Board Prep

• Prop pump 1 on initial start
• Abnormal vibration
• Spewing
• Torching
• Stagnate or decay
• Pressure less than 25 @16%
• Light off by 33/max motoring
• Oil press by 35%
• Time from rotation to low idle is >60s
• Cold start
• Hot start

• 1. Vd > Vr
• 2. LOF dist (w/ engine fail at Vr) > runway length available
• 3. If obstacles can't be cleared 3 engine
• 4. If > 135k

• Primary: continuous/unrestriced use (JP4/5/8, Jet A-1/B)
• Restricted: operational restrictions (they gel at high altitudes) (Jet 1)
• Emergency: urgent need (hurrevac) (100LL, JP8+100)

• Vmcg: 102 at 4600SHP, 97 at 3600SHP
• Vd: minimum to T/O within remaining distance
• Vr: maximum speed to abort safely
• Vro: transition to flight
• Vlof: wheels off deck
• V50: speed to clear 50 foot obstacles

• IFS PAWWN:
• Instrument rating
• Fuel/WX is within governing directives
• SOF
• Pax briefing
• Authorized
• WX brief
• Weight/balance
• Notams/planning

• If cabin altitude exceeds 10k - All on O2
• If A/C altitude is 0-FL250, readily avail for everyone
• If A/C altitude is FL250-350, Immediately avail for pilot, readily available for everyone else

• If NO alternate: T/O to destination +10%
• If YES alternate: T/O to IAF to alternate +10%
• In either case, no less than 20 mins max endurance 10k feet

WinFpmCAN

When pilot has considered the following:

• WX enroute and at destination
• Familiarity of airfield
• Congestion
• Alt/weight/fuel state at shutdown
• Nature of malfunction

• Wing de-ice
• Engine anti-ice
• Engine starting
• Bomb bay heat
• Oil cooler augmentation
• Close 5th and 10th stage

• Starter
• Tach Gen
• Oil pump and filter
• Generator
• EDC

• FCU
• Engine fuel pump
• Speed sense control
• Speed sense valve
• Main oil pump
• Oil filter
• Scavenge oil pump

• Fuel cutoff at FCU  (E/M)
• Fuel cutoff at emergency shutoff (M)
• Feather system activates (E)
• Feather valve positioned to feather (M)
• Bleed air shutoff valve closes (E)
• Oil tank shutoff valve closes (E)
• Gen cooling doors close (M)
• EDC dumped and firewall shutoff closes (E)

9

10.5

12

14

14

15

15

19-22

• Up- 0 and 0
• Maneuver - 40% and 10deg
• Approach - 77% and 18deg
• Land - 100% and 40deg

• 0-2.5 straight and level
• 1-2 rolling

• 0-2 straight and level
• 1-1.5 rolling

• NTS check
• All buses energized, 2/3 are normal
• top 3/bottom 3
• OAT greater than 10deg with visible moisture

• Pitot heat pilot side
• Outflow valve
• Standby gyro
• Standby attitude indicator (non-efds)
• FDI
• IFF
• Radalt
• Essential Indicator light

• Bell
• Utility lights
• Gen 4 aux control CB
• GOB
• Pitchlock reset
• Inverter power relay
• IFF
• INS 1/2
• Turn Needle

No airspeed, no diffuser bleed, no accessory loading, and OAT -54 to +55deg

• 1400 for takeoff
• 4389 for in flight or landing

• 5025 for takeoff
• no limit of in flight or landing

• 1/4 - 1606
• 2/3 - 1671
• 5 - 2646
• Total: 9200

3 mins

1500psi @ 70 F

• 23699
• 7808 - used when temp below -40 are anticipated

• 190 psi up to 135,000
• 200 psi for 139,760

• 150psi up to 135,000
• 170psi for 139,760

Discontinue, record, attempt a second with TD nulled.  If still below 720, discontinue and maintenance is required.

If all starts are similar in TIT, consider this normal, no further action required.

Discontinue, record, attempt a second start.  If exceeded again, discontinue, maintenance is required.

Discontinue, overtemperature inspection is required.

RPM reluctant to accelerate above 35-50% and TIT does NOT rapidly rise to start limit.

RPM reluctant to accelerate above 35-50% and TIT DOES rapidly rise to start limit.

Oil temp is 40 and rising, and no fluctuations in the RGB

power is applied to aircraft

night ground operations

hours of darkness when aircraft is in motion unless it blinds someone else

with gear down, for all landings, takeoffs, approaches, and all other operations below 10k feet

30 seconds

anytime props are rotating

LMNoP

• Less than 50 knots
• Minimum SHP
• No bleed air
• Power levers (no movement)

High bird activity, if FSOV CB is out, or during landing

refusal, rotation, V504, V503, 3 ROC, and takeoff speed schedule if conditions are distinctly unfavorable

• 1. Clean up
• 2. Speed up
• 3. E-handle
• 4. FX button
• In all cases, do NOT attempt another NTS check, and mission should be aborted

more than 500 NM from suitable landing field, or more than 6 hrs.  they can be kept hourly or in 5000 lb increments

single engine rate of decent

NATO

• NTS check
• All buses energized, Gen 2/3 normal
• Top 3 bottom 3
• OAT not <10 w/ visible moisture,
• -OR- OAT not <0 w/o visible moisture

You can still loiter at <0 OAT, but there is a time limit due to prop fluid getting to -26 deg

execute FPTF, if it feathers in first 4, go back to loiter shutdown checklist and complete it.

If it does NOT feather in first 4, complete entire PFTF checklist, and proceed to emergency shutdown checklist.

pull FX button to unfeather, then to neutral once rotation stops.  If it begins to rotate forward, push feather button in, and repeat the process as necessary.

Continued loiter ops are permissible - ensure FX button is pushed prior to restart!

Stabilized RPM below mech gov. with pwr lever at flight idle (not less than 95%) and one of the following:

Initial or continuous flashing FX valve light, SHP in the NTS range, noticable yaw in conjunction with NTS

• Pull E handle
• If light goes out, push button back in, continue with restart
• If light stays on, pull prop FX cont CB and investigate, another restart can be attempted if corrected.  Otherwise, pull prop feather control CB and complete emergency shutdown

Emergency shutdown procedure

Check for visible fluid on nacelle OR any other abnormal indications.  If either are observed, stuff the button, and execute emergency shutdown

NO

stuff the button, attempt with starter button (it was a strong prop brake)

Continue the restart, once engine is on speed, turn fuel and ignition switch on and complete in flight restart checklist prior to troubleshooting

stuff the button

• stuff the button
• You can try again to do a start, but otherwise execute emergency shutdown

ROT

• RPM stagnate or decay
• Oil pressure fail to rise by 35 in event of premature lightoff
• TIT exceeds 850

continue restart, mission should be aborted

6000

5000 (you can go below with CO approval)

Use normal RPM on 2 or 3 based on the side of hot brakes.  During taxi, set pwr lever forward of ground start.  If parked, set the good brake, and set 1000 SHP on the side of the brakes needing cooling.  Or you can use chocks instead of setting the good brake.

Yes, with an IP in the right seat.

external stores (except sonobouys) loaded, chaff and flare loaded, or OAT below 40 F

NTS lights - if not, maintenance is required.

The non duty time before a flight duty period begins.  Including free time for meals, transportation, and 8 hours uninterrupted sleep

Begins at termination of official duties, ends prior to reporting for preflight prep.

U Better Fly Back VFR

• Utility lights
• Boost handles uncovered
• Flashlights ready
• Brief co pilot for essential bus monitoring switch
• get VFR and stay VFR

• 1. Gen switch off
• 2. gen control CB pull and reset
• 3. gen switch on
• 4. if light remains on or comes back on, gen switch off
• 5. continue engine operation, mission should be aborted

GFASG

• 1. Generator switch off
• 2. fuel boost pump on (xfeed if required)
• 3. arming switch armed
• 4. start switch to start
• 5. gen switch on

Is activated when: single engine driven gen (ANY altitude) OR APU gen only (below 8k feet)

Is activated by: Placing emp de ice or prop de ice to on or test

• What is shedded: Heaters eaters and feeders
• Heaters: side windshield heat, floor/wall heat
• Eaters: galley power
• Feeders: AC and DC power feeders (HUAMARI)
• HF2, UHF2, ADF, Marker beacon, autopilot, radar, ins2

Is activated when: APU only above 8k

Is activated by: no action required

What is shedded: Heaters, eaters, feeders, 1A, and emp de-ice

• Heaters: side windshield heat, floor/wall heat
• Eaters: galley power
• Feeders: AC and DC feeders (HUAMARI)
• HF2, UHF2, ADF, marker beacon, autopilot, radar, ins2

• How do you get emp de ice back?
• Kill remaining hydraulic pumps (go boost out!)
• Kill 3 boost pumps
• Kill cabin exhaust fan

VPFOOTC

• Vibration
• Power loss
• Fire
• Oil press
• Oil temp
• TIT excessive
• Chips light

• Pull wiper switch CB
• wait 10 seconds, pull Oil tank SOV CB
• reset wiper switch CB

• Flight controls immovable or require abnormally high force
• Uncontrollable pitch roll or yaw

TAB free

• Trim tab malfunction
• Autopilot malfunction
• Binding controls
• Controls move freely but have no effect

• 1. shift the other controls to boost off
• 2. turn off all pumps
• 3. shift the control surface that is malfunctioning
• 3a. if this worked, turn pumps back on, and shift back in on the remaining surfaces
• 3b. if this didn't work, leave everything where it is and refer to boost off landing

use autopilot, or trim tabs

damage to calibration may result

Test, tap, check

Pull it (CB), log it (fuel log)

13,000

• Verify pump failure (establish crossfeed if in a climb)
• switch off, pull CB

Reduce tank 5 quantity to 3k.  Transfer 1000 pounds out to the wing tanks at a time for the remaining 3k of fuel.  The scavenge elements are half as fast as the pump element in the forward tank.

20AOB

• NATOPS specifically mentions:
• LETTS

• Leading edge condition
• Engine Eff less than 100
• Tire inflation
• Techniques to align aircraft and set power
• Stores (external)

• OIL are also considered
• OAT
• Ice/slush
• Length/condition of runway

Prohibited BEYOND approach.  Recommended flaps up.

NO

Light, leak, or audible offspeed.

• An offspeed is defined as 1 of 2 things:
• 1. greater than 1% above or below mechanical/electrical governing rpm
• 2. sustained oscillation

Significant airframe vibration combined with external propeller fluid leaks and/or propeller pump lights may be indicative by profound vibration of the power lever and/or E handle.  Continued operation may result in blade seperation and subsequent loss of prop and/or RGB.  If significant airframe vibration occurs in conjunction with visible prop fluid leaks and/or prop pump lights, consider completing the emergency shutdown procedure.

If an immediate uncontrolled overspeed of 115 occurs, reduce airspeed as rapidly as practical to the speed at which safe control of the aircraft and propeller can be maintained, but initially not less than 150.  Subsequent airspeed selection should be based on aircraft gross weight, controllability, and RPM.  Perform operation with a pitchlocked prop.

1. if rpm at or above 115, reduce airspeed (150 kts minimum) and perform operation with a pitchlocked propeller procedure.

2. if rpm below 115, smoothly advance power lever(s) toward cruise conditions and increase TAS, noting engine indications (normal rated power if range is a factor).

Caution: if the prop pitchlocked at low power settings, shp may be or become negative.  In this case, consider initially decreasing TAS to check for pitchlock to avoid inadvertent decouple or unsave increase in rpm.

Good: NTS (indicated by the normal NTS check indications) - you will E handle if you get this.

Bad: No NTS, remains coupled (indicated by decreased RPM, power section oil near normal, and shp steady in the neg range and responsive to TAS changes) - if controlability is an issue, you may need to increase TAS to force a decouple

Ugly: No NTS, decouple (indicated by RPM extremely sensitive to changes in TAS, shp 0 or wandering, power section oil decreasing to 0

Bottom line up front: When in terminal area, execute emergency shutdown

Certain malfunctions of the pitchlock regulator can cause a pitchlock in the governing range without an overspeed condition.  In this case, retarding the power lever produces a decrease in rpm, but moving the power lever forward again causes rpm to increase to only 100.  Continued forward movement of the power lever will cause the shp indication to increase.  If this condition occurs, continued operation is permissible.

shp 0 or wandering, TIT 550, RPM 100, fuel flow 600

shp 0 or wandering, TIT decreasing to ambient, RPM 100, fuel flow 0, power section oil pressure will be near 0

Spin: AOA pegged, airspeed stable, turn needle pegged

Spiral: AOA pegged, airspeed increasing, turn needle pegged

• 1. alert the crew, activate the fire bill
• 2. cabin exhaust fan off

• 1. don smoke masks
• 2. alert the crew

• 1. pressurization ground check switch to test
• 2. ground AC on

• With electrical power:
• 1. aux vent open
• 2. outflow valve open
• 3. EDCs dump
• 4. aux vent close at 1 inch diff

• Without electrical power:
• 1. open free fall chute

• 1. autopilot off
• 2. power levers idle
• 3. landing gear as required
• 4. airspeed as required
• 5. pressurization as required

1. alert the crew time to impact

• 1. request fire fighter assistance
• 2. stop the aircraft

• 1. if uncontrollable, reset flap handle to previous position
• 2. if controllable, land with flap handle in selected position

• 1. autopilot off
• 2. attempt to attain a safe altitude
• 3. set 5
• 4. check trim tab positions
• 5. if still uncontrollable, pull boost handle

1. check pitot heat on

• 1. turn off heat on affected panel
• 2. don helmet

• 1. disconnect autopilot
• 2. smoothly add symmetric power
• 3. relax backstick pressure 16 AOA or less
• 4. use rudder and aileron to center the ball and level the wings

• 1. feather button push
• 2. pco push
• 3. alternate bus (1 and 4) select
• 4. prop feather CBs check in
• 5. reduce airspeed (min 150)
• 6. prop feather control CB pull

• 1. power levers idle
• 2. controls neutralize
• 3. AOA airspeed turn needle check
• 4. if in a spin, rudder full opposite turn needle
• 5. as soon as rotation stops, controls neutralize
• 6. recover from unusual attitude

• 1. max power
• 2. pitch 10 deg up
• 3. gear up
• 4. flaps remain in current setting

• 1. power add as briefed
• 2. check flaps approach
• 3. gear up

• 1. airpseed 145 minimum
• 2. maximum power (not to lose directional control)
• 3. raise dead engine 5 up
• 4. flaps approach
• 5. gear up
• 6. flaps maneuver
• 7. flaps up