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.
Appendix A A-26 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.
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).
Appendix A A-27 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
LOCATION OF CHECK TYPE OF CHECK MU-2B MODEL FTD MODEL
SCHOOL NAME INSTRUCTOR NAME CFI NUMBER EXPIRES FLIGHT MANEUVERS GRADE (S-Satisfactory, U-Unsatisfactory)
MANEUVERS REQUIRED FOR ALL AIRMEN
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
A/C FTD
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 FLIGHT TIMES
AIRCRAFT FTD
UNSATISFACTORY
INSTRUCTOR SIGNATURE AIRMAN SIGNATURE
Appendix A A-28 A.7 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
Appendix A A-29 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
Appendix A A-30 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