAL L.3 NOV 1/13 ORIGINAL L.4 NOV 1/13 ORIGINAL L.5 NOV 1/13 ORIGINAL L.6 NOV 1/13 ORIGINAL L.7 NOV 1/13 ORIGINAL L.8 NOV 1/13 ORIGINAL SECTION 3 Emergency Procedures (TAB) 3.00.1 NOV 1/13 ORIGINAL 3.00.2 NOV 1/13 ORIGINAL 3.00.3 NOV 1/13 ORIGINAL 3.00.4 NOV 1/13 ORIGINAL

REVISION: ORIGINAL DATE: NOV 1/13

PAGE DATE 3.00.5 NOV 1/13 3.00.6 NOV 1/13 Chapter 26 Fire Protection (TAB) 3.26.00.1 NOV 1/13 3.26.002 NOV 1/13 3.26.1 NOV 1/13 3.26.2 NOV 1/13 3.26.3 NOV 1/13 3.26.4 NOV 1/13 Chapter 71 Power Plant (TAB) 3.71.001 NOV 1/13 3.71.002 NOV 1/13 3.71.1 NOV 1/13 3.71.2 NOV 1/13 3.71.3 NOV 1/13 3.71.4 NOV 1/13 3.71.5 NOV 1/13 3.71.6 NOV 1/13 3.71.7 NOV 1/13 3.71.8 NOV 1/13 3.71.9 NOV 1/13 3.71.10 NOV 1/13 Chapter 29 Hydraulics (TAB) 3.29.00.1 NOV 1/13 3.29.00.2 NOV 1/13 3.29.1 NOV 1/13 3.29.2 NOV 1/13 Chapter 52 Doors (TAB) 3.52.00.1 NOV 1/13 3.52.00.2 NOV 1/13 3.52.1 NOV 1/13 3.52.2 NOV 1/13 Chapter 27 Flight Controls (TAB) 3.27.00.1 NOV 1/13

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ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL

ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL

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List of Effective Pages (continued)

PAGE DATE REVISION 3.27.00.2 NOV 1/13 ORIGINAL 3.27.1 NOV 1/13 ORIGINAL 3.27.2 NOV 1/13 ORIGINAL 3.27.3 NOV 1/13 ORIGINAL 3.27.4 NOV 1/13 ORIGINAL Chapter 24 Electrical (TAB) 3.24.00.1 NOV 1/13 ORIGINAL 3.24.00.2 NOV 1/13 ORIGINAL 3.24.1 NOV 1/13 ORIGINAL 3.24.2 NOV 1/13 ORIGINAL Chapter 21 Air Conditioninig and Pressurization (TAB) 3.21.00.1 NOV 1/13 ORIGINAL 3.21.00.2 NOV 1/13 ORIGINAL 3.21.1 NOV 1/13 ORIGINAL 3.21.2 NOV 1/13 ORIGINAL 3.21.3 NOV 1/13 ORIGINAL 3.21.4 NOV 1/13 ORIGINAL Chapter 32 Landing Gear (TAB) 3.32.00.1 NOV 1/13 ORIGINAL 3.32.00.2 NOV 1/13 ORIGINAL 3.32.1 NOV 1/13 ORIGINAL 3.32.2 NOV 1/13 ORIGINAL 3.32.3 NOV 1/13 ORIGINAL 3.32.4 NOV 1/13 ORIGINAL 3.32.5 NOV 1/13 ORIGINAL 3.32.6 NOV 1/13 ORIGINAL 3.32.7 NOV 1/13 ORIGINAL 3.32.8 NOV 1/13 ORIGINAL SECTION 3A Abnormal Procedures (TAB) 3A.00.1 NOV 1/13 ORIGINAL 3A.00.2 NOV 1/13 ORIGINAL Chapter 71 Power Plant (TAB) 3A.71.00.1 NOV 1/13 ORIGINAL

REVISION: ORIGINAL DATE: NOV 1/13

PAGE DATE 3A.71.00.2 NOV 1/13 3A.71.1 NOV 1/13 3A.71.2 NOV 1/13 3A.71.3 NOV 1/13 3A.71.4 NOV 1/13 3A.71.5 NOV 1/13 3A.71.6 NOV 1/13 3A.71.7 NOV 1/13 3A.71.8 NOV 1/13 3A.71.9 NOV 1/13 3A.71.10 NOV 1/13 3A.71.11 NOV 1/13 3A.71.12 NOV 1/13 3A.71.13 NOV 1/13 3A.71.14 NOV 1/13 3A.71.15 NOV 1/13 3A.71.16 NOV 1/13 3A.71.17 NOV 1/13 3A.71.18 NOV 1/13 3A.71.19 NOV 1/13 3A.71.20 NOV 1/13 3A.71.21 NOV 1/13 3A.71.22 NOV 1/13 Chapter 21 Air Conditioning and Pressurization (TAB) 3A.21.00.1 NOV 1/13 3A.21.00.2 NOV 1/13 3A.21.1 NOV 1/13 3A.21.2 NOV 1/13 3A.21.3 NOV 1/13 3A.21.4 NOV 1/13 Chapter 24 Electrical Power (TAB) 3A.24.00.1 NOV 1/13 3A.24.00.2 NOV 1/13 3A.24.1 NOV 1/13 3A.24.2 NOV 1/13 3A.24.3 NOV 1/13

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REVISION ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL

ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL

ORIGINAL ORIGINAL ORIGINAL ORIGINAL ORIGINAL

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List of Effective Pages (continued)

PAGE DATE REVISION 3A.24.4 NOV 1/13 ORIGINAL 3A.24.5 NOV 1/13 ORIGINAL 3A.24.6 NOV 1/13 ORIGINAL Chapter 27 Flight Controls (TAB) A3.27.00.1 NOV 1/13 ORIGINAL A3.27.00.2 NOV 1/13 ORIGINAL A3.27.1 NOV 1/13 ORIGINAL A3.27.2 NOV 1/13 ORIGINAL Chapter 28 Fuel (TAB) 3A.28.00.1 NOV 1/13 ORIGINAL 3A.28.00.2 NOV 1/13 ORIGINAL 3A.28.1 NOV 1/13 ORIGINAL 3A.28.2 NOV 1/13 ORIGINAL 3A.28.3 NOV 1/13 ORIGINAL 3A.28.4 NOV 1/13 ORIGINAL Chapter 30 Ice and Rain Protection (TAB) 3A.30.00.1 NOV 1/13 ORIGINAL 3A.30.00.2 NOV 1/13 ORIGINAL 3A.30.1 NOV 1/13 ORIGINAL 3A.30.2 NOV 1/13 ORIGINAL 3A.28.3 NOV 1/13 ORIGINAL 3A.28.4 NOV 1/13 ORIGINAL Chapter 32 Landing Gear (TAB) 3A.32.00.1 NOV 1/13 ORIGINAL 3A.32.00.2 NOV 1/13 ORIGINAL 3A.32.1 NOV 1/13 ORIGINAL 3A.32.2 NOV 1/13 ORIGINAL Chapter 34 Navigation (TAB) 3A.34.00.1 NOV 1/13 ORIGINAL 3A.34.00.2 NOV 1/13 ORIGINAL 3A.34.1 NOV 1/13 ORIGINAL 3A.34.2 NOV 1/13 ORIGINAL SECTION 4 Performance (TAB)

REVISION: ORIGINAL DATE: NOV 1/13

PAGE DATE 4.00.1 NOV 1/13 4.00.2 NOV 1/13 4.1 NOV 1/13 4.2 NOV 1/13 4.3 NOV 1/13 4.4 NOV 1/13 4.5 NOV 1/13 4.6 NOV 1/13 4.7 NOV 1/13 4.8 NOV 1/13 4.9 NOV 1/13 4.10 NOV 1/13 4.11 NOV 1/13 4.12 NOV 1/13 4.13 NOV 1/13 4.14 NOV 1/13 4.15 NOV 1/13 4.16 NOV 1/13 Normal Procedures Checklist (TAB) N.1 NOV 1/13 N.2 NOV 1/13 N.3 NOV 1/13 N.4 NOV 1/13 N.5 NOV 1/13 N.6 NOV 1/13 N.7 NOV 1/13 N.8 NOV 1/13 N.9 NOV 1/13 N.10 NOV 1/13 N.11 NOV 1/13 N.12 NOV 1/13

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Lights

SA227‐SERIES‐ QRH

L.1

ANNUNCIATOR PANEL LIGHTS (RED)

LIGHT L ENG FIRE R ENG FIRE

L WING OVRHT R WING OVRHT

L OIL PRESSURE

INDICATES Corresponding engine fire detector has sensed excessive temperature within the nacelle.

Corresponding warning light in extinguishing agent discharge switch should also illuminate.

3.26.1 a. Steady light: There is a brake fire, wheelwell or air conditioning duct overheat in the corresponding side. b. Flashing light: There is a wing leading edge bleed airline failure or an overheated generator wire in the corresponding side.

3.26.1 Corresponding engine oil pressure is less than 40 psi monitor engine instruments.

3.71.1

R OIL PRESSURE

Output from corresponding hydraulic pump is less than approximately 1,650 psi monitor hydraulic pressure gauge.

3.29.1

L HYDR PRESS R HYDR PRESS

CABIN DOOR

Corresponding door is not closed securely.

3.52.1

CARGO DOOR

A fault has been detected in the battery feeder circuit. Both batteries will disconnect.

3A.24.1

BATTERY FAULT

SAS FAULT

GEAR DOOR POSITION

REVISION: ORIGINAL DATE: NOV 1/13

a. Steady light: SAS computer power has failed or that power has failed in combination with servo failure.

On the ground, the SAS vane has blown full up.

Check SAS indicator needle. b. Flashing light: SAS servo or servo clutch has failed.

3.27.1 At least one of the main landing gear doors is not closed securely when on the ground. Do not take off.

Illuminates on the ground only.

3.32.1

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ANNUNCIATOR PANEL LIGHTS (AMBER)

LIGHT

INDICATES

L BETA

Corresponding prop pitch control oil pressure is sufficient to command reverse operation. 3A.71.8

R BETA

L CHIP DET

Magnetic plug in corresponding engine has detected foreign object in oil.

3A.71.8

R CHIP DET

Corresponding hopper tank fuel level is low.

With boost pump, transfer pumps operative and less than 70 pounds of fuel in the affected tank; light serves as a LOW FUEL WARNING. 3A.28.1

L XFER PUMP R XFER PUMP

L BAT DISC

Corresponding battery switch is not on or that there has been a feeder circuit fault see 3A.24.1

R BAT DISC

L AC BUS

Both lights on: The selected inverter has failed.

One light on: The 115V bus tie has failed. 3A.24.4

R AC BUS L GEN FAIL

Generator relay is open: switch is not ON or the generator has failed.

3A.24.3

R GEN FAIL

LOW SUCTION

There is insufficient output from the suction regulator. Check suction indicator.

3A.21.1

Cabin altitude is above 10,000 feet. If on pressurized flight see.

3.21.1

CABIN ALTITUDE

GPU PLUG IN

L SRL OFF R SRL OFF

NOSE STEER FAIL

REVISION: ORIGINAL DATE: NOV 1/13

The ground power unit is plugged into the aircraft.

Do not attempt to put generators on line and do not taxi.

Corresponding engine RPM is less than 80% when SRL power switch is normal or that the SRL computer has failed.

3A.71.12 Hydraulic pressure is being applied to the nose steering actuator without pilot steering command.

3.32.3

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ANNUNCIATOR PANEL LIGHTS (GREEN)

LIGHT

INDICATES

LEFT INTAKE HEAT ON RIGHT INTAKE HEAT ON Later aircraft L INTAKE HT

a) When engine and prop heat switch is on engine intake heat bleed air valve is open.

b) When engine and prop heat switch is off and valve test switch is pressed, engine intake heat bleed air valve is closed.

R INTAKE HT

L W/S HEAT CYCLE R W/S HEAT CYCLE Later aircraft

L W/S HT R W/S HT

a) If windshield heat switch is low, heat is being applied to both windshields when both lights are on and to neither windshield when only one light is on.

b) If windshield heat switch is high, heat is being applied to windshield corresponding to illuminated light.

SAS servo is armed. Light should be illuminated at speeds below 135 KIAS and out at speeds above 145 KIAS. Reference is Copilot’s Airspeed Indicator. 3A.27.1 Either pitot heat switch is in Pitot and SAS Heat position. Does not indicate that the vane is actually heated.

Steady light: Power is available to the nose wheel steering relay. System is okay.

Flashing light: Fault in system or nose wheel is positioned 3° or more from position being commanded by pedals.

3.32.4

SAS ARM

SAS DEICE

NOSE STEERING NWS

AWI #1 PUMP ON AWI #2 PUMP ON Later aircraft AWI NO 1 PUMP ON

Corresponding alcohol‐water injection pump is operating.

AWI NO 2 PUMP ON

REVISION: ORIGINAL DATE: NOV 1/13

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MISCELLANEOUS LIGHTS

VALVE POSITION ANNUNCIATOR LIGHTS (AMBER) LIGHT INDICATES Illuminates any time the fuel shutoff valves are L FUEL moving from the open to closed or closed to open positions. The lights are “in transit lights” only and R FUEL do not reflect the precise position of the valves.

Illuminates any time the hydraulic shutoff valves are L HYD moving from the open to closed or closed to open positions. The lights are “in transit lights” only and R HYD do not reflect the precise position of the valves.

Illuminates whenever the XFLOW valve is not in its closed position.

X-FLOW OPEN

CROSSFLOW SWITCH LIGHT The switch illuminates when it is actuated to open the XFLOW valve and remains on until the switch is OPEN re‐actuated to the closed position. Light indicates switch position not valve position.

DUCT HEAT CYCLE ANNUNCIATOR (above trimester gauge)

L DUCT HEAT CYCL

Oil cooler inlet duct anti‐ice thermostat is operating to heat the oil cooler inlet duct, accompanied by generator loads.

R DUCT HEAT CYCL

FUEL BYPASS LIGHTS (below EGT instrument)

Engine Fuel Bypass valve is open.

BYPASS OPEN

3A.71.10

IGNITION LIGHT (next to EGT gauge) Power is being supplied to the igniter.

IGN

PARK BUTTON Nose wheel Steering PARK button illuminates with brilliance in proportion to the increased variable PARK authority 10° – 63° steering angle.

REVISION: ORIGINAL DATE: NOV 1/13

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MISCELLANEOUS LIGHTS

PITOT HEAT ANNUNCIATOR (Only XA‐USG) L PITOT HEAT

Loss of power to the respective pitot heating element.

3A.30.3

R PITOT HEAT

CARGO DOOR SECONDARY WARNING AND TEST SYSTEM DOOR UNSAFE illuminates in conjunction with the CARGO DOOR light when: 1. The cargo door handle is not in the fully closed position.

2.

Any cargo door latch switch has not been DOOR compressed to its door closed position.

UNSAFE SWITCHES NORMAL illuminates when switch held to SWITH TEST and: 1. All Cargo door latches have been withdrawn to

SWITCHES the door open position.

NORMAL 2. All cargo door switches have extended to their relaxed (door open) positions.

3. The cargo door handle is not in the fully closed position.

Both lights can be tested with the LAMP TEST switch

FIRE EXTINGUISHER PANEL LIGHTS FIRE: a. Excessive temperature in the engine nacelle. b. Annunciator Press to Test is actuated.

FIRE c. FIRE EXT TEST is actuated.

E: a. Fire extinguisher bottle has been discharged E OK

and is empty.

b. FIRE EXT TEST is actuated.

OK: The FIRE EXT TEST is good.

3.26.1

ELT REMOTE SWITCH LIGHT

The switch will activate the ELT unit even if the aircraft is unpowered. However if the aircraft is unpowered the light will not illuminate.

REVISION: ORIGINAL DATE: NOV 1/13

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L.6

TCAS I DISPLAY

NORMAL ABOVE BELOW

Displays Traffic ±2,700 feet Displays Traffic ‐2,700 to + 9,000 feet.

Displays Traffic +2,700 to – 9,000 feet.

Traffic advisory only.

This is normal for TCAS I mode operations.

Non‐threat traffic Outside of protected distance and altitude range.

Proximate intruder traffic.

Within protected distance and altitude range, but still not considered a threat.

Traffic Advisory (TA).

Within protected range and considered a threat.

TCAS will issue an aural warning (e.g., Traffic! Traffic!) when range to traffic is approximately 40 seconds.

Traffic above in hundreds of feet Traffic below in hundreds of feet

TA ONLY

+00 ‐00

Climbing or descending traffic more than 500 fpm.

REVISION: ORIGINAL DATE: NOV 1/13

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REVISION: ORIGINAL DATE: NOV 1/13

--------------

GEAR DOOR POSITION

R HYDR PRESS

--------------

GEAR DOOR POSITION

L HYDR PRESS

--------------

--------------

SERIES POST 584 PRE 583

CARGO DOOR

SAS FAULT

R OIL PRESSURE

L OIL PRESSURE

L GEN FAIL

L AC BUS

L BAT DISC

L XFER PUMP

L CHIP DET

BATTERY FAULT

R WING OVRHT

L WING OVRHT

L BETA

CABIN DOOR

R ENG FIRE

L ENG FIRE

R GEN FAIL

R AC BUS

R BAT DISC

R XFER PUMP

R CHIP DET

L BETA

NOSE STEER FAIL

R SRL OFF

L SRL OFF

GPU PLUG IN

CABIN ALTITUDE

LOW SUCTION

GO‐QRH‐SA227‐SERIES‐VTM

-------------AWI NO 2 PUMP ON

NOSE STEERING AWI NO 1 PUMP ON

SERIES POST 584 SERIES PRE 583

--------------

AWI NO 2 PUMP ON

AWI NO 1 PUMP ON NOSE STEERING

SAS DEICE

--------------

R W/S HT

R INTAKE HT

SAS ARM

--------------

L W/S HT

L INTAKE HT

Lights

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ANNUNCIATOR PANNEL GENERAL DISTRIBUTION

Lights

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REVISION: ORIGINAL DATE: NOV 1/13

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Emergency Procedures

SA227‐SERIES‐ QRH

3.00.1

SECTION 3 EMERGENCY PROCEDURES

LIGHT

CHAPTER

ENG FIRE

CABIN DOOR

CARGO DOOR

REVISION: ORIGINAL DATE: NOV 1/13

OIL PRESSURE

HYDR PRESS

WING OVRHT

GEAR DOOR POSITION

SAS FAULT

BATTERY FAULT

CABIN ALTITUDE

NOSE STEER FAIL

FIRE PROTECTION

26

POWER PLANT

71

HYDRAULIC

29

DOORS

52

FLIGHT CONTROLS

27

ELECTRICAL

24

AIR CONDITIONING

AND PRESSURIZATION

21

32

LANDING GEAR

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3.00.2

Emergency Procedures

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3.00.3

INTRODUCTION

The EMERGENCY (section 3) and ABNORMAL (Section 3A) procedures presented in this manual were developed by the airplane manufacturer. They have been modified by TSM for purposes of simplification and standardization. These are company policy, and crewmembers are expected to follow them. If an abnormality occurs where these procedures are inadequate or not applicable, the captain and his crew must use their best judgment. Procedures identified by an asterisk are those recommended to be accomplished by a copilot.

TSM procedures and policy recognize the following:

1. That it is not possible to develop specific procedures to cover all possible emergency situations.

2. That human beings will not always remember all procedures or steps in their exact specified order, under the stress of some emergency situation.

3. That hurried actions can result in a more serious situation than the emergency itself.

4. That continuing to fly the airplane is perhaps the most important single consideration in almost every emergency situation.

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3.00.4

CREW COORDINTATION

1. FLY THE AIRPLANE. The captain will determine who will fly the airplane and who will read the checklist. It is recommended that the first officer be assigned the fly duties, allowing the captain to direct his full attention to the accomplishment of to the emergency checklist. The PF will handle communications.

2. INDENTIFY THE EMERGENCY. The pilot that first identifies the emergency or abnormal situation will announce it clearly and distinctly e.g. “ENGINE FIRE NO. 2”.

3. READ THE CHECKLIST. The PM will read aloud the appropriate procedure and accomplish the actions called for in a deliberate and unhurried manner. Where the procedure calls for an engine shut down or any other item that could significantly affect airplane performance, the captain must agree that it is the best course of action under the existing circumstances. Upon this determination, the PF must verify that the proper control has been selected prior to the step being accomplished.

Some situations require memory item(s) to be accomplished before using the emergency checklist. The IMMEDIATE ACTION items, which must be performed first, are in BOLD CAPITAL letters with the remaining steps (clean up procedures) following.

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3.00.5

USE OF PROCEDURES

Emergency and abnormal procedures assume that the system controls are in the normal configuration for the phase of flight prior to the initiation of the emergency or abnormal procedure.

Emergency and abnormal procedures consider a single problem only. If more than one problem exists, it is the responsibility of the crew to establish the priority of action. This section contains all procedures that can be related to foreseeable emergency or abnormal situations that can reasonably be expected to occur. It is expected that trained crewmembers will use their system knowledge and experience to cope with situations that are not covered by an explicit procedure.

It is recognized that certain circumstances may make immediate execution of an exact emergency or abnormal procedure inappropriate. For example: If an engine’s performance should deteriorate during takeoff but is still developing thrust, the captain may not wish to shut it down immediately.

Crewmembers should check circuit breakers and test lights when appropriate.

One reset of a tripped circuit breaker may be attempted after a cooling period of approximately three minutes. If the circuit breaker re trips, do not attempt another reset.

Puling and re‐setting circuits breakers in an attempt to restore an ailed system may permit a faulty circuit breaker to go undetected. If the procedure is used to restore a system, the circuit breaker may have failed and was not conducting current. To assist maintenance in circuit breaker quality control, flight crew must make a logbook entry anytime a failed system is restored by pulling and re‐setting circuit breakers.

REVISION: ORIGINAL DATE: NOV 1/13

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3.00.6

PROCEDURES FORMAT

The Emergency and Abnormal procedures are divided as they relate to specific system. A table of contents precedes each section. This format will make the procedures easier to follow and more efficient to complete. Procedures identified by an asterisk are those recommended to be accomplished by a copilot.

Each Emergency and Abnormal procedures includes the following elements, as appropriate to the situation.

 TITLE identifying the emergency or abnormal condition and the beginning of the procedure.

 TITLE identifying the continuation of a procedure on subsequent pages.

 CONDITION/PHASE or (CONDITION/PHASE): Phase of flight or manner in which the emergency/abnormal condition may be presented.

 And finally the actions, steps, to contain or correct the emergency or abnormal situation.

WARNINGS, CAUTIONS, and NOTES are used throughout this manual to emphasize important operating information.

WARNING

OPERATING PROCEDURES, PRACTICES, ETC., WHICH MAY RESULT IN PERSONAL INJURY OR LOSS OF LIFE IF NOT CAREFULLY FOLLOWED.

CAUTION

OPERATING PROCEDURES, PRACTICES, ETC., WHICH IF NOT STRICTLY OBSERVED MAY RESULT IN DAMAGE TO EQUIPMENT.

NOTE

An operating procedure, condition, etc., which is essential to emphasize

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3.26.00.1

CHAPTER 26 FIRE PROTECTION INDEX

ENGINE FIRE.......................................................................................... 3.26.1 WHEELWELL AND WING OVERHEAT WARNING LIGHT ON……………….. 3.26.2 SMOKE IN AIRCRAFT............................................................................. 3.26.3 SMOKE IN AIRCRAFT (NOTES)………………………………………………….……. 3.26.4

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3.26.00.2

Emergency Procedures Fire Protection

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3.26.1

ENGINE FIRE

ON GROUND

1. ENGINE STOP AND FEATHER CONTROL (affected engine).......... PULL 2. ENGINE STOP BUTTON (affected engine)................................. PRESS 3. FUEL SHUTOFF SWITCH (affected engine).............................. CLOSED 4. HYDRAULIC SHUTOFF SWITCH (affected engine)................... CLOSED 5. FIRE EXTINGUISHER SWITCH (affected engine)........................ PRESS 6. Generator Switch (affected engine)................................................ OFF

NOTE

Use of start test with respective generator switch ON may cause a battery fault and subsequent loss of ability to motor the engine.

7. Starter Test Switch (affected engine)….................................... ENGAGE 8. Fuel Boost Pump Switch (affected engine)...................................... OFF 9. Auto/Cont Ignition Switch (affected engine)................................... OFF 10. Affected Engine............................. MOTOR UNTIL ENGINE IS CLEARED

IN FLIGHT

1. ENGINE STOP AND FEATHER CONTROL (affected engine).......... PULL 2. FUEL SHUTOFF SWITCH (affected engine)….......................... CLOSED 3. HYDRAULIC SHUTOFF SWITCH (affected engine)................... CLOSED 4. FIRE EXTINGUISHER SWITCH (affected engine)........................ PRESS 5. Fuel Boost Pump Switch (affected engine)...................................... OFF 6. Generator Switch (affected engine)................................................ OFF 7. Bleed Air Switch (affected engine).................................................. OFF 8. Auto/Cont Ignition Switch (affected engine).................................. OFF 9. Power Lever (operating engine)....................................... AS REQUIRED 10. Bleed Air (operating engine)…........................................ AS REQUIRED

NOTE

If the 100% torque limit is not being developed and bleed air is ON, increased power may be obtained by selecting bleed air OFF.

11. Trim.................................................................................. AS REQUIRED 12. Generator (operating engine).................... 200 /300 AMPS MAXIMUM (BELOW RED RADIAL) REVISION: ORIGINAL DATE: NOV 1/13

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3.26.2

WHEELWELL AND WING OVERHEAT WARNING LIGHT ON

STEADY LIGHT:

Indicates brake fire, 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 fire 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 flight 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 flashing items.

CAUTION

IF THE WARNING LIGHT DOES NOT EXTINGUISH WITHIN THREE MINUTES, THE AFFECTED ENGINE SHOULD BE SHUT DOWN. THE LANDING GEAR MAY HAVE TO BE RETRACTED TO SUSTAIN FLIGHT UNTIL ARRIVING AT A SUITABLE LANDING FIELD.

FLASHING LIGHT:

Indicates a wing leading edge bleed air line failure or an overheated generator wire.

*1. BLEED AIR SWITCH (affected side)……......................................... OFF 2. GENERATOR SWITCH (affected side)…......................................... OFF

CAUTION

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

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3.26.3

SMOKE IN AIRCRAFT 1.

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

(If Smoke Or Fire From Electrical Source) a. Smoke or fire from essential bus: (1) Bus tie switch........................................................... OFF (2) Bus transfer switches............. OPPOSITE ESSENTIAL BUS

*b. Smoke or fire from nonessential bus:  Bus tie switch............................................................ OFF

*(If Smoke From Bleed Air Source) Bleed air switches…………..…….…………..………TURN OFF ONE SOURCE IF SMOKE CONTINUES TURN BACK ON AND TURN OTHER SOURCE OFF.

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 outflow valve would then close in order to retain cabin differential pressure and the existing smoke would be trapped until depressurizing procedures are begun.

(If Smoke In Rear Of Aircraft) USE MANUAL PRESSURIZATIONAND SELECT FULL DECREASE. WHEN PRESSURE DIFFERENTIAL IS ZERO, ACTIVATE CABIN DUMP SWITCH.

(If Smoke Is In Cockpit) *ACTIVATE CABIN DUMP SWITCH.

2. Emergency Descent................................................................. AS REQUIRED 3. Airspeed....................................................................... 175 KIAS MAXIMUM Dowty 173 KIAS MAXIMUM 4. Landing Gear...................................................................................... DOWN *5. Fresh Air Fan................................................................................. OVERRIDE

REVISION: ORIGINAL DATE: NOV 1/13

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3.26.4

SMOKE IN AIRCRAFT

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 flow 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 verified that the fire has been extinguished following fire suppression and /or smoke evacuation procedures, land immediately at the nearest suitable airport.

REVISION: ORIGINAL DATE: NOV 1/13

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Emergency Procedures Power Plant Index

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3.71.00.1

CHAPTER 71 POWER PLANT INDEX

OIL PRESSURE LOW LIGHT ON……………………………………..….…………….… 3.71.1 ENGINE FAILURE DURING TAKEOFF – TAKEOFF ABORTED........................................... 3.71.1 DURING TAKEOFF – TAKEOFF CONTINUED AT OR ABOVE V1.......... 3.71.2 DURING FLIGHT................................................................................ 3.71.3 DOUBLE ENGINE FAILURE (RESTARTS/RELIGHTS UNSUCCESSFUL)….… 3.71.4 AIRSTART (CAUTION)............................................................................ 3.71.4 INFLIGHT RELIGHT................................................................................ 3.71.5 SINGLE ENGINE LANDING.................................................................... 3.71.6 GO‐AROUND..................................................................................... 3.71.7 TAKEOFF OR GO‐AROUND SITUATION WITH SRL SYSTEM(S) INOPERATIVE..................................................................................... 3.71.8 ENGINE CONTROL MALFUNCTION.............................……………………….. 3.71.9 NO RESPONSE TO POWER LEVER MOVEMENT.................................... 3.71.9

FIGURES

BEST GLIDE AIRSPEED………………………………………………………………..…….. 3.71.4 VYSE CLIMB SPEED SCHEDULE…………………………………….………….…………. 3.71.2

AND 3.71.7

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3.71.00.2

Emergency Procedures Power Plant

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3.71.1

OIL PRESSURE LOW LIGHT ON

If low oil pressure is confirmed (less than 40psi) by the oil pressure gauge, the engine should be shut down by applying the ENGINE FAILURE DURING FLIGHT procedure. If the oil pressure gauge indicates normal pressure monitor engine parameters. If any uncommanded RPM fluctuations, rising oil temperature, etc. shut down the affected engine.

NOTE

It is common for the low pressure warning light to blink when taxiing in and out of reverse, particularly if engine oil temperature is above 110°C.

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 flight idle to ground idle will cause the airplane to yaw toward the operating engine.

2. BRAKES………….......................................................................... AS REQUIRED 3. Nose Wheel Steering............................................................... AS REQUIRED 4. Reverse Thrust (operating engine).......................................... AS REQUIRED

CAUTION

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

5. Engine Stop and Feather Control (failed engine)……….......................... PULL 6. Engine Clean Up Procedure (failed engine) a. Fuel Shutoff Switch.................................................................... CLOSED b. Hydraulic Shutoff Switch........................................................... CLOSED c. Fuel Boost Pump Switch…............................................................... OFF d. Generator Switch............................................................................. OFF *e. Bleed Air Switch............................................................................... OFF f. Auto/Cont Ignition Switch............................................................... OFF 7. Water Injection Switch............................................................................ OFF REVISION: ORIGINAL DATE: NOV 1/13

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3.71.2

ENGINE FAILURE DURING TAKEOFF CONTINUED AT OR ABOVE V1

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

NOTE

• Commanding high propeller blade angle by keeping the power lever of the inoperative engine well forward will reduce windmilling propeller drag in the event that NTS failure accompanies engine failure.

2. VR Speed …………………………………………………. ROTATE (CLIMB AT V2 SPEED) 3. LANDING GEAR (after liftoff)............................................................... UP

WARNING

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

4. ENGINE STOP AND FEATHER CONTROL (failed engine)...................... PULL 5. FLAPS (acceleration altitude and V2+5)………………………………………........ UP 6. MAX CONTINUOUS POWER (at ) ........................ SET (CLIMB AT )

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 continues power limit is not being achieved, increased power may be obtained by turning bleed air off.

GROSS WEIGHT (POUNDS)

16,000 15,000 14,000 13,000 12,000 11,000 10,000

VYSE CLIMB SPEED SCHEDULE (KIAS)

S.L.

5,000

10,000

135 133 131 128 126 124 123

135 132 128 124 123 120 118

135 132 128 123 120 116 114 Figure 4F‐1, 4F2 AFM

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3.71.3

ENGINE FAILURE DURING TAKEOFF CONTINUED AT OR ABOVE V1

8. Engine Clean Up Procedure (failed engine) a. Fuel Shutoff Switch.................................................................... CLOSED b. Hydraulic Shutoff Switch........................................................... CLOSED c. Fuel Boost Pump Switch.................................................................. OFF d. Generator Switch............................................................................. OFF *e. Bleed Air Switch…..…....................................................................... OFF f. Auto/Cont Ignition Switch............................................................... OFF 9. Power Lever (operating engine).............................................. AS REQUIRED 10. Trim......................................................................................... AS REQUIRED 11. Generator (operating engine)............................ 200/300 AMPS MAXIMUM (RED RADIAL) 13. Water Injection Switch……....................................................... AS REQUIRED

ENGINE FAILURE DURING FLIGHT

1. ENGINE STOP AND FEATHER CONTROL (failed engine)...................... PULL 2. Engine Clean Up Procedure (failed engine) a. Fuel Shutoff Switch…….............................................................. CLOSED b. Hydraulic Shutoff Switch........................................................... CLOSED c. Fuel Boost Pump Switch…............................................................... OFF d. Generator Switch............................................................................. OFF *e. Bleed Air Switch…............................................................................ OFF f. Auto/Cont Ignition Switch .............................................................. OFF 3. Power Lever (operating engine)…........................................... AS REQUIRED *4. Bleed Air (operating engine)…................................................. AS REQUIRED

NOTE If the 100% torque limit is not being developed and bleed air is ON, increased power may be obtained by selecting bleed air OFF.

5. Trim......................................................................................... AS REQUIRED 6. Generator (operating engine).............................200/300 AMPS MAXIMUM (RED DADIAL)

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3.71.4

DOUBLE ENGINE FAILURE (RESTARTS/RELIGHTS UNSUCCESSFUL)

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

GLIDE AIRSPEED WEIGHT (POUNDS) 10,000 12,000 14,000 16,000 AIRSPPED (KIAS) 130 140 150 160

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 flap landing. If altitude above ground level (AGL) permits, unfeathering one engine may provide sufficient hydraulic pressure to operate the flaps.

AIRSTART (CAUTION)

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 ABNORMAL PROCEDURES.

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3.71.5

INFLIGHT RELIGHT

CAUTION

• THIS PROCEDURE IS INTENDED FOR USE DURING FLIGHT ONLY.

• ATTEMPTED USE OF THIS PROCEDURE WHILE ON THE GROUND WITH LIMITED AIRFLOW THROUGH THE ENGINE COULD RESULT IN ENGINE OVER‐TEMPERATURES.

• THIS PROCEDURE IS INTENDED FOR USE ONLY WHEN THE REASON FOR THE INADVERTENT FLAMEOUT IS KNOWN WITH CERTAINTY AND WHEN THE PILOT IS CERTAIN THAT A RELIGHT WILL NOT AGGRAVATE THE CONDITION.

1. Power Lever…………..APPROXIMATELY 1/4 INCH FORWARD OF FLIGHT IDLE (UNTIL LANDING GEAR WARNING HORN IS SILENCED) 2. Speed Lever…….................................................. APPROXIMATELY 97% RPM 3. Airspeed.......................................................... BETWEEN 100 AND 180 KIAS 4. RPM....................................................................... BETWEEN 10% AND 60% 5. Engine Start Button.................................................... PRESS MOMENTARILY

NOTE

• Press the start button in only long enough to obtain ignition and fuel flow 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 finer pitch and RPM increases to above 10%. Ignition, fuel flow, and light‐off should then occur.

• Engine relight will not occur if the SRL computer speed switch function has failed or if the SRL – Δ P/P switch is in the OFF position.

6.

7.

8.

9.

EGT.................................. MONITOR (770°C MAXIMUM FOR ONE SECOND) RPM………..................................................................................... STABILIZED SRL OFF Light............................................................................... CHECK OFF Power............................................................................ RESET AS REQUIRED

NOTE

Engine relight should be expected to occur automatically if the Auto/Cont Ignition Switch is in AUTO, and fuel is available at the igniters.

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3.71.6

SINGLE ENGINE LANDING

 Compute landing distance by adding 72% to two engine landing distance shown in Figure 4G‐5 AFM. Computed value on Section 4 of this manual.

 Use two engine approach speeds shown in Figure 4G‐5 AFM. These are the normal landing approach speeds on the normal checklist.

1. No Smoking – Fasten Seat Belt Sign…….…............................................... ON 2. Fuel Balance…….................................................................................. CHECK

NOTE

If excess fuel imbalance is indicated on fuel quantity gauge and/or aileron trim position, balance fuel by utilizing the fuel Crossflow.

3.

4.

5.

6.

7.

Fuel Crossflow Switch........ OPEN IF REQUIRED TO BALANCE, THEN CLOSED Cabin Differential Pressure…….............................................................. ZERO Electrical Load……….................................. TURN OFF NONESSENTIAL ITEMS Speed Lever (operating engine)…….............................................. HIGH RPM Flaps.............................................................. DO NOT EXTEND BEYOND 1/4 UNTIL LANDING IS ASSURED 8. Landing Gear..................................... EXTEND WHEN LANDING IS ASSURED 9. Nose Wheel Steering................................................................................ ON 10. Auto/Cont Ignition Switch (operating engine)..................... AUTO OR CONT

AFTER TOUCHDOWN

1. Brakes…................................................................................ AS REQUIRED 2. Nose Wheel Steering........................................................... AS REQUIRED 3. Power Levers....................................................................... GROUND IDLE

NOTE

Retard power levers to ground idle as directional control permits. Retarding the power lever of the operating engine from flight idle to ground idle will cause the airplane to yaw toward the operating engine.

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

CAUTION

REVERSE THRUST ON THE OPERATING ENGINE WILL CAUSE A YAWING MOMENT TOWARD THE OPERATING ENGINE WHICH IS PROPORTIONAL TO THE AMOUNT OF 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. REVISION: ORIGINAL DATE: NOV 1/13

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3.71.7

SINGLE ENGINE GO‐AROUND

CAUTION

• THE FOLLOWING PROCEDURE ASSUMES THAT THE SINGLE ENGINE GO‐AROUND BEGINS WITH GEAR DOWN, FLAPS NO MORE THAN 1/4 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.

2.

3.

4. *5.

6.

Power....................................................................................... AS REQUIRED Landing Gear….......................................................................................... UP Flaps…....................................................................................................... UP Airspeed………......................................................................................... V Bleed Air Switch...................................................................................... OFF Engine Anti‐Ice......................................................... OFF UNLESS REQUIRED NOTE

VYSE is approximately 18 KIAS greater than approach speed.

GROSS WEIGHT (POUNDS)

16,000 15,000 14,000 13,000 12,000 11,000 10,000

VYSE CLIMB SPEED SCHEDULE (KIAS)

S.L.

5,000

10,000

135 133 131 128 126 124 123

135 132 128 124 123 120 118

135 132 128 123 120 116 114 Figure 4F‐1, 4F2 AFM

REVISION: ORIGINAL DATE: NOV 1/13

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3.71.8

TAKEOFF OR GO‐AROUND SITUATION WITH SRL SYSTEM(S) INOPERATIVE

NOTE

Abnormal section presents flight operations with SRL system(s) inoperative procedures in more detail for all phases of flight and planning.

When both SRL systems are inoperative:

In any takeoff or go‐around situation requiring takeoff power, set the placarded SRL INOP LIMIT EGT for the existing OAT or 100% torque, whichever is encountered first.

In any climb situation requiring maximum continuous power (MCP), set the EGT value from Figure 3A.71‐1 or 100% torque, whichever is encountered first. The bottom table of the cockpit placard is extracted from Figure 3A.71‐1 and provides limit EGT for setting MCP when flying at single engine best rate of climb speeds.

When one SRL system is inoperative:

Proper power setting of the engine with the inoperative SRL can be obtained by matching the torque of the engine with the inoperative SRL to that of the engine with the operative SRL. It is important to monitor engine indications to ensure that SRL INOP LIMIT EGT is not exceeded.

CAUTION

TEMPERATURE LIMITER PROTECTION IS NOT AVAILABLE WHEN THE SRL SYSTEM IS INOPERATIVE. SET POWER LEVERS CAREFULLY WHEN ABOVE 50% POWER TO ALLOW FOR EGT INDICATION LAG. IMPROPER POWER MANAGEMENT CAN RESULT IN ENGINE OVER TEMPERATURE CONDITIONS.

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3.71.9

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.

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 flight 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

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3.71.10

Emergency Procedures Hydraulics Index

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3.29.00.1

CHAPTER 29 HYDRAULICS INDEX

HYDRAULIC SYSTEM FAILURE............................................................... 3.29.1

FIGURES

APPROACH SPEEDS ‐ PARTIAL FLAPS LANDINGS…………………………..…. 3.29.1

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3.29.1

HYDRAULIC SYSTEM FAILURE

In case of hydraulic system failure:

1. Prepare for emergency extension of the landing gear

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 fluid for hand pump operation. The manual release system also permits free fall gear extension in the event that all hydraulic fluid is lost. See LANDING GEAR EMERGENCY EXTENSION this section Chapter 32.

2. Prepare for landing with existing wing flaps configuration.

Partial flaps landings:

There are no provisions to extend or retract the flaps following a hydraulic system failure. Landing approach should be made at approximately 1.3V for the existing configuration APPROACH SPEED (KIAS) WEIGHT 1,000 (POUNDS) 16,000 MTGW AIRCRAFT

10 10.5 11 11.5 12 12.5 13 13.5 14 14.5 15 15.5 NO FLAPS 1/4 FLAPS 1/2 FLAPS

110 108 103

112 110 105

114 112 107

116 113 108

118 115 110

120 116 111

122 118 113

124 120 114

126 121 116

128 123 118

130 125 119

132 127 121

Compute flaps up landing distances from Two Engine Landing Distance + 75% shown on section 4 of this manual or figure 4G‐5 AFM. 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.

REVISION: ORIGINAL DATE: NOV 1/13

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Emergency Procedures Hydraulic

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3.29.2

Emergency Procedures Doors Index

SA227‐SERIES‐ QRH

3.52.00.1

CHAPTER 52 DOORS INDEX

CARGO OR CABIN DOOR WARNING LIGHT ON..................................... 3.52.1 GEAR DOOR POSITION LIGHT ON..……………………..……………………………. 3.52.2 EMERGENCY EXITS ............................................................................... 3.52.2

REVISION: ORIGINAL DATE: NOV 1/13

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3.52.00.2

Emergency Procedures Doors

SA227‐SERIES‐ QRH

3.52.1

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 flight. 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 deflate, 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 flight.

DURING INITIAL PART OF TAKEOFF ROLL

1. Takeoff…..................................................................................... ABORT 2. Determine cause of door warning prior to flight.

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 flight.

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 flight.

REVISION: ORIGINAL DATE: NOV 1/13

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Emergency Procedures Doors

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3.52.2

GEAR DOOR POSITION LIGHT ON

At least one of the main landing gear doors is not closed securely when on the ground……………………………………………………………………………….. DO NOT TAKE OFF.

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.

REVISION: ORIGINAL DATE: NOV 1/13

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Emergency Procedures Flight Controls Index

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3.27.00.1

CHAPTER 27 FLIGHT CONTROLS INDEX

SAS FAULT LIGHT ON…………………........................................................ 3.27.1 OUT‐OF‐TRIM WARNING..................................................................... 3.27.1 STABILIZER TRIM SYSTEM RUNAWAY.................................................. 3.27.1 STABILIZER TRIM SYSTEM INOPERATIVE………………………………………..… 3.27.2 GO‐AROUND WITH STABILIZER TRIM INOPERATIVE........................ 3.27.3 STALL AVOIDANCE SYSTEM (SAS) MALFUNCTIONS………………………….. 3.27.4

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3.27.00.2

Emergency Procedures Flight Controls

SA227‐SERIES‐ QRH

3.27.1

SAS FAULT LIGHT ON

ON GROUND

Steady light: SAS vane has blown full up….. CHECK SAS INDICATOR NEEDLE

IN FLIGHT

*1. SAS CLUTCH OR 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 1.1V .

NOTE

• SAS FAULT light on flashing indicates a stopped servo or servo disengagement.

• SAS FAULT light on steady in flight 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.

OUT‐OF‐TRIM WARNING

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

STABILIZER TRIM SYSTEM RUNAWAY

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

REVISION: ORIGINAL DATE: NOV 1/13

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Emergency Procedures Flight Controls

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3.27.2

STABILIZER TRIM SYSTEM INOPERATIVE

INDIVIDUAL TRIM SWITCHES

WARNING

OPERATION OF THE TRIM SYSTEM SHOULD OCCUR ONLY BY MOVEMENT OF PAIRS OF SWITCHES. ANY MOVEMENT OF THE STABILIZER WHILE ACTUATING ONLY ONE SWITCH ON THE CONTROL WHEELS INDICATES A MALFUNCTION. FLIGHT SHOULD NOT BE INITIATED WITH ANY MALFUNCTION OF EITHER THE PILOT’S SYSTEM OR THE COPILOT’S SYSTEM.

PILOT’S TRIM INOPERATIVE 1. Trim Selector……….................................................................... COPILOT 2. Pilot’s Auxiliary Trim Switch or Copilot’s Trim Switch……………….………………………… TRIM AS REQUIRED

COPILOT’S TRIM INOPERATIVE 1. Trim Selector………........................................................................ PILOT 2. Pilot’s Trim Switches…............................................ TRIM AS REQUIRED

BOTH PILOT’S AND COPILOT’S TRIM INOPERATIVE 1. Trim Selector…............................................................ OFF (CENTERED) 2. Airspeed …........ AS REQUIRED TO MAINTAIN LOW ELEVATOR FORCES 3. SAS Clutch or SAS Servo Switch….................................................... OFF

NOTE

• If the trim system fails in an extreme nose down trim position, do not extend flaps unless required for landing because of the subsequent high pull force required to maintain level flight.

• If the trim system fails in an extreme nose up trim position, flap extension (below V ) will reduce the push force required to maintain level flight.

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.

REVISION: ORIGINAL DATE: NOV 1/13

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Emergency Procedures Flight Controls

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3.27.3

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.

2.

3.

4.

Power….................................................................................... AS REQUIRED

NOTE

Applications of power increases push force requirements.

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

NOTE

Flap retraction increases push force requirements.

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

REVISION: ORIGINAL DATE: NOV 1/13

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Emergency Procedures Flight Controls

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3.27.4

STALL AVOIDANCE SYSTEM (SAS) MALFUNCTIONS

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 CLUTCH OR SAS SERVO SWITCH……………….......................... OFF 3. SAS Circuit Breakers (four)……….................................................... PULL

WARNING

PULL FORCES REQUIRED TO OVERPOWER THE STICK PUSHER MAY EXCEED 60 POUNDS.

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 1.1V .

AURAL STALL WARNING AT SPEEDS WELL IN EXCESS OF NORMAL STALL WARNING SPEEDS (INADVERTENT STALL WARNING)

When an aural stall warning occurs in unaccelerated flight 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 CLUTCH OR 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 1.1V .

REVISION: ORIGINAL DATE: NOV 1/13

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Emergency Procedures Electrical Power Index

SA227‐SERIES‐ QRH

3.24.00.1

CHAPTER 24 ELECTRICAL POWER INDEX

BATTERY FAULT LIGHT ON…………………………………………...………………….. 3.24.1 DOUBLE GENERATOR FAILURE............................................................. 3.24.1 TOTAL ELECTRICAL FAILURE................................................................. 3.24.2

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3.24.00.2

Emergency Procedures Electrical Power

SA227‐SERIES‐ QRH

3.24.1

BATTERY FAULT LIGHT ON

A fault has been detected in the battery feeder circuit. Both batteries will disconnect. See 3A.24.1 abnormal section.

DOUBLE GENERATOR FAILURE

1.

2.

3.

4.

5.

6.

7.

8.

Both Generator Switches……................................................................... OFF Electrical Load ……............................................................................ REDUCE Generator and Start Control Circuit Breakers……............................... CHECK Left Generator Switch………................................. RESET/VOLTAGE CHECKED 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 flight with a single generator rather than risking a second double generator failure.

Right Generator Switch….................................... RESET/VOLTAGE CHECKED 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 will be functional on battery power. However, electrical loads should be quickly reduced to the minimum for existing flight conditions to prolong battery life.

WARNING

WHEN IN FLIGHT ON BATTERY POWER ALONE, LAND AS SOON AS PRACTICABLE TO PRECLUDE COMPLETE ELECTRICAL FAILURE.

REVISION: ORIGINAL DATE: NOV 1/13

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Emergency Procedures Electrical Power

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3.24.2

TOTAL ELECTRICAL FAILURE

1.

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

The pilot's overhead and entrance door flood lights are powered by the left battery when the entrance light switch is in its ON position.

Both Battery and Both Generator Switches…………….............................. OFF Battery Switches (individually)...................................................... RESET/ON Generator Switches (individually)................................................. RESET/ON

2.

3.

4.

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. Register the event on the aircraft log for maintenance follow‐up.

REVISION: ORIGINAL DATE: NOV 1/13

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Emergency Procedures Air Conditioning and Pressurization Index

SA227‐SERIES‐ QRH

3.21.00.1

CHAPTER 21 AIR CONDITIONING AND PRESSURIZATION INDEX

CABIN PRESSURIZATION MALFUNCTIONS LOW PRESSURE MALFUNCTION…..................................................... 3.21.1 HIGH PRESSURE MALFUNCTION....................................................... 3.21.1 EXCESSIVE RATE OF PRESSURIZATION.............................................. 3.21.2 EMERGENCY DESCENT PROCEDURE……………………….………………………… 3.21.3

REVISION: ORIGINAL DATE: NOV 1/13

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3.21.00.2

Emergency Procedures Air Conditioning and Pressurization

SA227‐SERIES‐ QRH

3.21.1

CABIN PRESSURIZATION MALFUNCTIONS

LOW PRESSURE MALFUNCTION

The cabin altitude warning light illuminates when the cabin pressure is equivalent to a pressure altitude between 10,000 feet and 12,000 feet.

Check cabin altitude, differential pressure and controller setting, cabin dump switch and CAWI/Water Injection switch. If the cabin pressurization controller is not providing proper cabin pressure, change to manual operation. If the desired cabin altitude or differential pressure still cannot be attained, an excessive leak exists and it may be necessary to descend or use oxygen.

HIGH PRESSURE MALFUNCTION

If the cabin differential pressure exceeds the normal limit of 7.0 psi, the cabin pressurization controller may have failed and allowed the outflow valve to close. Open the manual control valve approximately 1/2 turn; select MANUAL position on the cabin pressure selector, and regulate pressure manually. If manual control is ineffective, the safety valve should relieve excess cabin pressure at 7.25 psi. Prior to landing, the cabin pressure differential must be eliminated by use of the manual control or the following alternate procedure:

1. Altitude.................................................................. BELOW 12,000 FEET *2. Bleed Air Switches…......................................................................... OFF 3. Allow cabin to depressurize to less than 1 psi differential. *4. Cabin Dump Switch……................................................................ DUMP

NOTE

If cabin pressure is dumped when a significant 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.

REVISION: ORIGINAL DATE: NOV 1/13

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Emergency Procedures Air Conditioning and Pressurization

SA227‐SERIES‐ QRH

3.21.2

CABIN PRESSURIZATION MALFUNCTIONS

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 flight 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 significant 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.

REVISION: ORIGINAL DATE: NOV 1/13

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Emergency Procedures Air Conditioning and Pressurization

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3.21.3

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 DOWTY 173 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 173/ 175 KIAS in the 1/2 flaps configuration.

• 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.

• Oxygen Mask microphone will not operate if the MIC SELECT Switch (located on the back of the left and right essential bus) is not selected to the MASK position or plugged in to the headset BOOM plug.

REVISION: ORIGINAL DATE: NOV 1/13

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3.21.4

Emergency Procedures Landing Gear Index

SA227‐SERIES‐ QRH

3.32.00.1

CHAPTER 32 LANDING GEAR INDEX

LANDING GEAR EMERGENCY EXTENSION............................................ 3.32.1 LANDING GEAR EMERGENCY EXTENSION ADDITIONAL PROCEDURE.. 3.32.2 NOSE WHEEL STEERING HYDRAULIC MALFUNCTION (NOSE STEER FAIL LIGHT ON)……………………………………………….……... 3.32.3 NOSE WHEEL STEERING ELECTRICAL MALFUNCTION........................... 3.32.4 GEAR UP LANDINGS (NOTES)............................................................... 3.32.5 GEAR UP LANDINGS…………………………………………………………………........ 3.32.6 DITCHING……………………………………………………………………………………..…. 3.32.7

REVISION: ORIGINAL DATE: NOV 1/13

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3.32.00.2

Emergency Procedures Landing Gear

SA227‐SERIES‐ QRH

3.32.1

LANDING GEAR EMERGENCY EXTENSION

In case of hydraulic failure also see Chapter 29.

1. Airspeed....................................................................... 175 KIAS MAXIMUM DOWTY 173 KIAS MAXIMUM 2. Landing Gear Handle……..................................................................... DOWN *3. Emergency Release Lever.......................................................... ROTATE AFT *4. Hand Pump Valve Handle………..…..……………... PULL PIP PIN/ROTATE VALVE HANDLE 90° FORWARD *5. Emergency Hand Pump………........................................ PUMP AS REQUIRED 6. Gear indicator........................................................ ALL DOWN AND LOCKED

NOTE

• Strong resistance to pump handle motion gives sufficient 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 fluid, 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.

REVISION: ORIGINAL DATE: NOV 1/13

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Emergency Procedures Landing Gear

SA227‐SERIES‐ QRH

3.32.2

LANDING GEAR EMERGENCY EXTENSION ADDITIONAL PROCEDURE

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 flight 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 flaps and slow the aircraft to just above flight 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.)

REVISION: ORIGINAL DATE: NOV 1/13

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Emergency Procedures Landing Gear

SA227‐SERIES‐ QRH

3.32.3

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.

REVISION: ORIGINAL DATE: NOV 1/13

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Emergency Procedures Landing Gear

SA227‐SERIES‐ QRH

3.32.4

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 and rudder, differential braking, and/or differential power can be used for steering. If the system fails to test correctly, the arm switch should be placed in the OFF position and steering accomplished with rudder, differential braking, and/or differential power. In the event of a flashing green NOSE STEERING light, an unwanted steering deflection, 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 (NON ESENTIAL BUS)

REVISION: ORIGINAL DATE: NOV 1/13

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Emergency Procedures Landing Gear

SA227‐SERIES‐ QRH

3.32.5

GEAR UP LANDINGS (NOTES)

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 first. When a propeller is feathered with flight idle power set, drag will be reduced and gliding distance increased slightly.

REVISION: ORIGINAL DATE: NOV 1/13

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Emergency Procedures Landing Gear

SA227‐SERIES‐ QRH

3.32.6

GEAR UP LANDINGS

LANDING WITH ALL THREE GEAR UP:

1. Use full flaps.

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 flat attitude and on centerline. Use rudder for directional control.

LANDING WITH NOSE GEAR UP:

1. Use normal approach technique and flap configuration.

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 flattest 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.

REVISION: ORIGINAL DATE: NOV 1/13

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Emergency Procedures Landing Gear

SA227‐SERIES‐ QRH

3.32.7

DITCHING

If not in contact with ATC Squawk 7700.

Send distress signal message 121.5MHz Burn fuel to reduce touchdown speed and increase buyancy.

Plan a Full Flap Landing unless another configuration is required.

BELOW 5,000 FEET

1. Descent Cheklist….…….……………..………..…..……………………….. COMPLETE 2. Cabin………….…………………………….…………….. PREPARATION COMPLETE 3. Gear Warning CB….……………………………………..……. PULL (NON ESS BUS) 4. ELT….……………………………………….……………………………………………..….. ON 5. Final Position….………………………..……………….….………………… TRANSMIT

BFORE LANDING

1. Landing Gear….………………..…………………..……….……………………………… UP 2. Flaps….………………………….……………………….…………...………………..…… FULL 3. Briefing.……………………………..………………………………. BRACE FOR IMPACT 4. Airspeed.……………………………..……………………..……………… MAINTAIN VREF Touch down at the lowest speed and rate of descent which permits safe handling and optimum nose up attitude on impact.

5. Cabin Pressurization…………….………………………………..…….. CABIN DUMP 6. Life Vests…………………….………..…. ON AND ADJUSTED DO NOT INFLATE 7. Seatbelts And Harnesses……… SECURE (PASSENGER BRACE POSITION)

AFTER IMPACT

1. Engine Stop & Feather….…….……..…………...………………………. BOTH PULL 2. Battery Switches…………………...……………………...…………………. BOTH OFF 3. First Aid Kit / Survival Gear…………..…….....…… TRANSPORTED BY CREW 4. Initiate evacuation.

CAUTION

DO NOT OPEN PASSENGER ENTRANCE DOOR AS IT WILL BE PARTIALLY SUBMERGED. INITIATE EVACUATION THROUGH OVERWING EXITS ONLY.

REVISION: ORIGINAL DATE: NOV 1/13

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Emergency Procedures Landing Gear

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INTENTIONALLY LEFT BLANK

REVISION: ORIGINAL DATE: NOV 1/13

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3.32.8

Abnormal Procedures

SA227‐SERIES‐ QRH

3A.00.1

SECTION 3A ABNORMAL PROCEDURES

LIGHT

BETA

CHIP DET

CHAPTER

SRL OFF

LOW SUCTION

BAT DISC

AC BUS

GEN FAIL

POWER PLANT

71

AIR CONDITIONING AND PRESSURIZATION

21

COMMUNICATIONS

23

ELECTRICAL

24

FLIGHT CONTROLS

27

FUEL

28

ICE AND RAIN PROTECTION

30

LANDING GEAR

32

NAVIGATION

34

XFER PUMP

REVISION: ORIGINAL DATE: NOV 1/13

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Abnormal Procedures

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INTENTIONALLY LEFT BLANK

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

3A.00.2

Abnormal Procedures Power Plant Index

SA227‐SERIES‐ QRH

3A.71.00.1

CHAPTER 71 POWER PLANT INDEX

PREPARATION FOR IMMEDIATE AIRSTART ....................................... 3A.71.1 AIRSTART (CAUTIONS)................................................................... 3A.71.1 AIRSTART…………………………………………….………………………….……..…. 3A.71.2 AIRSTART PROCEDURE WITH SRL COMPUTER INOPERATIVE....... 3A.71.3 ABORTED AIRSTART (DUE TO NO COMBUSTION)………................. 3A.71.3 MANUAL GROUND START PROCEDURES…………………………….…..……. 3A.71.4 PREPLANNED ENGINE SHUTDOWN IN FLIGHT.................................. 3A.71.5 PREPARATION FOR ENGINE SHUTDOWN...................................... 3A.71.5 ENGINE SHUTDOWN ..................................................................... 3A.71.6 CHIP LIGHT ON................................................................................... 3A.71.8 BETA LIGHT ON IN FLIGHT……………………………………………………………... 3A.71.8 HIGH OIL TEMPERATURE................................................................... 3A.71.9 TEMPERATURE LIMITER MALFUNCTIONS OPERATIONS WITH THE TEMPERATURE LIMITER CIRCUIT INOPERATIVE………………………………………………..………………………..… 3A.71.10 OPERATIONS WITH TEMPERATURE LIMITER INOPERATIVE (FUEL BYPASS VALVE FAILED OPEN)…………………………..……..……… 3A.71.10 OPERATIONS WITH TEMPERATURE LIMITER INOPERATIVE (FUEL BYPASS VALVE FAILED CLOSED)………………………………………. 3A.71.11 SRL COMPUTER FAILURE.................................................................. 3A.71.12 SIMULATED SRL COMPUTER FAILURE........................................... 3A.71.13 EGT LIMIT WITH SRL INOPERATIVE 100% RPM............................. 3A.71.14 EGT LIMIT WITH SRL INOPERATIVE 97% RPM............................... 3A.71.15 FLIGHT OPERATIONS WITH SRL SYSTEM(S) INOPERATIVE………..…… 3A.71.16

FIGURES

FIGURE‐3A.71‐1 EGT LIMIT WITH SRL INOPERATIVE 100% RPM...... 3A.71.14 FIGURE‐3A.71‐2 EGT LIMIT WITH SRL INOPERATIVE 97% RPM........ 3A.71.15 FLIGHT OPERATIONS WITH SRL SYSTEM(S) INOPERATIVE COCKPIT PLACARD …………………………………………….…………………….. 3A.71.17 FIGURE‐3A.71‐A MAXIMUM ALLOWABLE EGT WITH SRL OFF / INOPERATIVE……………………………………………………. 3A71.18

REVISION: ORIGINAL DATE: NOV 1/13

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INTENTIONALLY LEFT BLANK

REVISION: ORIGINAL DATE: NOV 1/13

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3A.71.00.2

Abnormal Procedures Power Plant

SA227‐SERIES‐ QRH

3A.71.1

PREPARATION FOR IMMEDIATE AIRSTART

NOTE

Prepositioning controls and switches as follows will shorten the time required to restart the engine should an immediate airstart be required.

*1. Speed Lever.................................................................................... 97% RPM

NOTE

The 97% RPM speed lever position can be attained either by setting this value prior to shutdown or by setting the operating engine speed at 97% RPM and aligning both speed levers.

2. Power Lever…………………..................... APPROXIMATELY 1/4 INCH (6 mm) FORWARD OF FLIGHT IDLE (UNTIL LANDING GEAR WARNING HORN IS SILENCED) *3. Engine Stop and Feather Control………......................................... FORWARD 4. Fuel Shutoff Switch……......................................................................... OPEN 5. Hydraulic Shutoff Switch...................................................................... OPEN 6. Fuel Boost Pump Switch…………............................................................... ON 7. Generator Switch………........................................................................... OFF *8. Bleed Air Switch…………........................................................................... OFF 9. Auto/Cont Ignition Switch................................................................... AUTO

AIRSTART (CAUTIONS)

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.

NOTE

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

• When airstarting an engine at low airspeeds (100 to 110 KIAS) significant yaw and roll into the starting engine will occur as the engine approaches its on‐speed condition. The yaw and roll are barely noticeable during airstarts at speeds above 150 KIAS. REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Abnormal Procedures Power Plant

SA227‐SERIES‐ QRH

3A.71.2

AIRSTART

1. Speed Lever…….............................................................................. 97% RPM 2. Power Lever …….................................... APPROXIMATELY 1/4 INCH (6 mm) FORWARD OF FLIGHT IDLE (UNTIL LANDING GEAR WARNING HORN IS SILENCED) 3. EGT.................................................................... BELOW 200°C (IF FEASIBLE) 4. RPM……..................................................................................... 10% OR LESS 5. Altitude……............................................................. 20,000 FEET MAXIMUM 6. Airspeed.................................................................... 100 KIAS TO 180 KIAS 7. Engine Stop and Feather Control….............................................. FORWARD 8. Fuel Shutoff Switch.............................................................................. OPEN 9. Hydraulic Shutoff Switch...................................................................... OPEN 10. Fuel Boost Pump Switch…........................................................................ ON 11. Generator Switch.................................................................................... OFF 12. Bleed Air Switch...................................................................................... OFF 13. Auto/Cont Ignition Switch.................................................................... AUTO 14. Engine Start Button…………...................................... PRESS UNTIL LIGHT‐OFF 15. Propeller............................................................... OBSERVE UNFEATHERING 16. Fuel Flow......................................................... SHOULD START BY 10% RPM 17. EGT............................................ SHOULD INCREASE AT 10% TO 20% RPM. IF NOT INCREASING BY 25% RPM, ABORT AIRSTART

BY PULLING ENGINE STOP AND FEATHER CONTROL 18. Engine Start Button............................. RELEASE WHEN EGT STARTS TO RISE

NOTE

During airstarts following prolonged feathered flight at cold outside air temperatures (oil temperature cooled to below +25°C), increased starting fuel may be required. Depress the start button as required to maintain normal EGT and engine acceleration during airstarts of cold‐ soaked engines.

19. Fuel and Oil Pressure ……............................................................ GREEN ARC 20. Generator ………….......................................................................... RESET/ON 21. Bleed Air Switch…….................................................................................. ON

NOTE

If the engine fails to accelerate within the 18% to 28% RPM range, feather the propeller by pulling the engine stop and feather control full aft. Use the unfeather test switch as in ENGINE SHUTDOWN step 7 to keep the propeller rotating for a minimum of 5 minutes.

Attempt a second airstart. If this airstart is unsuccessful, a single engine landing should be planned since further airstart attempts could damage the engine.

REVISION: ORIGINAL DATE: NOV 1/13

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Abnormal Procedures Power Plant

SA227‐SERIES‐ QRH

3A.71.3

AIRSTART PROCEDURE WITH SRL COMPUTER INOPERATIVE

Two three‐position speed switch select switches, located on the left cockpit console, are provided to permit airstarts with the SRL computer inoperative.

These switches bypass the normally automatic engine speed functions controlled by the SRL computer that are required during start. The switch positions are AUTO, OFF, and MANUAL.

Airstart procedure is essentially identical to the AIRSTART procedure except that the speed switch select switch is placed in MANUAL before pressing the start button. It is no necessary to hold the start button. Ignition and fuel flow occur immediately after the start button is pressed. The Speed Switch select switch should be returned to AUTO when RPM increases above 60%.

NOTE

During airstarts following prolonged feathered flight at cold outside air temperatures (oil temperature cooled to below +25°C), increased starting fuel may be required. Depress the start button as required to maintain normal EGT and engine acceleration during airstarts of cold‐ soaked engines.

ABORTED AIRSTART (DUE TO NO COMBUSTION)

1. Engine Stop and Feather Control……..................................................... PULL 2. Altitude……….................... REDUCE BEFORE ATTEMPTING ANOTHER START

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Abnormal Procedures Power Plant

SA227‐SERIES‐ QRH

3A.71.4

MANUAL GROUND START PROCEDURES

Certain malfunctions in the engine starting system can prevent a normal, automatic engine ground start. An example is failure of the 10% and 60% speed functions in the SRL computer. In this case, other SRL functions could remain operative; however, an automatic start would not be obtained because fuel and ignition sequencing controlled by the 10% and 60% speed functions would be inoperative. A manual start can be accomplished using the appropriate speed switch select switch located on the pilot’s side console.

These switches enable the pilot to bypass the normally automatic engine speed functions. The manual ground start procedure using these switches is the same as for a normal ground start except for the denoted changes as indicated by the small letter “a” and double asterisks.

During a manual start it is not necessary to place the SRL – Δ P/P switch in the OFF position. Confirm that the SRL OFF light is illuminated (a normal indication whenever engine RPM is less than 80%) and leave the SRL – Δ P/P switch in the NORM position.

When the speed select switch is placed in the manual position the Temp Limiter is enabled and will prevent start temperatures from exceeding 650°C. This may inhibit engine acceleration during the start (most noticeable between 35 – 40% RPM) and may result in a hung start and possible damage to the engine unless the start is aborted properly. The Temp Limiter circuit breaker must be pulled to disable the Temp Limiter during the start and then reset after the engine has stabilized at idle prior to accomplishment of the required SRL checks.

NOTE

 After accomplishing a manual ground start, all SRL system checks must be accomplished satisfactorily prior to flight. See System Checks FCOM.

ENGINE START Engine Start Button............................................................ PRESS AND HOLD RPM.............................................................................................10% TO 12% **a. Speed switch select switch....................................................... MANUAL

AFTER ENGINE START RPM.....................................................................STABILIZED AT 70% TO 72% EGT................................................................................................STABILIZED **a. Speed switch select switch............................................................ AUTO

REVISION: ORIGINAL DATE: NOV 1/13

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Abnormal Procedures Power Plant

SA227‐SERIES‐ QRH

3A.71.5

PREPLANNED ENGINE SHUTDOWN IN FLIGHT

Intentional engine shutdowns and airstarts may be required during crew training and following maintenance or adjustment of the engine or propeller controls. Stresses due to temperature gradients within the engine can be reduced and engine life prolonged if the ENGINE FAILURE DURING FLIGHT procedure is expanded as follows:

WARNING

IN THE EVENT OF AN ACTUAL ENGINE FAILURE OR ENGINE FIRE, IMPLEMENT THE APPROPRIATE EMERGENCY PROCEDURE AS STATED IN EMERGENCY SECTION 3 OF THIS MANUAL.

PREPARATION FOR ENGINE SHUTDOWN

*1. Bleed Air Switch (selected engine)...................................................... OFF 2. Power Lever (selected engine)…..................... APPROXIMATELY 1/4 INCH FORWARD OF FLIGHT IDLE (UNTIL LANDING GEAR WARNING HORN IS SILENCED) 3. Speed Levers……......................................................................... 97% RPM

Allow the selected engine to cool and stabilize at low power while accomplishing steps 4 and 5. Observe torque and EGT limits on the operating engine.

4.

Generators ……………………………………………………….……………... CHECK AMPS

CAUTION

IF THE GENERATOR SWITCH IS RESET AND ON, GENERATOR VOLTAGE IS OBSERVED, GEN FAIL ANNUNCIATOR LIGHT IS NOT ILLUMINATED, AND THE AMMETER READS ZERO, THE RESPECTIVE 325 AMPERE CURRENT LIMITER IS OPEN. THE FAULTY CURRENT LIMITER SHOULD BE REPLACED PRIOR TO FLIGHT.

NOTE

An open current limiter will not prevent an engine restart, but an intentional engine shutdown with an open current limiter is not recommended unless an engine malfunction has been detected.

5.

Generator Switch (selected engine).................................................... OFF

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Abnormal Procedures Power Plant

SA227‐SERIES‐ QRH

3A.71.6

PREPLANNED ENGINE SHUTDOWN IN FLIGHT

ENGINE SHUTDOWN

NOTE

In order to maintain consistency in training and in reaction patterns, this procedure follows the sequence of actions specified in the ENGINE FAILURE DURING FLIGHT procedures contained in EMERGENCY Section 3 of this manual. However, certain actions are expanded to permit symmetrical cooling of rotating parts of the engine and to allow extended observation of the functions of engine and propeller components such as the manual fuel shutoff valve, negative torque sensing system, and feathering valve.

1. Engine Stop and Feather Control (selected engine).......................... PULL

Pull the control out only to the point where the fuel shutoff valve shuts off the fuel, as indicated by fuel flow dropping to zero. Leave the control in that position for one minute or until RPM decays to approximately 30%. Frequently, RPM will remain above 30% at the end of one minute. Then pull the control full aft to open the feather valve and allow the propeller to feather.

CAUTION

• DO NOT ALLOW ENGINE TO WINDMILL DURING RPM DECAY LONGER THAN ONE MINUTE

• DO NOT PERMIT THE INOPERATIVE ENGINE TO WINDMILL IN THE 18% TO 28% RPM RANGE.

2. Engine Clean Up Procedure (selected engine) a. Fuel shutoff switch................................................................ CLOSED b. Hydraulic shutoff switch........................................................ CLOSED c. Fuel boost pump switch……......................................................... OFF d Generator switch…...................................................................... OFF *e. Bleed air switch............................................................................ OFF 3. Power Lever (operating engine).......................................... AS REQUIRED 4. Trim...................................................................................... AS REQUIRED 5. Generator (operating engine)......................... 200/300 AMPS MAXIMUM 6. Engine Stop and Feather Control……........................................ FORWARD 7. Unfeather Test Switch (selected engine)….......................... AS REQUIRED

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Abnormal Procedures Power Plant

SA227‐SERIES‐ QRH

3A.71.7

PREPLANNED ENGINE SHUTDOWN IN FLIGHT

ENGINE SHUTDOWN (continued)

Depending upon airspeed and ambient temperature during RPM decay, residual EGT may be above 200°C when the propeller feathers and stops rotation. If the EGT is above 200°C, use the unfeather test switch intermittently to keep the propeller windmilling slowly (up to approximately 10% RPM) until the EGT stabilizes at or below 200°C.

NOTE

• Above approximately 7% windmilling RPM, sufficient oil pressure may be generated to sustain the unfeathering cycle thus increasing RPM toward the 18% to 28% RPM range. Prevent such increases in RPM by pulling the engine stop and feather control full aft and resetting it forward when the propeller feathers.

• Repeated momentary use of the unfeather test switch to cause very slow rotation of the feathered propeller will eventually cause all the oil to be pumped from the oil tank, through the propeller dome, and into the nose case. At very slow rotation speeds, the scavenge pumps will not be able to return the oil from the nose case to the oil tank.

Avoid exhausting the oil tank by ensuring that the propeller windmills at no less than 5% RPM. Prior to final feathering when EGT is less than 200°C, allow windmilling RPM to reach approximately 15% to ensure sufficient oil scavenging to provide a source of oil for unfeathering.

• If the supply of oil from the oil tank to the unfeathering pump is exhausted inadvertently, it can be replenished by using the starter test switch to cause rotation and scavenge pump operation.

However, since the electrical load on the starter while turning a feathered propeller in flight is unknown and variable, this procedure should not be attempted without realizing that damage to the starter may occur. Observe the starter duty cycle limitations.

• A feathered propeller should not rotate backward at speeds above 115 KIAS. If backward rotation occurs, either increase airspeed or use momentary activation of unfeather pump (engine stop and feather control – forward) to stop backward Rotation

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Abnormal Procedures Power Plant

SA227‐SERIES‐ QRH

3A.71.8

CHIP LIGHT ON

PRIOR TO TAKEOFF:

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

DURING FLIGHT:

If the chip light illuminates and engine operation appears to be normal, continue to the first intended landing and determine cause. The affected engine and instruments should be monitored closely during flight.

If the chip light illuminates and engine operation does not appear to be normal, the affected engine should be shut down (ENGINE FAILURE DURING FLIGHT) and a single engine landing accomplished.

BETA LIGHT ON IN FLIGHT

The beta lights should not be illuminated during normal flight operations. If a beta light illuminates during flight at normal operating airspeeds and power settings, an electrical wiring malfunction is indicated.

No flight safety nor handling characteristics issue is associated with this case. If a beta light illuminates during takeoff or during flight at very low true airspeeds with maximum power set, an out‐of‐tolerance beta pressure switch malfunction is indicated. Again, no flight safety nor handling characteristics issue is associated with this case.

Illumination of a beta light when at flight idle power and very low true airspeed, as during approach to a stall, might indicate either improper flight idle blade angle settings and/or that flight idle power is set too low. Provided that engine power remains symmetrical throughout the maneuver and that there is no difficulty in controlling the aircraft laterally and directionally, there is no safety of flight problem.

However, if asymmetric power is evident, approach and landing should be planned with power above flight idle. If power asymmetry is severe, the pilot should consider shutting down (Preplanned Engine Shutdown Procedure) the engine which has low flight idle power and conducting a single engine landing.

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Abnormal Procedures Power Plant

SA227‐SERIES‐ QRH

3A.71.9

HIGH OIL TEMPERATURE

Elevated oil temperatures (in the caution range) on the ground are common with high ambient temperatures. If the maximum oil temperature limit is exceeded, do not takeoff.

In flight, high oil temperature can be an indication of low oil quantity or impending engine failure. If the oil temperature exceeds the maximum limit in flight, reduce power on the affected engine. If the oil temperature remains out of limits and there are any other indications of pending engine failure, the engine should be shutdown applying the ENGINE FAILURE DURING FLIGHT procedures.

REVISION: ORIGINAL DATE: NOV 1/13

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Abnormal Procedures Power Plant

SA227‐SERIES‐ QRH

3A.71.10

TEMPERATURE LIMITER MALFUNCTIONS

OPERATIONS WITH THE TEMPERATURE LIMITER CIRCUIT INOPERATIVE

An inoperative temperature limiter circuit results in loss of automatic temperature control. When the temperature limiter becomes inoperative the pilot must use caution in power management. The EGT indication lags actual engine performance. The following procedures should be followed when the temperature limiter is inoperative.

1. Do not advance power lever rapidly beyond 50% travel.

2. Set power lever carefully above 50% power to allow for EGT indication lag. Adjust power by making small power lever position changes and allowing adequate time for EGT lag.

3. Changes in airspeed, temperature and/or altitude will produce changes in EGT. Monitor EGT when operating the engine near the EGT limit.

OPERATIONS WITH TEMPERATURE LIMITER INOPERATIVE (FUEL BYPASS VALVE FAILED OPEN)

Failure of the fuel bypass valve in the open, or near open position, will allow fuel to be bypassed at all times with possible low power being developed at intermediate power lever positions. A valve stuck in a partially open position would be detected during the application of power for takeoff or during flight at less than 650°C EGT due to the requirement for excessively split power levers at even EGT’s.

CAUTION

TAKEOFF WITH A FUEL BYPASS VALVE FAILED IN THE OPEN POSITION IS NOT APPROVED.

Failure in the open position while in flight might cause so much reduced fuel flow at the nozzles that, at power lever settings near flight idle, the NTS system would activate. This potential difficulty could be confirmed by retarding the power lever for the suspect engine to flight idle while flying at speeds near final approach speed. If negative torqueing occurs, the pilot has the options of landing with asymmetric power levers in order to maintain even power, or of shutting down the engine with the failed fuel bypass valve and making a single engine landing.

Temperature Limiter Circuit Breaker……........................................... PULL

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Abnormal Procedures Power Plant

SA227‐SERIES‐ QRH

3A.71.11

TEMPERATURE LIMITER MALFUNCTIONS

OPERATIONS WITH TEMPERATURE LIMITER INOPERATIVE (FUEL BYPASS VALVE FAILED CLOSED)

Takeoff and initial climb operations are conducted with power set to appropriate torque and reference EGT values determined from the Takeoff Power Check Charts in Section 4 of this manual (or 4 of AFM). Therefore, a fuel bypass failure may not be detected during normal operations until cruise power is set with EGT at 650°C. If fuel bypass malfunctions are suspected after conducting the temp limiter check, the following ground check will verify the status of the temperature limiting systems.

WARNING

DO NOT TEST TEMP LIMITER IN FLIGHT. AT HIGH ALTITUDES FLAME OUT MAY RESULT.

1. Speed Levers......................................................................... HIGH RPM 2. Power Levers............................... SET TO OBTAIN 350 PPH FUEL FLOW 3. Temp Limiter Test Switch............................................. HOLD L THEN R. NOTE THAT RESPECTIVE FUEL BYPASS LIGHTS ILLUMINATE AND THAT FUEL FLOW FOR EACH ENGINE DROPS TO APPROXIMATELY 280 PPH

• It is permissible to conduct this check one engine at a time.

• Failure of either engine to bypass approximately 70 PPH or failure of either fuel bypass light to illuminate during this check indicates a malfunction of the fuel bypass/temp limiter system.

• If dry power takeoff operations are required with a fuel bypass valve failed at its closed position, use normal takeoff climb, and cruise procedures taking care to not exceed 650°C EGT.

CAUTION

ENGINE OVER‐TEMPERATURE AND CONSEQUENT ENGINE DAMAGE MAY OCCUR WITH IMPROPER POWER LEVER MANAGEMENT WHEN THE FUEL BYPASS VALVE HAS FAILED IN THE CLOSED POSITION.

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Abnormal Procedures Power Plant

SA227‐SERIES‐ QRH

3A.71.12

SRL COMPUTER FAILURE

A failure of the SRL system may be indicated by one or more of the following:

1.

Illumination of an SRL OFF light which indicates loss of power to the system, loss of signal to the computer, loss of computer output signal or that the difference between compensated EGT and SRL value is less than 15°C.

2.

A sudden change in EGT of 20°C or more with no corresponding change in other engine parameters.

3.

An erratic or fluctuating EGT indication.

4.

SRL OFF light not illuminated with engine speed below 80% RPM.

5.

SRL – Δ P/P power switch in the SRL OFF position.

NOTE

The SRL inoperative EGT charts in Figures 3A.71‐1 and 3A.71‐2 are provided only for maximum continuous power at 100% RPM and for cruise power at 97% RPM. Cruise with SRL inoperative is limited to between 96% and 98% or at 100% RPM.

When operating with the SRL computer inoperative, the following apply:

1.

The temperature limiter circuit will be inoperative; therefore, all the cautions listed under the heading TEMPERATURE LIMITER MALFUNCTIONS apply and must be followed. Pull the temperature limiter circuit breaker. Place the SRL – Δ P/P power switch in the SRL OFF position.

2.

The maximum allowable EGT will vary with altitude, airspeed, and temperature. The pilot must operate the engine within the maximum EGT limits by obtaining the limiting EGT from Figures 3A.71‐1 and 3A.71‐2 in this section and adjusting engine power accordingly. An alternative method of ensuring proper power on the engine which has suffered SRL failure is to match its torque with that of the engine with operable SRL system.

3.

After landing at the next scheduled destination, the SRL system must be repaired before further flight or operations must be conducted in accordance with Flight Operations With SRL System(s) Inoperative (this section).

REVISION: ORIGINAL DATE: NOV 1/13

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Abnormal Procedures Power Plant

SA227‐SERIES‐ QRH

3A.71.13

SRL COMPUTER FAILURE

SIMULATED SRL COMPUTER FAILURE

Failure of the SRL computer may be simulated in flight as follows:

1. Adjust the power lever to extinguish the fuel BYPASS OPEN light.

2. Place the SRL– Δ P/P power switch in the SRL OFF position.

3. Manually control engine temperature to the appropriate limits from Figures 3A.71‐1 and 3A.71‐2.

CAUTION

ENGINE OVER‐TEMPERATURE CAN RESULT FROM TURNING THE SRL OFF WITH THE FUEL BYPASS OPEN LIGHT ON.

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Abnormal Procedures Power Plant

SA227‐SERIES‐ QRH

3A.71.14

SRL COMPUTER FAILURE EGT LIMIT WITH SRL INOPERATIVE 100% RPM – MAXIMUM CONTINUOUS POWER

FIGURE 3A.71‐1 EXAMPLE:

Given: Altitude = 15,000 Feet Airspeed = 199 KIAS (200 KCAS) IOAT = –6°C

REVISION: ORIGINAL DATE: NOV 1/13

Obtain: Maximum EGT = 562°C

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Abnormal Procedures Power Plant

SA227‐SERIES‐ QRH

3A.71.15

SRL COMPUTER FAILURE EGT LIMIT WITH SRL INOPERATIVE 97% RPM – CRUISE POWER

FIGURE 3A.71‐2 EXAMPLE:

Given: Altitude = 15,000 Feet Airspeed = 199 KIAS (200 KCAS) IOAT = –6°C

REVISION: ORIGINAL DATE: NOV 1/13

Obtain: Maximum EGT = 535°C

GO‐QRH‐SA227‐SERIES‐VTM

Abnormal Procedures Power Plant

SA227‐SERIES‐ QRH

3A.71.16

FLIGHT OPERATIONS WITH SRL SYSTEM(S) INOPERATIVE

INTRODUCTION

This section presents information relative to operation of the Garrett TPE331‐ 11U‐611G or 612G engine with the Single Red Line (SRL) system inoperative.

The performance contained in the basic flight manual is applicable. However, limiting takeoff and landing performance is determined by entering the charts at actual outside air temperature (OAT) plus 5°C whenever expected torque is less than 100%, that is, when power is limited by ambient conditions. In that case, takeoff torque is set using care to avoid exceeding maximum allowed SRL INOP EGT. Maximum EGT will vary with the OAT. The placard shown in this section must be installed prior to takeoff operations with an SRL system inoperative.

Including the above mentioned the following procedures in this section must be studied and planned by the crew before attempting any flight with SRL system(s) inoperative.

Before Starting Engines…………………………………………………………...... 3A71.19 Battery or GPU Start……………………….……………………………………….…. 3A71.19 Before Taxi…………………………………………………………………………………. 3A71.19 Takeoff…………………………………………………………………………………….… 3A71.19 Climb………………………………………………………………………………………….. 3A71.20 Cruise……………………………………………………………………………………….... 3A71.20 Descent………………………………………………………………………………………. 3A71.21 Balked Landing………………………………………………………………..…………. 3A71.21

Crew should be familiar with the use and interpretation of the following figures.

Flight operations with SRL system(s) inoperative: Cockpit Placard……………………….……………………………………………….… 3A.71.11 Fig. 3A.71‐A Maximum allowable EGT with SRL off / inoperative…………….……………….……………….…..……… 3A.71.12 SRL computer failure: Fig. 3A.71‐1 EGT limit with SRL inoperative 100% rpm……………..…. 3A.71.8 Fig. 3A.71‐2 EGT limit with SRL inoperative 97% rpm………………..… 3A.71.9

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3A.71.17

FLIGHT OPERATIONS WITH SRL SYSTEM(S) INOPERATIVE

COCKPIT PLACARD To be installed aft of the compass fairing for operations with SRL system(s) inoperative.

REVISION: ORIGINAL DATE: NOV 1/13

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3A.71.18

FLIGHT OPERATIONS WITH SRL SYSTEM(S) INOPERATIVE

MAXIMUM ALLOWABLE EGT WITH SRL OFF / INOPERATIVE

Figure 3A.71‐A REVISION: ORIGINAL DATE: NOV 1/13

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3A.71.19

FLIGHT OPERATIONS WITH SRL SYSTEM(S) INOPERATIVE

All procedures, warning and notes regarding SRL inoperative and Temp Limiter Inoperative must be adhered to. All normal operation procedures apply with the exception of the following.

BEFORE STARTING ENGINES • SRL – Δ P/P Power Switch (affected engine)….................................. SRL OFF

• Temperature Limiter Circuit Breaker (affected engine)........................ PULL

• Use actual OAT + 5°C to determine maximum allowable takeoff weight and the takeoff torque to be used on both engines.

• Use actual OAT to determine the maximum allowable SRL INOP EGT on the engine(s) with inoperative SRL for takeoff and initial climb or go‐ around operations from Figure 3A.71‐A or the cockpit placard.

BATTERY OR GPU START Use appropriate MANUAL GROUND START PROCEDURE in abnormal procedures. SRL check procedures do not apply.

BEFORE TAXI SRL / Temp Limiter check procedures do not apply.

TAKEOFF • DRY takeoff only – use of CAWI not authorized.

NOTE

Takeoff with both bleed air on and engine anti‐ice on is not authorized when either SRL system is inoperative.

WARNING

IF FLIGHT IS ATTEMPTED WITH THE SPEED LEVERS SET AT LOW RPM, DIVERGENT POWER OSCILLATIONS ARE LIKELY TO OCCUR IF THE TEMPERATURE LIMITING RANGE IS REACHED. SUCH POWER OSCILLATIONS MUST BE AVOIDED BY ENSURING THAT THE SPEED LEVERS ARE SET TO OBTAIN PROPER ENGINE SPEED.

NOTE

Both SRL OFF lights will be illuminated if both SRL systems are inoperative. The SRL OFF light for an engine with operative SRL system should go out when RPM increases beyond 80%.

REVISION: ORIGINAL DATE: NOV 1/13

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3A.71.20

FLIGHT OPERATIONS WITH SRL SYSTEM(S) INOPERATIVE

TAKEOFF (continued)

CAUTION

• TEMPERATURE LIMITER PROTECTION IS NOT AVAILABLE WHEN THE SRL SYSTEM IS INOPERATIVE. IMPROPER POWER MANAGEMENT CAN RESULT IN ENGINE OVER TEMPERATURE CONDITIONS.

• DO NOT ALLOW TORQUE TO EXCEED 100% DURING TAKEOFF.

• IF RPM IS ALLOWED TO DECREASE TO BELOW 99% WITH THE TEMPERATURE LIMITING SYSTEM OPERATING, ENGINE POWER SURGES MAY OCCUR WHEN THE SRL COMPUTER TRANSITIONS BACK AND FORTH BETWEEN ITS SPEED/ TEMPERATURE SCHEDULES.

CLIMB

NOTE

• Reduce EGT 50°C or more before reducing RPM of engine(s) operating with SRL system inoperative. Set RPM to 97% or 100%.

Advance power lever to desired EGT that does not exceed limit EGT per this Section EGT LIMIT WITH SRL INOPERATIVE.

• It is permissible to continue two engine climbs with takeoff power SRL INOP EGT set. However, additional performance is available by advancing power to MCP. MCP, as shown in Section EGT LIMIT WITH SRL INOPERATIVE or the cockpit placard, must be used to obtain single engine best rate of climb.

CRUISE

NOTE

• Reduce EGT 50°C or more before reducing RPM of engine(s) operating with the SRL system inoperative. Set RPM (97% or 100%). Advance power lever to desired EGT that does not exceed limit EGT per Section EGT LIMIT WITH SRL INOPERATIVE.

REVISION: ORIGINAL DATE: NOV 1/13

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3A.71.21

FLIGHT OPERATIONS WITH SRL SYSTEM(S) INOPERATIVE

DESCENT

NOTE

• Determine the torque for the expected surface conditions from the Takeoff Power Check Charts. That torque will provide the initial power setting to be used during balked landing or go‐around prior to stabilization of EGT indication(s).

• Determine the maximum allowable SRL INOP EGT for the expected surface conditions (placard or Figure 3A.71‐A). That is the limit EGT to be used on the engine(s) with inoperative SRL during balked landing or go‐around.

BALKED LANDING

NOTE

Set expected torque from the Takeoff Power Check Charts initially.

Then adjust power lever(s) to SRL INOP EGT limit.

CAUTION

TEMPERATURE LIMITER PROTECTION IS NOT AVAILABLE WHEN THE SRL SYSTEM IS INOPERATIVE. SET POWER LEVERS CAREFULLY WHEN ABOVE 50% POWER TO ALLOW FOR EGT INDICATION LAG. IMPROPER POWER MANAGEMENT CAN RESULT IN ENGINE OVER TEMPERATURE CONDITIONS.

REVISION: ORIGINAL DATE: NOV 1/13

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3A.71.22

Abnormal Procedures Air Conditioning and Pressurization Index

SA227‐SERIES‐ QRH

3A.21.00.1

CHAPTER 21 AIR CONDITIONING AND PRESSURIZATION INDEX

COLD AIR (WARM OR HOT AIR FLOWING FROM COLD AIR OUTLETS)…..... 3A.21.1 CONDITIONED AIR.............................................................................. 3A.21.1 UNPRESSURIZED FLIGHT.................................................................... 3A.21.1 LOW SUCTION LIGHT ON…………………………………………………………….…. 3A.21.1

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3A.21.00.2

Abnormal Procedures Air Conditioning and Pressurization

SA227‐SERIES‐ QRH

3A.21.1

COLD AIR ‐WARM OR HOT AIR FLOWING FROM COLD AIR OUTLETS

Warm or hot air flowing from cold air outlets could be caused by an air cooling turbine failure or by a malfunctioning water separator anti‐icing modulator valve. If warm air exits from cold air outlets, isolate the source of the malfunction by turning off bleed air from the engine on the side of the aircraft which is producing the warm air.

CONDITIONED AIR

If the automatic temperature controller fails to respond to commanded temperature changes, switch to manual control of the hot air mixing valves.

Modulate travel of the valves by selecting colder or warmer temperatures with two to three‐second pulses. Although the mixing valves will travel from full hot to full cold in approximately eight seconds, several minutes may be required before the conditioned air temperature stabilizes following manual changes to the position of the mixing valve.

UNPRESSURIZED FLIGHT

1. Cabin Dump Switch……........................................................................ DUMP 2. Bleed Air Switches...................................................................... AS DESIRED

WARNING

WHEN THE AIRPLANE IS UNPRESSURIZED, THE PASSENGER ENTRANCE DOOR SAFETY LOCK WILL NOT BE ENGAGED, AND IT WILL BE POSSIBLE TO OPEN THE DOOR IN FLIGHT.

LOW SUCTION LIGHT ON

There is insufficient output from the suction regulator. Check suction indicator.

Less than 4.4 in.Hg suction is being produced monitor pressurization operation in automatic mode. If abnormalities are noted revert to manual operation.

If the LOW SUCTION light illuminate during icing conditions, monitor the deflection cycle. Incomplete deflation will affect the ability of the boot to shed ice.

REVISION: ORIGINAL DATE: NOV 1/13

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3A.21.2

Abnormal Procedures Communications Index

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3A.23.00.1

CHAPTER 23 COMMUNICATIONS INDEX

AUDIO CONTROL PANEL FAILURE…………………………….……………………. 3A.23.1 AVIONICS MASTER SWITCH FAILURE……………………………………………… 3A.23.1 COLLINS PROLINE II FAILURES............................................................ 3A.23.2 “ACT” ANNUNCIATOR FLASHING……….…….…..…………………………… 3A.23.2 STUCK MIC PROTECTION………….………….….….….………………………… 3A.23.2 OVER‐TEMPERATURE PROTECTION……….….….…………………………. 3A.23.3

FIGURES

M10‐35 AUDIO PANEL…………………………………………………………………... 3A.23.1 AUDIO PANEL EMERGENCY SWITCH…………………………………..….……… 3A.23.1 COLLINS PROLINE II CTL‐22 CONTROL…………………………………….……… 3A.23.2

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3A.23.00.2

Abnormal Procedures Communications

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3A.23.1

AUDIO CONTROL PANEL FAILURE

A failure of the audio box might be identified by the absence of audio from all selected sources, side tone, cockpit intercom and COM, NAV audios. However on some aircrafts the audio panels are wired to the M1035 Audio Box avionics bus on these aircraft the audio box is turned off until the avionics master switch is selected on.

1. Emergency Switch…………………………………………………………...…….. SELECT (IN) 2. Listen…………………………………………………………….……. ONLY ON HEADPHONES

NOTE

Speaker switch and volume control are ineffective.

3. Transmit…………….……………………….…………………………. HAND MICROPHNONE (MASK AND BOOM, ONLY ON SOME AUDIO PANEL CONFIGURATIONS)

When the Emergency switch is selected (pushed), the internal electronics are bypassed and all selected audios are routed through isolation resistors to the operator’s headphones; the operator’s hand microphone connected to the selected COM unit (mask and boom is configuration dependent). Because the internal electronic circuitry is bypassed, the frontal panel volume control has no effect, and the audios do not have enough power to drive the cockpit speaker.

AVIONICS MASTER SWITCH FAILURE

1.

Avionics Aux Master Switch (both sides)…………………………………..…………. ON

REVISION: ORIGINAL DATE: NOV 1/13

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3A.23.2

COLLINS PROLINE II FAILURES

If two short 800‐Hz tones are heard, the transceiver has detected an internal fault.

1. Push the TEST button; refer the diagnostic code with maintenance.

NOTE

CTL‐22 COM Digital Control

If the CTL‐22 fails after equipment turn on, the transceiver remains tuned to the last active frequency.

With a failed CTL‐22, cycling the power will cause the transceiver to beep twice and automatically change frequency to 121.5MHz.

“ACT” ANNUNCIATOR FLASHING

The transceiver (COM) or receiver (NAV, ADF) is not tuned to the active frequency displayed in the upper window.

On CTL‐90 (transponder) transmitter is not transmitting code displayed in the active code display.

NOTE

There is a 4‐5 second delay between code selection and actual transmission of the code, selecting 7700 or 7600 will also flash the code before transmitting. If the IDENT button is pressed the codes are immediately applied with no delay.

STUCK MIC PROTECTION

Each time the PTT button is pressed, the microprocessor in the transceiver starts a two minute timer, If the transmitter is still on at the end of the 2 minutes, the microprocessor turns it off.

When the transmitter turns off it switches to receiver operation. With most aircraft audio systems, though, the stuck PTT button prevents from hearing received signals, or even the two warning beeps. The microprocessor, then, waits until the PTT button opens to sound the two beeps. If headphones are being used, you will know the transmitter turned off because you will stop hearing sidetone.

REVISION: ORIGINAL DATE: NOV 1/13

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3A.23.3

COLLINS PROLINE II FAILURES

STUCK MIC PROTECTION (continued)

If you need to transmit for more than 2 minutes, just release the PTT button briefly and then press it again when you pause for a breath. The 2‐ minutes timer resets and starts a new count each time the PTT button is pressed.

OVER‐TEMPERATURE PROTECTION

If the transmitter gets hot during a transmission, the microprocessor stops the transmission. Sidetone ceases at that instant. When PTT button is release, you will hear two beeps. (Press the TEST button on the CTL‐22 to observe the diagnostic code.)

The shut‐down temperature is +160 °C 320°F, well above normal operating temperatures even in very hot conditions.

As long as the temperature remains above the limit, the microprocessor will not respond to a normal push of PTT button. If you must transmit, however, you can override the protection by rapidly keying the PTT button twice, holding it on the second push.

CODES Diagnostic 00 No Fault detected.

17 Transmitter temperature excessive.

27 Transmitter timed out.

Other codes refer to maintenance.

WARNING

IF TWO COMMUNICATIOS TRANSCEIVERS IN THE SAME AIRCRAFT ARE TUNED TO SATATIONS CARRYING THE SAME VOICE MESSAGE, ATTEMPTING TO LISTEN TO THE RECEIVED SIGNALS FROM BOTH SIMULTANEOUSLY COULD RESULT IN A GREAT REDUCTION IN THE ACTUAL AUDIO VOLUME.

ALL USERS OF COMMUNICATIONS TRANSCEIVERS SHOULD BE AWARE OF THE POSSIBILITY, AND SHOULD AVOID SIMULTANEOUSLY TUNING TWO TRANSCEIVERS TO THE SAME FREQUENCY OR TWO FREQUENCIES CARRYING THE SAME VOICE MESSAGE.

REVISION: ORIGINAL DATE: NOV 1/13

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3A.23.4

Abnormal Procedures Electrical Power Index

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3A.24.00.1

CHAPTER 24 ELECTRICAL POWER INDEX

BATTERY FAULT LIGHT ON................................................................. 3A.24.1 EXCESSIVE AMMETER INDICATION.................................................... 3A.24.2 AMMETER READS ZERO ‐ GEN FAIL LIGHT NOT ILLUMINATED (CURRENT LIMITER OPEN)……………………………………………….…….…… 3A.24.3 GENERATOR INOPERATIVE – FAIL LIGHT ILLUMINATED..................... 3A.24.3 CIRCUIT BREAKER TRIPPED……………................................................... 3A.24.4 INVERTER INOPERATIVE..................................................................... 3A.24.4 AC BUS LIGHTS ON……………………………………………………………..…………. 3A.24.4 ELECTRICAL BUS FAILURE……………..................................................... 3A.24.4

FIGURES

CIRCUIT BREAKER GENERAL POSITION ASSIGNMENT……………………… 3A.24.5

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3A.24.00.2

Abnormal Procedures Electrical Power

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3A.24.1

BATTERY FAULT LIGHT ON

A fault has been detected in the battery feeder circuit. Both batteries will disconnect.

NOTE

A fault in either battery feeder circuit will cause both battery relays to disconnect automatically from the aircraft electrical system. Both battery relays will remain open until either battery switch is moved to RESET, then ON.

1. Both Battery Switches............................................................................. OFF 2. Left Battery Switch........................................................................ RESET/ON

If no fault exists in the left feeder circuit, the battery fault light will remain off. In this case, leave the left battery switch ON and proceed to Step 3.

If a fault exists in the left circuit, the battery will automatically disconnect and the light will come back on. In this case, move the left battery switch to RESET (to reset the detector circuit), then OFF and proceed to Step 3.

1. Right Battery Switch……........................................................................... ON

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

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

NOTE

• Either generator switch, when positioned to RESET, then ON, will also reset the battery fault detection circuit.

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

REVISION: ORIGINAL DATE: NOV 1/13

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3A.24.2

EXCESSIVE AMMETER INDICATION

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

1. Battery Switches.............................................................................. OFF

a. If overload condition still exists, turn battery switches ON and continue to Step 2.

b. If overload condition ceases, a battery circuit malfunction exists and the malfunctioning circuit must remain disconnected from the DC electrical bus.

• Isolate the malfunctioning circuit by turning the battery switches ON individually. Leave the switch for the malfunctioning circuit OFF.

If Step 1 did not correct the excessive ammeter indication:

2. Nonessential Bus Tie Switch............................................................ OFF

a. If overload condition still exists, turn the nonessential bus tie switch ON and continue to Step 3.

b. If overload condition ceases, pull all circuit breakers on the nonessential bus and turn the bus tie switch ON. Reset circuit breakers until the malfunctioning circuit is identified. Pull circuit breaker for malfunctioning circuit and do not reset. See Note following Step 3.

If Step 2 did not correct the excessive ammeter indication:

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

NOTE

It may be preferable to leave the malfunctioning bus off in flight and to troubleshoot the difficulty after landing.

REVISION: ORIGINAL DATE: NOV 1/13

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3A.24.3

AMMETER READS ZERO ‐ GEN FAIL LIGHT NOT ILLUMINATED (CURRENT LIMITER OPEN)

1.

Generators..................................................... ON/CHECK VOLTS AND AMPS AND EVEN LOAD SHARING

CAUTION

IF THE GENERATOR SWITCH IS RESET AND ON, GENERATOR VOLTAGE IS OBSERVED, GEN FAIL ANNUNCIATOR LIGHT IS NOT ILLUMINATED, AND THE AMMETER READS ZERO, THE RESPECTIVE 325 AMPERE CURRENT LIMITER IS OPEN.

ON THE GROUND

The faulty current limiter should be replaced prior to flight.

DURING FLIGHT

An open current limiter will not prevent an engine restart, but an intentional engine shutdown with an open current limiter is not recommended unless an engine malfunction has been detected.

If the operating current limiter respective engine has to be shut down in flight the only power source will be the batteries refer to TOTAL ELECTRICAL FAILURE Emergency section.

GENERATOR INOPERATIVE – FAIL LIGHT ILLUMINATED

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

If the generator will not reset:

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

CAUTION

DO NOT EXCEED LIMIT LOAD ON OPERATING GENERATOR.

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3A.24.4

CIRCUIT BREAKER TRIPPED

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

CAUTION

IF CIRCUIT BREAKER TRIPS AGAIN, DO NOT RESET.

INVERTER INOPERATIVE

* Select other inverter.

AC BUS LIGHTS ON

BOTH LIGHTS ON: *The selected inverter has failed…………………………..… SELECT OTHER INVERTER

ONE LIGHT ON: The 115V bus tie has failed…………………… RESET AC BUS TIE CIRCUIT BREAKER

(NON ESS BUS)

ELECTRICAL BUS FAILURE

Indicated by loss of systems on the particular bus.

(Left Essential Bus Failure)

a. Left essential bus tie switch……....................................................... OFF b. Bus transfer switches........................................................... RIGHT BUS

(Right Essential Bus Failure)

*a. Right essential bus tie switch........................................................... OFF b. Bus transfer switches.............................................................. LEFT BUS

(Nonessential Bus Failure)

*Nonessential bus tie switch.................................................................... OFF

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3A.24.5

CIRCUIT BREAKER GENERAL POSITION ASSIGNMENT

LEB REB

ESSENTIAL BUS CB ANN PNL

G3

G3

ON AVIONICS BUS OR NEXT TO ESS BUS TIE SW

AVIONICS BUS PWR AWI CONT AWI PUMP BATT TEMP BETA LIGHT CABIN PRESS DUMP DEICE BOOTS EGT COMP EGT IND FIRE EXT FUEL CROSS FLOW FUEL FLOW FUEL L AUX BOOST FUEL L MAIN BOOST FUEL PRESS FUEL QTY FUEL R AUX BOOST FUEL R MAIN BOOST FUEL SHUT OFF *GENERATOR CONTROL HYD SHUT OFF IGNITION, CONT INSTR BUSS TIE INTAKE HEAT L INTAKE HEAT R INV FAIL RELAY 1&2 INVERTER CONT INVERTER ESS LDG GEAR CONT LDG GEAR POSN

G4 G5 F5 C5 B6 A5 C4 J2 G6 E4 I3 E2 I1 I2 E3 E1 D1 E5 C6 E6 B4 B5 J5 G2 G1 F1 F2

G5 C5 B6 A5 C4 I2 G6 E4 H3 E3 H1 H2 E2 E1 D1 E5 C6 E6 B4 B5 J5 G2 G1 F1 F2

ESSENTIAL BUS CB LIGHTS C/PLT INTR LIGHTS PLT INSTR OIL PRESS OIL PRESS WARNING OIL TEMP PITCH TRIM, COPILOT PITCH TRIM, PILOT PITOT HEAT PROP DEICE RPM IND SAS CMPTR POWER SAS HEAT SAS SERVO POWER SAS STALL WARN SAS TEST SPEED SW SRL ∆P/P SRL CMPTR START CONT 1, ENGINE START CONT 2, ENGINE TEMP LMTR TORQUE IND TURN & SLIP, PILOT WIND SHIELD CONT WINDSHIELD HEAT L WINDSHIELD HEAT R WIND SHIELD WIPER WING OVHT WARN

LEB REB

NON ESSENTIAL BUS CB

NEB

B3

AC BUS TIE 115V AC BUS TIE 26V AIR COND CONT BLEED AIR L BLEED AIR R CABIN ALT, WARNING CABIN DOOR, WARNING CARGO DOOR, WARNING DEFOG FAN FLAP CONT FRESH AIR FAN FUEL TOTAL GEAR WARN HYD PRESS, WARNING LIGHTS CABIN AISLE LIGHTS CABIN GENL LIGHTS CABIN OVHD LIGHTS LDG LEFT LIGHTS LDG RIGHT LIGHTS MISC COCKPIT LIGHTS NAV LIGHTS RECOG LFT WG LIGHTS RECOG RGHT WG LIGHTS RECOG TAIIL LIGHTS ROTARY BEACON LIGHTS SMOKING BELT LIGHTS STROBE LIGHTS TAXI NOSE LIGHTS WING ICE NOSE GEAR STEER OAT OXY PRESS PITCH TRIM IND PROP SYNCH SRL INTRF SUCTION, WARNING TURN & SLIP, COPILOT

C6 C5 A5 B5 B6 D3 D5 D6 B4 A2 A6 B2 A1 D2 F4 F5 G5 E1 E2 F3 G5 E3 E5 E6 G6 F6 G4 E4 F2 A3 B3 D3 A4 C2 C4 D4 C1

B3 I4 D6 I5 F4 B1 A6 J1 H3 A4 H2 H1 H4 D2 D5 D3 C1 C2 D4 I6 F3 A3 A2 A1 F6

H4 D6 H5 F4 B1 A6 I1

D2 D5 D3 C1 C2 D4 H6 F3 A3 A4 A2 A1 F6

*NOTE: GENERATOR CONTROL BRAKER MIGHT BE INSTALLED OR NOT DEPENDING ON SB APLICABILITY. AND MAY BE ONLY ACCESIBLE ON THE WING WHEEL WELL.

JUNCTION BOX BUS V/M GPU V/M NON ESSENTIAL BUS TIE BREAKER

LEFT ESSENTIAL BUS

RIGHT ESSENTIAL BUS

NON ESSENTIAL BUS

1 2 3 4 5 6

1 2 3 4 5 6

1 2 3 4 5 6

A B C D E F G H I

A B C D E F G H

A B C D E F G

BREAKER POSITION

Updated October 17, 2013.

REVISION: ORIGINAL DATE: NOV 1/13

Breaker belongs to ESSENTIAL BUS TRANSFER switches.

Represents the normal left side position of the ESSENTIAL BUS TRANSFER switch at the time of preflight.

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3A.24.6

Abnormal Procedures Flight Controls Index

SA227‐SERIES‐ QRH

A3.27.00.1

CHAPTER 27 FLIGHT CONTROLS INDEX

SAS ARM LIGHT ON ABOVE 145 KIAS................................................... 3.27.4

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A3.27.00.2

Abnormal Procedures Flight Controls

SA227‐SERIES‐ QRH

A3.27.1

SAS ARM LIGHT ON ABOVE 145 KIAS

Reference is copilot’s airspeed indicator.

WARNING

IF THE SAS ARM LIGHT HAS NOT EXTINGUISHED BY THE TIME THE AIRSPEED HAS INCREASED TO 145 KIAS, THE SAS CLUTCH SWITCH OR SAS SERVO SWITCH (WHICHEVER IS INSTALLED) SHOULD BE TURNED OFF. THE SWITCH SHOULD BE TURNED BACK ON FOR ALL OPERATIONS BELOW 140 KIAS.

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A3.27.2

Abnormal Procedures Fuel Index

SA227‐SERIES‐ QRH

3A.28.00.1

CHAPTER 28 FUEL INDEX

BOOST PUMP FAILURE....................................................................... 3A.28.1 FUEL TRANSFER PUMP CAUTION LIGHT ON....................................... 3A.28.2 OPERATION WITH FUEL IMBALANCE…............................................... 3A.28.3 FUEL BALANCING PROCEDURE……….................................................. 3A.28.4

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3A.28.00.2

Abnormal Procedures Fuel

SA227‐SERIES‐ QRH

3A.28.1

BOOST PUMP FAILURE

In the event of a boost pump failure, as indicated by low fuel pressure, select the other boost pump. See Figure for no boost pumps required flight envelope.

NOTE

Whenever selecting or switching boost pumps, the same pump (Main or Auxiliary) should be used on both sides to insure that subsequent failure of an essential bus will only cause loss of boost pump pressure to one engine.

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Abnormal Procedures Fuel

SA227‐SERIES‐ QRH

3A.28.2

FUEL TRANSFER PUMP CAUTION LIGHT ON

The fuel pump caution lights illuminate when fuel quantity in the respective hopper tank is less than approximately 70 pounds (32 kg). The light switches are actuated by a float located in each hopper tank. Nuisance caution lights may occur following refueling if a float switch sticks in its low quantity position.

The false indication often will correct itself during taxi.

TAKEOFF WITH FUEL TRANSFER PUMP CAUTION LIGHT(S) ILLUMINATED IS PROHIBITED.

With the boost pumps and transfer pumps operating, the XFER PUMP annunciator light will illuminate when the wing tank is empty and the hopper tank fuel is below approximately 70 pounds (see CAUTION below).

With the boost pumps and/or transfer pumps not operating, fuel will gravity feed from the wing tank into the hopper tank and the XFER PUMP annunciator will illuminate when the wing tank fuel level reaches the hopper tank float switch level (approximately 600 – 700 pounds of fuel remaining in that wing).

Without a boost pump operating, approximately 75 pounds of the indicated fuel is unusable. In the event that a XFER PUMP annunciator illuminates with a boost pump ON, the other boost pump in that tank should be turned on.

CAUTION

WITH TRANSFER PUMPS OPERATIVE AND LESS THAN 70 POUNDS OF FUEL IN THE AFFECTED TANK, THE TRANSFER PUMP CAUTION LIGHT SERVES AS A LOW FUEL WARNING. A LANDING SHOULD BE MADE AS SOON AS PRACTICABLE.

NOTE

Whenever selecting or switching boost pumps, the same pump (Main or Auxiliary) should be used on both sides to insure that subsequent failure of an essential bus will only cause loss of boost pump pressure to one engine.

XFER PUMP LIGHT ON

BOOST PUMP ON BOOST PUMP OFF

REVISION: ORIGINAL DATE: NOV 1/13

USSABLE FUEL (LBS)

65 – 75 600 – 700

UNUSSABLE FUEL (LBS)

TIME @ 300 PPH

‐ 75

≈ 13 min ≈ 1:45 Hrs

GO‐QRH‐SA227‐SERIES‐VTM

Abnormal Procedures Fuel

SA227‐SERIES‐ QRH

3A.28.3

OPERATION WITH FUEL IMBALANCE

DOWTY

Takeoff with a fuel imbalance up to 500 pounds (225 kg) is permitted using the normal performance data contained in Section 4 AFM. Aileron trim and/or control wheel force requirements with fuel imbalance are dependent upon the total fuel loading and the airspeed. During takeoff and initial climb with a relatively heavy fuel load, full aileron trim plus control wheel force in the direction of the light wing will be required for fuel imbalance over 300 pounds (135 kg). The wheel force requirement increases with increased imbalance. For fuel imbalance between zero and 300 pounds (135 kg), a proportionate amount of aileron trim should be preset prior to takeoff.

McCauley

Takeoff with a fuel imbalance up to 400 pounds (180 kg), depending upon total fuel load, is permitted using the normal performance data contained in Section 4 AFM. During takeoff and initial climb, aileron trim and/or control wheel force in the direction of the light wing will be required. The wheel force requirement increases with increased imbalance and decreases with increased airspeed. Rolling moments with 200 pounds (90 kg) imbalance and about 4,000 pounds (1810 kg) of fuel are approximately the same as with 400 pounds (180 kg) imbalance and about 2,000 pounds (905 kg) of fuel on board. Fuel imbalance during takeoff and landing operations must be limited to no more than 200 pounds when total fuel is greater than 2,000 pounds and to no more than 400 pounds when total fuel is less than 2,000 pounds.

NOTE

By company policy fuel imbalance limits are conducted according to McCauley props.

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Abnormal Procedures Fuel

SA227‐SERIES‐ QRH

3A.28.4

FUEL BALANCING PROCEDURE

Prior to initiating a fuel transfer, test the fuel quantity indicating system by depressing the "Push to Test" button. During preflight magna sticks can be used to verify fuel quantity, but only between 30‐155 gallons per side.

GROUND OPERATIONS

1. On a level surface, open the cross flow valve and observe the proper annunciation. Fuel will flow in the desired direction (heavy to light) due to gravity. The fuel transfer process can be expedited by utilizing local ramp/taxiway inclines.

2. When proper balance has been achieved, close the cross flow valve and note proper valve annunciation.

IN FLIGHT OPERATIONS

1. Check aircraft is in coordinated flight.

2. Open Cross Flow Valve and observe proper annunciation. In level unaccelerated flight, fuel will flow in the desired direction (heavy to light) due to gravity.

3. To expedite process, use aileron control and place the wing with less fuel to a lower position (no more than 5 degrees is needed) than the wing with more fuel. Use rudder to maintain assigned heading.

Maintain a safe margin of airspeed during this “slip” condition.

4. When fuel balance approaches desired indications, close the cross flow valve, check for proper annunciation, and return aircraft to trimmed condition.

5. If fuel balance cannot be achieved, or the imbalance worsens, stop the cross feed process immediately by closing the cross flow valve.

Land as soon as conditions permit, and determine cause.

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Abnormal Procedures Ice and Rain Protection Index

SA227‐SERIES‐ QRH

3A.30.00.1

CHAPTER 30 ICE AND RAIN PROTECTION INDEX

WEATHER CONDITIONS CONDUCIVE TO SEVERE IN‐FLIGHT ICING.... 3A.30.1 PROCEDURES FOR EXITING THE SEVERE ICING ENVIRONMENT........ 3A.30.1 INADVERTENT ICING ENCOUNTER..................................................... 3A.30.2 ILLUMINATION OF A PITOT HEAT ANNUNCIATOR (ONLY XA USG)…. 3A.30.3

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Abnormal Procedures Ice and Rain Protection Index

SA227‐SERIES‐ QRH

INTENTIONALLY LEFT BLANK

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

3A.30.00.2

Abnormal Procedures Ice and Rain Protection

SA227‐SERIES‐ QRH

3A.30.1

WEATHER CONDITIONS CONDUCIVE TO SEVERE IN‐FLIGHT ICING

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

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

PROCEDURES FOR EXITING THE SEVERE ICING ENVIRONMENT

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

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

• Avoid abrupt and excessive maneuvering that may exacerbate control difficulties.

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

• Do not extend flaps during extended operation in icing conditions.

Operation with flaps extended can result in a reduced wing angle‐of‐ attack, with the possibility of ice forming on the upper surfaces further aft on the wing than normal, possibly aft of the protected area.

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

• Report these weather conditions to Air Traffic Control.

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Abnormal Procedures Ice and Rain Protection

SA227‐SERIES‐ QRH

3A.30.2

INADVERTENT ICING ENCOUNTER

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

1. Auto/Cont Ignition Switches.......................... AUTO (CONT IF DESIRED) (Company policy use CONT ignition until confident that the engine is clear) 2. IGN Lights (if CONT is selected)............................................. CHECK ON 3. Left Engine Heat Switch...................................... ENGINE & PROP HEAT

NOTE

• Determine that the first engine operates satisfactorily before selecting engine and prop heat for the second engine.

• EGT will increase slightly and torque will decrease when engine and propeller heat is selected. Power lever adjustment may be required.

4. Pitot & SAS Heat Swithches.............................................................. ON 5. Windshield Heat Switch................................................................. HIGH 6. Deice Boots Switch....... AUTO (AT THE FIRST SIGN OF ICE FORMATION ANYWHERE ON THE AIRCRAFT) 7. Right Engine Heat Switch................................... ENGINE & PROP HEAT

WARNING

ENGINE HEAT AND AUTO POSITION (AUTO/CONT IGNITION SWITCH), MUST BE USED AFTER LEAVING ICING CONDITIONS UNTIL THE PILOT IS CONFIDENT THAT ANY RESIDUAL ICE ON PROPELLERS, SPINNERS, INTAKE LIPS, OR INTAKE THROATS WILL NOT BE SHED INTO THE ENGINES.

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Abnormal Procedures Ice and Rain Protection

SA227‐SERIES‐ QRH

3A.30.3

ILLUMINATION OF A PITOT HEAT ANNUNCIATOR

Illumination of a Pitot Heat Annunciator with its Pitot Heat Switch in either the PITOT HEAT or PITOT & SAS HEAT position indicates loss of power to the respective Pitot Heating element. Select the appropriate L or R position of the Pitot Heat ammeter switch (Left pilot's forward console) to verify power status.

WARNING

ICE ACCUMULATIONS ON THE PITOT TUBE MAY CAUSE ERRONEOUS READINGS. FLIGHT IN CONDITIONS CONDUCIVE TO AIRFRAME ICING MUST BE AVOIDED IF PITOT HEAT IS OFF OR INOPERATIVE.

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Abnormal Procedures Ice and Rain Protection

SA227‐SERIES‐ QRH

INTENTIONALLY LEFT BLANK

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

3A.30.4

Abnormal Procedures Landing Gear Index

SA227‐SERIES‐ QRH

3A.32.00.1

CHAPTER 32 LANDING GEAR INDEX

LANDING GEAR SQUAT SWITCH MALFUNCTION…………..................... 3A.32.1 LANDING GEAR WILL NOT RETRACT ‐ BLOCKED RETURN LINE….……. 3A.32.1

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Abnormal Procedures Landing Gear Index

SA227‐SERIES‐ QRH

INTENTIONALLY LEFT BLANK

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

3A.32.00.2

Abnormal Procedures Landing Gear

SA227‐SERIES‐ QRH

3A.32.1

LANDING GEAR SQUAT SWITCH MALFUNCTION

A squat switch on the left main landing gear controls power to the landing gear control solenoid operated down lock plunger. Should the squat switch malfunction after takeoff, the down lock plunger would remain in its extended position and lock the control lever in its down position.

If it is necessary to retract the gear when the plunger is extended, move the override release lever down and counterclockwise and then move the landing gear control lever to its up position.

LANDING GEAR WILL NOT RETRACT ‐ BLOCKED RETURN LINE 1. Emergency Hand Pump Valve……………….... RETURN TO NORMAL POSITION

A common occurrence of high indicated hydraulic pressure follows attempts to retract the landing gear with the hydraulic hand pump engage valve rotated to its forward position.

In this case, retract pressure exists in all landing gear actuators and lines and emergency extension fluid is trapped between the emergency extension actuators and the hand pump selector valve and pressure indicator.

Neither full retraction of the landing gear nor elimination of the excessive hydraulic pressure will occur until the hand pump valve has been returned to its normal position.

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Abnormal Procedures Landing Gear

SA227‐SERIES‐ QRH

INTENTIONALLY LEFT BLANK

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

3A.32.2

Abnormal Procedures Navigation Index

SA227‐SERIES‐ QRH

3A.34.00.1

CHAPTER 34 NAVIGATION INDEX

INSTRUMENT STATIC PRESSURE MALFUNCTION .............................. 3A.34.1 ICAO COLD TEMPERATURE ERROR TABLE……………………………………… 3A.34.1 ALTIMETER CORRECTION‐ALTERNATE SYSTEM McCauley……………………………………………………………..……………………. 3A.34.2 DOWTY…………………………………………………………………..………………….. 3A.34.2

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Abnormal Procedures Navigation Index

SA227‐SERIES‐ QRH

INTENTIONALLY LEFT BLANK

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

3A.34.00.2

Abnormal Procedures Navigation

SA227‐SERIES‐ QRH

3A.34.1

INSTRUMENT STATIC PRESSURE MALFUNCTION

If the pilot’s static pressure instruments malfunction, select ALTERNATE position on the static source selector valve. The pilot’s instruments will be vented to the forward baggage compartment. See Altimeter Correction‐ Alternate System this section for corrected airspeed and altimeter readings when operating on the alternate source.

CAUTION

• DO NOT DUMP PRESSURIZATION WHEN USING THE ALTERNATE STATIC PRESSURE SOURCE.

• THE ALTERNATE STATIC SOURCE ALTITUDE AND AIRSPEED CORRECTIONS SHOWN NEXT PAGE (OR SECTION 4 OF THE AFM) ARE NOT VALID IF THE DUMP VALVE IS OPEN.

NOTE

The copilot’s static pressure instruments are not connected to the alternate static pressure source.

ICAO COLD TEMPERATURE ERROR TABLE

(From AIM Altimeter Setting Procedures)

EXTREME CAUTION SHOULD BE EXCERCISED WHEN FLYING IN PROXIMITY TO OBSTRUCTIONS OR TERRAIN IN LOW TEMPERATURES AND PRESSURES.

When operating in extreme cold temperatures, pilots may wish to compensate for the reduction in terrain clearance by adding a cold temperature correction.

ICAO Cold Temperature Error Table.

Height Above Airport in Feet

Reported Temp °C

200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000 +10

10

10

10

10

20

20

20

20

20

30

40

60

80

90

90

120 170 230 280

0

20

20

30

30

40

40

50

50

60

‐10

20

30

40

50

60

70

80

90

100 150 200 290 390 490

‐20

30

50

60

70

90

100 120 130 140 210 280 420 570 710

‐30

40

60

80

100 120 140 150 170 190 280 380 570 760 950

‐40

50

80

100 120 150 170 190 220 240 360 480 720 970 1210

‐50

60

90

120 150 180 210 240 270 300 450 590 890 1190 1500

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Abnormal Procedures Navigation

SA227‐SERIES‐ QRH

3A.34.2

INSTRUMENT STATIC PRESSURE MALFUNCTION

Indicated Altitude

ALTIMETER CORRECTION – ALTERNATE SYSTEM

McCauley

S.L. 10,000 20,000 S.L. 10,000

Altimeter Correction to be added GEAR & FLAPS UP ‐15 ‐25 ‐45 ‐60 ‐70 ‐90 ‐115 ‐145 ‐20 ‐35 ‐60 ‐80 ‐100 ‐125 ‐155 ‐195 ‐25 ‐50 ‐80 ‐110 ‐140 ‐175 ‐215 ‐270 GEAR & FLAPS DOWN +20 +20 ‐20 ‐110 +30 +10 ‐25 ‐155 100

120

140

160

180

200

220

240

(KIAS)

Indicated Altitude

DOWTY

Altimeter Correction to be added GEAR UP, FLAPS UP S.L. ‐5 ‐15 ‐25 ‐25 ‐30 ‐50 ‐70 ‐100 10,000 ‐5 ‐20 ‐35 ‐40 ‐50 ‐70 ‐95 ‐135 20,000 ‐5 ‐30 ‐45 ‐50 ‐70 ‐90 ‐135 ‐190 GEAR DOWN, FLAPS UP S.L. +10 +25 +60 +80 10,000 +15 +40 +80 +105 GEAR DOWN, FLAPS 1/4 or 1/2 +50 S.L. +50 10,000 GEAR DOWN, FLAPS DOWN S.L. +25 10,000 110

120

140

160

180

200

220

240

(KIAS)

Corrected Altitude = Indicated Altitude + (altimeter correction)

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Performance Index

SA227‐SERIES‐ QRH

4.00.1

PERFORMANCE INDEX

TAKEOFF POWER CHECK DRY & WET……………………………………………………. 4.1 MAXIMUM TAKEOFF WEIGHT………………………………………………………………. 4.2 ENGINE ANTI‐ICE ON TAKEOFF POWER & MAXIMUM TAKEOFF WEIGHT……………………………. 4.3 TAKEOFF SPEED SCHEDULE 10,000 & 10,500 LBS …………………………………………………………………………. 4.4 11,000 & 11,500 LBS………………………………………………………………………….. 4.5 12,000 & 12,500 LBS………………………………………………………………………….. 4.6 13,000 & 13,500 LBS…………………………………………………………………………. 4.7 14,000 & 14,500 LBS…………………………………………………………………………. 4.8 15,000 & 15,500 LBS………………………………………………………………………….. 4.9 16,000 LBS……………………………………………………………………………………….. 4.10 OPERATING SPEEDS LIMITATIONS………………………………………………………. 4.11 APPROACH SPEEDS…………………………………………………………………………….. 4.11 EMERGENCY AIRSPEEDS……………………………………………………………………… 4.11 VYSE CLIMB SPEED SCHEDULE ……………………………………………………………… 4.11 SINGLE ENGINE BEST RATE OF CLIMB‐ BLEED AIR OFF…………….…………. 4.12 SINGLE ENGINE SERVICE CEILING……………………………………………………….. 4.12 VY CLIMB SPEED SCHEDULE ………………………………………………………………. 4.12 TWO ENGINE BEST RATE OF CLIMB – BLEED AIR ON…………………………... 4.12 TWO ENGINE LANDING DISTANCE OVER 50 FOOT HEIGHT NORMAL LANDING, FLAPS FULL……………………………………………………… 4.13 SINGLE ENGINE LANDING, FLAPS ¼………………………………………………… 4.13 HYDRAULIC SYSTEM FAILURE, FLAPS UP………………………………………… 4.13 RELATIONSHIP OF OUTSIDE AIR TEMPERATURE TO ISA TEMPERATURE. 4.14 WIND COMPONENT CHART…………………………………………………………...……. 4.15 CONVERSION TABLES TURBINE FUEL…………………………………………………………………………………. 4.16 WEIGHT…………………………………………………………………………………………… 4.16 DISTANCE………………………………………………………………………………………... 4.16 FAA FLIGHT PLAN………………………………………………………………………………… 4.16

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Performance Index

SA227‐SERIES‐ QRH

INTENTIONALLY LEFT BLANK

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

4.00.2

Performance

SA227‐SERIES‐ QRH

4.1

TAKEOFF POWER CHECK (PERCENT) TORQUE, DRY & WET(5 MINUTES), BLEED AIR OFF, STATIC (0‐50KTS)

S.L. 1000 2000 3000 4000 5000 6000 7000 8000 9000

OAT ‐20 ‐15 ‐10 ‐5 0 DRY 100 100 100 100 100 WET WET WET WET 110 110 DRY 100 100 100 100 100 WET WET WET WET 110 110 DRY 100 100 100 100 100 WET WET WET WET 110 110 DRY 100 100 100 100 97 WET WET WET WET 110 110 DRY 100 100 100 97 93 WET WET WET WET 110 110 DRY 100 100 97 93 89 WET WET WET WET 110 110 DRY 100 97 93 90 86 WET WET WET WET MTP 107 DRY 97 94 90 86 82 WET WET WET WET 106 104 DRY 93 90 86 83 79 WET WET WET WET 103 100 DRY 89 86 83 79 76 WET WET WET WET 99 97

5 100 110 100 110 96 110 93 110 89 110 86 108 83 104 79 101 76 97 72 94

10 15 20 25 30 35 40 99 110 96 110 92 110 88 110 85 108 82 104 79 101 76 97 72 94 69 91

95 110 92 110 88 110 85 107 82 104 79 101 76 98 72 94 69 91 66 88

91 110 87 110 84 107 81 103 78 100 75 97 72 94 68 91 66 88 63 86

87 110 83 107 80 104 77 100 74 97 71 94 69 92 65 89 63 86 60 84

82 106 79 103 76 100 73 97 70 94 67 91 65 89 62 86 60 83 57 81

78 103 75 100 72 97 69 94 66 92 64 89 62 87 59 84 56 81 54 78

73 100 70 97 68 94 65 91 62 89 60 86 58 84 55 81 ISA + 40

PA

Fig. 4D‐1, 4E‐1 AFM

① Reference EGT is the EGT obtained when required engine torque is set in accordance with this chart and must not exceed 650°C. ② When torque limited adjust 97% or 107% accordingly to anticipate ram air torque rise. ③ WET Wet operation not allowed below ‐ 6°C

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Performance

SA227‐SERIES‐ QRH

4.2

MAXIMUM TAKEOFF WEIGHT WEIGHT 1,000 (POUNDS), DRY & WET, BLEED AIR OFF

16,000 LBS MTOW

PA

OAT ‐20 ‐15 ‐10

DRY 16.0 S.L. WET W DRY 16.0 1,000 WET W DRY 16.0 2,000 WET W DRY 16.0 3,000 WET W DRY 16.0 4,000 WET W DRY 16.0 5,000 WET W DRY 16.0 6,000 WET W DRY 16.0 7,000 WET W DRY 15.9 8,000 WET W 14,500 LBS MTOW

PA S.L. 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000

16.0 W 16.0 W 16.0 W 16.0 W 16.0 W 16.0 W 16.0 W 16.0 W 15.4 W

16.0 W 16.0 W 16.0 W 16.0 W 16.0 W 16.0 W 16.0 W 15.5 W 14.9 W

OAT ‐20 ‐15 ‐10 DRY WET DRY WET DRY WET DRY WET DRY WET DRY WET DRY WET DRY WET DRY WET

14.5 W 14.5 W 14.5 W 14.5 W 14.5 W 14.5 W 14.5 W 14.5 W 14.5 W

14.5 W 14.5 W 14.5 W 14.5 W 14.5 W 14.5 W 14.5 W 14.5 W 14.5 W

14.5 W 14.5 W 14.5 W 14.5 W 14.5 W 14.5 W 14.5 W 14.5 W 14.5 W

‐5

0

5

10

15

20

25

30

35

40

16.0 16.0 16.0 16.0 16.0 16.0 16.0 16.0 16.0 16.0 16.0 16.0 15.5 16.0 14.9 16.0 14.4 15.9

16.0 16.0 16.0 16.0 16.0 16.0 16.0 16.0 16.0 16.0 15.6 16.0 15.0 16.0 14.4 15.9 13.9 15.3

16.0 16.0 16.0 16.0 16.0 16.0 16.0 16.0 15.6 16.0 15.0 16.0 14.5 16.0 13.9 15.3 13.4 14.7

16.0 16.0 16.0 16.0 16.0 16.0 15.7 16.0 15.1 16.0 14.5 16.0 14.0 15.4 13.5 14.8 13.0 14.1

16.0 16.0 16.0 16.0 15.7 16.0 15.1 16.0 14.6 16.0 14.0 15.4 13.5 14.8 13.0 14.2 12.5 13.6

16.0 16.0 15.7 16.0 15.1 16.0 14.5 16.0 14.0 15.4 13.5 14.8 13.0 14.2 12.5 13.6 12.1 13.1

15.7 16.0 15.1 16.0 14.4 16.0 14.0 15.4 13.5 14.8 12.9 14.2 12.5 13.6 12.0 13.0 11.5 12.5

15.0 16.0 14.4 16.0 13.9 15.3 13.4 14.7 12.9 14.1 12.4 13.5 12.0 13.0 11.5 12.4 10.9 11.9

14.4 15.9 13.8 15.2 13.3 14.6 12.8 14.0 12.4 13.5 11.9 12.9 11.4 12.4 10.8 11.8 10.2 11.3

13.7 15.1 13.4 14.5 12.8 13.9 12.3 13.3 11.8 12.8 11.3 12.3 10.7 11.7 10.1 11.2 ISA + 40

‐5

0

5

10

15

20

25

30

35

40

14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.4 14.5

14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.4 14.5 13.9 14.5

14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 13.9 14.5 13.4 14.5

14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.0 14.5 13.5 14.5 13.0 14.1

14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.0 14.5 13.5 14.5 13.0 14.2 12.5 13.6

14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.0 14.5 13.5 14.5 13.0 14.2 12.5 13.6 12.1 13.1

14.5 14.5 14.5 14.5 14.4 14.5 14.0 14.5 13.5 14.5 12.9 14.2 12.5 13.6 12.0 13.0 11.5 12.5

14.5 14.5 14.4 14.5 13.9 14.5 13.4 14.5 12.9 14.1 12.4 13.5 12.0 13.0 11.5 12.4 10.9 11.9

14.4 14.5 13.8 14.5 13.3 14.5 12.8 14.0 12.4 13.5 11.9 12.9 11.4 12.4 10.8 11.8 10.2 11.3

13.7 14.5 13.4 14.5 12.8 13.9 12.3 13.3 11.8 12.8 11.3 12.3 10.7 11.7 10.1 11.2 ISA + 40

Figures 4D‐2, 4E‐2 AFM

① W Wet operation not allowed below ‐6°C.

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Performance

SA227‐SERIES‐ QRH

4.3

ENGINE ANTI‐ICE ON TAKEOFF POWER CHECK

MAXIMUM TAKEOFF WEIGHT

BLEED AIR OFF

PA S.L. 1000 2000 3000 4000 5000 6000 7000 8000 9000

16,000 LBS MTOW

OAT ‐20 ‐15 ‐10 ‐5 0 DRY WET DRY WET DRY WET DRY WET DRY WET DRY WET DRY WET DRY WET DRY WET DRY WET

100 WET 100 WET 100 WET 100 WET 99 WET 97 WET 92 WET 89 WET 86 WET 82 WET

100 WET 100 WET 100 WET 100 WET 97 WET 92 WET 89 WET 86 WET 82 WET 79 WET

100 WET 100 WET 100 WET 97 WET 92 WET 89 WET 86 WET 82 WET 79 WET 76 WET

100 110 99 110 97 110 92 110 89 108 86 105 82 101 79 98 76 95 72 92

99 110 97 110 92 110 89 109 86 105 82 103 79 98 76 96 72 92 69 89

5 97 110 92 110 88 109 86 106 81 103 77 99 75 96 72 93 69 89 66 86

‐20 ‐15 ‐10 16.0 W 16.0 W 16.0 W 16.0 W 16.0 W 16.0 W 16.0 W 15.4 W 14.8 W

16.0 W 16.0 W 16.0 W 16.0 W 16.0 W 16.0 W 15.5 W 14.9 W 14.3 W

16.0 W 16.0 W 16.0 W 16.0 W 16.0 W 15.6 W 14.9 W 14.4 W 13.8 W

14,500 LBS MTOW

‐5

0

5

16.0 16.0 16.0 16.0 16.0 16.0 16.0 16.0 15.7 16.0 14.9 16.0 14.4 16.0 13.8 15.4 13.3 14.7

16.0 16.0 16.0 16.0 16.0 16.0 15.8 16.0 14.9 16.0 14.5 16.0 13.9 15.4 13.3 14.7 12.8 14.1

16.0 16.0 16.0 16.0 15.8 16.0 14.9 16.0 14.5 16.0 13.9 15.5 13.4 14.8 12.8 14.1 12.3 13.5

‐20 ‐15 ‐10 14.5 W 14.5 W 14.5 W 14.5 W 14.5 W 14.5 W 14.5 W 14.5 W 14.5 W

14.5 W 14.5 W 14.5 W 14.5 W 14.5 W 14.5 W 14.5 W 14.5 W 14.3 W

14.5 W 14.5 W 14.5 W 14.5 W 14.5 W 14.5 W 14.5 W 14.4 W 13.8 W

‐5

0

5

14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.4 14.5 13.8 14.5 13.3 14.5

14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 13.9 14.5 13.3 14.5 12.8 14.1

14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 14.5 13.9 14.5 13.4 14.5 12.8 14.1 12.3 13.5

① Maximum OAT with engine anti‐ice on is 5°C. ② Reference EGT is the EGT obtained when required engine torque is set in accordance with this chart and must not exceed 650°C. ③ When torque limited adjust 97% or 107% accordingly to anticipate ram air torque rise. ④ WET Wet operation not allowed below ‐ 6°C.

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Performance

SA227‐SERIES‐ QRH

4.4

8,000

7,000

6,000

5,000

4,000

3,000

2,000

S.L.

10,000 MTOW @ LBS DRY

1,000

P.A.

VYSE

Max °C

WET

S.L

5,000

10,000

TAKEOFF SPEED SCHEDULE

DRY BLEED AIR OFF OAT P.A. S.L. 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000

V1

‐10°C VR V2 V50 V1

0°C VR V2 V50 V1

WET

10°C VR V2 V50 V1

20°C VR V2 V50 V1

40°C VR V2 V50

CAUTION

OAT P.A. S.L. 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000

TOO LOW FUEL FOR DISPATCH

6,000

7,000

8,000

WET

55 55

53 53

51 51

49 49

47 47

45 45

43 43

37 41

33 Max 39 °C

V1 103 103 103 103 102 102 101 100 100

‐10°C VR V2 103 119 103 119 103 118 103 117 102 116 102 115 101 113 100 111 100 110

V50 133 132 132 131 130 127 125 123 121

V1 103 103 103 102 101 100 100 100 100

0°C VR V2 103 119 103 118 103 117 102 115 101 113 100 111 100 110 101 109 102 109

V50 132 132 130 128 125 123 122 121 121

V1 103 102 101 100 100 100 100 100 100

10°C VR V2 103 117 102 115 101 113 100 112 100 110 100 109 102 109 103 109 104 109

V50 131 128 126 124 122 121 121 120 120

V1 101 100 100 100 100 100 100 100 100

20°C VR V2 101 114 100 112 100 110 100 109 101 109 103 109 104 109 105 109 106 109

V50 126 124 122 121 121 120 120 120 119

V1 100 100 100 100 100 100 100 100 100

40°C VR V2 102 109 103 109 104 109 105 109 106 109 107 109 108 109 108 109 109 109

V50 121 120 120 120 119 119 119 119 118

V1 103 103 103 103 103 103 102 102 101

‐6°C VR V2 103 121 103 120 103 120 103 119 103 119 103 118 102 117 102 115 101 113

V50 135 134 134 133 132 131 130 128 126

V1 103 103 103 103 102 102 101 100 100

10°C VR V2 103 120 103 119 103 119 103 118 102 117 102 115 101 113 100 112 100 110

V50 134 133 133 132 130 128 126 124 122

V1 103 103 103 102 101 101 100 100 101

20°C VR V2 103 119 103 118 103 117 102 116 101 114 101 112 100 111 100 110 101 109

V50 133 132 130 128 126 125 123 121 121

V1 103 102 102 101 101 100 101 101 102

30°C VR V2 103 118 102 116 102 115 101 113 101 112 100 110 101 110 101 109 102 109

V50 131 129 127 125 124 122 121 121 121

V1 102 101 101 100 100 101 102 103 103

40°C VR V2 102 115 101 114 101 112 100 111 100 110 101 109 102 109 103 109 103 109

V50 128 126 124 123 122 121 121 120 120

S.L.

5,000

115

4,000

10,000

119

3,000

5,000

2,000

S.L

124

1,000

10,500 MTOW @ LBS DRY

P.A.

VYSE

TAKEOFF SPEED SCHEDULE

DRY BLEED AIR OFF OAT P.A. S.L. 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000

WET OAT P.A. S.L. 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000

Figures 4D‐2,4D3, 4F‐1,4F‐2 AFM.

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Performance

SA227‐SERIES‐ QRH

4.5

5,000

6,000

7,000

8,000

116

4,000

120

3,000

124

2,000

10,000

1,000

5,000

S.L.

11,000 MTOW @ LBS DRY

S.L

WET

55 55

53 53

51 51

49 49

48 47

43 45

38 43

34 41

29 Max 39 °C

V1 103 103 102 102 102 101 100 100 100

‐10°C VR V2 103 118 103 117 102 116 102 115 102 114 101 112 100 111 100 109 101 109

V50 131 130 129 128 127 125 123 121 121

V1 102 102 102 101 100 100 100 100 100

0°C VR V2 102 117 102 116 102 115 101 113 100 111 100 110 101 109 102 109 103 109

V50 130 129 128 125 123 122 121 120 120

V1 102 101 100 100 100 100 100 100 100

10°C VR V2 102 115 101 113 100 111 100 110 100 109 102 109 103 109 104 109 105 109

V50 128 126 124 122 121 120 120 120 120

V1 100 100 100 100 100 100 100 100 100

20°C VR V2 100 112 100 110 100 109 101 109 102 109 103 109 104 109 105 109 106 109

V50 124 122 121 121 109 120 120 119 119

V1 100 100 100 100 100 100 100 100 100

40°C VR V2 103 109 104 109 105 109 106 109 107 109 107 109 108 109 109 109 109 109

V50 120 120 120 119 119 119 119 118 117

V1 103 103 103 103 102 102 102 101 100

‐6°C VR V2 103 119 103 119 103 118 103 118 102 117 102 116 102 115 101 113 100 111

V50 133 133 132 131 130 129 127 125 124

V1 103 103 103 102 102 101 100 100 100

10°C VR V2 103 119 103 118 103 117 102 116 102 114 101 113 100 110 100 110 100 109

V50 132 131 130 129 127 125 123 122 121

V1 103 102 102 101 101 100 100 101 102

20°C VR V2 103 118 102 117 102 115 101 113 101 112 100 111 100 110 101 109 102 109

V50 131 130 128 126 124 123 121 121 120

V1 102 101 101 100 100 101 101 102 103

30°C VR V2 102 116 101 114 101 113 100 111 100 110 101 109 101 109 102 109 103 109

V50 129 127 125 123 122 121 121 120 120

V1 101 100 100 100 101 102 103 103 104

40°C VR V2 101 113 100 112 100 111 100 109 101 109 102 109 103 109 103 109 104 109

V50 126 124 122 121 121 120 120 120 120

P.A.

P.A.

VYSE

TAKEOFF SPEED SCHEDULE

DRY BLEED AIR OFF OAT P.A. S.L. 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000

WET OAT P.A. S.L. 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000

6,000

7,000

8,000

118

5,000

122

3,000

125

4,000

10,000

2,000

5,000

1,000

S.L

S.L.

11,500 MTOW @ LBS DRY WET

55 55

53 53

51 51

47 49

43 47

38 45

34 43

30 38

26 Max 33 °C

V1 102 102 101 101 101 100 100 100 100

‐10°C VR V2 102 116 102 115 101 114 101 113 101 112 100 111 100 109 101 109 102 109

V50 128 127 127 126 125 123 121 121 120

V1 102 101 101 100 100 10 100 100 100

0°C VR V2 102 115 101 114 101 113 100 111 100 110 101 109 102 109 103 109 104 109

V50 127 126 125 123 121 121 120 120 120

V1 101 100 100 100 100 100 100 100 100

10°C VR V2 101 113 100 111 100 110 100 109 101 109 103 109 104 109 104 109 105 109

V50 126 123 122 121 120 120 120 119 119

V1 100 100 100 100 100 100 100 100 100

20°C VR V2 100 110 100 109 101 109 102 109 103 109 104 109 105 109 106 109 107 109

V50 122 121 120 120 120 119 119 119 119

V1 100 100 100 100 100 100 100 100 100

40°C VR V2 104 109 105 109 106 109 106 109 107 109 108 109 109 109 109 109 109 109

V50 120 119 119 119 119 118 118 117 116

V1 103 103 102 102 102 101 101 100 100

‐6°C VR V2 103 118 103 117 102 116 102 116 102 115 101 114 101 113 100 111 100 110

V50 131 130 129 128 127 126 125 123 122

V1 103 102 102 101 101 100 100 101 101

10°C VR V2 103 117 102 116 102 115 101 114 101 113 100 111 100 110 101 109 101 109

V50 130 129 128 127 125 123 122 121 120

V1 102 102 101 101 100 100 101 102 103

20°C VR V2 102 116 102 114 101 113 101 112 100 110 100 110 101 109 102 109 103 109

V50 129 127 125 124 122 121 121 120 120

V1 101 101 100 100 101 101 102 103 104

30°C VR V2 101 114 101 112 100 111 100 110 101 109 101 109 102 109 103 109 104 109

V50 126 124 123 121 121 120 120 120 120

V1 100 100 100 101 102 103 104 104 105

40°C VR V2 100 111 100 110 100 109 101 109 102 109 103 109 10 4 109 104 109 105 109

V50 124 122 121 120 120 120 120 120 119

VYSE

TAKEOFF SPEED SCHEDULE

DRY BLEED AIR OFF OAT P.A. S.L. 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000

WET OAT P.A. S.L. 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000

Figures 4D‐2,4D3, 4F‐1,4F‐2 AFM.

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Performance

SA227‐SERIES‐ QRH

4.6

4,000

5,000

6,000

7,000

8,000

120

3,000

123

2,000

126

S.L.

10,000

1,000

5,000

WET

55 55

51 53

47 51

43 47

38 43

34 38

30 34

26 30

21 Max 29 °C

V1 101 101 101 100 100 100 100 100 100

‐10°C VR V2 101 114 101 113 101 112 100 111 100 111 100 109 101 109 102 109 103 109

V50 124 125 124 123 123 121 120 120 120

V1 101 101 100 100 100 100 100 100 100

0°C VR V2 101 113 101 112 100 111 100 110 101 109 102 109 103 109 104 109 105 109

V50 125 124 123 121 120 120 120 120 119

V1 100 100 100 100 100 100 100 100 100

10°C VR V2 100 111 100 110 100 109 101 109 102 109 103 109 104 109 105 109 106 109

V50 123 122 121 120 120 120 119 119 119

V1 100 100 100 100 100 100 100 100 100

20°C VR V2 100 109 101 109 102 109 103 109 104 109 105 109 106 109 107 109 108 109

V50 121 120 120 120 119 119 119 119 118

V1 100 100 100 100 100 100 100 100 100

40°C VR V2 105 109 105 109 106 109 107 109 108 109 109 109 109 109 109 109 109 109

V50 119 119 119 119 118 118 117 116 115

V1 102 102 102 101 101 101 100 100 101

‐6°C VR V2 102 116 102 115 102 114 101 114 101 113 101 112 100 111 100 110 101 109

V50 129 128 127 126 125 124 123 122 121

V1 102 101 101 101 100 100 101 101 102

10°C VR V2 102 115 101 114 101 113 101 112 100 111 100 110 101 109 101 109 102 109

V50 127 126 126 124 123 121 121 120 120

V1 101 101 100 100 100 101 102 103 104

20°C VR V2 101 114 101 113 100 111 100 110 100 109 101 109 102 109 103 109 104 109

V50 126 125 123 122 121 120 120 120 120

V1 101 100 100 101 101 102 103 104 105

30°C VR V2 101 112 100 110 100 109 101 109 101 109 102 109 103 109 104 109 105 109

V50 124 122 121 120 120 120 120 119 119

V1 100 100 101 102 103 104 104 105

40°C VR V2 100 110 100 109 101 109 102 109 103 109 104 109 104 109 105 109

V50 122 121 120 120 120 120 119 119

S.L.

12,000 MTOW @ LBS DRY

S.L

P.A.

VYSE

S.L

5,000

10,000

127

124

122

P.A.

VYSE

TAKEOFF SPEED SCHEDULE

DRY BLEED AIR OFF OAT P.A. S.L. 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000

WET OAT P.A. S.L. 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000

1,000

2,000

3,000

4,000

5,000

6,000

7,000

8,000

12,500 MTOW @ LBS DRY WET

51 55

46 53

43 50

39 47

34 43

29 39

25 34

21 29

16 Max 25 °C

V1 101 100 100 100 100 100 100 100 100

‐10°C VR V2 101 112 100 111 100 110 100 110 100 109 101 109 102 109 103 109 104 109

V50 124 123 122 122 121 120 120 120 119

V1 100 100 100 100 100 100 100 100 100

0°C VR V2 100 111 100 110 100 110 100 109 101 109 102 109 103 109 104 109 105 109

V50 123 122 121 120 120 120 119 119 119

V1 100 100 100 100 100 100 100 100 100

10°C VR V2 100 110 100 109 101 109 102 109 103 109 104 109 105 109 106 109 107 109

V50 122 120 120 120 120 119 119 119 118

V1 100 100 100 100 100 100 100 100 100

20°C VR V2 101 109 102 109 103 109 104 109 105 109 106 109 107 109 108 109 108 109

V50 120 120 120 119 119 119 118 118 118

V1 100 100 100 100 100 100 100 100

40°C VR V2 105 109 106 109 107 109 108 109 109 109 109 109 109 109 109 109

V50 119 119 118 118 118 117 116 116

V1 102 101 101 101 100 100 100 100 101

‐6°C VR V2 102 114 101 113 101 113 101 112 100 111 100 110 100 110 100 109 101 109

V50 127 126 125 124 123 122 121 120 120

V1 101 101 101 100 100 101 101 102 103

10°C VR V2 101 113 101 112 101 111 100 110 100 109 101 109 101 109 102 109 103 109

V50 125 124 123 122 121 120 120 120 120

V1 101 100 100 100 101 102 103 104 104

20°C VR V2 101 112 100 111 100 110 100 109 101 109 102 109 103 109 104 109 104 104

V50 124 123 122 120 120 120 120 119 119

V1 100 100 101 102 102 103 104 105 105

30°C VR V2 100 110 100 109 101 109 102 109 102 109 103 109 104 109 105 109 106 109

V50 122 121 120 120 120 120 119 119 119

V1 101 101 102 103 104 104 105

40°C VR V2 101 109 101 109 102 109 103 109 104 109 104 109 105 109

V50 121 120 120 120 119 119 119

TAKEOFF SPEED SCHEDULE

DRY BLEED AIR OFF OAT P.A. S.L. 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000

WET OAT P.A. S.L. 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000

Figures 4D‐2,4D3, 4F‐1,4F‐2 AFM.

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Performance

SA227‐SERIES‐ QRH

4.7

4,000

5,000

6,000

7,000

8,000

123

3,000

124

2,000

128

1,000

10,000

S.L.

5,000

WET

46 54

42 51

38 47

34 43

29 38

24 34

20 30

15 26

9 Max 21 °C

V1 101 101 101 101 101 101 101 101 101

‐10°C VR V2 101 111 101 110 101 110 101 109 101 109 102 109 103 109 104 109 105 109

V50 122 122 121 121 121 120 120 120 120

V1 101 101 101 101 101 101 101 101 101

0°C VR V2 101 110 101 110 101 109 102 109 103 109 104 109 105 109 106 109 107 109

V50 122 121 121 120 120 120 120 119 119

V1 101 101 101 101 101 101 101 101 101

10°C VR V2 101 109 101 109 103 109 104 109 105 109 106 109 106 109 107 109 108 109

V50 121 121 120 120 120 119 119 119 119

V1 103 101 101 101 101 101 101 101 101

20°C VR V2 103 109 104 109 105 109 106 109 106 109 107 109 108 109 109 109 110 109

V50 120 120 120 119 119 119 119 118 118

V1 101 101 101 101 101 101 101

40°C VR V2 107 109 108 109 108 109 109 109 110 109 110 109 110 109

V50 119 119 119 118 118 117 116

V1 101 101 101 101 101 101 101 102 103

‐6°C VR V2 101 112 101 112 101 111 101 111 101 110 101 110 101 109 102 109 103 109

V50 125 124 123 122 122 121 121 120 120

V1 101 101 101 101 101 102 103 104 106

10°C VR V2 101 111 101 111 101 110 101 110 101 109 102 109 103 109 104 109 106 109

V50 123 123 122 121 121 120 120 120 119

V1 101 101 101 102 103 103 104 105 107

20°C VR V2 101 111 101 110 101 109 102 109 103 109 103 109 104 109 105 109 107 109

V50 122 122 121 121 120 120 120 120 119

V1 101 101 102 103 104 105 105 106

30°C VR V2 101 110 101 109 102 109 109 109 104 109 105 109 105 109 106 109

V50 121 121 120 120 120 120 119 119

V1 102 103 103 104 105 106 106

40°C VR V2 102 109 103 109 103 109 104 109 105 109 106 109 106 109

V50 121 120 120 120 120 119 119

S.L.

13,000 MTOW @ LBS DRY

S.L

P.A.

VYSE

TAKEOFF SPEED SCHEDULE

DRY BLEED AIR OFF OAT P.A. S.L. 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000

WET OAT P.A. S.L. 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000

4,000

5,000

6,000

7,000

8,000

126

3,000

5,000 ‐ 10,000

2,000

S.L

130

1,000

13,500 MTOW @ LBS DRY WET

42 51

38 47

34 43

29 39

25 35

20 31

15 26

10 22

4 Max 17 °C

V1 102 102 102 102 102 102 102 102 102

‐10°C VR V2 102 111 103 111 103 111 103 111 104 111 105 111 106 111 107 111 108 111

V50 122 122 122 122 122 122 121 121 121

V1 102 102 102 102 102 102 102 102 102

0°C VR V2 103 111 103 111 104 111 105 111 106 111 107 111 108 111 108 111 109 111

V50 122 122 122 122 121 121 121 121 120

V1 102 102 102 102 102 102 102 102 102

10°C VR V2 104 111 105 111 105 111 106 111 107 111 108 111 109 111 110 111 111 111

V50 122 122 122 121 121 121 120 120 120

V1 102 102 102 102 102 102 102 102

20°C VR V2 105 111 106 111 107 111 108 111 109 111 110 111 111 111 111 111

V50 122 121 121 121 120 120 120 120

V1 102 102 102 102 102 102

40°C VR V2 109 111 110 111 111 111 111 111 111 111 111 111

V50 120 120 120 119 119 118

V1 102 102 102 102 103 103 104 105 105

‐6°C VR V2 102 112 102 112 102 112 102 111 103 111 103 111 104 111 105 111 105 111

V50 124 124 123 123 122 122 122 122 122

V1 102 102 102 103 104 105 106 106 107

10°C VR V2 102 112 102 111 102 111 103 111 104 111 105 111 106 111 106 111 107 111

V50 123 123 122 122 122 122 122 121 121

V1 102 103 104 104 105 106 107 108 108

20°C VR V2 102 111 103 111 104 111 104 111 105 111 106 111 107 111 108 111 108 111

V50 123 122 122 122 122 121 121 121 121

V1 103 104 105 106 106 107 108 109

30°C VR V2 103 111 104 111 105 111 106 111 106 111 107 111 108 111 109 111

V50 122 122 122 121 121 121 121 120

V1 105 105 106 107 108 108

40°C VR V2 105 111 105 111 106 111 107 111 108 111 108 111

V50 122 122 121 121 121 121

P.A.

VYSE

TAKEOFF SPEED SCHEDULE

DRY BLEED AIR OFF OAT P.A. S.L. 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000

WET OAT P.A. S.L. 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000

Figures 4D‐2,4D3, 4F‐1,4F‐2 AFM.

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Performance

SA227‐SERIES‐ QRH

4.8

3,000

4,000

5,000

6,000

7,000

8,000

128

2,000

131

S.L.

5,000 ‐ 10,000

1,000

14,000 MTOW @ LBS DRY

S.L

WET

38 47

34 44

29 39

25 35

21 31

16 27

10 22

4 17

‐1 Max 12 °C

V1 104 104 104 104 104 104 104 104 104

‐10°C VR V2 105 113 105 113 106 113 106 113 107 113 108 113 109 113 109 113 110 113

V50 124 124 124 123 123 123 123 122 122

V1 104 104 104 104 104 104 104 104 104

0°C VR V2 105 113 106 113 106 113 107 113 108 113 109 113 110 113 111 113 112 113

V50 124 124 123 123 123 122 122 122 122

V1 104 104 104 104 104 104 104 104

10°C VR V2 106 113 107 113 108 113 109 113 110 113 111 113 112 113 112 113

V50 123 123 123 123 123 122 122 122

V1 104 104 104 104 104 104 104

20°C VR V2 108 113 109 113 110 113 111 113 112 113 112 113 113 113

V50 123 123 122 122 122 122 121

V1 104 104 104 104 104

40°C VR V2 112 113 113 113 104 113 104 113 113 113

V50 122 121 121 120 119

V1 104 104 105 105 105 106 106 107 108

‐6°C VR V2 104 113 104 113 105 113 105 113 105 113 106 113 106 113 107 113 108 113

V50 124 124 124 124 124 124 123 123 123

V1 104 105 105 106 107 107 108 109 110

10°C VR V2 104 113 105 113 105 113 106 113 107 113 107 113 108 113 109 113 110 113

V50 124 124 124 124 123 123 123 123 122

V1 105 106 106 107 108 109 109 110 111

20°C VR V2 105 113 106 113 106 113 107 113 108 113 109 113 109 113 110 113 111 113

V50 124 124 124 123 123 123 122 122 122

V1 106 107 107 108 109 110 111

30°C VR V2 106 113 107 113 107 113 108 113 109 113 110 113 111 113

V50 124 124 123 123 123 122 122

V1 107 108 109 110 110

40°C VR V2 107 113 108 113 109 113 110 113 110 113

V50 124 123 123 122 122

P.A.

VYSE

TAKEOFF SPEED SCHEDULE

DRY BLEED AIR OFF OAT P.A. S.L. 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000

WET OAT P.A. S.L. 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000

4,000

5,000

6,000

7,000

8,000

130

3,000

132

2,000

5,000 ‐ 10,000

S.L.

S.L

1,000

14,500 MTOW @ LBS DRY WET

34 44

30 40

25 36

21 32

16 28

11 23

5 18

‐1 13

‐6 Max °C 7

V1 105 105 105 105 105 105 105 105 105

‐10°C VR V2 108 114 108 114 109 114 109 114 109 114 110 114 111 114 112 114 113 114

V50 125 125 125 125 125 124 124 124 124

V1 105 105 105 105 105 105 105 105 105

0°C VR V2 108 114 109 114 109 114 110 114 111 114 112 114 113 114 113 114 114 114

V50 125 125 125 124 124 124 124 123 123

V1 105 105 105 105 112 105 105

10°C VR V2 109 114 110 114 111 114 112 114 112 114 113 114 114 114

V50 125 124 124 124 124 123 123

V1 105 105 105 105 105 105

20°C VR V2 111 114 112 114 112 114 113 114 114 114 115 114

V50 124 124 124 123 123 123

V1 105 105 105 105

40°C VR V2 114 114 115 114 115 114 115 114

V50 125 123 122 121

V1 106 107 107 108 108 108 109 110 110

‐6°C VR V2 106 114 107 114 107 114 108 114 108 114 108 114 109 114 110 114 111 114

V50 125 125 125 125 125 125 125 124 124

V1 107 107 108 108 109 110 111 111 112

10°C VR V2 104 114 107 114 108 114 108 114 109 114 110 114 111 114 112 114 112 114

V50 125 125 125 125 125 124 124 124 124

V1 108 108 109 110 110 111 112 113

20°C VR V2 108 114 108 114 109 114 110 114 110 114 111 114 112 114 113 114

V50 125 125 125 125 124 124 124 124

V1 109 109 110 111 112 112

30°C VR V2 109 114 109 114 110 114 111 114 112 114 112 114

V50 125 125 124 124 124 124

V1 110 111 111 112

40°C VR V2 110 114 111 114 111 114 112 114

V50 124 124 124 124

P.A.

VYSE

TAKEOFF SPEED SCHEDULE

DRY BLEED AIR OFF OAT P.A. S.L. 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000

WET OAT P.A. S.L. 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000

Figures 4D‐2,4D3, 4F‐1,4F‐2 AFM.

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Performance

SA227‐SERIES‐ QRH

4.9

7,000

8,000

16 28

6,000

21 33

5,000

26 37

4,000

3,000

30 41

2,000

WET

S.L.

15,000 MTOW @ LBS DRY

1,000

12 23

6 18

1 14

‐6 8

‐11 Max °C 3

V50 126 126 126 126 126 125 125 125

V1 107 107 107 107 107 107 107

10°C VR V2 112 116 112 116 113 116 114 116 115 116 116 116 117 116

V50 126 126 126 125 125 125 125

V50 127 127 126 126 126 126 126 125 125

V1 110 111 111 112 113 114

20°C VR V2 110 116 111 116 111 116 112 116 113 116 114 116

V50 126 127 126 126 126 125

VYSE

P.A.

S.L

5,000 ‐ 10,000

133

132

TAKEOFF SPEED SCHEDULE

DRY BLEED AIR OFF OAT P.A. S.L. 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000

V1 107 107 107 107 107 107 107 107 107

‐10°C VR V2 110 116 111 116 111 116 111 116 112 116 113 116 114 116 114 116 115 116

V50 127 127 126 126 126 126 125 125 125

V1 107 107 107 107 107 107 107 107

0°C VR V2 111 116 111 116 112 116 113 116 113 116 114 116 115 116 116 116

V1 109 110 110 110 111 111 111 112 113

‐6°C VR V2 109 116 110 116 110 116 110 116 111 116 111 116 111 116 112 116 113 116

V50 127 127 127 126 126 126 126 126 126

V1 110 110 110 111 112 112 113 114 115

10°C VR V2 110 116 110 116 110 116 111 116 112 116 113 116 113 116 114 116 115 116

V1 107 107 107 107 107

20°C VR V2 113 116 114 116 115 116 116 116 116 116

V50 126 125 125 125 125

V1 107 107 107

40°C VR V2 117 116 117 116 117 116

V50 124 124 123

V1 111 112 113 113 114

30°C VR V2 111 116 112 116 113 116 113 116 114 116

V50 126 126 126 125 125

V1 112 113 114

40°C VR V2 112 116 113 116 114 116

V50 126 126 125

OAT P.A. S.L. 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000

`

S.L.

2,000

3,000

4,000

5,000

6,000

7,000

S.L. ‐ 10,000

1,000

15,500 MTOW @ LBS DRY

8,000

WET

26 37

22 34

17 29

12 24

7 19

1 14

‐4 9

‐10 ‐16 Max 4 ‐6 °C

V1 109 109 109 109 109 109 109 109 109

‐10°C VR V2 113 118 113 118 114 118 114 118 114 118 115 118 116 118 117 118 118 118

V50 128 128 128 127 127 127 127 127 126

V1 109 109 109 109 109 109 109

0°C VR V2 113 118 114 118 114 118 115 118 116 118 117 118 118 118

V50 128 128 127 127 127 127 126

V1 109 109 109 109 109 109

10°C VR V2 114 118 115 118 116 118 117 118 117 118 118 118

V50 127 127 127 127 126 126

V1 109 109 109 109

20°C VR V2 116 118 116 118 117 118 118 118

40°C V50 V1 VR V2 V50 127 109 119 118 125 127 126 126

V1 112 112 112 113 113 114 114 114 115

‐6°C VR V2 112 118 112 118 112 118 113 118 113 118 114 118 114 118 115 118 116 118

V50 128 128 128 128 128 128 127 127 127

V1 112 113 113 113 114 115 116 117 117

10°C VR V2 112 118 113 118 113 118 113 118 114 118 115 118 116 118 117 118 117 118

V50 128 128 128 128 127 127 127 127 126

V1 113 113 114 115 115 116

20°C VR V2 113 118 113 118 114 118 115 118 115 118 116 118

V50 128 128 127 127 127 127

V1 114 114 115 116

30°C VR V2 114 118 114 118 115 118 116 118

40°C V50 V1 VR V2 V50 128 115 115 118 127 127 116 116 118 127 127 127

VYSE

P.A.

134

TAKEOFF SPEED SCHEDULE

DRY BLEED AIR OFF OAT P.A. S.L. 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000

WET OAT P.A. S.L. 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000

Figures 4D‐2,4D3, 4F‐1,4F‐2 AFM.

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

ONLY FOR 16,000 LBS MTOW AIRCRAFT

WET

Performance

SA227‐SERIES‐ QRH

4.10

S.L.

2,000

3,000

4,000

5,000

6,000

7,000

S.L. ‐ 10,000

1,000

WET

22 34

17 30

12 26

7 21

2 16

‐4 11

‐9 5

‐15 ‐21 Max ‐1 ‐6 °C

V1 110 110 110 110 110 110 110 110 110

‐10°C VR V2 116 119 116 119 116 119 116 119 117 119 118 119 118 119 119 119 120 119

V50 129 129 129 129 128 128 128 128 128

V1 110 110 110 110 110 110 110

0°C VR V2 116 119 116 119 117 119 117 119 118 119 119 119 120 119

V50 129 129 129 129 128 128 128

V1 110 110 110 110 110

10°C VR V2 116 119 117 119 118 119 119 119 120 119

V50 128 128 128 128 128

V1 110 110 110

20°C VR V2 118 119 119 119 120 119

40°C V50 V1 VR V2 V50 128 110 120 119 126 128 110 120 119 125 128

V1 114 115 115 116 116 116 116 117 118

‐6°C VR V2 114 120 115 120 115 120 115 120 116 120 116 120 116 120 117 120 118 120

V50 130 129 129 129 129 129 129 129 128

V1 115 115 115 116 116 117 118 119 119

10°C VR V2 115 120 115 120 115 120 116 120 117 120 117 120 118 120 119 120 120 120

V50 129 129 129 129 129 129 128 128 128

V1 115 116 116 117 118 119

20°C VR V2 115 120 116 120 116 120 117 120 118 120 119 120

V50 129 129 129 128 128 128

V1 116 117 118 118

30°C VR V2 116 120 117 120 118 120 118 120

40°C V50 V1 VR V2 V50 129 117 117 120 129 129 128 128

VYSE

P.A.

135

ONLY FOR 16,000 LBS MTOW AIRCRAFT

16,000 MTOW @ LBS DRY

8,000

TAKEOFF SPEED SCHEDULE

DRY BLEED AIR OFF OAT P.A. S.L. 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000

WET OAT P.A. S.L. 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000

Figures 4D‐2,4D3, 4F‐1,4F‐2 AFM.

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Performance

SA227‐SERIES‐ QRH

4.11

OPERATING SPEEDS LIMITATIONS 246

14,500 McCauley 246

14,500 DOWTY 246

185

175

176

91

91

87

FULL FLAP

165

165

159

1/2 FLAP

180

180

179

1/4 FLAP

215

215

214

IN TRANSIT

175

175

176

EXTENDED

175

175

173

OPERATING LIMITATIONS (KIAS)

16,000

MAXIMUM OPERATING SPEED (SEA LEVEL TO 17,800 FT.) MANEUVERING SPEED MINIMUM CONTROL SPEED MAXIMUM FLAP EXTENSION SPEEDS

MAXIMUM LANDING GEAR SPEEDS

WINDSHIELD WIPER RECOMENDED RESTRICTION

125

SINGLE ENGINE BEST RATE‐OF‐CLIMB, S.L.

135

132

134

TWO ENGINE BEST RATE‐OF‐CLIMB, S.L

150

146

147

TWO ENGINE BEST ANGLE‐OF‐CLIMB

105

105

98

APPROACH SPEED, FULL FLAP

117

112

113

20

20

20

DEMONSTRATED CROSSWIND VELOCITY

(SPEEDS FOR OTHER CONDITIONS SHOWN IN AFM) THE DEMONSTRATED CROSSWIND IS NOT A LIMITATION

APPROACH SPEEDS APPROACH SPEED (KIAS) WEIGHT 1,000 (POUNDS) 16,000 MTGW AIRCRAFT

10 10.5 11 11.5 12 12.5 13 13.5 14 14.5 15 15.5 NO FLAPS 1/4 FLAPS 1/2 FLAPS FULL FLAPS

110 108 103 99

112 110 105 101

114 112 107 103

116 113 108 105

118 115 110 106

120 116 111 108

122 118 113 109

124 120 114 111

126 121 116 112

128 123 118 114

130 125 119 115

132 127 121 117

Partial flaps landing and normal landing Figure 4G‐5

EMERGENCY AIRSPEEDS GLIDE AIRSPEED APPROXIMATELY 1.5 V/V S ON THE SAS INDICATOR. GLIDE RATIO (2NM/1,000 FT AGL).

WEIGHT (POUNDS) 10,000 12,000 14,000 16,000 AIRSPPED (KIAS) 130 140 150 160

VYSE CLIMB SPEED SCHEDULE GROSS WEIGHT (POUNDS)

16,000 15,000 14,000 13,000 12,000 11,000 10,000

S.L. 135 133 131 128 126 124 123

VYSE CLIMB SPEED SCHEDULE (KIAS) PRESSURE ALTITUDE (FEET) 5,000 10,000 15,000 20,000 135 135 135 135 132 132 132 132 128 128 128 128 124 123 123 123 123 120 119 118 120 116 114 113 118 114 112 110 Figure 4F‐1, 4F2 AFM

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Performance

SA227‐SERIES‐ QRH

4.12

SINGLE ENGINE BEST RATE OF CLIMB‐ BLEED AIR OFF SINLE ENGINE BEST RATE OF CLIMB ‐ BLEED AIR OFF (FEET PER MINUTE) Gear up, flaps up, prpeller feathered, max continuous power, speed VYSE schedule.

S.L.

P.A. WEIGHT (POUNDS)

16,000 15,000 14,000 13,000 12,000 11,000 10,000

5,000

ISA 0

ISA +20

ISA 0

520 620 740 900 1,060 1,260 1,500

200

300 400 540 680 840 1,000 1,160

300 440 560 700 880 1,070

10,000

15,000

20,000

ISA +20

ISA 0

ISA +20

ISA 0

ISA +20

ISA 0

ISA +20

0

80 180 300 440 580 720 900

‐180

‐180

‐400

‐400

‐620

‐80

‐60

‐300

‐300

‐520

20

40

‐200

‐200

‐420

160

160

‐180

‐80

‐320

280

280

50

40

‐180

420

440

180

200

‐40

600

600

340

340

100

120 240 360 500 660 820

Fi gure 4F‐2 AFM

SINGLE ENGINE SERVICE CEILING

SINGLE ENGINE SERVICE CEILING (FEET) GROSS WEIGHT POUNDS / BLEED AIR

10,000 ISA 0

OFF

11,000

ON

OFF

12,000

ON

OFF

13,000

ON

OFF

ON

14,000 OFF

15,000

ON

OFF

16,000

ON

OFF

ON

25,000 22,500 23,000 20,00 20,500 17,500 18,000 15,000 15,500 12,500 13,500 10,500 11,000 8,000

+10 23,500 20,500 21,000 17,500 18,000 15,000 15,500 12,500 13,000 10,000 11,000 8,000 8,000 5,500 +20 21,500 18,000 18,500 15,500 15,500 12,500 13,000 10,000 10,000 7,000 7,500 4,000 5,000 1,500 Fig. 4F‐3, 4F‐4 AFM

VY CLIMB SPEED SCHEDULE GROSS WEIGHT (POUNDS)

16,000 15,000 14,000 13,000 12,000 11,000 10,000

VY (TWO ENGINE) CLIMB SPEED SCHEDULE (KIAS) PRESSURE ALTITUDE (FFET) S.L. 5,000 10,000 15,000 20,000 150 145 140 135 135 147 144 138 133 132 145 142 136 131 128 144 140 134 129 125 142 137 132 127 123 140 135 130 125 121 139 133 128 124 119 Fig 4F‐5, 4F‐6 AFM

TWO ENGINE BEST RATE OF CLIMB – BLEED AIR ON

TWO ENGINE BEST RATE OF CLIMB ‐ BLEED AIR ON RATE OF CLIMB (FEET PER MINUTE), SPEED VY SPEED SCHEDULE

PA

S.L.

5,000

10,000

15,000

20,000

WEIGHT (POUNDS)

ISA O

ISA +20

ISA O

ISA +20

ISA O

ISA +20

ISA O

ISA +20

ISA O

ISA +20

16,000 15,000 14,000 13,000 12,000 11,000 10,000

2,050 2,250 2,500 2,750 3,100 3,450 3,800

1,400 1,600 1,750 2,000 2,250 2,600 2,900

1,650 1,800 2,000 2,200 2,500 2,800 3,200

1,100 1,250 1,450 1,700 1,900 2,150 2,500

1,250 1,400 1,600 1,800 2,100 2,350 2,700

750 900 1,100 1,250 1,45O 1,750 2,000

850 1,050 1,200 1,400 1,600 1,900 2,150

450 600 700 900 1,100 1,350 1,600

450 600 750 900 1,100 1,300 1,600

100 250 400 600 750 950 1,250 Figure 4F‐5 AFM

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Performance

SA227‐SERIES‐ QRH

4.13

TWO ENGINE LANDING DISTANCE OVER 50 FOOT HEIGHT

OPERATING RULES FACTORS ARE NOT CONSIDERED

NORMAL LANDING, FLAPS FULL

TWO ENGINE LANDING DISTANCE OVER 50 FOOT HEIGHT (FEET) APPROACH SPEED FLAPS FULL, DRY,LEVEL, HARD SURFACE, NO WIND BRAKING HEAVY DURING ROLLOUT, STEERING ON OR OFF

WEIGHT PA

S.L. 2,000 4,000 6,000 8,000

11,500 ISA 0 2,150 2,250 2,450 2,550 2,700

13,500

ISA + 20 ISA + 40 2,300 2,450 2,425 2,600 2,575 2,700 2,700 2,850 2,900 3,100

ISA 0 2,400 2,550 2,700 2,900 3,100

ISA + 20 ISA + 40 2,575 2,750 2,750 2,950 2,900 3,100 3,100 3,300 3,325 3,550

15,500 ISA 0 2,700 2,850 3,050 3,250 3,450

ISA + 20 ISA + 40 2,900 3,100 3,075 3,300 3,275 3,500 3,500 3,750 3,725 4,000 Figure 4G‐5

Landing ground roll is 67% of landing distance.

Minimum required headwind 5 to 8 knots in order no to exceed brake energy limit of 2,820,000 pounds

per brake. For maximum tailwind limitations see AFM figure 4G‐6.

SINGLE ENGINE LANDING, FLAPS 1/4

TWO ENGINE LANDING DISTANCE OVER 50 FOOT HEIGHT + 72% (FEET) APPROACH SPEED FLAPS 1/4, DRY,LEVEL, HARD SURFACE, NO WIND BRAKING HEAVY DURING ROLLOUT, STEERING ON OR OFF

WEIGHT PA

S.L. 2,000 4,000 6,000 8,000

11,500 ISA 0 3,698 3,870 4,214 4,386 4,644

13,500

ISA + 20 ISA + 40 3,956 4,214 4,171 4,472 4,429 4,644 4,644 4,902 4,988 5,332

ISA 0 4,128 4,386 4,644 4,988 5,332

ISA + 20 ISA + 40 4,429 4,730 4,730 5,074 4,988 5,332 5,332 5,676 5,719 6,106

15,500 ISA 0 4,644 4,902 5,246 5,590 5,934

ISA + 20 ISA + 40 4,988 5,332 5,289 5,676 5,633 6,020 6,020 6,450 6,407 6,880 Figure 4G‐5

HYDRAULIC SYSTEM FAILURE, FLAPS UP

TWO ENGINE LANDING DISTANCE OVER 50 FOOT HEIGHT + 75% (FEET) APPROACH SPEED FLAPS UP, DRY,LEVEL, HARD SURFACE, NO WIND BRAKING HEAVY DURING ROLLOUT, STEERING ON OR OFF

WEIGHT PA

S.L. 2,000 4,000 6,000 8,000

11,500 ISA 0 3,763 3,938 4,288 4,463 4,725

13,500

ISA + 20 ISA + 40 4,025 4,288 4,244 4,550 4,506 4,725 4,725 4,988 5,075 5,425

ISA 0 4,200 4,463 4,725 5,075 5,425

ISA + 20 ISA + 40 4,506 4,813 4,813 5,163 5,075 5,425 5,425 5,775 5,819 6,213

15,500 ISA 0 4,725 4,988 5,338 5,688 6,038

ISA + 20 ISA + 40 5,075 5,425 5,381 5,775 5,731 6,125 6,125 6,563 6,519 7,000 Figure 4G‐5

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Performance

SA227‐SERIES‐ QRH

4.14

RELATIONSHIP OF OUTSIDE AIR TEMPERATURE TO ISA TEMPERATURE

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Performance

SA227‐SERIES‐ QRH

WIND COMPONENT CHART

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

4.15

Performance

SA227‐SERIES‐ QRH

4.16

CONVERSION TABLES TURBINE FUEL

WEIGHT

DISTANCE

FAA FLIGHT PLAN

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Normal Procedures Checklist

SA227‐SERIES‐ QRH

PREFLIGHT WALK-AROUND INSPECTION

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

N.1

Normal Procedures Checklist

SA227‐SERIES‐ QRH

INTENTIONALLY LEFT BLANK

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

N.2

Normal Procedures Checklist

SA227‐SERIES‐ QRH

N.3

PREFLIGHT A. COCKPIT (SAFETY CHECK) 1. LANDING GEAR HANDLE........................................................................... DOWN 2. LANDING GEAR HAND PUMP VALVE HANDLE…............. AFT/PIP PIN INSTALLED 3. GPU/BATTERY DISCONNECT SYSTEM…............................. CHECK/BATTERIES ON 4. LANDING GEAR POSITION INDICATOR.................. PRESS‐TO‐TEST/DIMMER SET 5. CONTROL LOCK............................................................................... AS REQUIRED 6. CONTROL SURFACE TRIM...................................................................... NEUTRAL 7. PARKING BRAKE.............................................................................. AS REQUIRED 8. GPU/BATTERY SWITCHES............................................................... AS REQUIRED

B. LEFT WING 1. FUEL SUMPS............................................................................................... DRAIN 2. LOWER ANTENNAS............................................................................ CONDITION 3. LEADING EDGE RAM AIR SCOOP................................................................ CLEAR 4. GEAR DOORS (FIRST FLIGHT OF DAY).......................................................... OPEN 5. LANDING GEAR, BRAKES, TIRES, HUB CAPS, AND WHEELWELL........ CONDITION 6. GENERATOR CIRCUIT BREAKERs………………………………………………………………..... IN 7. GEAR DOORS…......................................................................................... CLOSED 8. CHOCKS.................................................................................................. REMOVE 9. COWLING AND DOORS............................................................................ SECURE 10. FIRE EXTINGUISHER BOTTLE PRESSURE................................................... CHECK 11. OIL COOLER INLET................................................................ CLEAR/CONDITION 12. ENGINE INLET AND SENSORS............................................... CLEAR/CONDITION 13. PROPELLER AND PROPELLER DEICE BOOTS......... FREE ROTATION/CONDITION 14. ENGINE OIL QUANTITY AND FILLER CAP.................................... CHECK/SECURE 15. HYDRAULIC RESERVOIR SIGHT GLASSES.................................................. CHECK 16. WING ICE DETECTOR LIGHT….................................................................. CHECK 17. FUEL SUMP............................................................................................. DRAIN 18. WING DEICE BOOTS........................................................................ CONDITION 19. FUEL VENT............................................................................................... CLEAR 20. LANDING AND RECOGNITION LIGHTS AND SHIELD…............................. CHECK 21. NAVIGATION LIGHTS............................................................................... CHECK 22. AILERON AND TAB………................................................................... CONDITION 23. WING FUEL CAP........................................…………………………………………. SECURE 24. FLAPS............................................................................................... CONDITION 25. EXHAUST……….......................................................................................... CLEAR

C. TAIL SECTION 1. CARGO DOOR........................................................................................... SECURE 2. STATIC SOURCES........................................................................................ CLEAR 3. DEICE BOOTS….................................................................................. CONDITION 4. STABILIZER SETTING............. CHECK IN AGREEMENT WITH COCKPIT INDICATOR 5. CONTROL SURFACES AND RUDDER TAB............................................ CONDITION 6. NAVIGATION LIGHTS................................................................................. CHECK 7. UPPER ANTENNAS............................................................................. CONDITION 8. OXYGEN BOTTLE THERMAL RELIEF DISC........................................... CONDITION REVISION: ORIGINAL GO‐QRH‐SA227‐SERIES‐VTM DATE: NOV 1/13

Normal Procedures Checklist

SA227‐SERIES‐ QRH

N.4

PREFLIGHT (continued) D. RIGHT WING 1. FLAPS................................................................................................. CONDITION 2. EXHAUST.................................................................................................... CLEAR 3. WING FUEL CAP....................................................................................... SECURE 4. AILERON AND TAB….......................................................................... CONDITION 5. NAVIGATION LIGHTS................................................................................. CHECK 6. LANDING AND RECOGNITION LIGHTS AND SHIELD................................... CHECK 7. FUEL VENT.................................................................................................. CLEAR 8. WING DEICE BOOTS…........................................................................ CONDITION 9. WING ICE DETECTOR LIGHT....................................................................... CHECK 10. FUEL SUMP.............................................................................................. DRAIN 11. CHOCKS…….......................................................................................... REMOVE 12. FIRE EXTINGUISHER BOTTLE PRESSURE................................................... CHECK 13. OIL COOLER INLET................................................................ CLEAR/CONDITION 14. ENGINE INLET AND SENSORS…..………………………………………. CLEAR/CONDITION 15. PROPELLER AND PROPELLER DEICE BOOTS………. FREE ROTATION/CONDITION 16. ENGINE OIL QUANTITY AND FILLER CAP…................................. CHECK/SECURE 17. COWLING AND DOORS.......................................................................... SECURE 18. GEAR DOORS (FIRST FLIGHT OF DAY)........................................................ OPEN 19. LANDING GEAR, BRAKES, TIRES, HUB CAPS, AND WHEELWELL...... CONDITION 20. GENERATOR CIRCUIT BREAKERS…………………………………………………................. IN 21. GEAR DOORS......................................................................................... CLOSED 22. LEADING EDGE RAM AIR SCOOP.............................................................. CLEAR 23. FUEL SUMPS............................................................................................. DRAIN

E. NOSE SECTION 1. OUTSIDE AIR TEMPERATURE SENSOR........................................................ CLEAR 2. STATIC SOURCES........................................................................................ CLEAR 3. CAWI TANK SIGHT GAUGE....................................................... CHECK QUANTITY 4. CAWI TANK FILLER CAP............................................................................ SECURE 5. BAGGAGE DOORS............................................….…………………………………. SECURE 6. SAS VANE…................................................................................................ CHECK 7. PITOT COVERS…..................................................................................... REMOVE 8. WINDSHIELD WIPERS...........................................................…………… CONDITION 9. NOSE GEAR, TIRES, WHEELWELL, AND GEAR DOORS....................... CONDITION

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Normal Procedures Checklist

SA227‐SERIES‐ QRH

N.5

BEFORE STARTING ENGINES

1. EXTERIOR PREFLIGHT INSPECTION.................................................. COMPLETED 2. WEIGHT AND CENTER OF GRAVITY.......................... COMPUTED WITHIN LIMITS 3. PERFORMANCE DATA..................................................................... DETERMINED

CABIN 1. ENTRANCE LIGHTS............................................................................. AS DESIRED 2. CABIN DOOR.............................. LOCKED (VISUALLY CHECK LATCH INDICATORS) 3. CARGO AND BAGGAGE............................................................................ SECURE 4. EMERGENCY EXITS................................................................................... SECURE

COCKPIT 1. BATTERY SWITCH/GPU................................................................... AS REQUIRED 2. INTERIOR LIGHTS.....................................................………………………. AS DESIRED 3. LANDING GEAR HANDLE............................................................................DOWN *4. NO SMOKING – FASTEN BELTS SWITCH.......................................................... ON

PILOT’S CONSOLE 1. LEFT ESSENTIAL BUS TIE SWITCH.................................................................... ON 2. BUS TRANSFER SWITCHES..................................................................... LEFT BUS 3. ALL CIRCUIT BREAKERS..................................................................................... IN 4. CABIN PRESSURE SELECTOR LEVER………..................................................... AUTO 5. CABIN PRESSURE MANUAL CONTROL KNOB..................................... CLOCKWISE 6. AUTO/CONT IGNITION SWITCHES.............................................................. AUTO 7. STARTER TEST SWITCH........................................................................ CENTERED 8. SPEED SWITCH SELECT SWITCHES.............................................................. AUTO 9. START MODE SWITCH.................................................................... AS REQUIRED 10. NOSE WHEEL STEERING SWITCH................................................................. OFF 11. BATTERY VOLTAGES................................................................................. CHECK 12. SRL – Δ P/P POWER SWITCHES............................................................ NORMAL 13. TEMP LIMITER TEST SWITCH............................................................. CENTERED 14. LIGHT CONTROL KNOBS............................................................... AS REQUIRED 15. UNFEATHER TEST SWITCH................................................................. CENTERED

INSTRUMENT PANEL 1. STATIC SELECTOR…................................................................................ NORMAL *2. COCKPIT CONDITIONED AIR CONTROLS (PILOT AND COPILOT)…... AS REQUIRED 3. CABIN ALTITUDE AND RATE INDICATORS AND CONTROLS............ CHECKED/SET 4. ALL ROCKER SWITCHES (EXCEPT BATTERY SWITCHES).................................. OFF 5. PITCH TRIM................... COMPARE WITH POSITION NOTED DURING PREFLIGHT 6. FUEL COUNTER........................................................................................ ZEROED 7. FUEL QUANTITY..................................................................... CHECK IMBALANCE 8. CROSSFLOW SWITCH............................................................................... CLOSED *9. TEMPERATURE CONTROLS............................................................................ OFF *10. CABIN PRESSURE DUMP SWITCH........................................................ NORMAL REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Normal Procedures Checklist

SA227‐SERIES‐ QRH

N.6

BEFORE STARTING ENGINES (continued) *11. BLEED AIR SWITCHES................................................................................... OFF *12. FRESH AIR FAN SWITCH............................................................................... OFF *13. WINDSHIELD DEFOG SWITCH (IF INSTALLED).............................................. OFF *14. OXYGEN PRESSURE.................................................................................. CHECK *15. PASSENGER OXYGEN TOGGLE CONTROL..................................................... OFF

COPILOT’S CONSOLE 1. CARGO DOOR AUXILIARY WARNING LIGHT............................. TEST/CHECK OUT 2. LIGHT CONTROL KNOBS................................................................. AS REQUIRED 3. ALL CIRCUIT BREAKERS….................................................................................. IN 4. NONESSENTIAL BUS TIE SWITCH……............................................................... ON 5. RIGHT ESSENTIAL BUS TIE SWITCH…............................................................... ON

PEDESTAL 1. LIGHT CONTROL KNOBS…............................................................... AS REQUIRED 2. AILERON TRIM….................................................................................... NEUTRAL 3. RUDDER TRIM…..................................................................................... NEUTRAL 4. PARKING BRAKE................................................................………….. AS REQUIRED 5. AUXILIARY TRIM SWITCH…......................................…………………………………… OFF 6. SAS CLUTCH OR SAS SERVO SWITCH….......................................…………………. OFF 7. FUEL AND HYDRAULIC SHUTOFF SWITCHES…...........................………………. OPEN 8. FUEL BOOST SWITCHES…......................................................……………………… OFF 9. ENGINE STOP AND FEATHER CONTROLS…....................................................... IN 10. TRIM SELECT SWITCH…............................................................................. PILOT 11. OUT‐OF‐TRIM WARNING (FIRST FLIGHT OF DAY)…................................. CHECK A. STABILIZER TRIM….......................................... NOT IN GREEN TAKEOFF BAND B. POWER LEVERS…................................................... ADVANCE TO 50% TRAVEL C. OUT‐OF‐TRIM WARNING HORN.............................……..…………………… STEADY D. STABILIZER TRIM…........................................... SET IN GREEN TAKEOFF BAND E. OUT‐OF‐TRIM WARNING HORN…..................................................... SILENCED 12. FLAPS CONTROL….......................................................................................... UP 13. WATER INJECTION SWITCH.......................................................................... OFF 14. CONTROL LOCK….............................................. OFF/CONTROLS CHECKED FREE 15. SPEED LEVERS….......................................................... LOW RPM/FRICTION SET 16. POWER LEVERS. ….................................... CHECK / SET AT FLIGHT IDLE GATE

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Normal Procedures Checklist

SA227‐SERIES‐ QRH

N.7

1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

12.

13.

14.

15.

16.

17.

FO FIRST FLIGHT OF THE DAY SYSTEMS CHECKS CA Batteries & GPU Volts ………...........…………................. CHECKED SAS Stall Test…………….…………….............................. CHECKED Intake Heat Test…………………………………………….. CHECKED Fuel Qty Indicator Test……………………………………… CHECKED Crossflow Switch …..……………….................................. CHECKED Out-Of-Trim Warning Horn …………………..…………….. CHECKED Stabilizer Trim System………………………….…..……... CHECKED Boost Pumps……….………....…………………………….. CHECKED Fuel & Hydraulic Switches……………………………...…. CHECKED AWI Quantity & Pumps.……………….............................. CHECKED Inverters…………………………………….……………….. CHECKED Gear Position Lights Test & Dimmer………..……………. CHECKED Fire Extinguisher Test …………….....………..…………… CHECKED Annunciator Panel & Warning lights………………………. CHECKED Oxygen System..………………………………….. .(L & R) CHECKED Cargo Door Secondary Warning (if installed)……….…… CHECKED Exterior/Interior Lights ……………………………..……..… CHECKED

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Normal Procedures Checklist

SA227‐SERIES‐ QRH

INTENTIONALLY LEFT BLANK

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

N.8

Normal Procedures Checklist

SA227‐SERIES‐ QRH

N.9

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FO BEFORE START CA Airplane & Crew Documents……..……………………(B) ON BOARD Takeoff Power, Weight & Speeds…..………………(FO) COMPUTED Seatbelts & Shoulder Straps……………………..…...…..(L &r R) SET Parking Brake……………………………………………………….. SET GPU(if available).…….………………….……..…….......... CHECKED Batteries …………….………………………………………………... ON Generators………………………..………………………………… OFF Beacon…………………………...…………………..……..……… ON Power & Speed Levers………...………….…….... FLIGHT IDLE/LOW Start Mode……….……....…..……….........………….. AS REQUIRED Annunciator Panel……………………..................................CHECKED Fuel Qty. & Counter ……….………………………… __Lbs & RESET Inverter……………………………………………………………(FO) ON 1 Boost Pumps…………………………….. CHECKED/AS DESIRED 1 SAS Clutch…………………………………………………...(FO) OFF 1 Avionics………………………………..….…..……………...(FO) OFF 1 Pressurization………………..…………………………….(SIDE) SET 1 Bleed Air & Dump Switches…………..……..…(FO) OFF/NORMAL EGT………………………………………………………. BELOW 200˚C Fuel Cap, Propeller & Intake....(L & R) SET/UNFEATHERED/CLEAR FO AFTER START CA Engine Instruments & Annunciator Panel…….…. ……… CHECKED Suction, De-Ice & Hydraulic Pressures…..…..………(FO) CHECKED Nose Wheel Steering ………..…………………..……………. ARMED GPU………………………………………………….. DISCONNECTED Current Limiter……………………………………………… CHECKED Boost Pumps……………………………….…..………………..(FO) ON SAS Clutch………………………………………..……………...(FO) ON Bleed Air……………………………………….….……………...(FO) ON Start Locks……………………………..……………………. REMOVED

1 Firs flight of the day.

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Normal Procedures Checklist

SA227‐SERIES‐ QRH

N.10

TAXI

CA

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Parking Brake……………………………………………….. REMOVED 1 Brakes………………………………………………(L & R) CHECKED * Ice Protection & Ignition………………............................ CHECKED 1 Nose Wheel Steering…………..……………… CHECKED/ARMED 1 SAS Cruise Test…………………………..……..... CHECKED/ON Flaps.........................................................................(BOTH) SET 1/4 Controls………….........................................................(BOTH) FREE Stabilizer, Rudder & Aileron Trim…….........(FO) SET FOR TAKEOFF Flight & NAV Instruments..............................(L & R) SET/CHECKED CAWI System (If Wet Takeoff)……………………….(FO) CHECKED Fuel Qty & Crossflow Valve…………............... BALANCED/CLOSED Radar, Transponder & TCAS………………..(FO) STBY/SQUAWK__ Takeoff Power, Weight & Speeds……………..(BOTH) CONFIRMED Briefing…………………………………………….…... ACOMPLISHED 1 NTS…………………...................................................... CHECKED PM TAKEOFF PF

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Lights…………………………………………………………......(C) ON Radar, Transponder & TCAS……………. ……………….…(FO) ON Bleed Air…………..…...................................................…...(FO) OFF Steering…………………………….…………………………….(C) OFF Ice Protection & Ignition…....................................(C) AS REQUIRED Speed Levers…………………………………….. ………………. HIGH PM CLIMB PM

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Landing Gear……………………………..………........................... UP Flaps……………………………..……………..……………………. UP CAWI………............................................................... …………. OFF Bleed Air…………........................................................................ ON Ice Protection & Ignition…....................................(C) AS REQUIRED Taxi & landing lights……………………………………………...(C) OFF

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PM 10,000 FEET (MSL) PF Cabin Pressure…………………………………..(ON SIDE) CHECKED Annunciator Panel……………..……………………………. CHECKED Ammeters…………………………………………………(C) CHECKED

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PM CRUISE PF Cruise Power……………………………………………………….. SET Pressurization…………….…………………..(ON SIDE) AS DESIRED

* When icing conditions are anticipated during flight.

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Normal Procedures Checklist

SA227‐SERIES‐ QRH

N.11

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PM DESCENT PM Seatbelts & Shoulder Straps…………………….…………(L & R) SET Altimeters.................................................................…….(L & R) SET Pressurization………..................................…….……(ON SIDE) SET Fuel Quantity & Balance......... …………………(C) __LBS CHECKED Crossflow Valve................................................................... CLOSED Ice Protection & Ignition………………….…………(C) AS REQUIRED Landing Weight & Speeds…………………………(BOTH) CONFIRM Briefing…………………………………………………. ACOMPLISHED PM BEFORE LANDING PM Landing Gear & Hydraulic Pressure…..…(BOTH) DOWN/CHECKED Speed Levers........................................................................... HIGH Flaps…...................................................................... AS REQUIRED Ignition Mode….....................................................(C) AS REQUIRED Steering………………………………………………………...…(C) OFF Lights………………………………………………...(C) AS REQUIRED Final Approach Speed………………………………..…….. CONFIRM APPROACH SPEED (KIAS) WEIGHT 1,000 (POUNDS)

1/4 1/2 FULL

10 108 103 99

10.5 110 105 101

11 112 107 103

11.5 113 108 105

12 115 110 106

12.5 116 111 108

13 118 113 109

13.5 120 114 111

16,000 MTOW AIRCRAFT

14 121 116 112

14.5 123 118 114

15 125 119 115

15.5 127 121 117

Partial flaps landing and normal landing Figure 4G‐5

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM

Normal Procedures Checklist

SA227‐SERIES‐ QRH

N.12

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FO AFTER LANDING FO Radar, Transponder & TCAS………………… …….…………… STBY Flaps…………………………………………………….…………….. UP Stabilizer Aileron & Rudder Trim……………………..…….. NEUTRAL Steering………………………………………………………(C) ARMED Ice Protection & Ignition ……………………………..…(C) OFF/AUTO Lights………………………….................................(C) AS REQUIRED FO STOPPING ENGINES FO Parking Brake……………………………………………………..(C) SET Bleed Air Switches………………………………..…….. ……….. OFF Avionics……………………………………………………………… OFF Temperature Controller…………………………………………….. OFF Inverter...…………………………………………….…………….… OFF SAS Clutch………………………………………………………….. OFF Boost Pumps…………..………………………….. ……………… OFF Steering …………….………….….…………….………………(C) OFF Generators…………………………………………………….…(C) OFF FO SECURING CA Parking Brakes……………….………………………… AS REQUIRED Control Lock…………………………………………..…………….. SET External & Internal Light Switches……………... OFF/AS REQUIRED Battery Switches………………………………….…………………. OFF

REVISION: ORIGINAL DATE: NOV 1/13

GO‐QRH‐SA227‐SERIES‐VTM