U.S. Department of Transportation Federal Aviation Administration Advisory Circular Subject: Mitsubishi MU-2B Training Program Date: 7/22/16 AC No: 91-89 Initiated by: AFS-800 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.
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
3 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 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.
3.2.2 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.
4 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.
4.3 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.
ORIGINAL SIGNED by /s/ John Barbagallo Deputy Director, Flight Standards Service
Appendix A A-1 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
Appendix A A-2 Table A-2. Minimum Flight Instruction Training Hours Flight Instruction Initial/Transition Requalification Recurrent 12 hours with a minimum of 6 hours at Level E 8 hours Level C or Level E 4 hours at Level E, or 6 hours 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 factory type design at Level C (recommended for part 91; refer to MU-2B Flight Standardization Board (FSB) Report for specific Differences applicable to training programs requiring FAA approval apart from part 91 subpart N) Sufficient program hours to ensure proficiency in the variant aircraft for all Differences, with minimum 1.5 hours for Level C Initial/Transition Differences and 0.5 hours for Level C Recurrent Differences Each model modified from factory type design at Level D (recommended for part 91; refer to MU-2B FSB Report for specific Differences applicable to training programs requiring FAA approval apart from Sufficient program hours to ensure proficiency in the variant aircraft for all Differences, with minimum 4 hours for Level D Initial/Transition Differences and 1 hour for Level D Recurrent Differences
Appendix A A-3 Differences Training part 91 subpart N) A.2 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.
Appendix A A-4 A.3.1.1 Aircraft General.
1. Introduction.
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.
Appendix A A-5
7. Flight Characteristics.
• Control System.
• Stability and Stall Characteristics.
• Single-Engine Operation.
• Maneuvering and Trim.
• Takeoff and Landing.
A.3.1.2 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.
• General Limitations.
• Instrument Markings.
A.3.1.3 Lighting.
1. Exterior Lighting System.
• Navigation Lights.
• Anti-Collision Lights.
• Wing Inspection Lights.
• Taxi Lights.
• Landing Lights.
• Rotating Beacon.
• Operation.
Appendix A A-6
2. Interior Lighting System.
• Flight Compartment Lights.
• Passenger Compartment Lights.
3. Emergency Lighting System.
• Cockpit Emergency Lighting.
• Aircraft Emergency Lighting.
4. Procedures.
• Normal.
• Abnormal.
• Emergency.
A.3.1.4 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.