Appendix A A-14 A.3.1.15 Oxygen System.
1. System Description.
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.
Appendix A A-15 A.3.1.17 Weight and Balance (W&B).
1. Aircraft Loading Procedures.
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.
Appendix A A-16 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.
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.
Appendix A A-17
4. Airspeed: +10 knots.
5. Course Deviation Indicator: within ¾ scale or ±10 degrees on the radio magnetic indicator (RMI).
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).
Appendix A A-18
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 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;
Appendix A A-19
• Electrical;
• Flight control;
• Anti-icing and deicing;
• 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.
Appendix A A-20
• 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).
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.
Appendix A A-21
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.
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.
Appendix A A-22
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.
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.
Appendix A A-23
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.
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.
Appendix A A-24
12. Abnormal Procedures.
13. Preflight.
14. Start and Taxi.
15. Takeoff.
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
Appendix A A-25 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.
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.