Appendix A Figure B-26a LANDING APPROACH SPEEDS Vref
J, K, L, M FLAPS 20° (1.3 Vs1) FLAPS_40° (1.5 Vs1)
WEIGHT K M K M 7,000 93 96 96 7,500 96 100 93 99 100 100 100 103 96 103 103 103 103 106 100 99 106 106 106 105 106 109 103 99 109 109 109 108 9,435 108 112 9,500 112 106 103 112 112 111 9,955 115 115 10,000 109 105 115 114 10,260 110 117 10,500 108 117 11,000 110 119 11,025 110 119 A-93
Appendix A Figure B-26b MU-2B J (-35), K (-25), L (-36), M(-26)
ONE ENGINE INOPERATIVE STRAIGHT-IN NONPRECISION APPROACH **OPTIONAL USE OF CONTINUOUS DESCENT FINAL APPROACH (CDFA) NOTE A/S 140KCAS (130 KCAS MIN. (50%-60% TORQUE), EITHER THIS PROCEDURE, OR FLAPS 5° (IF INSTALLED). DESCEND 500 FPM TO ALTERNATELY PROFILE B-26 PROCEDURE TURN ALTITUDE OR OTHER MUST BE DEMONSTRATED. APPROACH SEGMENT ALTITUDE FLAPS 5° (IF INSTALLED), 140 KCAS (130 KCAS MIN) COMPLETE DESCENT AND APPROACH (50%-60% TORQUE) CHECKLISTS. A/S 150 KCAS 140KCAS (J, L) MIN, 135KCAS (K, M) MIN. REVIEW APPROACH PLATE RADIOS: TUNE & IDENTIFY. CHECK FINAL APPROACH FIX CROSSING ALTITUDE.
**CALCULATE VDA.
A/S 140 KCAS (130 KCAS MIN.)
*VDP CAUTION - STEPDOWN FIXES (50%-60% TORQUE), FLAPS 5°
VISUAL DESCENT POINT **DURING ALL APPROACHES,
AN APPROACH USE CDFA THAT MEETS ALL LANDING ASSURED, CHECK GEAR DOWN,
CONSTRUCTED WITH A VDP ALTITUDE CONSTRAINTS APPROACHING FIX INBOUND, LANDING SHOULD HAVE THE CHECKLIST COMPLETE A/S 120 KCAS MIN.
AIRCRAFT CROSS THE MDA AT OR BEYOND THE VDP. **DERIVED DECISION ALTITUDE (DDA) A/S140 KCAS (130 KCAS MIN) (20%-30% TORQUE),
MDA BEGIN CALCULATED DESCENT RATE AT FAF
WARNING DO NOT ATTEMPT A MISSED APPROACH: *VDP
GO-AROUND WITH CONTINUE WITH GEAR DOWN BELOW 400% AGL OR AFTER MISSED APPROACH ENGINE OUT FINAL CHECK, FLAPS 20°, CHECK FINAL LANDING CONFIGURATION, 20° FLAPS ARE PROFILE SLOWING TO CROSS THRESHOLD AT 110 KCAS (J, L, 105 KCAS (K, M) BEFORE LANDING CHECKLIST COMPLETE SELECTED.
CAUTION TOUCHDOWN, OPERATING ENGINE POWER LEVER SLOWLY RETARD TO FLIGHT IDLE STOP. THEN POWER LEVER GROUND IDLE, CHECK DO NOT USE SINGLE PROP BETA. REVERSE AND BRAKES AS REQUIRED.
ENGINE REVERSE THRUST WITH THE *CAUTION
SIMULATED FAILED
ENGINE POWER WHEN USING CDFA METHOD, MISSED
LEVER ABOVE FLIGHT APPROACH MUST BE EXECUTED UPON IDLE REACHING DDA. DESCENT BELOW MDA
DURING MISSED APPROACH NOT
AUTHORIZED A-94
Appendix A Figure B-27 MU-2B J (-35), K (-25), L (-36), M(-26)
CIRCLING APPROACH AT WEATHER MINIMUMS COMPLETE DESCENT AND APPROACH CHECKLISTS.
A/S 150KCAS 140 KCAS (J, L) MIN, 135 KCAS (K, M) MIN.
REVIEW APPROACH PLATE. RADIOS: TUNE & IDENTIFY.
CHECK FINAL APPROACH FIX ALTITUDE.
CAT C 121 - 140 KCAS 1.7NM CAT D 141 - 165 KCAS 2.3NM FROM APPROACH: GEAR DOWN, FLAPS 5° (IF INSTALLED), A/S 140 KCAS
TOUCHDOWN, RETARD POWER LEVERS TO FLIGHT IDLE STOP, MISSED APPROACH: THEN POWER LEVERS RETARD TO START (GROUND IDLE),
GO-AROUND, MAX CHECK BOTH PROPS BETA, REVERSE AND BRAKES AS POWER, PITCH TO 8° REQUIRED.
CONTINUE WITH TWO
ENGINE MISSED APPROACH PROFILE THRESHOLD:
(10%-20% TORQUE) AS REQUIRED TO MAINTAIN Vref CHECK SINK RATE A/S 140 KCAS (130 KCAS MIN.) CAT CORD 500-600 FPM (APPROX 50% TORQUE), NOT
BELOW CIRCLING MINIMUM DESCENT ALTITUDE FINAL CHECK. FLAPS 20° OR 40° CHECK LANDING APPROACH SPEEDS Vref FINAL LANDING CONFIGURATION.
WEIGHT FLAPS 20° (1.3 VS1 J,K, L. M FLAPS 40° (1.5 V$1) MY ! CAT C OR D AS REQUIRED TO MAINTAIN MAX BANK SLOWING TO Vref 7,000 7,500 93 95 100 95 93 99 100 96 100 30° A/S 120 KCAS MIN,
8.000 8,500 9.000 100 103 106 103 109 106 103 100 96 99 99 103 106 109 103 106 109 103 106 109 (20%-25% TORQUE), 500-600 FPM
9.435 108 112 DESCENT 9,500 112 106 103 112 112 9 955 115 115
10.000 109 105 115 10 260 110 117 10,500 11.000 11.025 110 110 108 CHECK GEAR DOWN, LANDING ASSURED UNTIL WITHIN 30° OF DO NOT DESCEND FLAPS 20° COMPLETE RUNWAY CENTERLINE
LANDING CHECKLIST A-95
Appendix A Figure B-28 WARNING MU-2B J (-35), K (-25), L (-36), M(-26) DO NOT USE CDFA APPROACH
PROCEDURES DURING ENGINE
ONE ENGINE INOPERATIVE CIRCLING APPROACH AT WEATHER MINIMUMS OUT CIRCLING APPROACH
COMPLETE DESCENT AND PROCEDURES
APPROACH CHECKLISTS CAT C 121 - 140 KCAS 1.7NM CAT D 141 - 165 KCAS 2.3NM ** NOTE: ENGINE OUT CIRCLING APPROACH SHOULD BE FLOWN WITH 5° MISSED APPROACH: FROM APPROACH: FLAPS AND GEAR UP. WHEN LANDING CONTINUE WITH ENGINE OUT GEAR UP, FLAPS 5°, A/S 140 KCAS ASSURED, GEAR DOWN, FLAPS 20°, SLOWING TO MISSED APPROACH A/S 110 KCAS (J, L), PROFILE A/S 105 KCAS (K, M) TOUCHDOWN. OPERATING ENGINE POWER LEVER SLOWLY RETARD TO CAUTION NDA FLIGHT IDLE STOP, THEN POWER LEVER TO START (GROUND IDLE).
CHECK PROP BETA. REVERSE AND BRAKES AS REQUIRED.
ANTICIPATE SWERVE
TOWARD OPERATING ENGINE WHEN ENTERING BETA THRESHOLD FLAPS 20P.
A/S 110 KCAS (J, L), 105 KCAS(K, M) A/S 140 KCAS (130 KCAS MIN.) CHECK SINK RATE (APPROX 70% TORQUE), 500-600 FPM
NOT BELOW CIRCLING
MINIMUM DESCENT ALTITUDE FINAL CHECK. FLAPS 20°,
CHECK FINAL LANDING AS REQUIRED CONFIGURATION.
CAT C OR D TO MAINTAIN MAX BANK 30° COMPLETE LANDING A/S 125 KCAS MIN.
CHECKLIST
CAUTION WARNING
DO NOT USE SINGLE DO NOT ATTEMPT A CHECK DESCENT THRUST WITH THE ENGINE REVERSE GEAR DOWN BELOW GO-AROUND WITH CHECK FLAPS 5°, DO NOT DESCEND UNTIL WITHIN PROFILE, LANDING ASSURED, GEAR ENGINE POWER LEVER SIMULATED FAILED 400' AGL OR AFTER 20° FLAPS ARE 30° OF RUNWAY CENTERLINE DOWN. CHECK SINK RATE 500-600 FPM
ABOVE FLIGHT IDLE SELECTED A-96
Appendix A Figure C-1 MU-2B B, D (-10), F (-20), G (-30) NORMAL TAKE-OFF, 5° OR 20° FLAPS PRIOR TO TAKEOFF, CONSULT THE "WEIGHT FOR
POSITIVE GRADIENT AFTER LIFTOFF AND "SINGLE ENGINE RATE OF CLIMB® CHARTS FOR A/S 140 KCAS (B, D), 150 KCAS THE TAKEOFF FLAP SETTING SELECTED. (F), 155 KCAS (G) MIN.
TORQUE AND EGT LIMITS TAKEOFF SPEEDS AFTER GEAR IS FULLY RETRACTED, IF FLAPS 20° ADJUST PITCH TO ACCELERATE. RETRACT FLAPS TO _FOR TORQUE AND EGT LIMITS 5°. INCREASE PITCH TO APPROX. 10°, 130 KCAS AND TAKEOFF SPEED CHARTS (F, NOT MOD S/R10), 140 KCAS (F, MOD S/R10), COMPLETE AFTER T/O SEE TABULAR CHARTS ON 130 KCAS (B, D), 140 KCAS (G), THEN FLAPS UP. AND CLIMB CHECKLIST REVERSE SIDE OF PROFILE.
NORMAL PITCH.
APPROX 8°- FLAPS 20°, APPROX 10-12° -FLAPS 5°
ACCELERATE TO
DESIRED CLIMB SPEED
POS RATE, NO RUNWAY REMAINING FOR LANDING, GEAR UP.
IF 20° FLAPS 113 KCAS MIN. IF 5° FLAPS 120 KCAS (G), 125 KCAS (B, D, F) MIN.
* TORQUE/PS/ OR TEMP
SET AT MAXIMUM LESS OCCURS FIRST. BETA 10% WHICHEVER VR - ROTATE 13° LIGHTS OUT. RELEASE MAX NOSE UP BRAKES. RAM RISE WILL PITCH
CAUSE TORQUE OR
TEMP TO RISE TO MAXIMUM TAKEOFF POWER DURING * NOTE: IF RUNWAY LENGTH OR TAKEOFF ROLL. OBSTACLE CLEARANCE IS
CRITICAL, SET POWER TO
TORQUE/PSI OR TEMP
MAXIMUM, WHICHEVER OCCURS FIRST. RETARD
POWER LEVERS AS REQUIRED
TO MAINTAIN MAXIMUM
ALLOWABLE TORQUE/PSI OR TEMP.
A-97
Appendix A Figure C-1a
TORQUE LIMITS TAKE OFF SPEEDS B, D 64 PSI FLAPS 5° ROTATE B÷ G F, G 60 PSI (STATIC) 10,800 LES 109 64 PSI (RAM CONDITIONS 5 MINUTES) 10,000 LBS 105 9,920 LBS 108 EGT LIMITS DEPEND ON OUTSIDE AIR TEMPERATURE, 9,500 LBS 107 103 CHECK EGT LIMITS PRIOR TO DEPARTURE. 9,350 LBS 111 111 9,000 LBS 110 110 106 101 8,930 LBS 109 8,000 LBS 107 107 107 104 100 7,500 LBS 106 106 106 102 7,000 LBS 104 104 104 FLAPS 20° B÷ D G 10,800 LBS 105 10,000 LBS 102 9,920 LBS 102 9,500 LBS 101 101 9,350 LBS 104 104 9,000 LBS 103 103 100 100 8,930 LBS 103
8.000 LBS 101 101 101 99 100 7,500 LBS 100 100 100 98 7,000 LBS 99 99 99 B: NOT MODIFIED BY S/B 036 AND S/B 092 B+: MODIFIED BY S/B 036 AND S/B 092 A-98
Appendix A Figure C-2 MU-2B B, D (-10), F (-20), G (-30) 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. APPROX 300-400 FEET (OBSTRUCTION CLEARANCE). IF FLAPS 20° ADJUST PITCH B, D /F/ G TO ACCELERATE 130 KCAS (B, D), Vyse (F, G) MIN. FLAPS TO 5° IF FLAPS 5° FLAP SETTING Vxse (KCAS) Vyse (KCAS) INSTALLED, PITCHAPPROX. 10° (IF FLAPS 5 NOT INSTALLED, FLAPS UP*, PITCH UP 5° 130 / 155/1 115 / 130 / 130 B/D 135 / 150 / 150 120 / 140 / 140 APPROX. 10° TO 13°.) COMPLETE AFTER TAKE-OFF AND A/S 150 KCAS.
20° 100 / 125 / 125 105 / 130 / 135 ENGINE SHUTDOWN CHECKLIST PITCH TO MAINTAIN Vxse 125 KCAS MIN, APPROX 8° PITCH, FLAPS 20°, APPROX 10°-12° PITCH, FLAPS 5°. MAINTAIN DIRECTIONAL CONTROL WITH RUDDER 140 KCAS (F w/SR 10), A/S 135 KCAS (B, D) AND MINIMUM SPOILER. FAILED ENGINE 135 KCAS (F w/o SR 10), CONDITION LEVER, EMERGENCY STOP; POWER 140 KCAS (G) MIN.
LEVER, TAKE OFF **, TRIM AIRCRAFT FLAPS UP*.
*IF SR 10 NOT INSTALLED,
MAXIMUM FLAP SPEED DURING RETRACTION IS 140 KCAS.
POS RATE, NO RUNWAY REMAINING DURING RETRACTION, PITCH TO FOR LANDING, GEAR UP. MAINTAIN 140 KCAS MAX UNTIL F 20° FLAPS 113 KCAS MIN. IF 5° FLAPS FLAPS UP.
120 KCAS (G) 125 KCAS (B, D, F)
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 THAN 200 FT AGL) A/S APPROPRIATE FOR WEIGHT, 100 KCAS (B, D) MIN 105 KCAS (F) MIN.
110 KCAS (G) MIN, A-99
Appendix A Figure C-3 MU-2B B, D (-10), F (-20), G (-30)
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.
ENGINE FAILS OR CLEAR RUNWAY
MALFUNCTION OCCURS OR EVACUATE
AIRCRAFT AS POWER LEVERS TO GROUND NECESSARY *
DLE, BRAKES AS NECESSARY
REVERSE THRUST AS REQUIRED. USE NOSE WHEEL
STEERING, BRAKES, AND/OR
REVERSE THRUST TO
MAINTAIN DIRECTIONAL NOTIFY TOWER CONTROL. OF ABORT
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-100
Appendix A Figure C-4 MU-2B B, D (-10), F (-20), G (-30)
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 THE RUNWAY SURFACE OR TO
WARNING FLY BEYOND AIRPORT BOUNDARY TO
DO NOT LET AIRSPEED SUITABLE LANDING AREA
DECELERATE BELOW SINGLE ENGINE AIRSPEED.
105 KCAS (G) 100 KCAS (B, D, F) MIN. ENGINE FAILS
POS RATE, NO RUNWAY REMAINING FOR LANDING, GEAR UP.
IF 20° FLAPS 113 KCAS MIN. IF 5° FLAPS 120 KCAS (G), 125 KCAS (B, D, F) MIN. 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 LAND USING SINGLE ENGINE AIRSPEED, POWER ON OPERATING ENGINE AS REQUIRED TO LAND. 100 KCAS MIN (B, D) TOWARD OPERATING ENTERING BETA ENGINE WHEN 105 KCAS MIN( F) 110 KCAS MIN (G) A-101
Appendix A Figure C-5 MU-2B B, D (-10), F (-20), G (-30)
STEEP TURNS
SET HEADING START NORMAL TURN POWER AS BUG TO ROLL REQUIRED. (INCREASE OUT HEADING APPROXIMATELY 10% TORQUE) *CLEAR AREA, 50° BANK GEAR UP, FLAPS ESTABLISHED. PITCH UP, A/S 180 KCAS, UP APPROXIMATELY TRIM A/C 2° TO 3º 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-102
7/22/16 681600 Figure C-6 MU-2B B, D (-10), F (-20), G (-30)
SLOW FLIGHT MANEUVERING
MINIMUM CONTROLLABLE AIRSPEED SLOW FLIGHT MANEUVERING IS CONDUCTED ASFOLLOWS: STALL SPEEDS (APPROXIMATE)
AT MAXIMUM GROSS TAKEOFF WEIGHT CLEAR THE AREA PRIOR TO BEGINNING THE MANEUVER. B, B+, D, F, G START WITH CLEAN CONFIGURATION AND CHANGE AIRCRAFT CONFIGURATION B/B+/D / F /G B/B+/D /F/G FROM CLEAN TO FULL FLAP AND GEAR IN STAGES. USE A MAXIMUM OF 15° BANK ANGLE OF BANK OST AND PERFORM HEADING CHANGES OF 90° LEFT AND RIGHT. CONSTANT ALTITUDE FLAPS IS REQUIRED THROUGHOUT. 95/ 98 / 98/102/104 98/ 99/ 99/103/107 MAINTAIN 115 KCAS IN ALL CONFIGURATIONS. 85/ 88/ 88/ 95/ 98 88/ 89/ 89/ 97/100 20° 80/ 81/ 81/ 85/ 86 81/ 83/ 83/ 87/ 88 **APPROXIMATE POWER SETTINGS ARE: 40° 72/ 73/ 73/ 77/ 80 73/ 74/ 74/ 78/ 81 CLEAN TORQUE (35%) OR PSI (23) PER ENGINE APPROX PITCH +12 Vmc: 20° FLAPS (90 KCAS (G), 93 KCAS (F), 89 KCAS (D), 89/91 KCAS (B) 5° FLAP TORQUE (32%) OR PSI (21) PER ENGINE APPROX PITCH +8 5° FLAPS (99 KCAS (G), 100 KCAS (F), 97 KCAS (D), 97/99 KCAS B) 5° FLAP & GEAR TORQUE (44%) OR PS/ (29) PER ENGINE APPROX PITCH +9 (FOR B MODEL Vmc SPEED CONSULT SERIAL NUMBER APPLICABILITY IN AFM) 20° FLAP & GEAR TORQUE (42%) OR PS/ (27) PER ENGINE APPROX PITCH +4 40° FLAP & GEAR TORQUE (54%) OR PS/ (35) PER ENGINE APPROX PITCH 0 CAUTION ** NOTE: POWER SETTINGS WILL VARY WITH AIRCRAFT WEIGHT AND ALTITUDE. STALL WARNING MAY ACTIVATE 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-103
Appendix A Figure C-7 MU-2B B, D (-10), F (-20), G (-30)
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 OR 3 TO 11 PSI). MAINTAIN BANK AND BALANCE BALL TOWARD THE OPERATIVE ENGINE AS NECESSARY POWER ON SIMULATED FAILED ENGINE TO ZERO TAKEOFF POWER SLOWLY APPLY ON SIMULATED AT Vmc PLUS 15 KCAS, ADD POWER TO FOR ZERO SIDE SLIP (APPROX 3° BANK/1/3 BALL) CAUTION WHILE INCREASING OPERATIVE ENGINE PITCH TO OPERATIVE ENGINE AND RECOVER TO SIMULATED A/S 125 KCAS TRIMMED INSTRUCTOR ELECTS TO DISABLE GEAR HORN WITH GEAR HORN MAY SOUND CONTINUOUSLY. IF DECELERATE 1 KCAS PER STRAIGHT AND LEVEL FLIGHT FOR STRAIGHT AND LEVEL FLIGHT
SECOND WHILE CIRCUIT BREAKER. THEN CIRCUIT BREAKER MUST BE
RESET PRIOR TO LANDING MAINTAINING 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 EMPHASIZED DURING THIS MANEUVER. RUDDER BLOCKING BY THE INSTRUCTOR IS ENCOURAGED TO PRODUCE LOSS OF DIRECTIONAL TECHNIQUES. SEAT POSITION AND RUDDER TRAVEL SHOULD BE MIN. ALT. 5.000' AGL TO CAUSE LOSS OF BLOCKS RUDDER DIRECTIONAL ACTIVATES, REDUCE IF STALL WARNING CONTROL AT APPROXIMATELY Vmc PLUS 10 KCAS, BECAUSE EARLY RECOGNITION AND RECOVERY IS THE PRIMARY OBJECTIVE OF THIS CONTROL AT Vmc PLUS 10KCAS PITCH AND POWER ON SIMULATED MANEUVER. OPERATIVE ENGINE, 20° FLAPS - Vmc 90 KCAS (G), 93 KCAS (F), 89 KCAS (D), 89/91 KCAS (B) AND RECOVER 5° FLAPS - Vmc 99 KCAS (G), 100 KCAS (F), 97 KCAS (D), 97/99 KCAS (B) "V$ SE 125 KCA S" (FOR B MODEL VmC SPEED CONSULT SERIAL NUMBER APPLICABILITY IN AFM) A-104