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
Appendix A A-31 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.
Appendix A A-32 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.
Appendix A A-33 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.
Appendix A PRIOR TO TAKEOFF, CONSULT THE "WEIGHT FOR POSITIVE GRADIENT AFTER LIFTOFF® AND "SINGLE ENGINE RATE OF CLIMB® CHARTS FOR THE TAKEOFF FLAP SETTING SELECTED.
Figure A-1 MU-2B MARQUISE (-60), SOLITAIRE (-40), N (-36A), P (-26A) NORMAL TAKE-OFF, 5° OR 20° FLAPS TAKE OFF SPEEDS A/S 155 KCAS (MARQ, N), ROTATE 150 KCAS (SOL, P) MIN FLAPS 5° N. MARQ P. SOL 11,575 LBS. 109 11,000 LBS. 10,470 LBS. 106 110 AFTER GEAR IS FULLY RETRACTED, IF 10,000 LBS. 9,000 LBS 101 100 106 108 INCREASE PITCH TO APPROX. 10° 140 FLAPS 20° RETRACT FLAPS TO 5° COMPLETE AFTER T/O 8,000 LBS. 104 KCAS, THEN FLAPS UP AND CLIMB CHECKLIST FLAPS 20° N. MARQ P.SOL 11,575 LBS. 105 11,000 LBS. 103 10,470 LBS. 103 NORMAL PITCH.
10.000 LBS. 100 102 APPROX 8°- FLAPS 20° ACCELERATE TO 9,000 LBS. 100 100 APPROX 10-12°-FLAPS 5° DESIRED CLIMB SPEED 8,000 LBS. 99
POS RATE, NO RUNWAY REMAINING FOR LANDING, GEAR UP. IF 20° FLAPS 113 KCAS MIN. IF 5° FLAPS 120 KCAS (MARQ, N) 125 KCAS (SOL, P) MIN * TORQUE 90% OR 600° EGT/ VR - ROTATE 13° 875° ITT, WHICHEVER OCCURS MAX NOSE UP FIRST. BETA LIGHTS OUT. PITCH RELEASE BRAKES. RAM RISE
WILL CAUSE TORQUE OR
TEMP TO RISE TO MAXIMUM TAKEOFF POWER DURING TAKEOFF ROLL. * NOTE: IF RUNWAY LENGTH OR OBSTACLE CLEARANCE IS
CRITICAL, SET POWER TO
EITHER TORQUE OR TEMP
MAXIMUM, WHICHEVER OCCURS FIRST. RETARD
POWER LEVERS AS REQUIRED
TO MAINTAIN MAXIMUM ALLOWABLE TORQUE OR TEMP.
A-34
Appendix A Figure A-2 MU-2B MARQUISE (-60), SOLITAIRE (-40), N (-36A), P (-26A) TAKE-OFF ENGINE FAILURE - FLAPS 5° OR 20° PRIOR TO TAKEOFF, CONSULT THE "WEIGHT FOR POSITIVE GRADIENT AFTER LIFTOFF® AND "SINGLE ENGINE RATE OF CLIMB® CHARTS FOR APPROX 300-400 FEET THE TAKEOFF FLAP SETTING SELECTED. (OBSTRUCTION CLEARANCE). IF FLAPS 20° ADJUST PITCH TO N, MARQ/P,SOL MARQ,N), 130 KCAS (SOL,P), FLAPS ACCELERATE TO Vyse 135 KCAS TO 5° PITCH APPROX. 10° FLAP SETTING 20° 5° Vxse (KCAS) 140 / 135* 125 / 125 * 130 / 130 * Vyse (KCAS) 155 / 150 * 135 / 130 * 140 / 140 * COMPLETE AFTER TAKE-OFF AND A/S 150 KCAS.
ENGINE SHUTDOWN *P, SOL CHECKLIST PITCH TO MAINTAIN Vxse MIN. APPROX 8° PITCH, A/S 140 KCAS MINIMUM.
FLAPS 20°, APPROX 10-12° PITCH, FLAPS 5° FLAPS UP
MAINTAIN DIRECTIONAL CONTROL WITH RUDDER AND MINIMUM SPOILER. FAILED ENGINE - CONDITION LEVER, EMERGENCY STOP; POWER LEVER, TAKE OFF **, TRIM AIRCRAFT
POS RATE, NO RUNWAY REMAINING FOR LANDING, GEAR UP. IF 20° FLAPS 113 KCAS MINIMUM. IF 5° FLAPS 120 KCAS (MARQ, N) 125 KCAS (SOL, P)
MAKE NORMAL T/O ** IF SUFFICIENT RUNWAY CAUTION REMAINS, OR UNABLE TO CLIMB:
GEAR DOWN, REDUCE POWER TO
SIMULATED ENGINE LAND STRAIGHT AHEAD USING
FAILURE (NOT LESS A/S APPROPRIATE FOR WEIGHT, THAN 200 FT AGL 110 KCAS (MARQ, N) 105 KCAS (SOL, P).
A-35
Appendix A Figure A-3 MU-2B MARQUISE (-60), SOLITAIRE (-40), N (-36A), P (-26A)
TAKE-OFF ENGINE FAILURE ON RUNWAY
CAUTION
SIMULATED ENGINE FAILURE OR
MALFUNCTION IS TO BE GIVEN BY INSTRUCTOR AT NOT MORE THAN 50% OF ROTATE SPEED. CLEAR RUNWAY OR EVACUATE
AIRCRAFT AS NECESSARY *
ENGINE FAILS OR
MALFUNCTION OCCURS
POWER LEVERS TO GROUND DLE, BRAKES AS NECESSARY. NOTIFY TOWER
REVERSE THRUST AS
OF ABORT REQUIRED. USE NOSE WHEEL
STEERING, BRAKES, AND/OR
REVERSE THRUST TO
MAINTAIN DIRECTIONAL CONTROL.
POWER SET,
BRAKES RELEASED * IF EVACUATING
AIRCRAFT, BOTH
CONDITION LEVERS TO
EMERGENCY STOP AND
MASTER SWITCH TO
CAUTION EMERGENCY
DO NOT USE SINGLE
ENGINE REVERSE THRUST
WITH THE SIMULATED
FAILED ENGINE POWER
LEVER ABOVE FLIGHT IDLE A-36
Appendix A Figure A-4 MU-2B MARQUISE (-60), SOLITAIRE (-40), N (-36A), P (-26A)
TAKE-OFF ENGINE FAILURE - UNABLE TO CLIMB
CLASSROOM DISCUSSION OR FTD USE ONLY PRIOR TO TAKEOFF, CONSULT THE "WEIGHT FOR POSITIVE GRADIENT AFTER LIFTOFF® AND "SINGLE ENGINE RATE OF CLIMB® CHARTS FOR THE TAKEOFF FLAP SETTING SELECTED.
PILOT MAKES DECISION TO EITHER
WARNING RETURN TO THE RUNWAY SURFACE OR TO FLY BEYOND AIRPORT BOUNDARY
DO NOT LET AIRSPEED TO SUITABLE LANDING AREA
DECELERATE BELOW SINGLE ENGINE AIRSPEED.
105 KCAS (MARQ, N), 100 KCAS (SOL, P) MIN ENGINE FAILS
POS RATE, NO RUNWAY REMAINING FOR
LANDING, GEAR UP IF 20° FLAPS 113 KCAS MIN. IF 5° FLAPS 120 KCAS (MARQ, N), 125 KCAS (SOL, P) MIN 50' PROPELLERS BETA, THEN
REVERSE AND BRAKES AS
REQUIRED ROTATE
IF RUNWAY REMAINS OR A LANDING CAN
RELEASE BRAKES POWER SET, SURFACE, CHECK GEAR DOWN, FLAPS SAFELY BE MADE ON THE AIRPORT REMAIN IN TAKE-OFF POSITION, ANTICIPATE SWERVE CAUTION
POWER ON OPERATING ENGINE AS TOWARD OPERATING LAND USING SINGLE ENGINE AIRSPEED, REQUIRED TO LAND. 110 KCAS (MARQ, N) ENTERING BETA ENGINE WHEN 105 KCAS (SOL, P) A-37