7/22/16 681600 Figure C-6 MU-2B B, D (-10), F (-20), G (-30)
SLOW FLIGHT MANEUVERING
MINIMUM CONTROLLABLE AIRSPEED SLOW FLIGHT MANEUVERING IS CONDUCTED ASFOLLOWS: STALL SPEEDS (APPROXIMATE)
AT MAXIMUM GROSS TAKEOFF WEIGHT CLEAR THE AREA PRIOR TO BEGINNING THE MANEUVER. B, B+, D, F, G START WITH CLEAN CONFIGURATION AND CHANGE AIRCRAFT CONFIGURATION B/B+/D / F /G B/B+/D /F/G FROM CLEAN TO FULL FLAP AND GEAR IN STAGES. USE A MAXIMUM OF 15° BANK ANGLE OF BANK OST AND PERFORM HEADING CHANGES OF 90° LEFT AND RIGHT. CONSTANT ALTITUDE FLAPS IS REQUIRED THROUGHOUT. 95/ 98 / 98/102/104 98/ 99/ 99/103/107 MAINTAIN 115 KCAS IN ALL CONFIGURATIONS. 85/ 88/ 88/ 95/ 98 88/ 89/ 89/ 97/100 20° 80/ 81/ 81/ 85/ 86 81/ 83/ 83/ 87/ 88 **APPROXIMATE POWER SETTINGS ARE: 40° 72/ 73/ 73/ 77/ 80 73/ 74/ 74/ 78/ 81 CLEAN TORQUE (35%) OR PSI (23) PER ENGINE APPROX PITCH +12 Vmc: 20° FLAPS (90 KCAS (G), 93 KCAS (F), 89 KCAS (D), 89/91 KCAS (B) 5° FLAP TORQUE (32%) OR PSI (21) PER ENGINE APPROX PITCH +8 5° FLAPS (99 KCAS (G), 100 KCAS (F), 97 KCAS (D), 97/99 KCAS B) 5° FLAP & GEAR TORQUE (44%) OR PS/ (29) PER ENGINE APPROX PITCH +9 (FOR B MODEL Vmc SPEED CONSULT SERIAL NUMBER APPLICABILITY IN AFM) 20° FLAP & GEAR TORQUE (42%) OR PS/ (27) PER ENGINE APPROX PITCH +4 40° FLAP & GEAR TORQUE (54%) OR PS/ (35) PER ENGINE APPROX PITCH 0 CAUTION ** NOTE: POWER SETTINGS WILL VARY WITH AIRCRAFT WEIGHT AND ALTITUDE. STALL WARNING MAY ACTIVATE 4 TO 9 KCAS ABOVE STALL MINIMUM CONTROLLABLE AIRSPEED IS CONDUCTED AS FOLLOWS:
CLEAR THE AREA PRIOR TO BEGINNING THE MANEUVER.
THE MANEUVER MAY BE DONE IN ANY COMBINATION OF GEAR OR FLAP CONFIGURATIONS. IF BANK IS TO BE USED, IT SHOULD BE DONE AT BANK OF NOT MORE THAN 109 BEGIN THE MANEUVER BY CONFIGURING THE AIRCRAFT IN THE DESIRED GEAR AND FLAP CONFIGURATION. SLOW THE AIRCRAFT UNTIL THE STALL
WARNING (STICK SHAKER) IS ACTIVATED AND ADD POWER TO MAINTAIN ALTITUDE AND A SPEED JUST ABOVE AERODYNAMIC STALL. DO NOT ALLOW THE AIRCRAFT TO REACH AERODYNAMIC STALL "ONSET BUFFET.
A-103
Appendix A Figure C-7 MU-2B B, D (-10), F (-20), G (-30)
ONE ENGINE INOPERATIVE MANEUVERING
LOSS OF DIRECTIONAL CONTROL CLEAR AREA, FLAPS 20°, GEAR UP,
CONDITION LEVERS T/O AND LAND, SYNC OFF, SLOW TO 125 KCAS, TRIMMED WITH THE FIRST INDICATION OF LOSS OF DIRECTIONAL
CONTROL, REDUCE PITCH AND POWER ON SIMULATED WITHOUT RETRIMMING, SET POWER ON SIMULATED OPERATIVE ENGINE TO RECOVER.
OPERATIVE ENGINE FOR LEVEL FLIGHT, THEN SET THRUST (VARIES BETWEEN 5% AND 17% TORQUE OR 3 TO 11 PSI). MAINTAIN BANK AND BALANCE BALL TOWARD THE OPERATIVE ENGINE AS NECESSARY POWER ON SIMULATED FAILED ENGINE TO ZERO TAKEOFF POWER SLOWLY APPLY ON SIMULATED AT Vmc PLUS 15 KCAS, ADD POWER TO FOR ZERO SIDE SLIP (APPROX 3° BANK/1/3 BALL) CAUTION WHILE INCREASING OPERATIVE ENGINE PITCH TO OPERATIVE ENGINE AND RECOVER TO SIMULATED A/S 125 KCAS TRIMMED INSTRUCTOR ELECTS TO DISABLE GEAR HORN WITH GEAR HORN MAY SOUND CONTINUOUSLY. IF DECELERATE 1 KCAS PER STRAIGHT AND LEVEL FLIGHT FOR STRAIGHT AND LEVEL FLIGHT
SECOND WHILE CIRCUIT BREAKER. THEN CIRCUIT BREAKER MUST BE
RESET PRIOR TO LANDING MAINTAINING BANK
AND BALANCE BALL
POSITION
INSTRUCTOR CAUTION
ONE ENGINE LOSS OF DIRECTIONAL CONTROL IS BEST TRAINED AND
ACCOMPLISHED USING EARLY RECOGNITION AND RECOVERY INSTRUCTOR WARNING EMPHASIZED DURING THIS MANEUVER. RUDDER BLOCKING BY THE INSTRUCTOR IS ENCOURAGED TO PRODUCE LOSS OF DIRECTIONAL TECHNIQUES. SEAT POSITION AND RUDDER TRAVEL SHOULD BE MIN. ALT. 5.000' AGL TO CAUSE LOSS OF BLOCKS RUDDER DIRECTIONAL ACTIVATES, REDUCE IF STALL WARNING CONTROL AT APPROXIMATELY Vmc PLUS 10 KCAS, BECAUSE EARLY RECOGNITION AND RECOVERY IS THE PRIMARY OBJECTIVE OF THIS CONTROL AT Vmc PLUS 10KCAS PITCH AND POWER ON SIMULATED MANEUVER. OPERATIVE ENGINE, 20° FLAPS - Vmc 90 KCAS (G), 93 KCAS (F), 89 KCAS (D), 89/91 KCAS (B) AND RECOVER 5° FLAPS - Vmc 99 KCAS (G), 100 KCAS (F), 97 KCAS (D), 97/99 KCAS (B) "V$ SE 125 KCA S" (FOR B MODEL VmC SPEED CONSULT SERIAL NUMBER APPLICABILITY IN AFM) A-104
Appendix A Figure C-8 MU-2B B, D (-10), F (-20), G (-30)
APPROACH TO STALL CLEAN CONFIGURATION / WINGS LEVEL ON STALL RECOGNITION (STICK SHAKER OR "ONSET BUFFET), CALL THE "STALL", CLEAR AREA, CONDITION LEVERS *DISCONNECT AUTOPILOT IF ON,
T/O AND LAND, SYNC OFF, IMMEDIATELY AND SIMULTANEOUSLY REDUCE ANGLE OF ATTACK UNTIL STALL 120/130 KCAS, AIRCRAFT TRIMMED * OPTIONAL AUTOPILOT ON FOR POWER SLOWLY AS APPROPRIATE, INDICATIONS CEASE AND LEVEL WINGS IF IN A BANK. ACCELERATE, INCREASE ACTIVATE AT 4 TO 9 KCAS ABOVE STALL TRIM AS NECESSARY. STALL WARNING MAY TO 140 KCAS, ACCELERATE
AIRCRAFT WITHOUT AUTOMATIC POWER AS AUTOPILOT DISCONNECT. REQUIRED
CONTINUE TO APPLY AFT
CONTROL, WHILE MAINTAINING (20% TORQUE OR ALTITUDE UNTIL FIRST 10 PSI) INDICATION OF A STALL..
* OR ALLOW AUTOPILOT TO AFTER A SAFE FLIGHT CONDITION HAS BEEN ACHIEVED AND AS A/S MAINTAIN LEVEL FLIGHT WHILE MAINTAINING ALTITUDE CONTINUE TO TRIM NOSE UP INCREASES ABOVE 120 KCAS, BEGIN CLIMB TO ORIGINAL TRIM FOR 120 KCAS UNTIL FIRST INDICATION OF A ALTITUDE AND/OR FLIGHTPATH.
STALL..
INSTRUCTOR NOTE: STALL SPEEDS ADVISORY CIRCULAR 120-109 STATES THAT FLAPS SET 5 20 40 DURING TRAINING SHOULD INCLUDE BOTH AUTOPILOT ENGAGED. PILOTS SHOULD BE PERFORMANCE OF STALL MANEUVERS MANUAL FLIGHT AND FLIGHT WITH 5,000 AGL MIN. ALT. GR. WT. 7,000 7,500 8,000 85/ 85/ 85 BB/ BB/ BB/ 90/ 90/ 91/ 90 B/B+, D/ F/ G 78/ 78/ 80 7B/ 78/ 83/ 81/ 81/ 86/ 84 B/B+, D/ F/ G 73/ 73/ 74/ 70/ 70/ 72 75/ 75/ 77/ 74 B/B+, D/F/G 83/ 63/ 64 8B/ 68/ 69/ 89 68/ 66/ 67/ B/B+, D/ F/G TAUGHT HOW TO RESPOND APPROPRIATELY 8,500 93/ 93/ 94/ 93 83/ 83/ 88/ 87 78/ 78/ 79/ 77 70/ 70/ 71/ 71 TO THE STARTLE FACTOR WHEN 8,930 95/ 85/ 79/ T2I ENCOUNTERING AN UNEXPECTED STALL. 9,000 / 95/ 97/ 95 / 85/ 91/ 90 / 80/ 81/ 79 / 72/ 73/ 73 9,350 / 97/ / 73/
9.500 / 99/ 98 93/ 92 / 83/ B1 / 75/ 75 STALL TRAINING PROCEDURES WITH THE 9,920 /101/ 95/ / B5/ / 78/ AUTOPILOT ENGAGED ARE NOTED WITH AN ASTERISK* 10,800 10,000 10,500 /101 /103 /105 / 94 / 97 / 98 / 83 / 85 / 87 / 79 / 77 / B1 A-105
Appendix A Figure C-9 MU-2B B, D (-10), F (-20), G (-30)
APPROACH TO STALL TAKEOFF CONFIGURATION 15-30° BANK CLEAR AREA, CONDITION LEVERS ON STALL RECOGNITION (STICK SHAKER OR "ONSET® BUFFET), CALL THE "STALL", T/O AND LAND, SYNC OFF, *DISCONNECT AUTOPILOT IF ON, 120/130 KCAS, AIRCRAFT TRIMMED IMMEDIATELY AND SIMULTANEOUSLY REDUCE ANGLE OF ATTACK UNTIL STALL A/S 130 KCAS (F * OPTIONAL AUTOPILOT ON FOR INDICATIONS CEASE AND LEVEL WINGS IF IN A BANK ACCELERATE, INCREASE NOT MOD S/R10), AIRCRAFT WITHOUT AUTOMATIC POWER SLOWLY AS APPROPRIATE, POSITIVE RATE, GEAR UP, TRIM AS 140 KCAS (F, MOD AUTOPILOT DISCONNECT. NECESSARY. STALL WARNING MAY ACTIVATE AT 4 TO 9 KCAS ABOVE STALL. S/R 10), 130 KCAS (B, D), 140 KCAS FLAPS 5° OR 20°, GEAR DOWN, (20% TORQUE OR 10 PSI) CONTROL, WHILE MAINTAINING CONTINUE TO APPLY AFT INDICATION OF A STALL.. ALTITUDE UNTIL FIRST HAS BEEN ACHIEVED AND AS A/S AFTER A SAFE FLIGHT CONDITION INCREASES ABOVE 120 KCAS, (G), MINIMUM POWER AS REQUIRED FLAPS UP, * OR ALLOW AUTOPILOT TO BEGIN CLIMB TO ORIGINAL INITIATE 30° BANK IN CONTINUE TO TRIM NOSE UP ALTITUDE AND/OR FLIGHTPATH.
LEVEL FLIGHT TRIM WHILE MAINTAINING ALTITUDE FOR 120 KCAS UNTIL FIRST INDICATION OF A IF FLAPS 20° RETRACT FLAPS STALL.. TO 5ª. INCREASE PITCH TO APPROX. 10°.
INSTRUCTOR NOTE: STALL SPEEDS (APPROXIMATE) ADVISORY CIRCULAR 120-109 AT MAXIMUM GROSS TAKEOFF WEIGHT STATES THAT PERFORMANCE OF B, B+, D, F, G
STALL MANEUVERS DURING BANK TRAINING SHOULD INCLUDE BOTH ANGLE 10 20 30 50 80
MANUAL FLIGHT AND FLIGHT WITH AUTOPILOT ENGAGED. PILOTS MIN. ALT. FLAPS B/B+, D/F/G B/B+, D/ F/ G B/B+, D/ F/ G B/ B+, D/ F/ G B/ B+, D/ F/G B/ B+, D/ F/ G SHOULD BE TAUGHT HOW TO 5,000 AGL RESPOND APPROPRIATELY TO THE UP 96/ 99/102/108 99/ 101/105/108 103/105/109/112 109/111/116/120 120/122/128/130 136/138/143/148
STARTLE FACTOR WHEN ENCOUNTERING AN UNEXPECTED 87/ 8B/ 96/ 99 89/ 90/ 98/101 92/ 94/102/105 98/100/109/112 107/109/119/122 120/124/135/138 STALL..
20° B0/ 82/ 86/ B7 82/ 84/ 88/ 89 88/ 87/ 92/ 93 91/ 93/ 97/ 98 99/101/107/108 113/114/120/122 STALL TRAINING PROCEDURES 40* 72/ 74/ 77/ 81 74/ 75/ 79/ 82 77/ 79/ 82/ 86 82/ 83/ 87/ 91 90/ 91/ 95/100 102/108/108/113
WITH THE AUTOPILOT ENGAGED ARE NOTED WITH AN ASTERISK* A-106
Appendix A Figure C-10 MU-2B B, D (-10), F (-20), G (-30)
APPROACH TO STALL LANDING
CONFIGURATION GEAR DOWN FULL
CLEAR AREA, CONDITION LEVERS FLAPS 120/130 KCAS, AIRCRAFT TRIMMED T/O AND LAND, SYNC OFF, ON STALL RECOGNITION (STICK SHAKER OR *ONSET BUFFET), CALL THE "STALL", *DISCONNECT AUTOPILOT IF ON, MOD S/R10), 140 KCAS A/S 130 KCAS (F, NOT * OPTIONAL AUTOPILOT ON FOR AIRCRAFT WITHOUT AUTOMATIC AUTOPILOT DISCONNECT. POWER SLOWLY AS APPROPRIATE, IMMEDIATELY AND SIMULTANEOUSLY REDUCE ANGLE OF ATTACK UNTIL STALL INDICATIONS CEASE AND LEVEL WINGS IF IN A BANK. ACCELERATE, INCREASE NECESSARY. STALL WARNING MAY ACTIVATE FLAPS 20°, POSITIVE RATE, GEAR UP, TRIM AS AT 4 TO 9 KCAS ABOVE STALL. FLAPS UP, POWER AS 140 KCAS (G), MIN. (F, MOD S/R 10), 130 KCAS (B, D), REQUIRED FLAPS 20°, GEAR DOWN, (20% TORQUE OR 10 PSI) CONTINUE TO APPLY AFT
CONTROL, WHILE MAINTAINING AFTER A SAFE FLIGHT CONDITION A/S 120 KCAS, ALTITUDE UNTIL FIRST HAS BEEN ACHIEVED AND AS A/S FLAPS FULL INDICATION OF A STALL.. INCREASES ABOVE 120 KCAS, BEGIN CLIMB TO ORIGINAL TRIM FOR 120 KCAS CONTINUE TO TRIM NOSE UP * OR ALLOW AUTOPILOT TO ALTITUDE AND/OR FLIGHTPATH.
WHILE MAINTAINING ALTITUDE UNTIL FIRST INDICATION OF A A/S 130 KCAS. IF FLAPS STALL 20° RETRACT FLAPS TO 5ª. INCREASE PITCH TO APPROX. 10°.
INSTRUCTOR NOTE:
ADVISORY CIRCULAR 120-109 STALL SPEEDS STATES THAT PERFORMANCE OF FLAPS SET 5 20 40
STALL MANEUVERS DURING TRAINING SHOULD INCLUDE BOTH GR.WT. B/ B+, D/ F/ G B/B+, D/F/G B/B+, D/F/G B/B+, D/F/G MANUAL FLIGHT AND FLIGHT WITH 7,000 85/ 85/ 05 76/ 78/ 80 70/ 70/ 72 63/ 83/ 64 AUTOPILOT ENGAGED. PILOTS MIN. ALT. 7,500 BB/ 88/ BB/ 78/ 78/ 83/ 73/ 73/ 74/ 68/ 88/ 67/ RESPOND APPROPRIATELY TO THE ENCOUNTERING AN UNEXPECTED SHOULD BE TAUGHT HOW TO STARTLE FACTOR WHEN 5,000 AGL 8,000 8,500 8,930 9,000 90/ 90/ 91/ 90 95/ 93/ 93/ 94/ 93 / 95/ 97/ 95 81/ 81/ 88/ 84 83/ 83/ 88/ 87 85/ / B8/ 91/ 90 75/ 75/ 77/ 74 79/ 7B/ 7B/ 79/ 77 / B0/ 81/ 79 68/ 68/ 69/ 69 T2/ 70/ 70/ 71/ 71 / 72/ 73/ 73 STALL. 9,350 197. / B7/ / B1/ / 73/ 9,500 / 99/ 98 93/ 92 / 83/ 81 / 75/ 75 9,920 /101/ 95/ / 85/ / 78J WITH THE AUTOPILOT ENGAGED ARE NOTED WITH AN ASTERISK* STALL TRAINING PROCEDURES 10,000 10,800 10,500 /101 /105 /103 / 94 / 97 / 9R / 87 / 83 / 85 / 77 / 81 / 79 A-107
Appendix A Figure C-11 MU-2B B, D (-10), F (-20), G (-30)
ACCELERATED STALLS
INITIATE PROGRESSIVE BANK TOWARD A CLEAR AREA, CONDITION CLEAN, A/S 115 KCAS 60° BANK ANGLE APPLY BACKPRESSURE TO
LEVERS T/O AND LAND, A/C POWER AND TRIM MAINTAIN ALTITUDE
SYNC OFF FOR LEVEL FLIGHT
APPLY BACKPRESSURE TO
MAINTAIN ALTITUDE UNTIL
FIRST INDICATION OF A STALL OR "ONSET" BUFFET.
* THIS MANEUVER SHOULD ALSO BE
ACCOMPLISHED IN THE LANDING CONFIGURATION WITH GEAR DOWN, FLAPS * 140 KCAS * 125 KCAS 20°, A/S 100 KCAS TRIMMED FLAPS UP FLAPS TO 5° * POSITIVE
RATE, GEAR UP
ON STALL RECOGNITION (STICK SHAKER OR ACCELERATE TO 140 KCAS, POWER AS REQUIRED AFTER A SAFE FLIGHT CONDITION HAS BEEN ACHIEVED AND AS A/S INCREASES ABOVE THE "STALL", IMMEDIATELY "ONSET" BUFFET), CALL AND SIMULTANEOUSLY 120 KCAS, BEGIN CLIMB TO ORIGINAL REDUCE ANGLE OF ATTACK ALTITUDE AND/OR FLIGHTPATH. UNTIL STALL INDICATIONS
CEASE, LEVEL WINGS, AT MAXIMUM GROSS TAKEOFF WEIGH STALL SPEEDS (APPROXIMATE B, B+, D, F, G ACCELERATE, INCREASE POWER SLOWLY AS
BANK APPROPRIATE, TRIM AS ANGLE 10 20 30 40 50 60 NECESSARY FLAPS B/B+, D/F/G B/B+, D/F/G B/B+, D/F/G B/B+, D/F/G B/B+, D/F/G B/B+, D/F/G STALL WARNING MAY ACTIVATE AT 4 TO 9 KCAS UP 96/ 99/102/106 99/101/105/108 103/105/109/112 109/111/116/120 120/122/126/130 136/138/143/148 ABOVE STALL.
5° 87/ 88/ 96/99 89/ 90/ 98/101 92/ 94/102/105 98/100/109/112 107/109/119/122 120/124/135/138 20° 80/ 82/ 86/ 87 82/ 84/ 88/ 89 86/ 87/ 92/ 93 91/ 93/ 97/98 99/101/107/108 113/114/120/122 40° 721 74/ 771 81 74/ 75/ 79/ 82 77/ 79/ 82/ 86 82/ 83/ 87/ 91 90/91/ 95/100 102/103/108/113 A-108
Appendix A Figure C-12 MU-2B B, D (-10), F (-20), G (-30)
EMERGENCY DESCENT (LOW SPEED) POWER LEVERS F/. CONDITION LEVERS T/O AND LAND *CLEAR AREA, CRUISE SYNC OFF. GEAR AND FLAPS EXTEND AT SPEEDS BASED CONFIGURATION START ON SCHEDULE FOR MODEL AND S/R10 COMPLIANCE UNTIL AT ASSIGNED ALTITUDE. FULL FLAPS ARE DEPLOYED.
A/S 150 KCAS MIN.
SIMULATE EXPLOSIVE ESTABLISH DESCENT IN A 30° BANK, NOSE DOWN DECOMPRESSION AT ASSIGNED ALTITUDE. APPROXIMATELY 20°, UNTIL REACHING FULL FLAP SPEED ALLOWED (Vfe), THEN RAISE NOSE TO "DECLARE EMERGENCY" OXYGEN MASKS ON. MAINTAIN SPEED.
*WHILE CLEARING THE AREA, AFTER ESTABLISHING DESCENT, ROLL CHECK 1000' TO CLEAR TRAFFIC AT LOWER ALTITUDES. COORDINATE WITH AIR TRAFFIC CONTROL STEADY HEADING OR AS REQUIRED BY ATC WINGS LEVEL. CONTINUE DESCENT ON OFF ALTITUDE ABOVE LEVEL
GEAR/FLAP SPEEDS 500' ABOVE, START LEVEL OFF
FOR GEAR/FLAP SPEEDS SEE
TABULAR CHART ON REVERSE SIDE OF PROFILE.
COMPLETE EXERCISE AT ASSIGNED ALTITUDE REDUCE TO 120 KCAS AND CLEAN UP A/C. **DO
NOT RAISE FLAPS UNTIL A/C IS BELOW MAXIMUM ALLOWABLE Vfo SPEED FOR FULL FLAPS A-109
Appendix А Figure C-12a
GEAR AND FLAP EXTEND SCHEDULE (F+ AND G+ ARE MODIFIED BY S/R10) GEAR B, D, F, F+: 160 KCAS G, G+: 170 KCAS FLAPS 5° 20° 40° G: NOT MODIFIED BY S/R10 146 KCAS 146 KCAS 120 KCAS G+: MODIFIED BY S/R10 175 KCAS 146 KCAS 120 KCAS F: NOT MODIFIED BY S/R10 140 KCAS 140 KCAS 120 KCAS F+: MODIFIED BY S/R10 175 KCAS 140 KCAS 120 KCAS B, D 140 KCAS 140 KCAS 120 KCAS A-110
Appendix A Figure C-13 MU-2B B, D (-10), F (-20), G (-30)
EMERGENCY DESCENT (HIGH SPEED) *CLEAR AREA, CRUISE POWER LEVERS F/I. NOTE
CONFIGURATION START CONDITION LEVERS T/O DECREASE INDICATED AT ASSIGNED ALTITUDE. AND LAND SYNC OFF. AIRSPEED BY 5 KCAS A/S 150 KCAS MIN. BELOW 250 KCAS, FOR EACH 1,000 FT ABOVE 21,300 FT
SIMULATE EXPLOSIVE
DECOMPRESSION AT DECLARE EMERGENCY ASSIGNED ALTITUDE. OXYGEN MASKS ON. ESTABLISH DESCENT IN A 30° BANK, ACCELERATING TO Vmo (250 KCAS). INITIAL 15-20° NOSE DOWN, REDUCING TO APPROX. 8° NOSE DOWN AS A/S APPROACHES Vmo (250 KCAS).
CHECK 1000 FT *WHILE CLEARING THE AREA, AFTER ESTABLISHING DESCENT, KEEP WINGS ABOVE LEVEL
COORDINATE WITH AIR TRAFFIC CONTROL LEVEL, CONTINUE DESCENT ON STEADY HEADING OFF ALTITUDE TO CLEAR TRAFFIC AT LOWER ALTITUDES. OR AS REQUIRED BY ATC 700 FT ABOVE, START
LEVEL OFF COMPLETE EXERCISE AT ASSIGNED ALTITUDE.
REDUCE SPEED TO 200 KCAS A-111
Appendix A Figure C-14 MU-2B B, D (-10), F (-20), G (-30)
UNUSUAL ATTITUDE RECOVERY (NOSE HIGH) UNLOAD AND INITIATE ROLL TOWARD 60° BANK
USING SPOILER AND RUDDER AND ALLOW NOSE TO
FALL THROUGH THE HORIZON
CAUTION
DO NOT G LOAD WINGS DURING BANKING MANEUVER TO PREVENT AN ACCELERATED STALL.
*IF ATOR NEAR STALL BEFORE RECOVERY, DO NOT USE RUDDER TO INITIATE ROLL.
UPON RECOGNITION OF ANOSE
HIGH UNUSUAL ATTITUDE, WHEN NOSE LOW, ROLL WINGS
POWER TO TAKEOFF LEVEL, REDUCE POWER TO
FLIGHT IDLE, AND COMMENCE A
WINGS LEVEL PULL UP TO A LEVEL FLIGHT ATTITUDE.
*CLEAR AREA
ONCE LEVEL, ADD POWER
TO MAINTAIN LEVEL FLIGHT *WHILE CLEARING THE AREA, COORDINATE
WITH AIR TRAFFIC CONTROL TO CLEAR TRAFFIC BOTH ABOVE AND BELOW YOUR ALTITUDE.
INSTRUCTOR NOTE
THE INSTRUCTOR SHOULD INITIATE THE UNUSUAL ATTITUDE NOT TO EXCEED 30° OF PITCH AND/OR 60° OF BANK AND USE POSITIVE
CONTROL TO TRANSFER CONTROL TO THE
STUDENT FOR RECOVERY A-112
Appendix A Figure C-15 MU-2B B, D (-10), F (-20), G (-30)
UNUSUAL ATTITUDE RECOVERY (NOSE LOW)
UPON RECOGNITION OF ANOSE LOW
UNUSUAL ATTITUDE, REDUCE POWER
TO FLIGHT IDLE, INITIATE A ROLL
TOWARD WINGS LEVEL IF IN A BANK, *CLEAR AREA AND MAINTAIN NOSE LOW PITCH
ATTITUDE WHILE LEVELING WINGS
ONCE WINGS ARE LEVEL IN NOSE LOW
ATTITUDE, COMMENCE A WINGS LEVEL PULL UP TO A LEVEL FLIGHT ATTITUDE.
CAUTION *WHILE CLEARING THE AREA, COORDINATE WITH
AIR TRAFFIC CONTROL THE CLEAR TRAFFIC BOTH ABOVE AND BELOW YOUR ALTITUDE.
DO NOT G LOAD AIRCRAFT UNTIL WINGS
ARE LEVEL TO PREVENT AN ACCELERATED STALL. AND UNEVEN G LOADING ON WING IF AIRSPEED IS ATOR NEAR Vmo, DO NOT
USE ABRUPT CONTROL MOVEMENTS DURING RECOVERY.
ONCE LEVEL, ADD POWER
TO MAINTAIN LEVEL FLIGHT
INSTRUCTOR NOTE
THE INSTRUCTOR SHOULD INITIATE THE UNUSUAL ATTITUDE NOT TO EXCEED 30° OF PITCH AND/OR 60° OF BANK AND USE POSITIVE
CONTROL TO TRANSFER CONTROL TO THE
STUDENT FOR RECOVERY A-113
Appendix A Figure C-16 MU-2B B, D (-10), F (-20), G (-30) NORMAL LANDING (20°or 40° FLAPS) TOUCHDOWN. POWER LEVERS RETARD TO FLIGHT IDLE STOP. THEN RETARD BOTH POWER LEVERS TO START (GROUND IDLE). CHECK BOTH PROPS BETA.
THEN REVERSE AND BRAKES AS REQUIRED.
THRESHOLD (10%-20% TORQUE, 10 -13 PSI) PARALLEL TO RUNWAY MAINTAIN TRACK Vref FINAL CHECK. FLAPS 20° or 40°.
A/S SLOWING TO Vref.
CHECK SINK RATE 500-600 FPM
COMPLETE DESCENT AND APPROACH CHECKLISTS A/S 120 KCAS MIN DESCENT. 500-600 FPM (20%-25% TORQUE, 13-16 PSI) (25-30% TORQUE, 16-20 PSI) A/S 150 KCAS MINIMUM. APPROACH BY STABILIZED FLAPS 5° (IF FLAPS 5° INSTALLED), 130 KCAS 500'agl (B,D,F, NOT MOD S/R 10), 140 KCAS (F MOD S/R 10, G) MINIMUM (40-50% TORQUE, 25-32 PSI) LANDING APPROACH SPEEDS Vref B, B+, D, F, G FLAPS 20° (1.3 VS1) FLAPS 40° (1.5 Vs1) WEIGHT B+.D B+. D G 7,000 92 92 93 94 94 7,500 8,000 95 98 95 98 100 96 101 98 101 98 103 99 100 103 LANDING ASSURED, FLAPS 20°, A/S 120-130 KCAS 8,500 101 103 100 104 106 106 GEAR DOWN, 500 FPM SINK RATE 8,490 101 104 COMPLETE LANDING (APPROX 25% TORQUE, 16 PSI) 8,930 103 107 CHECKLIST 9,000 106 103 109 109 9,435 108 112 9,500 105 112
10.000 108 115 10,260 109 117 A-114