Beechcraft C-12C Operator And Technical Reference Manual page 898

TM 1-1510-218-10
IF CONDITION STILL PERSISTS:
6. Oxygen masks – 100% and on.
7. CABIN PRESS switch – DUMP.
8. BLEED AIR VALVE switches – OPEN (if
cabin heating is required).
9-19. LOSS OF PRESSURIZATION
10,000 FEET).
If cabin pressurization is lost when operating
above 10,000 feet or the ALTITUDE warning light
illuminates, perform the following:
1. Crew oxygen masks – 100% and on.
2. Passenger oxygen – ON and checked to
ensure all passengers have oxygen masks
on and are receiving supplemental oxygen
if required.
9-20. CABIN DOOR
ILLUMINATED.
Remain clear of cabin door and perform the
following procedure.
1. CABIN SIGNS switch – BOTH.
2. BLEED AIR VALVE switches – ENVIRO
OFF.
3. Descend below 14,000 feet as soon as
practicable.
4. Oxygen – As required.
9-21. SINGLE-ENGINE DESCENT/ARRIVAL.
NOTE
Approximately 85% N
maintain pressurization schedule.
Perform the following procedure prior to the final
descent for landing.
1. CABIN CONTROLLER – Set.
2. CABIN SIGNS switch – As required.
3. ICE & RAIN switches – As required.
4. Altimeters – Set.
5. RECOG/BEACON/NAV lights – ON.
9-8
(ABOVE
CAUTION LIGHT
is required to
1
6. Arrival briefing – Complete.
Chapter 8, Paragraph 8-68.
9-22. SINGLE-ENGINE BEFORE LANDING.
1. CABIN SIGNS switch – BOTH.
2. BRAKE DEICE – Off.
3. PROP lever – As required.
NOTE
During approach, propeller should be set
at 2000 RPM to
interference (ILS approach), provide better
power response during approach, and
minimize attitude change when advancing
propeller levers for landing.
4. FLAPS (Below 199 KIAS) – APPROACH.
5. GEAR (Below 181 KIAS)– DN.
6. LANDING/TAXI LIGHTS – As required.
7. CONDITION LEVER (Operating Engine) –
HIGH IDLE.
9-23. SINGLE-ENGINE LANDING CHECK.
Perform the following procedure during final
approach to runway.
1. AP/YD – Disengaged.
2. GEAR DOWN lights – Check.
3. PROP lever (live engine) – HIGH RPM.
NOTE
To ensure constant
characteristics, the propeller control must
be in the HIGH RPM position.
9-24. SINGLE-ENGINE GO-AROUND.
The decision to go around must be made as
early as possible. Elevator forces at the start of a go
around are very high and a considerable amount of
rudder control will also be required at low airspeeds.
Re-trim as required. If rudder application is insufficient
or applied too slowly, directional control cannot be
maintained. If control difficulties are experienced,
reduce power on the operating engine immediately.
Ensure that the aircraft will not touch the ground
before retracting the landing gear. Retract the flaps
only as safe airspeed permits (TAKEOFF position until
Refer to
prevent glideslope
reversing