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pdfU.S. Department
of Transportation
Federal Aviation
Administration
Subject: Mitsubishi MU-2B Training Program
Advisory
Circular
Date: 7/22/16
Initiated by: AFS-800
AC No: 91-89
Change:
1
PURPOSE.
1.1
What is the Purpose of This Advisory Circular (AC)? This AC provides guidance and
standardized methods for meeting the training requirements outlined in Title 14 of the
Code of Federal Regulations (14 CFR) Part 91 Subpart N, Mitsubishi MU-2B Series
Special Training, Experience, and Operating Requirements, for Mitsubishi MU-2B
aircraft. The new part 91 subpart N mandates training, experience, and operating
requirements to ensure the highest level of operational safety for the Mitsubishi MU-2B
series airplanes. This AC describes an acceptable means, but not the only means, of
complying with the requirement that all training and checking for the MU-2B aircraft
must be conducted in accordance with a Federal Aviation Administration
(FAA)-approved training program. This AC is not mandatory and does not constitute a
regulation; however, it may be used by training providers to meet the requirements of
part 91 subpart N. Training providers may also use this AC as a reference for developing
their own MU-2B training programs to submit for FAA approval pursuant to the
requirements of part 91 subpart N.
2
BACKGROUND.
2.1
SFAR 108 Issuance. In 2008, the FAA published SFAR 108 to mandate flight training
and experience requirements for operators of the Mitsubishi Heavy Industries, LTD.
(MHI) MU-2B twin turboprop aircraft. The rule became effective in 2009 and does not
have an expiration date. The flight training and experience requirements were based on
an FAA safety evaluation of the aircraft, which has unique control surfaces and
characteristics. There is a fleet of approximately 300 aircraft operating today in
accordance with 14 CFR parts 91 and 135. In the 20 years leading up to SFAR 108, the
MU-2B series aircraft experienced 80 accidents with 40 fatalities. Since the effective date
of SFAR 108, there have only been two fatal accidents. In addition to experience and
annual training requirements for pilots, SFAR 108 mandates training curriculum and
flight profiles for operators and training providers.
2.2
SFAR 108 Evaluation. Following the issuance of SFAR 108 on February 5, 2008, with a
compliance date of February 5, 2009, Mitsubishi Heavy Industries America, Inc. (MHIA)
began an evaluation to identify errors in flight profiles published in SFAR 108. At that
time, MHIA notified the FAA of at least one error in procedure in the One Engine
Inoperative Maneuvering/Loss of Directional Control (Minimum Controllable Airspeed
with the Critical Engine Inoperative (VMC) Demonstration) profile.
7/22/16
AC 91-89
2.3
Continuous Descent Final Approach (CDFA) Use. Since the publication of SFAR 108,
the FAA has approved the use of CDFA procedures in all training programs, including
the training programs for the MU-2B. The MU-2B FAA Flight Standardization Board
(FSB) subsequently included CDFA profiles in its FSB Report for use in MU-2B training
programs. Because the FAA had not included CDFA procedures in SFAR 108, pilots
were not permitted to train on these procedures or operate the aircraft consistent with
them.
2.4
Revision of Procedures and Programs. In 2012, the FAA revised its stall recognition
and recovery procedures for all aircraft and all training programs by removing the
emphasis to ensure a “minimum loss of altitude” when performing stall training
maneuvers and by emphasizing a positive reduction in angle of attack (AOA) procedure
as the proper stall recovery method (refer to the current edition of AC 120-109, Stall
Prevention and Recovery Training). The FAA also introduced the use of “startle factor”
training through the use of the autopilot during stall recognition and recovery practice in
all aircraft training programs. However, until now, the FAA had not included the
“startle factor” training requirements in MU-2B training programs.
2.5
Flight Training Profiles. The MU-2B flight training profiles included in Appendix A,
MU-2B Training Program, of this AC are now consistent with FAA policy on stall
recognition and recovery procedures essential to proper MU-2B training and safety of
flight.
3
APPLICABILITY.
3.1
Who Does This AC Apply To? Part 91 subpart N and this AC apply to all persons who
operate the Mitsubishi MU-2B series airplane, including those who act as pilot in
command (PIC), act as second in command (SIC), or other persons who manipulate the
controls while under the supervision of a PIC. Part 91 subpart N and this AC are also
applicable to those persons who provide training and checking conducted in the aircraft,
as well as currency and experience for the Mitsubishi MU-2B series airplane. A single
standard of training, checking, and currency to all MU-2B operations, including part 91
operations, is necessary to achieve safety. The part 91 subpart N requirements are in
addition to the requirements of 14 CFR parts 61, 91, 135, 141, and 142.
3.2
What is the Approval Process for a Training Program? Part 91, § Section 91.1705,
Required Pilot Training, states that only training programs approved by the Administrator
may be used to satisfy the standards of part 91 subpart N. Part 91 subpart N, Preamble
Section III, Discussion of Final Rule (81 FR 61583), states that training providers may
submit the most current version of Appendix A of this AC for training program approval.
Appendix A specifies a training program curriculum that meets the requirements of
§ 91.1705(h) and meets the standards for FAA approval. Appendix A may be
electronically submitted to the FAA as a proposed training program for approval.
Alternate means of compliance must also be approved by the FAA. If alternate
compliance is sought, air carriers under part 135, program managers under part 91
subpart K (part 91K), and parts 91, 141, and 142 training providers (i.e., operators and
training providers) must demonstrate that the proposed alternate means meets the
2
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AC 91-89
standards of part 91 subpart N. Analysis, demonstrations, proof of concept testing,
Differences documentation, or other evidence may be required. If the means of
compliance in Appendix A is submitted as a proposed training program, it must conform
to it in all significant respects.
1. The proposed MU-2B training program must include factory type design
Differences as specified in part 91 subpart N, as applicable to the training
and/or operation. The FAA recommends that where MU-2B Differences in
addition to factory type design differences are applicable to training and/or
operation, the Differences specified in the MU-2B series FSB Report be
included in the training provider’s proposed MU-2B training program.
2. The Administrator may require revision of an approved MU-2B training
program at any time. An operator or training provider must present its
approved training program and FAA approval documentation to any
representative of the Administrator, upon request.
3. In order to provide subpart N of part 91-compliant instruction under an
approved training program, each MU-2B qualified instructor must be an
authorized instructor of an operator under parts 91K, 135, 141, and/or 142, or
be named on the letter of authorization (LOA) approving an MU-2B training
program for a part 91 training provider. 1
3.2.1
3.2.2
Operators and Training Providers Under Parts 91K, 135, 141, and 142.
3.2.1.1
Proposed Training Program Submission. Operators and training providers
may submit their proposed training program to their principal operations
inspector (POI) or Training Center Program Manager (TCPM) for approval
and inclusion in their approved training curriculum.
3.2.1.2
MU-2B Training Program Submission. Operators and training providers
may submit an MU-2B training program that meets the content requirements
of part 91 subpart N and include any Differences specified in the MU-2B
series FSB Report applicable to the operator’s MU-2B training. This proposed
MU-2B training program may be submitted in accordance with existing
FAA approval process guidance for training programs.
3.2.1.3
MU-2B Instructors. MU-2B qualified instructors are authorized instructors
in accordance with the operator or training provider’s approved training
program.
Part 91 Training Providers.
3.2.2.1
MU-2B Part 91 Subpart N Training. All MU-2B part 91 subpart N training,
including those conducted under part 91, must be conducted in accordance
with an FAA-approved training program. The term “part 91 training provider”
1
The term “part 91 training providers” refers to training providers providing training under part 61 authority in a
part 91 operation.
3
7/22/16
AC 91-89
refers to training conducted under part 61 authority in a part 91 operation.
Part 91 training providers may submit a proposed training program to their
jurisdictional FAA Flight Standards District Office (FSDO), who will then
forward the proposed training program to the Flight Standards Service (AFS)
General Aviation and Commercial Division (AFS-800) for approval. With
AFS-800 approval, the jurisdictional FSDO will issue an LOA to the part 91
training provider, if it is determined that the proposed training program meets
the standards of part 91 subpart N. Training programs approved for part 91
training providers will be approved for 24 calendar-months, unless superseded
or rescinded prior to the approval expiration date.
1. Any proposed MU-2B training program that differs substantially
from the training program curriculum presented in Appendix A of
this AC must be coordinated with AFS-800 and the Kansas City
Aircraft Evaluation Group (AEG) prior to FAA approval.
2. With AFS-800 approval, the jurisdictional FSDO will issue an
LOA to the part 91 training provider, if it is determined that the
proposed training program meets the standards of part 91
subpart N.
3. Means of compliance must conform to Appendix A in all
significant respects. Proposed training programs that differ from
the program described in Appendix A may be submitted as an
alternative means of compliance if it meets the standards of part 91
subpart N.
3.2.2.2
Qualified Instructors. For part 91 training providers, MU-2B qualified
instructors are listed by a certified flight instructor (CFI) certificate on the
LOA approving the part 91 subpart N MU-2B training program. The FAA
may request reporting of MU-2B-qualified instructor activity when issuing
LOA-affiliated CFIs, similar to the reporting used for the renewal of a CFI
certificate. Each MU-2B-qualified instructor may hold an LOA for their own
FAA-approved MU-2B training program, or multiple MU-2B-qualified
instructors may be listed on the same LOA for one FAA-approved MU-2B
training program.
4
RELATED DOCUMENTS.
4.1
What Are the Related Documents (current editions)?
• Title 14 CFR Part 91 Subpart N.
• AC 120-108, Continuous Descent Final Approach.
• AC 120-109, Stall Prevention and Recovery Training.
4.2
Does This AC Cancel Any Prior ACs? No.
4
7/22/16
AC 91-89
4.3
Where Are This AC and Other FAA Publications Located? You can view a list of all
ACs at http://www.faa.gov/regulations_policies/advisory_circulars/. You can view the
FAA Regulations at http://www.faa.gov/regulations_policies/faa_regulations/.
5
AC FEEDBACK FORM. For your convenience, the AC Feedback Form is the last page
on this AC. Note any deficiencies found, clarifications needed, or suggested
improvements regarding the contents of this AC on the Feedback Form.
John Barbagallo
Deputy Director, Flight Standards Service
5
7/22/16
AC 91-89
Appendix A
APPENDIX A. MU-2B TRAINING PROGRAM
A.1
MU-2B General Training Requirements.
A.1.1 What Are the General Training Requirements for the Mitsubishi MU-2B?
A.1.1.1
Training Requirements. The Mitsubishi MU-2B training program consists of
both ground and flight training. The minimum pilot training requirement
hours are shown in Table A-1, Minimum Ground Instruction Training Hours,
for ground instruction and Table A-2, Minimum Flight Instruction Training
Hours, for flight instruction. An additional ground training requirement for
Differences Training is shown in Table A-3, Minimum Differences Training
Hours.
A.1.1.2
Training Credit. The MU-2B is certificated by the Federal Aviation
Administration (FAA) as a single-pilot airplane. No training credit is given for
second-in-command (SIC) training and no credit is given for right seat time
under this program. Only the sole manipulator of the controls of the MU-2B
airplane, flight training device (FTD), or Level C or D simulator can receive
training credit under this program.
A.1.1.3
Training Program Differences. The training program references the
applicable MU-2B Airplane Flight Manual (AFM) in several sections. There
may be differences between sequencing of procedures found in the AFM’s
procedures sections and the checklists, procedures, and techniques found
within this training program. Title 14 CFR part 91 subpart N requires that if
there are any differences between the AFM’s procedures sections (Normal,
Abnormal, and Emergency) and the training and operating requirements of
part 91 subpart N, the person operating the airplane must operate the airplane
in accordance with the training specified in part 91 subpart N and an approved
MU-2B training program.
A.1.1.4
Minimum Programmed Training Hours.
Table A-1. Minimum Ground Instruction Training Hours
Ground Instruction
Initial/Transition
Requalification
Recurrent
20 hours
12 hours
8 hours
A-1
7/22/16
AC 91-89
Appendix A
Table A-2. Minimum Flight Instruction Training Hours
Flight Instruction
Initial/Transition
Requalification
Recurrent
12 hours with a minimum of 8 hours Level C 4 hours at Level E, or 6 hours
6 hours at Level E
or Level E
at Level C
Table A-3. Minimum Differences Training Hours
Differences Training
Two factory type design
models currently
1.5 hours at Level B
More than two factory
type design models
currently
3 hours at Level B
Each additional factory
type design model added
1.5 hours at Level B
Each model modified from Sufficient program hours to ensure proficiency in
factory type design at
the variant aircraft for all Differences, with
Level C (recommended
minimum 1.5 hours for Level C Initial/Transition
for part 91; refer to
Differences and 0.5 hours for Level C Recurrent
MU-2B Flight
Differences
Standardization Board
(FSB) Report for specific
Differences applicable to
training programs
requiring FAA approval
apart from part 91
subpart N)
Each model modified from Sufficient program hours to ensure proficiency in
factory type design at
the variant aircraft for all Differences, with
Level D (recommended
minimum 4 hours for Level D Initial/Transition
for part 91; refer to
Differences and 1 hour for Level D Recurrent
MU-2B FSB Report for
Differences
specific Differences
applicable to training
programs requiring FAA
approval apart from
part 91 subpart N)
A-2
7/22/16
A.2
AC 91-89
Appendix A
Definitions of Levels of Training as Used in This AC.
A.2.1 Level A Training. Training that is conducted through self-instruction by the pilot. No
minimum training program hours apply. Level A Differences are those Differences which
need awareness, but which have no effect on procedures.
A.2.2 Level B Training. Training that is conducted in the classroom environment with the aid
of a qualified instructor who meets the requirements of part 91 subpart N, applicable as
specified in § 91.1705(h)(4). Level B Differences are of great enough degree to require
formal training, but are not of great enough degree to require systems integration training,
such as aircraft systems Differences that have only minor procedural Differences.
A.2.3 Level C Training. Training that is accomplished in an FAA-approved Level 5, 6, or
7 FTD or simulator. In addition to the basic FTD requirements, the FTD must be
representative of the MU-2B cockpit controls and be specifically approved by the FAA
for the MU-2B airplane for Level C Initial, Transition, Requalification, or Recurrent
Training. Level C Training is applicable for recurring MU-2B training and to each model
modified from factory type design where the change meets the definition for Level C
Differences. Level C Differences are those Differences of great enough degree to require
a systems integration training, but that are not of great enough degree to require actual
flight training to ensure proficiency, such as installation of an Area Navigation (RNAV)
System. Level C Initial Differences Training must include a Training Course Final Phase
Check of items affected by the differences in type design.
A.2.4 Level D Training. Training that must be accomplished in the MU-2B airplane or
approved MU-2B simulator. Level D Training is applicable to each model modified from
factory type design where the change meets the definition for Level D Differences.
Level D Differences are those Differences for which flight training is necessary to ensure
proficiency, such as installation of an electronic flight instrument system (EFIS) with a
primary flight display (PFD) format. Level D Initial and Recurrent Differences Training
must include a Training Course Final Phase Check of items affected by the differences in
type design.
A.2.5 Level E Training. Training that must be accomplished in the MU-2B airplane, Level C
simulator, or Level D simulator. Level E Training is applicable to the MU-2B aircraft in
relation to other Airplane Multiengine Land (AMEL) aircraft.
A.3
MU-2B Ground Training Curriculum Contents.
A.3.1 What Are the MU-2B Required Ground Training Tasks? All items in the ground training
curriculum must be covered. The order of presentation is at the discretion of the
instructor. The student must satisfactorily complete a written or oral exam given by the
training provider based on this MU-2B training program.
A.3.1.1
Aircraft General.
1. Introduction.
A-3
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AC 91-89
Appendix A
2. Airplane (Structures/Aerodynamics/Engines) Overview.
•
Fuselage.
•
Wing.
•
Empennage.
•
Doors.
•
Windshield and Windows.
3. Airplane Systems.
•
Electrical Power.
•
Lighting.
•
Fuel System.
•
Powerplant.
•
Environmental.
•
Fire Protection.
•
Ice and Rain Protection.
•
Landing Gear and Brakes.
•
Flight Controls and Trim.
•
Pilot Static System/Flight Instruments.
•
Oxygen System.
4. Operating Limitations.
•
Weights.
•
Center of Gravity (CG) and Loading.
•
Airspeeds.
•
Maneuvering Load Factors.
•
Takeoff and Landing Operations.
•
En Route Operations.
5. Required Placards.
6. Instrument Markings.
7. Flight Characteristics.
•
Control System.
•
Stability and Stall Characteristics.
•
Single-Engine Operation.
A-4
7/22/16
A.3.1.2
AC 91-89
Appendix A
•
Maneuvering and Trim.
•
Takeoff and Landing.
Electrical Power.
1. General Description.
2. Direct Current (DC) Electrical System.
•
DC Power Generation.
•
DC Power Distribution.
•
Battery System.
•
External Power System.
3. Alternating Current (AC) Electrical System.
•
AC Power Generation.
•
Controls and Indicators.
•
AC Power Distribution.
4. Limitations.
A.3.1.3
•
General Limitations.
•
Instrument Markings.
Lighting.
1. Exterior Lighting System.
•
Navigation Lights.
•
Anti-Collision Lights.
•
Wing Inspection Lights.
•
Taxi Lights.
•
Landing Lights.
•
Rotating Beacon.
•
Operation.
2. Interior Lighting System.
•
Flight Compartment Lights.
•
Passenger Compartment Lights.
A-5
7/22/16
AC 91-89
Appendix A
3. Emergency Lighting System.
•
Cockpit Emergency Lighting.
•
Aircraft Emergency Lighting.
4. Procedures.
A.3.1.4
•
Normal.
•
Abnormal.
•
Emergency.
Master Caution System.
1. System Description and Operation.
•
Master Caution Light and Reset Switch.
•
Annunciator and Indicator Panels.
•
Operation Lights.
•
System Tests.
2. Procedures.
A.3.1.5
Fuel System.
1. Fuel Storage.
•
Refueling/Balancing.
•
Defueling and Draining.
•
Tank Vent System.
2. Fuel Distribution.
•
Fuel Transfer.
•
Fuel Balancing.
•
Boost Pump Operation.
3. Fuel Indicating.
•
Fuel Quantity.
•
Low Fuel Warning.
4. Fuel System Limitations.
•
Approved Fuels.
•
Fuel Anti-Icing Additives.
•
Fuel Temperature Limitations.
A-6
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A.3.1.6
AC 91-89
Appendix A
•
Fuel Transfer and Fuel Imbalance.
•
Fuel Pumps.
•
Refueling.
•
Capacity.
•
Unusable Fuel.
Powerplant.
1. Engine Description.
•
Major Sections.
•
Cockpit Controls.
•
Instrumentation.
•
Operation.
2. Engine Systems.
•
Lubrication.
•
Fuel.
•
Ignition.
•
Engine Starting.
•
Anti-Ice.
3. Propeller System.
•
Ground Operations.
•
In-Flight Operations.
•
Synchronization.
•
Deice.
4. Ground Checks.
•
Overspeed Governor.
•
Single Red Line (SRL) and Delta Pressure/Pressure (P/P).
•
Negative Torque System (NTS) and Feather Valve.
•
Supplementary NTS.
5. In-Flight Post Maintenance Checks.
•
NTS In-Flight.
•
Flight Idle Fuel Flow.
A-7
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AC 91-89
Appendix A
6. Limitations.
•
Powerplant.
•
Engine Starting Conditions.
•
Airstart Envelope.
•
Engine Starting.
•
Oil.
•
Fuel.
•
Starter/Generator.
•
External Power.
•
Instrument Markings (as applicable).
•
TPE331-10-511M.
•
TPE331-5/6-252/251M.
•
TPE331-1-151M.
7. Engine Malfunctions and Failures.
A.3.1.7
•
Propeller Coupling.
•
Torque Sensor.
•
Engine Overspeed.
•
Fuel Control Spline.
Fire Protection.
1. Introduction.
2. Engine Fire Detection.
•
System Description.
•
Annunciator.
3. Portable Fire Extinguishers.
A.3.1.8
Pneumatics.
1. System Description.
2. System Operation.
•
Air Sources.
•
Limitations.
A-8
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AC 91-89
Appendix A
3. Wing and Tail Deice.
•
System Description.
•
Controls.
4. Entrance and Baggage Door Seal.
A.3.1.9
•
Air Source.
•
Operation.
Ice and Rain Protection.
1. General Description.
2. Wing Deice.
•
System Description.
•
Operation.
•
Controls and Indications.
3. Engine Anti-Ice.
•
System Description.
•
Operation.
•
Controls and Indications.
4. Window Defog.
•
Controls.
•
Operation.
5. Tail Deice.
•
Horizontal Stabilizer Deice.
•
Vertical Stabilizer Deice.
6. Pitot Static System Anti-Icing.
•
Pitot Tube Heating.
•
Static Port Heating.
•
Angle of Attack (AOA) Transmitter Heating.
7. Windshield Deice/Anti-Ice.
•
System Description.
•
Controls and Indications.
A-9
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AC 91-89
Appendix A
8. Windshield Wiper.
•
System Description.
•
Control and Operation.
9. Propeller Deice.
•
System Description.
•
Controls and Indications.
10. Ice Detector.
•
System Description.
•
Controls and Indications.
•
Operation.
11. Limitations.
A.3.1.10
•
Temperatures.
•
Cycling.
Air Conditioning.
1. System Description and Operation.
•
Refrigeration Unit (Air Cycle Machine (ACM)).
•
Air Distribution.
•
Ventilation.
•
Temperature Control.
•
Water Separator.
2. Limitations.
A.3.1.11
Pressurization.
1. General.
2. Component Description.
•
Cabin Pressure Controller.
•
Altitude Pressure Regulator.
•
Ram Air.
•
Outflow Safety Valves.
•
Air Filters.
•
Manual Control Valve.
A-10
7/22/16
AC 91-89
Appendix A
•
Pneumatic Relays.
•
Venturi.
3. System Operation.
•
Ground Operation.
•
Takeoff Mode.
•
In-Flight Operation.
•
Landing Operation.
4. Emergency Operation.
•
High Altitude.
•
Low Altitude.
5. Limitations.
A.3.1.12
•
Maximum Differential.
•
Landing Limitations.
Landing Gear and Brakes.
1. General Description.
•
Landing Gear Doors.
•
Controls and Indicators.
•
Warning Systems.
•
Emergency Extension.
2. Nosewheel Steering.
3. Landing Gear/Brakes/Tires.
4. Limitations.
A.3.1.13
•
Airspeed (with flaps).
•
Emergency Extension.
•
Tire Speed.
•
Brake Energy.
Flight Controls.
1. Primary Flight Controls (elevator/rudder/spoilers).
•
Description.
•
Operations.
A-11
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AC 91-89
Appendix A
2. Trim Systems.
•
System Description.
•
Roll Trim.
•
Normal Operation.
•
Emergency Operation.
•
Rudder Trim.
•
Pitch Trim.
•
General.
•
Operations.
•
Trim-in-Motion Alert System.
3. Secondary Flight Controls.
•
System Description.
•
Flaps.
4. Limitations.
•
Instrument Markings.
•
Placards.
5. Flight Characteristics.
A.3.1.14
•
Control Systems.
•
Stability and Stall Characteristics.
•
Single-Engine Operation.
•
Maneuvering and Trim.
•
Takeoff and Landing.
Avionics.
1. Pitot-Static System.
•
System Description.
•
Pilot’s System.
•
Co-Pilot’s System.
•
Alternate Static.
2. Air-Data Computer (ADC).
A-12
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AC 91-89
Appendix A
3. Attitude Instrument Displays (EFIS and standard).
•
Electronic Altitude Director Indicator (EADI).
•
Standard Attitude Gyro.
4. Attitude and Heading Reference System (AHRS).
•
System Description.
•
Controls and Indications.
5. Navigation.
•
Navigation Systems Descriptions.
•
Compass System Descriptions.
•
Display Systems.
•
Terrain Awareness System.
•
Traffic Avoidance System.
•
Automatic Dependent Surveillance-Broadcast (ADS-B).
6. Communications.
•
Very High Frequency (VHF) Communications Systems.
•
Audio Control.
7. Standby Flight Instruments.
•
System Description.
•
Controls and Indications.
8. Automatic Flight Control System (AFCS).
•
Controls and Indications.
•
Yaw Damper.
•
Trim-in-Motion Alert System.
•
Autopilot Automatic Disconnect.
•
Aural Alert System.
9. AOA System.
•
System Description.
•
Controls and Indications.
10. Limitations.
A.3.1.15
Oxygen System.
1. System Description.
A-13
7/22/16
AC 91-89
Appendix A
2. Crew Oxygen.
•
Oxygen Cylinder Assembly.
•
Pressure Gauge.
•
Outlet Valves.
•
Duration.
3. Passenger Oxygen.
•
System Description.
•
Duration.
4. Limitations.
A.3.1.16
Performance and Planning.
1. Takeoff Performance Charts.
•
Runway Requirements.
•
Normal and with One Engine Inoperative.
2. Climb Performance.
•
Normal and with One Engine Inoperative.
•
Obstacle Clearance.
•
Power Assurance Charts.
3. Cruise Performance.
•
Power Charts.
•
Maximum Practical Altitude.
•
Cruise Speeds/Engine Health.
•
Buffet Boundary.
4. Landing Performance.
•
Runway Requirements.
o Dry Runway.
o Wet Runway.
•
Go-Around.
o One Engine Inoperative.
o All Engines.
A.3.1.17
Weight and Balance (W&B).
1. Aircraft Loading Procedures.
A-14
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AC 91-89
Appendix A
2. Limitations.
• Weight Limits.
• CG Limits.
3. Plotter.
• Description.
• Use.
4. Calculations.
• AFM Procedures.
• Examples.
A.3.1.18 General Subjects.
1. Controlled Flight into Terrain Awareness.
2. Crew Resource Management (CRM)/Single Pilot Resource
Management (SRM).
• CRM.
• SRM.
3. MU-2B FSB Report.
A.4
What Are the MU-2B Required Flight Training Tasks?
A.4.1 General Flight Training Requirements. All flight training maneuvers must be consistent
with this training program and the applicable MU-2B checklist accepted by the FAA. The
maneuver profiles shown in this advisory circular are presented to show the required
training scenarios. Profiles conducted in-flight require planning and care on the part of
both the instructor and student in order to provide the highest level of safety possible. The
maneuver profiles shown in this advisory circular do not account for local geographic and
flight conditions. The instructor and student must consider local conditions when
performing these maneuvers in-flight.
A.4.2 Special Emphasis Items. Certain aspects of pilot knowledge, skills, and abilities must be
emphasized and evaluated during the training and checking process of the MU-2B
training program.
A.4.2.1
Accelerated stall awareness and recovery procedures with an emphasis on
Configuration Management (CM) must be included in the training program.
Awareness of the margin to stall in all flight operations and configurations
must be emphasized throughout training.
A.4.2.2
Minimum controllable airspeed with the critical engine inoperative (VMC)
awareness and early recognition must be trained and checked. Minimum
airspeeds for one engine inoperative must be emphasized in all configurations.
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Appendix A
A.4.2.3
Airspeed management and recognition of airspeed deterioration below
recommended speeds and recovery methods must be emphasized throughout
training and checking.
A.4.2.4
Knowledge of icing conditions and encounters must be emphasized
throughout training and checking, including equipment requirements,
certification standards, minimum airspeeds, and the use of the autopilot and
other applicable AFM procedures.
A.4.2.5
Airplane performance characteristics with all engines operating and with
one engine inoperative must be emphasized.
A.4.3 MU-2B Flight Training Program Proficiency Standards.
A.4.3.1
General Visual Flight Rules (VFR)/Instrument Flight Rules (IFR).
1. Bank Angle: ±5 degrees of prescribed bank angle.
2. Heading: ±10 degrees.
3. Altitude: ±100 feet.
4. Airspeed: ±10 knots.
A.4.3.2
Instrument Approach—Final Approach Segment.
A.4.3.2.1 Precision Approach.
1. Heading: ±10 degrees.
2. Altitude: ±100 feet.
3. Airspeed: ±10 knots prior to final.
4. Airspeed: ±10 knots after established on final.
5. Glideslope (GS)/Localizer Deviation: within ¾ scale, not below
GS.
A.4.3.2.2 Nonprecision Approach (NPA).
A.4.3.2.3 Straight-In.
1. Initial Approach Altitude: ±100 feet.
2. Heading: ±10 degrees.
3. Altitude (minimum descent altitude (MDA)): +100 feet, -0 feet.
4. Airspeed: +10 knots.
5. Course Deviation Indicator: within ¾ scale or ±10 degrees on the
radio magnetic indicator (RMI).
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Appendix A
A.4.3.2.4 Circling Approach.
1. Maximum Bank: 30 degrees.
2. Heading: within 10 degrees.
3. Altitude: +100 feet, -0 feet.
4. Airspeed: within 10 knots, but not less than the reference speed for
final approach (VREF).
Note: In all cases, a pilot must show complete mastery of the aircraft, with the
outcome of each maneuver or procedure never seriously in doubt.
A.4.4 Maneuvers and Procedures. All flight training maneuvers and procedures must be
conducted, as applicable to the MU-2B and each type of operation involved.
A.4.4.1
Preflight.
1. Preflight Inspection. The pilot must:
• Conduct an actual visual inspection of the exterior and interior of the
airplane, locating each item and explaining briefly the purpose of
inspecting it; and
• Demonstrate the use of the appropriate checklist, appropriate control
system checks, starting procedures, radio and electronic equipment
checks, and the selection of proper navigation and communications
radio facilities and frequencies prior to flight.
2. Taxiing. This maneuver includes taxiing in compliance with
instructions issued by the appropriate air traffic control (ATC)
facility or by the person conducting the check.
3. Pre-Takeoff Checks. The pilot must satisfactorily complete all
pre-takeoff aircraft systems and powerplant checks before takeoff.
A.4.4.2
Takeoff and Departure.
1. Normal. One normal takeoff, which, for the purpose of this
maneuver, begins when the airplane is taxied into position on the
runway to be used.
2. Instrument Takeoff. Takeoff with simulated instrument conditions
at or before reaching an altitude of 200 feet above the airport
elevation and visibility of 1800 Runway Visual Range (RVR).
3. Crosswind. One crosswind takeoff, if practical, under the existing
meteorological, airport, and traffic conditions.
4. Powerplant Failure. One takeoff with a simulated failure of the
most critical powerplant at a point after liftoff speed (VLOF). In the
MU-2B airplane, all simulated powerplant failures must only be
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Appendix A
initiated when the person conducting the training or checking
determines that it is safe under the prevailing conditions. The
instructor must assure that the power lever does not move beyond
the flight idle gate.
5. Rejected Takeoff. A rejected takeoff performed in an airplane
during a normal takeoff run after reaching a reasonable speed,
determined by giving due consideration to aircraft characteristics,
runway length, surface conditions, wind direction and velocity,
brake heat energy, and any other pertinent factors that may
adversely affect safety or the airplane.
6. Area Departure. Demonstrate adequate knowledge of departure
procedures, establishing appropriate ATC communications, and
following clearances.
A.4.4.3
Flight Maneuvers and Procedures.
1. Steep Bank Turns. Each steep turn must involve a bank angle of
50 degrees with a heading change of at least 180 degrees, but no
more than 360 degrees.
2. Approaches to Stalls. Must be performed in each of the following
configurations: takeoff, clean, and landing. One approach to a stall
must be performed in either the takeoff, clean, or landing
configuration while in a turn with a bank angle between 15 degrees
and 30 degrees.
3. Accelerated Stalls. Must be done in the flaps 20 degrees and flaps
0 degrees configurations.
4. Recovery Procedures. Must be initiated at the first indication of a
stall.
A.4.4.4
Normal and Abnormal Procedures and Operations.
1. Runaway trim.
2. Normal and abnormal operations of the following systems:
• Pressurization;
• Pneumatic;
• Air conditioning;
• Fuel;
• Electrical;
• Flight control;
• Anti-icing and deicing;
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Appendix A
• Autopilot;
• Stall warning devices, as applicable;
• Airborne radar and weather detection devices;
• Other systems, devices, or aids available;
• Electrical, flight control, and flight instrument system malfunction or
failure;
• Landing gear and flap system malfunction or failure; and
• Failure of navigation or communications equipment.
A.4.4.5
Flight Emergency Procedures.
1. Powerplant failure.
2. Powerplant, cabin, flight deck, wing, and electrical fires.
3. Smoke control.
4. Fuel jettisoning, as applicable.
5. Any other emergency procedures outlined in the appropriate AFM
or FAA-accepted checklist.
A.4.4.6
Instrument Procedures.
1. Area departure.
2. Use of navigation systems, including adherence to assigned course
and/or radial.
3. Holding procedures.
4. Aircraft approach category airspeeds.
5. Approach procedures. Each instrument approach must be
performed according to all procedures and limitations approved for
that facility. An instrument approach procedure begins when the
airplane is over the initial approach fix (IAF) for the approach
procedure being used, and ends when the airplane touches down on
the runway or when transition to missed approach configuration is
completed.
• Instrument landing system (ILS), ILS/distance measuring equipment
(DME), approach.
o A manually controlled ILS with a powerplant inoperative;
occurring before initiating the final approach course and
continuing to full stop or through the Missed Approach Procedure
(MAP).
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Appendix A
o A manually controlled ILS utilizing raw data to 200 feet or
decision height (DH).
o An ILS with the autopilot coupled.
• NPAs.
o Non-Directional Beacon (NDB), NDB/DME approach, straight-in
or circle.
o Very high frequency Omnidirectional Range (VOR), VOR/DME,
straight-in or circle.
o Localizer (LOC), LOC/DME, LOC back course.
o Global Positioning Satellite (GPS) approach. (If the
aircraft/FTD/flight simulator has a GPS installed, the applicant
must demonstrate GPS approach proficiency.)
o Airport surveillance radar (ASR) approach.
• MAP. One missed approach procedure must be a complete, approved
MAP as published or as assigned by ATC.
o From a precision approach.
o From an NPA.
o With a simulated powerplant failure.
• Circling approach.
o The circling approach must be made to the authorized MDA,
followed by a change in heading and the necessary maneuvering
(by visual reference) to maintain a flight path that permits a normal
landing on the runway.
o The circling approach must be performed without excessive
maneuvering and without exceeding the normal operating limits of
the airplane, and the angle of bank must not exceed 30 degrees.
A.4.4.7
Landings and Approaches to Landings.
1. Airport orientation.
2. Normal landings with stabilized approach.
3. Crosswind landings.
4. From a precision instrument approach.
5. From a precision instrument approach with a powerplant
inoperative.
6. From a nonprecision instrument approach.
7. From a nonprecision instrument approach with a powerplant
inoperative.
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Appendix A
8. From a circling approach or VFR traffic pattern.
9. Go-around/rejected landings. A normal MAP or a visual go-around
after the landing is rejected. The landing should be rejected at
approximately 50 feet and approximately over the runway
threshold.
10. Zero flap landing.
• Runway requirements.
• Airspeeds.
A.5
What Are the Applicable MU-2B Differences Training Tasks?
A.5.1 General Differences Training Requirements. When Differences Training is required, it
must be consistent with this training program. Differences Training is required for
operation of more than one factory type design MU-2B model, as specified in Table A-3.
Differences Training is not required if Initial, Transition, Requalification, or Recurrent
Training is conducted in each model and/or modified model of the MU-2B operated. The
following Differences Training requirements do not account for every modification to
MU-2B aircraft that should be trained for pilot proficiency. For these identified Levels B,
C, and D Differences, and any similarly applicable Differences, an MU-2B pilot must be
trained to safely operate MU-2B aircraft with applicable equipment with sufficient
proficiency to meet the requirements of the Training Course Final Phase Check. Levels C
and D Initial Differences and Level D Recurrent Differences must include a record of the
Training Course Final Phase Check for evaluation items affected by applicable
differences in aircraft type design.
A.5.2 Level B Differences Training. Level B Differences Training is applicable when operating
more than one factory type design model of MU-2B, except the factory type design K
and M models and the factory type design J and L models, which may be completed at
Level A Training. Level A or B Differences Training is not a recurring annual
requirement. Once a person has completed Level A or B Initial Differences Training
between the applicable different models, no additional Differences Training between
those models is required. When Level B Differences Training is applicable, it should
include the following items that apply to the specific difference aircraft models or
modification:
A.5.2.1
Training.
1. DC and AC Electrical Power: system and distribution.
2. Fuel System: including configuration, indications, and sequencing.
3. Landing Gear: including usage, brakes, and safety switch location.
4. Flaps: settings and operation.
5. Oxygen System: outlets and bottle sizes.
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Appendix A
6. Engines: including torque/temp limiters, NTS, and SRL, as
applicable.
7. Propeller: 3-, 4-, and 5-blade models, as applicable.
8. Ice and Rain Protection: including heated windshield, glycol,
wipers, and Japan Civil Aviation Board (JCAB) versus FAA
equipment.
A.5.2.2
Training Course Final Phase Check. Not required.
A.5.3 Level C Differences Training. Level C Differences Training is recommended for part 91
operations (refer to the MU-2B FSB Report for specific Differences applicable to training
programs requiring FAA approval apart from part 91 subpart N). This training is needed
when there are modifications that fall within the definition of Level C Degrees of
Differences, as defined in FAA Order 8900.1, Flight Standards Information Management
System (FSIMS), Volume 3, Chapter 19, Section 9, subparagraph 3-1314C, Level C
Differences. Level C Initial Differences Training should include a record of the Training
Course Final Phase Check for evaluation items affected by applicable differences in
aircraft type design. Recurrent Differences are applicable to Level C Differences Training
items without a record of the Training Course Final Phase Check. When Level C
Differences Training is applicable, it should include all items that apply to the specific
difference aircraft modification. A typical difference aircraft modification would be
installation of an RNAV System, such as a GPS, and would include the following:
A.5.3.1
Training.
1. Autoflight: RNAV System use with autopilot or flight director
(FD).
2. Electrical Power: sources and distribution.
3. Navigation: RNAV selection, RNAV display, course indication,
Traffic Alert and Collision Avoidance System (TCAS), Terrain
Awareness and Warning System (TAWS), and (Traffic
Information Services-Broadcast (TIS-B).
4. Information Systems: such as electronic charts or Flight
Information Service-Broadcast (FIS-B).
5. Preflight.
6. Instrument Approach: types of approaches, selection, sequencing,
and use.
7. Normal Procedures.
8. Abnormal Procedures.
A.5.3.2
Training Course Final Phase Check Items Accomplished at Level C.
1. Preflight Check: system verification and setup.
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Appendix A
2. Area Departure and Arrival: selection and sequencing of flight
plans.
3. Approach: selection and sequencing of each type of instrument
approach.
4. Missed Approach: selection and sequencing.
A.5.4 Level D Differences Training. Level D Differences Training is recommended for part 91
operations (refer to the MU-2B FSB Report for specific Differences applicable to training
programs requiring FAA approval apart from part 91 subpart N). This training is needed
when there are modifications that fall within the definition of Level D Degrees of
Differences, as defined in Order 8900.1, Volume 3, Chapter 19, Section 9,
subparagraph 3-1314D, Level D Differences. Level D Initial Differences Training must
include a record of the Training Course Final Phase Check for evaluation items affected
by applicable differences in aircraft type design. Recurrent Differences are applicable to
Level D Differences Training items with a record of the Training Course Final Phase
Check. When Level D Differences Training is applicable, it should include all items that
apply to the specific difference aircraft modification. A typical difference aircraft
modification would be installation of an EFIS with PFD format, such as a G600 or
SAGEM, and would include the following:
A.5.4.1
Training.
1. Instrument Panel Layout.
2. Autoflight: RNAV System use with autopilot or FD.
3. Electrical Power: sources and distribution.
4. Indication Systems: multifunction display (MFD) and PFD
systems indications.
5. Lighting: cockpit, instruments, and displays.
6. Flight Instruments: PFD and MFD format information.
7. Navigation: RNAV selection, RNAV display, course indication,
TCAS, TAWS, TIS-B.
8. Vacuum: changes in design and use for EFIS instruments.
9. Information Systems: such as electronic charts or FIS-B.
10. Engine Indicating (if applicable).
11. Normal Procedures.
12. Abnormal Procedures.
13. Preflight.
14. Start and Taxi.
15. Takeoff.
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16. Engine Failure on Takeoff: Airspeed and Altitude indication in
PFD tape format.
17. In-flight Maneuvers: low speed awareness indications, steep turns,
stalls, and VMC.
18. Instrument Approaches: RNAV source selection and display, and
types of approaches.
A.5.4.2
Training Course Final Phase Check Items Accomplished at Level D.
1. Preflight.
2. Start and Taxi.
3. Rejected Takeoff.
4. Normal Takeoff.
5. Steep Turns.
6. Approach to Stall (1): for low speed awareness cues.
7. Maneuvering with One Engine Inoperable.
8. Precision Approach (one engine inoperable).
9. Go-Around.
10. Normal Landing.
11. Additional for Instrument Rated.
12. Unusual Attitude.
13. Missed Approach: including sequencing missed approach RNAV.
14. NPA.
15. Circle-to-Land.
16. Landing.
A.6
MU-2B Training Course Final Phase Check Requirements.
A.6.1 What Are the Training Course Final Phase Check Requirements?
A.6.1.1
Completion of the MU-2B training program requires successful completion of
a Training Course Final Phase Check taken in the MU-2B airplane or a
Level C or D simulator for Initial/Transition Training. The Training Course
Final Phase Check for Requalification or Recurrent Training may be taken in
the MU-2B airplane, a Level C or D simulator, or in a Level 5 or 6
FAA-approved MU-2B FTD. The Training Course Final Phase Check must be
conducted by a qualified flight instructor who meets the requirements of
part 91 subpart N. Simultaneous training and checking is not allowed for
Initial/Transition Training.
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Appendix A
A.6.1.2
For pilots operating under 14 CFR part 135, checking must be done in
accordance with applicable regulations. For the purpose of recurrent testing in
part 135, § 135.293(b), the MU-2B is considered a separate type of aircraft.
A.6.1.3
The Training Course Final Phase Check must be conducted using the
standards contained in the FAA Commercial Pilot—Practical Test Standards
(PTS) for Airplane: Airplane Multiengine Land and Instrument Rating.
A.6.1.4
The Training Course Final Phase Check portion of the training is comprised of
the following tasks for all airmen (instrument rated and non-instrument rated).
An (*) indicates those maneuvers for Initial/Transition Training which must
be completed in the MU-2B airplane or a Level C or D simulator.
1. Preflight Check.
2. Start and Taxi Procedures.
3. *Normal Takeoff (X-Wind) (Two Engine).
4. *Takeoff Engine Failure.
5. Rejected Takeoff.
6. *Steep Turns.
7. *Approach to Stalls (3) (must include accelerated stalls).
8. *Maneuvering with One Engine Inoperative—Loss of Directional
Control (VMC).
9. Abnormal and Emergency Procedures: to include MU-2B
operation in icing conditions without the autopilot, or without
trim-in-motion or automatic autopilot disconnect.
10. *Precision Approach (One Engine Inoperative).
11. Go-Around/Rejected Landing.
12. Normal Landing (X-Wind).
13. *Landing with One Engine Inoperative.
14. *Landing with Nonstandard Flap Configuration (0 or 5 degrees).
15. Postflight Procedures.
A.6.1.5
The following additional tasks are required for those airmen who possess an
instrument rating. An (*) indicates those maneuvers for Initial/Transition
Training which must be completed in the MU-2B airplane, or a Level C or D
simulator.
1. Preflight Check.
2. Unusual Attitudes.
3. Abnormal and Emergency Procedures.
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4. Basic Instrument Flight Maneuvers.
5. Area Arrival and Departure.
6. Holding.
7. Precision Approach (Two Engine).
8. *NPAs (2): must include an NPA with one engine inoperative.
9. Missed Approach from Either Precision or Nonprecision
Instrument Approach (Two Engine).
10. Landing from a Straight-In or Circling Approach.
11. Circling Approach.
12. Postflight Procedures.
A.6.1.6
A form has been included for use in creating a training and final check record
for the student and the training provider (see Figure A-29, Training Course
Final Phase Check Form).
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Appendix A
Figure A-29. Training Course Final Phase Check Form
TRAINING COURSE FINAL PHASE CHECK
NAME OF AIRMAN (last, first, middle initial)
GRADE OF CERTIFICATE CERTIFICATE NUMBER
DATE OF
CHECK
SCHOOL NAME
LOCATION OF
CHECK
TYPE OF CHECK
INSTRUCTOR NAME
MU-2B MODEL
CFI NUMBER
FTD MODEL
EXPIRES
FLIGHT MANEUVERS GRADE (S-Satisfactory, U-Unsatisfactory)
MANEUVERS REQUIRED FOR ALL AIRMEN
A/C
FTD
A/C
FTD
PREFLIGHT CHECK
START AND TAXI PROCEDURES
*NORMAL TAKEOFF (X-WIND) (TWO ENGINE)
*TAKEOFF ENGINE FAILURE
REJECTED TAKEOFF
*STEEP TURNS
*APPROACH TO STALL (3)
*MANEUVERING WITH ONE ENGINE INOPERABLE (VMC)
ABNORMAL AND EMERGENCY PROCEDURES—TO INCLUDE THE MU-2B
OPERATIOIN IN ICING CONDITIONS WITHOUT THE AUTOPILOT OR WITHOUT
TRIM-IN-MOTION/AUTOMATIC AUTOPILOT DISCONNECT.
*PRECISION APROACH (ONE ENGINE INOPERATIVE)
GO-AROUND/REJECTED LANDING
NORMAL LANDING (X-WIND)
*LANDING WITH ONE ENGINE INOPERATIVE
*LANDING WITH NONSTANDARD FLAP CONFIGURATION
POST-FLIGHT PROCEDURES
ADDITIONAL MANEUVERS REQUIRED FOR INSTRUMENT RATED AIRMEN
PREFLIGHT CHECK
UNUSUAL ATTITUDES
ABNORMAL AND EMERGENCY PROCEDURES
BASIC INSTRUMENT FLIGHT MANEUVERS
AREA ARRIVAL AND DEPARTURE
HOLDING
PRECISION APPROACH (TWO ENGINE)
*NONPRECISION APPROACHES (NPA) (2)
MISSED APPROACH FROM EITHER PRECISION OR
NONPRECISION APPROACH (NPA) (TWO ENGINE) MUST
INCLUDE AN APPROACH WITH ONE ENGINE INOPERABLE
LANDING FROM A STRAIGHT-IN/CIRCLING APPROACH
CIRCLING APPROACH
POST-FLIGHT PROCEDURES
RESULTS OF CHECK SATISFACTORY
UNSATISFACTORY
INSTRUCTOR SIGNATURE
FLIGHT
AIRCRAFT
TIMES
AIRMAN SIGNATURE
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A.7
AC 91-89
Appendix A
MU-2B Maneuver Profiles.
1. The Maneuver Profiles are provided to develop pilot proficiency with the
procedures and techniques contained within this MU-2B flight training
program.
2. Though constructed for use in the airplane, they may also be used in the FTD.
When an FTD is used, a maneuver may be performed at lower altitudes or
carried to its completion. When training is conducted in the MU-2B airplane,
all maneuvers must be performed in a manner sufficient to evaluate the
performance of the student while never jeopardizing the safety of the flight.
A.7.1 What Considerations Should be Made for the Maneuver Profiles?
A.7.1.1
Engine Performance. The following should be considered in reference to
power settings and airspeeds:
1. Power settings shown in italics are provided as guidance only
during training, and are not referenced in the AFM. Power setting
guidance is provided to show the approximate power setting that
will produce the desired airspeed or flight condition. Actual power
settings may be different from those stated and should be noted by
the instructor and student for reference during other maneuvers.
Power settings in the profiles are stated in torque or pounds per
square inch (psi) and will vary with aircraft model, engine model,
weight, and density altitude. Power settings are based on standard
atmospheric conditions.
2. Some pilots prefer to set power initially using fuel flow, because
the fuel flow system is not field-adjustable. Fuel flow settings refer
to engine operations only. If fuel flow is used to set power for
takeoff, check torque and temperature after setting fuel flow and
adjust torque or temperature, whichever is limiting, for maximum
takeoff power prior to liftoff.
3. Improperly adjusted torque or improperly calibrated temperatures
are a safety of flight issue and must be checked and corrected prior
to conducting flight training.
4. The pilot should refer to the performance section of the AFM to
determine actual speeds required for his or her particular model
and specific weight for any given operation.
A.7.1.2
In-Flight Maneuvering.
1. Maneuvers conducted at altitude, such as stalls and steep turns,
must always be preceded by clearing turns, and at least one
crewmember must continually clear the flying area during the
maneuver. The instructor must emphasize the importance of
clearing the area, even if the maneuvers are being done in an FTD
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Appendix A
or simulator. This will create the habit pattern in the pilot to clear
the area before practicing maneuvers.
2. During stalling maneuvers and upon recognition of the indication
of a stall, the pilot must call the stall to the instructor and then
proceed with the recovery. In addition, during training, the pilot
must announce the completion of the stall recovery maneuver.
Instructors must exercise caution when conducting stall maneuvers
and be prepared to take the controls if the safe outcome of the
maneuver is in doubt.
3. During stall maneuvers, it is important that the instructor pay close
attention to the position of the balance ball throughout the
maneuver and recovery. Stall recognition and recovery is the
completion criteria, although the stall in the training and
proficiency check phases should progress past initial recognition
(stick shaker). For training purposes, stall recovery procedures
must include an at the “onset (buffeting) stall condition.” At this
condition, the stick shaker will have already been actuated.
Caution must be exercised to ensure a safe recovery by positively
reducing the AOA and accelerating prior to addition of power.
Minimization of altitude loss is not a consideration in evaluating
these maneuvers. AC 120-109 should be used as the guidance to
completion of stall recognition and recovery maneuvers.
4. When demonstrating a loss of directional control with one engine
inoperative, the engine failure must only be simulated. During the
slowing of the aircraft to demonstrate loss of directional control,
the instructor should use the rudder block method to allow the
student to experience the loss of directional control associated with
VMC, at a speed of approximately 10 knots above actual VMC.
Note: To accurately simulate single-engine operations, zero thrust
must be established. The zero thrust torque setting will vary greatly
from model to model. It is important to establish to zero thrust torque
setting for your aircraft. This requires that the aircraft be flown on
one engine to establish the zero thrust setting. This is accomplished by
establishing single-engine flight with one propeller feathered and
noting the performance with the operating engine at maximum torque
or temperature. It is suggested that two airspeeds be established for
zero thrust power settings. They are 120 knots, flaps 20 degrees, gear
up for takeoff; and 140 knots, flaps 5 degrees, gear up for in-flight and
approach maneuvering. Once performance has been established and
recorded for each airspeed, restart the other engine and find the torque
setting that duplicates the performance (climb or descent rate,
airspeed) as was recorded with that propeller feathered. This torque
setting will be zero thrust for the simulated inoperative engine. The
student/pilot should note that the performance experienced with one
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Appendix A
engine operating at flight idle may produce greater performance than if
the engine were stopped and the propeller feathered.
5. Premaneuver briefings for any maneuver that requires either an
actual engine shutdown or a simulated engine failure must be
undertaken when using an aircraft. In the case of an actual engine
shutdown, the aircraft must be operating at a minimum altitude of
3,000 feet above ground level (AGL), and the maneuver must be
done in a location where a safe landing can be made at an airport in
the event of difficulty.
A.7.1.3
Takeoff and Landing.
1. When using the profiles to establish the procedure for configuring
the aircraft for takeoff or landing, it is important to understand that
each task for the procedure, as noted on the procedure diagram,
establishes the point at which each task should have been
completed and not the exact point at which the task should be
completed, unless otherwise stated in the task box. Numbers which
represent performance, such as descent rates or other maneuvering
information that is not contained in the AFM, are shown in italics.
2. In all takeoff profiles, the prompt for the gear to be retracted is
“No Runway Remaining, Gear Up.” This should set the decision
point for making a landback after an engine failure and should
normally be reached at altitudes of less than 100 feet AGL. It is
impractical to attempt a landback from above 100 feet AGL
because it can require distances of up to 10,000 feet from the
beginning of the takeoff run to bring the aircraft to a stop.
Although, even on very long runways, landback will not be
necessary above 100 feet AGL and above best single-engine
rate-of-climb speed (VYSE) for the flap configurations, if the
single-engine climb capability found in the charts in the Pilot
Operating Manual (POM), with the gear up, is positive (250 feet
per minute (fpm) or better) and obstacles clearance is not an issue.
3. The manufacturer’s FAA-accepted checklists describe a procedure
for the discontinuance of flight following an engine failure after
takeoff and the realization that the aircraft cannot climb. The
corresponding flight profile in this training program is “Takeoff
Engine Failure, Unable to Climb.” This maneuver must not be
attempted in the aircraft, but must be the subject of a classroom
discussion or be demonstrated in the FTD.
4. The focus of all landing procedures, whether two engine or
engine out, is on a stabilized approach from an altitude of 500 feet.
This will not be possible for all approach procedure maneuvering,
especially during NPAs or circle-to-land approaches. Approach
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procedures for these two approaches should be stabilized from the
point at which the pilot leaves the MDA for the landing.
5. When performing one engine inoperative approaches, landings, or
missed approaches, the instructor must be prepared to add power to
the simulated failed engine at the first sign of deteriorating
airspeed or other situation that indicates the student’s inability to
correctly perform the maneuver.
6. While maneuvering in the pattern or during instrument approach
procedures with one engine inoperative, a 30-degree bank angle
must not be exceeded. This will become especially important when
executing NPAs and circle-to-land approaches.
A.7.1.4
Emergency and Abnormal Procedures.
1. During training, either in the FTD or in the aircraft, the
performance of emergency and abnormal procedures is critical to
the completion of the training program. All emergency and
abnormal procedures should be simulated when training in the
MU-2B airplane.
2. When presenting emergency scenarios to the student, the instructor
must not introduce multiple emergencies concurrently.
3. When practicing simulated engine failures, the instructor should
also train engine failures under low power conditions. Detection of
an engine failure under low power conditions, such as when
slowing to approach speeds, can be more difficult to detect and
attention to the identification of, and reaction to, a failed engine
under low power conditions should be practiced. It may be prudent
when experiencing a low power engine failure, such as when in
close proximity to the final approach fix, to execute a missed
approach as described in the single-engine missed approach profile
A.7.1.5
Scenario-Based Training (SBT). SBT creates an environment of realism.
The SBT programs utilize a highly structured flight operation scenario to
simulate the overall flight environment. The pilot is required to plan a routine,
point-to-point flight, and initiate the flight. During the conduct of the flight,
“reality-based” abnormal or emergency events are introduced without
warning. Because the pilot is constantly operating in the world of unknowns,
this type of training also builds in the “startle factor,” and, just as in the
real world, the consequences of the pilot’s actions (decisions, judgment,
airmanship, tactile skills, etc.) will continue to escalate and affect the outcome
of the planned flight. Although flying skills are an integral part of this type of
training, SBT enables the pilot to gain experience in dealing with unexpected
events and, more importantly, further enhances the development of good
judgment and decisionmaking.
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A.7.2 How Are the MU-2B Maneuver Profiles Structured? Each MU-2B Maneuver Profile, in
its respective section, follows the outline below:
1. Normal Takeoff (5- and 20-Degree Flaps).
2. Takeoff Engine Failure (5- and 20-Degree Flaps).
3. Takeoff Engine Failure on Runway or Rejected Takeoff.
4. Takeoff Engine Failure after Liftoff—Unable to Climb (Classroom or FTD
Only).
5. Steep Turns.
6. Slow Flight Maneuvers.
7. One Engine Inoperative Maneuvering/Loss of Directional Control.
8. Approach to Stall (Clean Configuration/Wings Level).
9. Approach to Stall (Takeoff Configuration/15- to 30-Degree Bank).
10. Approach to Stall (Landing Configuration/Gear Down/40-Degree Flaps).
11. Accelerated Stall (No Flaps).
12. Emergency Descent (Low Speed).
13. Emergency Descent (High Speed).
14. Unusual Altitude Recovery (Nose High).
15. Unusual Altitude Recovery (Nose Low).
16. Normal Landing (20- and 40-Degree Flaps).
17. Go-Around/Rejected Landing.
18. No Flap or 5-Degree Flaps Landing.
19. One Engine Inoperative Landing (5- and 20-Degree Flaps).
20. Crosswind Landing.
21. ILS and Missed Approach.
22. Two Engine Missed Approach.
23. One Engine Inoperative ILS and Missed Approach.
24. One Engine Inoperative Missed Approach.
25. NPA and Missed Approach.
26. One Engine Inoperative NPA and Missed Approach.
27. Circling Approach at Weather Minimums.
28. One Engine Inoperative Circling Approach at Weather Minimums.
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A.7.3 Section Model Groups. The three sections of this program are:
1. Marquise (-60), Solitaire (-40), N (-36A), P (-26A): Figures A-1 through
A-28.
2. J (-35), K (-25), L (-36), M (-26): Figures B-1 through B-28.
3. B, D (-10), F (-20), G (-30): Figures C-1 through C-28.
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| File Type | application/pdf |
| File Title | AC 91-89 |
| Subject | Mitsubishi MU-2B Training Program |
| File Modified | 2016-09-07 |
| File Created | 2016-09-07 |