TM 1-1510-262-10
% FIRE PULL handles -- Pull.
^ MASTER SWITCH -- OFF.
Single engine reversing should be used only with extreme caution.
c. Engine Failure After V 1 . If engine failure occurs after V 1 , continue the takeoff. Directional control can
readily be maintained with rudder. Do not retard the throttle of the inoperative engine until the propeller has stopped
rotating. To do so will deactivate the autofeather system, and the propeller may not feather. As the copilot calls
"rotate", smoothly raise the nose of the aircraft to an indicated pitch attitude of 7. After takeoff, verify two positive
climb indications, and then raise the landing gear. Continue the climb at V 2 . Do not retract the laps if they are set
to APPROACH for takeoff. Level the aircraft at an altitude of 500 feet above the airport ield elevation. Accelerate
to Venr, and then retract the laps, if extended. After lap retraction is complete, reduce power on the operating
engine to maximum continuous and continue the climb at Venr. Field performance data, as obtained from Chapter
7, is predicated on no power adjustments from the point of brake release to the power reduction at 500 feet. The
Static Power Setting Chart in Chapter 7 permits a power setting that allows for normal torque increase during the
takeoff roll and the ensuing climb. The static power is determined so that at some point during the climb to 500
feet, the torque or TGT will reach red line. (The TGT limit will only be reached on a minimum performance engine.
A better than minimum engine will exhibit a positive TGT margin under these conditions.) Setting of a static power
greater than that presented in Chapter 7 will result in an engine limit being exceeded prior to the aircraft reaching
500 feet, necessitating an unscheduled power adjustment. Setting of a static power less than that presented in
Chapter 7 will result in insuficient power available and failure of the aircraft to attain scheduled performance.
1. POWER -- Maximum allowable.
2. LDG GEAR CONTROL handle -- UP (two positive climb indications).
3. Propeller -- Verify feathered. If the propeller is not autofeathered, perform manual feather.
$ FLAPS -- UP after Venr, (130 KIAS).
TCAS -- Set TA.
%
LANDING lights -- OFF.
6.
Engine Cleanup checklist -- Perform.
&
8.
Land as soon as practicable.
NOTE
Holding up to 5 degrees of bank (1/2 ball width) toward the operating engine will assist in maintain-
ing directional control and will improve aircraft performance.
d. Engine Malfunction During Flight. If an engine malfunctions during light, perform the following:
1. Autopilot/Yaw Damp -- Disengage.
2. POWER -- As required.
3. Dead engine -- Identify.
4. Propeller -- Verify feather . If propeller does not autofeather, perform manual feather.
% TCAS -- Set TA.
6. LDG GEAR CONTROL handle -- As required.
& FLAPS -- As required.
8. POWER -- Set for single engine cruise.
( Engine Cleanup checklist -- Perform.
10. Land as soon as practicable.
e. Engine Malfunction During Final Approach. If an engine malfunctions during inal approach (after LAND-
ING CHECK) the propeller should not be manually feathered unless time and altitude permit or conditions require
it. Continue approach using the following procedure:
1. POWER -- As required.
2. GEAR -- Recheck DN.
3. If time permits, Verify feather. If propeller does not autofeather, perform manual feather.
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