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
Appendix A Figure A-5 MU-2B MARQUISE (-60), SOLITAIRE (-40), N (-36A), P (-26A)
STEEP TURNS SET HEADING START NORMAL TURN. POWER BUG TO ROLL AS REQUIRED. (INCREASE OUT HEADING APPROXIMATELY 10% TORQUE) *CLEAR AREA, 50° BANK GEAR UP, FLAPS ESTABLISHED. PITCH UP, A/S 180 KCAS, UP APPROXIMATELY 2° TRIM A/C TO 3° ORAS
NECESSARY TO
MAINTAIN ALTITUDE *THIS MANEUVER SHOULD BE PERFORMED IN
BOTH CLEAN AND LANDING CONFIGURATIONS CHECK FOR (USE 130 KCAS FLAPS 20°, GEAR DOWN, FOR A/S AND
LANDING CONFIGURATION) ALTITUDE TRENDS ** NOTE: TURNS WILL
BE DONE THROUGH 360° AS WELL AS 180° REDUCE POWER TO ROLL OUT ON **START ROLL OUT MAINTAIN 180 KCAS HEADING ON ALT 20° BEFORE ROLL
OUT HEADING A-38
Appendix A Figure A-6 MU-2B MARQUISE (-60), SOLITAIRE (40), N (-36A), P (-26A)
SLOW FLIGHT MANEUVERING
MINIMUM CONTROLLABLE AIRSPEED SLOW FLIGHT MANEUVERING IS CONDUCTED AS FOLLOWS: STALL SPEEDS (APPROXIMATE)
AT MAXIMUM GROSS TAKEOFF WEIGHT CLEAR THE AREA PRIOR TO BEGINNING THE MANEUVER. N, MARQ / P, SOL START WITH CLEAN CONFIGURATION AND CHANGE AIRCRAFT CONFIGURATION ANGLE OF BANK 15° FROM CLEAN TO FULL FLAP AND GEAR IN STAGES. USE A MAXIMUM OF 15° BANK FLAPS AND PERFORM HEADING CHANGES OF 90° LEFT AND RIGHT. CONSTANT ALTITUDE UP 106/104* 108/106* IS REQUIRED THROUGHOUT. 5° 99/ 98* 100/ 99* MAINTAIN 115KCAS IN ALL CONFIGURATIONS. 20° 87/ 88* 88/ 88* 40º 81/ 78* 83/ 79* **APPROXIMATE POWER SETTINGS ARE: P, SOL CLEAN TORQUE (35%) PER ENGINE APPROX PITCH +12 Vimc FLAPS 5°99 KCAS (MARQ, N), 100 KCAS (SOL, P) FLAPS 20º 99 KCAS (MARQ, N), 93 KCAS (SOL, P) 5° FLAP TORQUE (32%) PER ENGINE APPROX PITCH +8 50 FLAP & GEAR TORQUE (44%) PER ENGINE APPROX PITCH +9 20° FLAP & GEAR TORQUE (42%) PER ENGINE APPROX PITCH +4 CAUTION 40° FLAP & GEAR TORQUE (54%) PER ENGINE APPROX PITCH 0
STALL WARNING MAY ACTIVATE ** NOTE: POWER SETTINGS WILL VARY WITH AIRCRAFT WEIGHT AND ALTITUDE. 4 TO 9 KCAS ABOVE STALL MINIMUM CONTROLLABLE AIRSPEED IS CONDUCTED ASFOLLOWS:
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 10° 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-39
Appendix A Figure A-7 MU-2B MARQUISE, SOLITAIRE, N/P
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
WITHOUT RETRIMMING, SET POWER ON SIMULATED
OPERATIVE ENGINE FOR LEVEL FLIGHT, THEN SET
POWER ON SIMULATED FAILED ENGINE TO ZERO
WITH THE FIRST INDICATION OF LOSS OF DIRECTIONAL
CONTROL, REDUCE PITCH AND POWER ON SIMULATED OPERATIVE ENGINE TO RECOVER.
THRUST (VARIES BETWEEN 5% AND 17% TORQUE).
MAINTAIN BANK AND BALANCE BALL TOWARD THE SLOWLY APPLY OPERATIVE ENGINE AS NECESSARY FOR ZERO SIDE SLIP (APPROX 3° BANK/1/3 BALL) TAKEOFF POWER ON SIMULATED AT Vmc PLUS 15 KCAS, ADD POWER TO
CAUTION WHILE INCREASING OPERATIVE ENGINE OPERATIVE ENGINE SIMULATED INSTRUCTOR ELECTS TO DISABLE GEAR HORN WITH GEAR HORN MAY SOUND CONTINUOUSLY. IF PITCH TO DECELERATE 1 KCAS PER SECOND STRAIGHT AND LEVEL AND RECOVER TO A/S 125 KCAS TRIMMED FOR STRAIGHT AND
CIRCUIT BREAKER, THEN CIRCUIT BREAKER MUST BE WHILE MAINTAINING FLIGHT LEVEL FLIGHT
RESET PRIOR TO LANDING 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 APPROXIMATELY Vmc PLUS 10 KCAS IS ENCOURAGED, BECAUSE EARLY RECOGNITION AND RECOVERY IS THE PRIMARY OBJECTIVE OF THIS EMPHASIZED DURING THIS MANEUVER. RUDDER BLOCKING BY THE TECHNIQUES. SEAT POSITION AND RUDDER TRAVEL SHOULD BE INSTRUCTOR TO PRODUCE LOSS OF DIRECTIONAL CONTROL AT 5,000 AGL MIN. ALT. CONTROL AT Vmc BLOCKS RUDDER TO CAUSE LOSS OF DIRECTIONAL PLUS 10 KCAS PITCH AND POWER ON ACTIVATES, REDUCE OPERATIVE ENGINE, IF STALL WARNING SIMULATED
AND RECOVER 20° FLAPS - (Vmc 99 KCAS (MARQ, N) 93 KCAS (SOL, P) 5° FLAPS - (Vmc 99 KCAS (MARQ, N) 100 KCAS (SOL, P) "V SIE 125 KCAS" A-40
Appendix A Figure A-8 MU-2B MARQUISE (-60), SOLITAIRE (-40), N (-36A), P (-26A)
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 INDICATIONS CEASE AND LEVEL WINGS IF IN A BANK. ACCELERATE, INCREASE POWER SLOWLY AS APPROPRIATE, TRIM AS NECESSARY. STALL WARNING MAY * OPTIONAL AUTOPILOT ON FOR AIRCRAFT WITHOUT AUTOMATIC ACTIVATE AT 4 TO 9 KCAS ABOVE STALL. ACCELERATE TO AUTOPILOT DISCONNECT. CONTINUE TO APPLY AFT POWER AS 140 KCAS,
CONTROL, WHILE MAINTAINING REQUIRED (20% TORQUE) ALTITUDE UNTIL FIRST INDICATION OF A STALL..
TRIM FOR 120 KCAS MAINTAIN LEVEL FLIGHT WHILE MAINTAINING ALTITUDE CONTINUE TO TRIM NOSE UP * OR ALLOW AUTOPILOT TO AFTER A SAFE FLIGHT CONDITION HAS BEEN ACHIEVED AND AS A/S INCREASES ABOVE 120 KCAS, BEGIN CLIMB TO ORIGINAL UNTIL FIRST INDICATION OF A ALTITUDE AND/OR FLIGHTPATH.
STALL..
INSTRUCTOR NOTE: STALL SPEEDS ADVISORY CIRCULAR 120-109 STATES THAT PERFORMANCE OF STALL MANEUVERS FLAPS SET UP 5 20 40 DURING TRAINING SHOULD INCLUDE BOTH GR.WT.
MANUAL FLIGHT AND FLIGHT WITH MIN. ALT 7.000 185 * /80 * 172 * /64 * AUTOPILOT ENGAGED. PILOTS SHOULD BE 5,000' AGL 7,500 188 * 182 * 174 * 166 * TAUGHT HOW TO RESPOND APPROPRIATELY 8,000 /91 * /85 * 176 * /68 * TO THE STARTLE FACTOR WHEN 8,500 /93 * /88 * 179 * /70 * ENCOUNTERING AN UNEXPECTED STALL. 9,000 93/96 * 87/90 * 76/81 * 72/72 * 9,500 95/99 * 90/93 * 79/83 * 74/74 * 10,000 98/101* 92/96 * 81/85 * 75/76 * STALL TRAINING PROCEDURES WITH THE 10,470 1104 * 198 * /88 * 178 * AUTOPILOT ENGAGED ARE NOTED WITH AN 10,500 101/ 94/ 83/ 771 ASTERISK* 11,000 103/ 96/ 85/ 79/ 11,575 106/ 99/ 87/ 81/ + P. SOL A-41
Appendix A Figure A-9 MU-2B MARQUISE (-60), SOLITAIRE (-40), N (-36A), P (-26A)
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 * OPTIONAL AUTOPILOT ON FOR INDICATIONS CEASE AND LEVEL WINGS IF IN A BANK. ACCELERATE, INCREASE
AIRCRAFT WITHOUT AUTOMATIC POWER SLOWLY AS APPROPRIATE, POSITIVE RATE, GEAR UP, TRIM AS AUTOPILOT DISCONNECT. NECESSARY. STALL WARNING MAY ACTIVATE AT 4 TO 9 KCAS ABOVE STALL.
CONTINUE TO APPLY AFT FLAPS 5° OR 20°, GEAR DOWN, CONTROL, WHILE MAINTAINING (20% TORQUE) ALTITUDE UNTIL FIRST AFTER A SAFE FLIGHT CONDITION A/S 140 KCAS INDICATION OF A STALL.. HAS BEEN ACHIEVED AND AS A/S MINIMUM, FLAPS UP, INCREASES ABOVE 120 KCAS, POWER AS REQUIRED * OR ALLOW AUTOPILOT TO BEGIN CLIMB TO ORIGINAL INITIATE 15-30° BANK CONTINUE TO TRIM NOSE UP ALTITUDE AND/OR FLIGHTPATH.
IN LEVEL FLIGHT WHILE MAINTAINING ALTITUDE TRIM FOR 120 KCAS UNTIL FIRST INDICATION OF A STALL.. IF FLAPS 20° RETRACT FLAPS TO 5°, INCREASE PITCH TO APPROX. 10°.
INSTRUCTOR NOTE:
ADVISORY CIRCULAR 120-109 STATES THAT STALL SPEEDS (APPROXIMATE)
PERFORMANCE OF STALL MANEUVERS AT MAXIMUM GROSS TAKEOFF WEIGHT
DURING TRAINING SHOULD INCLUDE BOTH N, MARQ / P, SOL
MANUAL FLIGHT AND FLIGHT WITH TAUGHT HOW TO RESPOND APPROPRIATELY AUTOPILOT ENGAGED. PILOTS SHOULD BE MIN. ALT. ANGLE OF BANK FLAPS 10 20 30 40 50 60 TO THE STARTLE FACTOR WHEN 5,000' AGL UP 107/104* 109/108* 113/112* 120/119* 131/130* 148/146* ENCOUNTERING AN UNEXPECTED STALL..
99/ 98* 102/101* 106/105* 113/112* 123/122* 138/138* STALL TRAINING PROCEDURES WITH THE 20° 87/ 88* 89/ 90* 93/ 94* 98/100* 108/109* 122/123*
AUTOPILOT ENGAGED ARE NOTED WITH AN ASTERISK* 40° 82/ 79* 84/ 80* 87/ 84* 92/ 90* 101/ 98* 113/110* *P. SOL A-42