Appendix A Figure A-27 MU-2B MARQUISE (-60), SOLITAIRE (-40), N (-36A), P (-26A)
CIRCLING APPROACH AT WEATHER MINIMUMS COMPLETE DESCENT AND APPROACH CHECKLISTS. A/S 150 KCAS (140 KCAS (MARQ, N), MIN. (135 KCAS SOL, P) MIN). PREVIEW APPROACH PLATE. RADIOS: TUNE & IDENTIFY. CHECK FINAL APPROACH FIX CROSSING ALTITUDE, MARKER RECEVER "ON IF REQUIRED CAT C 121 - 140 KCAS 1.7NM CATD 141 - 165 KCAS 2.3NM FROM APPROACH:
GEAR DOWN, FLAPS 5°, A/S 140 KCAS
TOUCHDOWN, RETARD POWER LEVERS TO FLIGHT MISSED APPROACH: IDLE STOP, THEN POWER LEVERS RETARD TO GO-AROUND, MAX GROUND IDLE, CHECK BOTH PROPS BETA.
POWER, PITCH TO 8°. REVERSE AND BRAKES AS REQUIRED.
CONTINUE WITH TWO NDA
ENGINE MISSED APPROACH PROFILE THRESHOLD:
(20% TORQUE), Vref A/S 140 KCAS (130 KCAS MIN). AS REQUIRED TO MAINTAIN CAT CORD CHECK SINK RATE 500-600 FPM (APPROX 50% TORQUE), NOT
BELOW CIRCLING MINIMUM DESCENT ALTITUDE FINAL CHECK. FLAPS 20P OR 40° CHECK
FINAL LANDING CONFIGURATION.
LANDING APPROACH SPEEDS - Vref 1.3 Vs1 1.5 Vs1 CAT C OR D TO MAINTAIN AS REQUIRED *MAX BANK 30° SLOWING TO Vref WEIGHT FLAPS 20° FLAPS 40° A/S 120 KCAS MIN, 7,500 LBS / 96 * / 99 * (20%-25% TORQUE), 8,000 LBS / 99 * /102 * 500-600 FPM 8,500 LBS 99 / 102 * 105 /106 * DESCENT 9,000 LBS 100 / 105 * 108 /109 * 9,500 LBS 102 / 108* 111/112 * 9,955 LBS / 111* /115 * 10,000 LBS 105 / 114 / LANDING ASSURED, DO NOT DESCEND 10,500 LBS 108 / 116 / CHECK GEAR DOWN, UNTIL WITHIN 30° OF 11,025 LBS 110 / 119 / FLAPS 20° COMPLETE RUNWAY CENTERLINE + P. BOL LANDING CHECKLIST A-62
Appendix A Figure A-28
WARNING MU-2B MARQUISE (-60), SOLITAIRE (-40), N (-36A), P (-26A) DO NOT USE CDFA APPROACH
ONE ENGINE INOPERATIVE CIRCLING APPROACH AT WEATHER MINIMUMS PROCEDURES DURING ENGINE
OUT CIRCLING APPROACH
COMPLETE DESCENT AND PROCEDURES CAT C 121 - 140 KCAS 1.7NM APPROACH CHECKLISTS.
CAT D 141 - 165 KCAS 2.3NM ** NOTE: ENGINE OUT CIRCLING
APPROACH SHOULD BE FLOWN WITH 5° FLAPS AND GEAR UP. WHEN MISSED APPROACH: FROM APPROACH: LANDING ASSURED, GEAR DOWN, CONTINUE WITH ENGINE OUT GEAR UP, FLAPS 5°, A/S 140 KCAS A/S 110 KCAS (MARQ, N). FLAPS 20°, SLOWING TO MISSED APPROACH A/S 105 KCAS (SOL, P).
PROFILE TOUCHDOWN. OPERATING ENGINE POWER LEVER SLOWLY RETARD TO CAUTION FLIGHT IDLE STOP, THEN POWER LEVER TO GROUND IDLE. CHECK PROP BETA. REVERSE AND BRAKES AS REQUIRED
ANTICIPATE SWERVE
TOWARD OPERATING ENGINE WHEN ENTERING BETA THRESHOLD FLAPS 20°, AS RAN TAN A/S 110 KCAS (MARQ, N). 105 KCAS (SOL, P).
A/S 140 KCAS (130 KCAS MIN). CAT C OR D CHECK SINK RATE (APPROX 70% TORQUE), 500-600 FPM
MINIMUM DESCENT ALTITUDE FINAL CHECK. FLAPS 20°,
CHECK FINAL LANDING
CONFIGURATION CAT C OR D TO MAINTAIN AS REQUIRED • MAX BANK 30° COMPLETE LANDING A/S 125 KCAS MIN. CHECKLIST
CAUTION WARNING
DO NOT USE SINGLE DO NOT ATTEMPT A CHECK DESCENT ENGINE POWER LEVER ABOVE FLIGHT IDLE.. SIMULATED FAILED THRUST WITH THE ENGINE REVERSE GEAR DOWN BELOW 400' AGL OR AFTER GO-AROUND WITH 20° FLAPS ARE SELECTED. CHECK FLAPS 5°, DONOT DESCEND UNTIL WITHIN 30° OF RUNWAY CENTERLINE DOWN, CHECK SINK PROFILE, LANDING RATE 500-600 FPM ASSURED, GEAR A-63
Appendix A Figure B-1 PRIOR TO TAKEOFF, CONSULT THE "WEIGHT FOR POSITIVE GRADIENT AFTER LIFTOFF® AND "SINGLE ENGINE RATE OF CLIMB® CHARTS FOR THE TAKEOFF FLAP SETTING SELECTED.
MU-2B J (-35), K (-25), L (-36), M(-26) NORMAL TAKE-OFF, 5° OR 20° FLAPS A/S 155 KCAS (J, L), 150 KCAS (K, M), MIN
TAKE OFF SPEEDS
AFTER GEAR IS FULLY RETRACTED, IF FOR ROTATE SPEEDS SEE FLAPS 20° ADJUST PITCH TO TABULAR CHART ON ACCELERATE. 130 KCAS (K, MOD S/R10)(K, COMPLETE AFTER T/O REVERSE SIDE OF NOT MOD S/R10), 140 KCAS (J, L, M) AND CLIMB CHECKLIST PROFILE. RETRACT FLAPS TO 5°. INCREASE PITCH TO APPROX. 10°, THEN FLAPS UP.
NORMAL PITCH.
APPROX 8°- FLAPS 20° ACCELERATE TO APPROX 10-12° -FLAPS 5° DESIRED CLIMB SPEED
POS RATE, NO RUNWAY REMAINING FOR LANDING, GEAR UP. IF 20° FLAPS 113 KCAS MIN. IF 5° FLAPS 120 KCAS (J, L) 125 KCAS (K, M) MIN * TORQUE 90% OR 600° EGT / 875° ITT,
WHICHEVER OCCURS FIRST. BETA LIGHTS VR - ROTATE 13° OUT. RELEASE BRAKES. RAM RISE WILL CAUSE MAX NOSE UP PITCH
TORQUE OR TEMP TO
RISE TO MAXIMUM
TAKEOFF POWER DURING TAKEOFF ROLL. * NOTE: IF RUNWAY LENGTH OR OBSTACLE CLEARANCE IS
CRITICAL, SET POWER TO
TORQUE OR TEMP MAXIMUM,
WHICHEVER OCCURS FIRST
RETARD POWER LEVERS AS
REQUIRED TO MAINTAIN
MAXIMUM ALLOWABLE TORQUE OR TEMP.
A-64
Appendix А Figure B-1a
TAKE OFF SPEEDS ROTATE FLAPS 5° K 11,575 LBS 11,000 LBS 10,800 LBS 10,470 LBS 10,000 LBS 9,920 LBS 108 9,500 LBS 107 9,000 LBS 106 8,000 LBS 104 7,500 LBS 102 FLAPS 20° K M 11,575 LBS 105 11,000 LBS 103 10,800 LBS 105 10,470 LBS 103 10,000 LBS 102 102 100 9,920 LBS 102 9,500 LBS 101 101 101 100 9,000 LBS 100 100 100 100
8.000 LBS 99 99 100 7 500 L RS 98 A-65
Appendix A Figure B-2 MU-2B J (-35), K (-25), L (-36), M(-26) 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 THE TAKEOFF FLAP SETTING SELECTED.
J, K, L, M APPROX 300-400 FEET (OBSTRUCTION CLEARANCE). IF FLAPS 20° ADJUST PITCH TO ACCELERATE. 130 KCAS (K, MOD S/R10) (K, NOT MOD S/R10), 140 KCAS (J, L, M), FLAPS 5° FLAP SETTING UP 20° 5° Vxse KCAS) 140 / 135 * 130 / 130 * 125 / 125 * Vvse (KCAS) 150 / 150 * 135 / 130 * 140 / 140 * COMPLETE AFTER TAKE-OFF AND A/S 150 KCAS.
ENGINE SHUTDOWN *K, M CHECKLIST PITCH TO MAINTAIN Vxse MIN, APPROX 8° PITCH, A/S 150 KCAS MIN 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
POSITIVE RATE, NO RUNWAY REMAINING FOR LANDING, GEAR UP. IF 20° FLAPS 113 KCAS MIN. IF 5° FLAPS 120 KCAS (J, L) MIN, 125 KCAS (K, M) MIN
MAKE NORMAL T/O ** IF SUFFICIENT RUNWAY CAUTION REMAINS, OR UNABLE TO CLIMB:
GEAR DOWN, REDUCE POWER TO FAILURE (NOT LESS SIMULATED ENGINE THAN 200FT AGL) A/S APPROPRIATE FOR WEIGHT, 105KCAS (J, L), 100KCAS (K, M). LAND STRAIGHT AHEAD USING A-66
Appendix A Figure B-3 MU-2B J (-35), K (-25), L (-36), M(-26)
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 SPEEDS.
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
CAUTION MASTER SWITCH TO
EMERGENCY
DO NOT USE SINGLE
ENGINE REVERSE THRUST
WITH THE SIMULATED
FAILED ENGINE POWER
LEVER ABOVE FLIGHT IDLE A-67
Appendix A Figure B-4 MU-2B J (-35), K (-25), L (-36), M(-26)
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
RETURN TO THE RUNWAY SURFACE OR
WARNING TO FLY BEYOND AIRPORT BOUNDARY
TO SUITABLE LANDING AREA
DO NOT LET AIRSPEED
DECELERATE BELOW SINGLE ENGINE AIRSPEED.
105 KCAS (J, L) 100 KCAS (K, M) MIN ENGINE FAILS
POS RATE, NO RUNWAY REMAINING FOR LANDING, GEAR UP.
IF 20° FLAPS 113 KCAS MIN. IF 5° FLAPS 120 KCAS (J, L) 125 KCAS (K, M) MIN PROPELLERS BETA, THEN
REVERSE AND BRAKES AS
REQUIRED ROTATE
IF RUNWAY REMAINS OR A LANDING CAN
POWER SET, SURFACE, CHECK GEAR DOWN, FLAPS SAFELY BE MADE ON THE AIRPORT CAUTION
RELEASE BRAKES POWER ON OPERATING ENGINE AS REMAIN IN TAKE-OFF POSITION, ANTICIPATE SWERVE TOWARD OPERATING LAND USING SINGLE ENGINE AIRSPEED, 105 KCAS (J, L), 100 KCAS (K, M) REQUIRED TO LAND. ENTERING BETA ENGINE WHEN A-68
Appendix A Figure B-5 MU-2B J (-35), K (-25), L (-36), M(-26)
STEEP TURNS
SET HEADING START NORMAL TURN, POWER BUG TO ROLL AS REQUIRED. INCREASE OUT HEADING APPROXIMATELY 10% TORQUE *CLEAR AREA, 50° BANK ESTABLISHED.
GEAR UP, FLAPS PITCH UP UP, A/S 180 KCAS, APPROXIMATELY 2° TO TRIM A/C 3° OR AS 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-69
Appendix A Figure B-6 MU-2B J (-35), K (-25), L (-36), M(-26)
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. J, K, L, M
START WITH CLEAN CONFIGURATION AND CHANGE AIRCRAFT CONFIGURATION J/L/K/M J/L/K/M FROM CLEAN TO FULL FLAP AND GEAR IN STAGES. USE AMAXIMUM OF 15° BANK ANGLE OF BANK 15° AND PERFORM HEADING CHANGES OF 90° LEFT AND RIGHT. CONSTANT ALTITUDE FLAPS IS REQUIRED THROUGHOUT. UP 104/106/101/104 107/108/103/106 MAINTAIN 115 KCAS IN ALL CONFIGURATIONS.
5° 98/ 99/ 95/ 98 100/101/ 97/100 **APPROXIMATE POWER SETTINGS ARE: 20° 86/ 87/ 85/ 87 88/ 89/ 87/ 89 40° 79/ 81/ 76/ 78 82/ 83/ 78/ 80 CLEAN TORQUE (35%) PER ENGINE APPROX PITCH +12 5° FLAP TORQUE (32%) PER ENGINE APPROX PITCH +8 Vmo FLAPS 5° 99 KCAS (J, L), 100 KCAS (K, M) 5° FLAP & GEAR TORQUE (44%) PER ENGINE APPROX PITCH +9 PLAPS 20°-90 KCAS (J), 99 KCAS (L), 90 KCAS (K. M) 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 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-70
Appendix A Figure B-7 MU-2B J (-35), K (-25), L (-36), M(-26)
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). POWER ON SIMULATED FAILED ENGINE TO ZERO TAKEOFF POWER SLOWLY APPLY OPERATIVE ENGINE AS NECESSARY FOR ZERO SIDE MAINTAIN BANK AND BALANCE BALL TOWARD THE GEAR HORN MAY SOUND CONTINUOUSLY. IF SLIP (APPROX 3° BANK/1/3 BALL) CAUTION OPERATIVE ENGINE WHILE INCREASING ON SIMULATED DECELERATE 1 KCAS PER PITCH TO AT Vmc PLUS 15 KCAS, OPERATIVE ENGINE AND RECOVER TO ADD POWER TO SIMULATED A/S 125 KCAS TRIMMED
CIRCUIT BREAKER, THEN CIRCUIT BREAKER MUST BE INSTRUCTOR ELECTS TO DISABLE GEAR HORN WITH RESET PRIOR TO LANDING MAINTAINING BANK SECOND WHILE STRAIGHT AND LEVEL FLIGHT FOR STRAIGHT AND LEVEL FLIGHT
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 EMPHASIZED DURING THIS MANEUVER. RUDDER BLOCKING BY THE RECOGNITION AND RECOVERY IS THE PRIMARY OBJECTIVE OF THIS INSTRUCTOR TO PRODUCE LOSS OF DIRECTIONAL CONTROL AT TECHNIQUES. SEAT POSITION AND RUDDER TRAVEL SHOULD BE EARLY 5,000% AGL MIN. ALT. TO CAUSE LOSS OF CONTROL AT Vmc BLOCKS RUDDER PLUS 10 KCAS DIRECTIONAL PITCH AND POWER ON ACTIVATES, REDUCE OPERATIVE ENGINE, IF STALL WARNING SIMULATED
AND RECOVER 20° FLAPS - Vmc 90 KCAS (J) 99 KCAS (L) 93 KCAS (K, M) 5° FLAPS - Vmc 99 KCAS (J, L) 100 KCAS (K, M) "V$ SE 125 KCAS" A-71
Appendix A Figure B-8 MU-2B J (-35), K (-25), L (-36), M(-26)
APPROACH TO STALL CLEAN CONFIGURATION /WINGS LEVEL ON STALL RECOGNITION (STICK SHAKER OR "ONSET® BUFFET), CALL THE "STALL", *DISCONNECT AUTOPILOT IF ON,
CLEAR AREA, CONDITION LEVERS
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) ALTITUDE UNTIL FIRST INDICATION OF A STALL..
MAINTAIN LEVEL FLIGHT * OR ALLOW AUTOPILOT TO HAS BEEN ACHIEVED AND AS A/S AFTER A SAFE FLIGHT CONDITION TRIM FOR 120 KCAS CONTINUE TO TRIM NOSE UP INCREASES ABOVE 120 KCAS,
WHILE MAINTAINING ALTITUDE BEGIN CLIMB TO ORIGINAL UNTIL FIRST INDICATION OF A ALTITUDE AND/OR FLIGHTPATH.
STALL..
INSTRUCTOR NOTE: STALL SPEEDS ADVISORY CIRCULAR 120-109 STATES THAT FLAPS SET UP 5 20 40 DURING TRAINING SHOULD INCLUDE BOTH PERFORMANCE OF STALL MANEUVERS GR.WT. K/M/J/I K/M/J/L K/M/J/L K/M/J/L TAUGHT HOW TO RESPOND APPROPRIATELY AUTOPILOT ENGAGED. PILOTS SHOULD BE ENCOUNTERING AN UNEXPECTED STALL. MANUAL FLIGHT AND FLIGHT WITH TO THE STARTLE FACTOR WHEN 5,000 AGL MIN. ALT 7,000 7,500 8,000 9,000 8.500 9,500 85/ 85/ 88 / 8B/ 91/ 91/ 90/ 94/ 94/ 93/ 97/ 96/ 95/ 93 99 /99/ 98/ 96 80/ 80/ 83/ 83/ B6/ 85/ 84/ 91/ 91/ 89/ 88 89/ 88/ 87/ 93/ 93/ 92/ 90 74/ 75/ 79/ 79/ 77/ 82/ 81/ 79/ 77 84/ 83/ 81/ 79 72/ T2/ 77/ 77/ 74/ 67/ 68/ 84/ 84/ 69/ 68/ 09 71/ 70/ 71/ 73/ 72/ 73/ 72 75/ 74/ 75/ 74 9,920 101/ 95/ 85/ 78/ 10,000 /102/100/ 98 / 96/ 94/ 92 / 88/ 84/ 81 / 78/ 77/ 78 STALL TRAINING PROCEDURES WITH THE 10.470 /104/ / 98 / BB/ / TB/ AUTOPILOT ENGAGED ARE NOTED WITH AN 10,500 /103/101 / 98/ 94 / 85/ 83 / 79/ 77 ASTERISK* 10,800 /104/ / B8/ / BO/ 78 11,000 /103 / 97 / 85 / 79
11.500 /108 / 99 / 87 / 81 A-72
Appendix A Figure B-9 MU-2B J (-35), K (-25), L (-36), M(-26)
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 AT4 TO 9 KCAS ABOVE STALL
CONTINUE TO APPLY AFT FLAPS 5° OR 20°, GEAR DOWN, (20% TORQUE) CONTROL, WHILE MAINTAINING INDICATION OF A STALL.. ALTITUDE UNTIL FIRST AFTER A SAFE FLIGHT CONDITION HAS BEEN ACHIEVED AND AS A/S INCREASES ABOVE 120 KCAS, POWER AS REQUIRED MINIMUM, FLAPS UP A/S 140 KCAS * 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 STALL.. IF FLAPS 20°, RETRACT FLAPS TO 5°, INCREASE PITCH TO APPROX. 10°.
INSTRUCTOR NOTE:
STALL SPEEDS (APPROXIMATE) STATES THAT PERFORMANCE OF ADVISORY CIRCULAR 120-109 AT MAXIMUM GROSS TAKEOFF WEIGHT
STALL MANEUVERS DURING J, K, L, M MANUAL FLIGHT AND FLIGHT WITH TRAINING SHOULD INCLUDE BOTH BANK ANGLE 10 20 30 50 60 AUTOPILOT ENGAGED. PILOTS MIN. ALT.
SHOULD BE TAUGHT HOW TO 5,000' AGL FLAPS J/L/K/M J/L/K/M J/L/K/M J/L/K/M J/L/K/M J/L/K/M
RESPOND APPROPRIATELY TO THE STARTLE FACTOR WHEN UP 106/107/102/105 10B/109/105/108 112/114/109/112 120/121/116/120 130/132/128/130 148/150/143/147
ENCOUNTERING AN UNEXPECTED STALL.. 99/100/98/ 98 101/102/ 98/101 105/107/102/105 112/113/109/112 122/123/119/122 13B/140/134/138 20= 87/ 8B/ 86/ 88 89/ 90/ B8/ 90 92/ 94/ 92/ 94 98/100/ 97/100 108/109/107/109 122/123/120/123 STALL TRAINING PROCEDURES 40= 81/ 82/ 77/ 79 83/ 84/ 79/ 81 08/ 87/ 82/ 84 92/ 93/ 87/ 90 100/102/ 96/ 98 112/115/108/110
WITH THE AUTOPILOT ENGAGED ARE NOTED WITH AN ASTERISK* A-73