Simulated Emergency Training

JOINT ADVANCED MULTI-ENGINE T-44A

122.

Simulated Emergency Training. Simulated emergency training is conducted during all phases of

instruction. Practicing emergencies is required to develop fully qualified and confident flight crews.

Accuracy is much more important than speed. All emergencies shall be conducted in accordance with

NATOPS and Appendix E.

Students will be held responsible for knowledge of all emergency procedures except for the deferred

emergencies (i.e. gear malfunctions). This does not discourage the use of NATOPS to ensure all items

were covered. Here is some information about certain types of simulated emergency training you will see.

When simulating an emergency requiring an engine shutdown, the student should complete the memory

items then ask the instructor if secondary indications of fire or fuel leak exist. Continue the checklist if

simulating a fire or fuel leak. If simulating any non-fire or fuel leak emergency, initiate the Dead Engine

Checklist or state the Dead Engine Checklist is not required, as appropriate.

If a SSE scenario deals with a mechanical malfunction, overheat, vibration, explosion, zero N1, strong fuel

fumes, or fire (MOVEOFF), complete the entire Dead Engine Checklist as time permits. The Dead Engine

Checklist should be continued after a wave-off in the landing pattern if the checklist was held.

Any gear malfunction must be handled IAW NATOPS. The landing gear downlock J-hook has a "pilot

function". The aircraft commander may elect to move the J-hook with the "DN LOCK REL SWITCH" if

the hook prevents gear retraction when safely airborne.

During execution of NATOPS procedures for a Primary Governor Failure in which the propeller does not

feather at Step 3, proceed with the Alternate Propeller Feather Checklist.

If a fire light illuminates in flight or on deck, complete the Emergency Shutdown Checklist or Emergency

Shutdown On Deck Checklist as appropriate to include discharging the fire extinguisher even when no

secondary indications of fire are present.

In case of a generator out light, conduct the NATOPS procedures before troubleshooting.

During fuel leak scenarios, discharging the fire bottle is not required.

Maintaining scan and control is imperative. During night or instrument conditions, direct the CP to activate

switches (generator, etc.) outside your normal scan pattern.

Minimum Altitudes. The following minimum AGL altitudes apply for T-44 training:

8000 feet

Full stalls, Vmca demonstration.

5000 feet

Dynamic engine cut, Approaches to stall.

4000 feet

Ditching recovery, Engine shutdown, Feather.

2000 feet

Initiate recovery from emergency descent.

1000 feet

Complete recovery from emergency descent/over-water seat changes.

800 feet

Over-land seat changes.

300 feet

SSE after takeoff (IP-initiated.)

200 feet

SSE waveoff (IP-initiated.)

100 feet

Waveoff (IP-initiated.)

Actual Engine Shutdown or Feather. Engine shutdown, feathering, and restarts shall be conducted in

accordance with NATOPS, Appendix E, and only when required by the curriculum for the specific flight.

During training, actual engine shutdown will be induced only by placing a condition lever to fuel cutoff.

The condition lever shall not be moved from fuel cutoff after a shutdown until required by the appropriate

restart checklist. Syllabus flights requiring actual prop feathering or engine shutdown, shall be performed

only in VMC during daylight. Descent to landing at a suitable field must be possible without encountering

IMC. A suitable field is further defined as a field with a minimum of 4900' length and 100' width and

ground fire fighting assistance. No engine may be secured or prop feathered below 4000' AGL, except

during an actual emergency. If flight on one engine is desired without an immediate restart, complete the

FAMILIARIZATION STAGE

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