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
Appendix A Figure B-10 MU-2B J (-35), K (-25), L (-36), M(-26)
APPROACH TO STALL LANDING
CONFIGURATION GEAR DOWN -
FULL FLAPS
CLEAR AREA, CONDITION LEVERS T/O AND LAND, SYNC OFF, ON STALL RECOGNITION (STICK SHAKER OR "ONSET BUFFET), CALL THE "STALL", 120/130 KCAS, AIRCRAFT TRIMMED *DISCONNECT AUTOPILOT IF ON, * OPTIONAL AUTOPILOT ON FOR IMMEDIATELY AND SIMULTANEOUSLY REDUCE ANGLE OF ATTACK UNTIL STALL AIRCRAFT WITHOUT AUTOMATIC AUTOPILOT DISCONNECT. POWER SLOWLY AS APPROPRIATE, FLAPS 20°, POSITIVE RATE, GEAR UP, TRIM AS INDICATIONS CEASE AND LEVEL WINGS IF IN A BANK, ACCELERATE, INCREASE NECESSARY. STALL WARNING MAY ACTIVATE AT 4 TO 9 KCAS ABOVE STALL. FLAPS UP POWER AS A/S 140 KCAS MIN, REQUIRED FLAPS 20°, GEAR DOWN, (20% TORQUE) CONTINUE TO APPLY AFT
CONTROL, WHILE MAINTAINING AFTER A SAFE FLIGHT CONDITION A/S 120 KCAS, ALTITUDE UNTIL FIRST HAS BEEN ACHIEVED AND AS A/S FLAPS FULL 20% INDICATION OF A STALL.. INCREASES ABOVE 120 KCAS, TORQUE, * OR ALLOW AUTOPILOT TO BEGIN CLIMB TO ORIGINAL MAINTAIN LEVEL CONTINUE TO TRIM NOSE UP ALTITUDE AND/OR FLIGHTPATH.
FLIGHT, TRIM WHILE MAINTAINING ALTITUDE FOR 120 KCAS UNTIL FIRST INDICATION OF A A/S 130 KCAS, IF FLAPS STALL.. 20°, RETRACT FLAPS TO 5° INCREASE PITCH TO APPROX. 10°.
INSTRUCTOR NOTE:
ADVISORY CIRCULAR 120-109 STALL SPEEDS STATES THAT PERFORMANCE OF FLAPS SET 5 20 40
STALL MANEUVERS DURING TRAINING SHOULD INCLUDE BOTH GR.WT. K/M/ J/L K/M/J/L K/M/ J/L KIM/JIL RESPOND APPROPRIATELY TO THE MANUAL FLIGHT AND FLIGHT WITH AUTOPILOT ENGAGED. PILOTS SHOULD BE TAUGHT HOW TO 5,000 AGL MIN. ALT. 7,000 7,500 8,000 8,500 85/ 85/ BB / BB/ 91/ 91/ 90/ 94/ 94/ 93/ B8/ 85/ 84/ BO/ BOV B3/ B3/ 89/ 8B/ 87/ 72/ T2/ 77/ 77/ 74/ 74/ 75/ 79/ 79/ 77/ 69/ 68/ 69 84/ 84/ 87/ 88/ 71/ 70/ 71/ ENCOUNTERING AN UNEXPECTED STARTLE FACTOR WHEN 9,000 9,500 97/ 96/ 95/ 93 99 /99/ 98/ 98 91/ 91/ 89/ 88 90/ 90/ 92/ 90 82/ 81/ 79/ 77 84/ 83/ 81/ 79 75/ 74/ 75/ 74 73/ 72/ 73/ 72 STALL.. 9,920 101/ 95/ 85/ 78/ 10,000 /102/100/ 98 / 98/ 94/ 922 / 88/ 84/ 81 / 76/ 77/ 76 10,470 /104/ / BB/ / 7B/ STALL TRAINING PROCEDURES 10,500 /103/101 / 96/ 94 / 851 83 / 79/ 77 WITH THE AUTOPILOT ENGAGED 10.800 /104/ / 97/ / BO/ 7B ARE NOTED WITH AN ASTERISK* 11,000 /103 / 97 / 85 / 79 11,500 /106 / 99 / 87 / 81 A-74
Appendix A Figure B-11 MU-2B J (-35), K (-25), L (-36), M(-26)
ACCELERATED STALLS CLEAR AREA, CONDITION CLEAN, A/S 115 KCAS, INITIATE PROGRESSIVE BANK TOWARD A LEVERS T/O AND LAND, A/C POWER AND TRIM 60° BANK ANGLE
SYNC OFF FOR LEVEL FLIGHT
APPLY BACKPRESSURE TO
MAINTAIN ALTITUDE UNTIL
FIRST INDICATION OF A STALL OR "ONSET" BUFFET.
* 140KCAS * 130KCAS FLAPS UP FLAPS TO 5° * POSITIVE
RATE, GEAR UP ACCELERATE TO 140 KCAS, ON STALL RECOGNITION (STICK SHAKER OR POWER AS REQUIRED "ONSET" BUFFET), CALL THE "STALL",
AFTER A SAFE IMMEDIATELY AND SIMULTANEOUSLY
STALL SPEEDS (APPROXIMATE) FLIGHT CONDITION REDUCE ANGLE OF ATTACK UNTIL STALL
BANK AT MAXIMUM GROSS TAKEOFF WEIGHT J, K, L, M ACHIEVED AND AS HAS BEEN ACCELERATE, INCREASE POWER SLOWLY AS INDICATIONS CEASE, LEVEL WINGS, ANGLE 10 20 30 40 50 60 A/S INCREASES APPROPRIATE, TRIM AS NECESSARY FLAPS JIL/KIM JILIKIM JILIKIM J/L/K/M J/LIK/M JILIKIM ABOVE 120 KCAS, BEGIN CLIMB TO STALL WARNING MAY ACTIVATE AT 4 TO 9 KCAS ABOVE STALL.
UP 106/107/102/105 108/109/105/108 112/114/109/112 120/121/116/120 130/132/126/130 148/150/143/147 ORIGINAL ALTITUDE 5° 99/100/ 96/98 101/102/ 98/101 105/107/102/105 112/113/109/112 122/123/119/122 138/140/134/138 FLIGHTPATH. AND/OR 20° 87/ 88/ 86/ 88 89/ 90/ 88/90 92 /94/92/ 94 98/100/97/100 108/109/107/109 122/123/120/123 40° 81/ 82/ 77/ 79 83/ 84/ 79/ 81 86/ 87/ 82/ 84 92/ 93/ 87/ 90 100/102/96/98 112/115/108/110 A-75
Appendix A Figure B-12 MU-2B J (-35), K (-25), L (-36), M(-26)
EMERGENCY DESCENT (LOW SPEED) *CLEAR AREA, CRUISE POWER LEVERS F/. CONDITION LEVERS T/O AND LAND, CONFIGURATION START SYNC OFF. GEAR AND FLAPS EXTEND AT SPEEDS BASED AT ASSIGNED ALTITUDE. ON SCHEDULE FOR MODEL AND S/R10 COMPLIANCE UNTIL A/S 150 KCAS MIN. FULL FLAPS ARE DEPLOYED SIMULATE EXPLOSIVE ESTABLISH DESCENT IN A 30° BANK, NOSE DOWN DECOMPRESSION AT APPROXIMATELY 20°, UNTIL REACHING MAXIMUM FULL ASSIGNED ALTITUDE FLAP SPEED ALLOWED (Vfe), THEN RAISE THE NOSE OXYGEN MASKS ON TO MAINTAIN SPEED.
"DECLARE EMERGENCY" *WHILE CLEARING THE AREA, AFTER ESTABLISHING DESCENT, ROLL CHECK 1000 FT COORDINATE WITH AIR TRAFFIC CONTROL TO CLEAR TRAFFIC AT LOWER ALTITUDES. STEADY HEADING OR AS REQUIRED BY ATC. WINGS LEVEL. CONTINUE DESCENT ON ABOVE LEVEL OFF ALTITUDE GEAR/FLAP SPEEDS 500' ABOVE, START LEVEL OFF
FOR GEAR/FLAP SPEEDS SEE
TABULAR CHART ON REVERSE SIDE OF PROFILE. COMPLETE EXERCISE AT ASSIGNED ALTITUDE REDUCE TO 120 KCAS AND CLEAN UP A/C. **DO
NOT RAISE FLAPS UNTIL A/C IS BELOW MAXIMUM ALLOWABLE Vfo SPEED FOR FULL FLAPS.
A-76
Appendix А Figure B-12a
GEAR AND FLAP EXTEND SCHEDULE (K+ AND J+ ARE MODIFIED BY S/R10) GEAR K, K+: 160 KCAS M, J, d+: 170 KCAS L: 175 KCAS FLAPS 20° 40° J: S/N 548 - 609 NOT MODIFIED BY S/R10 146 KCAS 146 KCAS 120 KCAS J+: S/N 548 - 609 MODIFIED BY S/R10 AND S/N 610 - 654 175 KCAS 146 KCAS 120 KCAS K: S/N 239 - 279 NOT MODIFIED BY S/R10 140 KCAS 140 KCAS 120 KCAS K+: S/N 239 - 279 MODIFIED BY S/R10 AND S/N 280 - 318 175 KCAS 140 KCAS 120 KCAS L / M 175 KCAS 155 KCAS 120 KCAS A-77
Appendix A Figure B-13 MU-2B J (-35), K (-25), L (-36), M(-26)
EMERGENCY DESCENT (HIGH SPEED) *CLEAR AREA, CRUISE POWER LEVERS F/I. NOTE
CONFIGURATION START CONDITION LEVERS T/O AT ASSIGNED ALTITUDE. AND LAND SYNC OFF. DECREASE INDICATED A/S 150 KCAS MIN. AIRSPEED BY 5 KCAS BELOW 250 KCAS, FOR EACH 1,000 FT ABOVE 21,300 FT
SIMULATE EXPLOSIVE
DECOMPRESSION AT ASSIGNED ALTITUDE. ESTABLISH DESCENT IN A 30° BANK, ACCELERATING DECLARE EMERGENCY OXYGEN MASKS ON. TO VMo (250 KCAS). INITIAL 15-20° NOSE DOWN, REDUCING TO APPROX. 8° NOSE DOWN AS A/S APPROACHES Vmo (250 KCAS).
CHECK 1000 FT *WHILE CLEARING THE AREA, AFTER ESTABLISHING DESCENT, KEEP WINGS ABOVE LEVEL TO CLEAR TRAFFIC AT LOWER ALTITUDES. COORDINATE WITH AIR TRAFFIC CONTROL LEVEL, CONTINUE DESCENT ON STEADY HEADING OR AS REQUIRED BYATC OFF ALTITUDE 700 FT ABOVE, START