589
Federal Aviation Administration, DOT
Pt. 91, SFAR No. 108
maintain the proficiency standards described
below.
(a) General VFR/IFR.
(i) Bank Angle—
±
5 degrees of prescribed
bank angle
(ii) Heading—
±
10 degrees
(iii) Altitude—
±
100 feet
(iv) Airspeed—
±
10 knots
(b) Instrument Approach—Final Approach
Segment.
Precision Approach
(i) Heading—
±
10 degrees
(ii) Altitude—
±
100 feet
(iii) Airspeed—
±
10 knots prior to final
(iv) Airspeed—
±
10 knots after established on
final
(v) Glide Slope (GS)/Localizer Deviation—
Within
3
⁄
4
scale—not below GS
Non-Precision Approach
Straight In
(vi) Initial Approach Altitude—
±
100 feet
(vii) Heading—
±
10 degrees
(viii) Altitude (MDA)—+ 100, ¥0 feet
(ix) Airspeed—+ 10 knots
(x) Course Deviation Indicator—Within
3
⁄
4
scale or
±
10 degrees on RMI
Circling Approach
(xi) Maximum Bank—30 degrees
(xii) Heading—Within 10 degrees
(xiii) Altitude—+100, ¥0 feet
(xiv) Airspeed—Within 10 knots but not less
than V
ref
(c) In all cases, a pilot must show complete
mastery of the aircraft with the outcome of
each maneuver or procedure never seriously
in doubt.
(D) Maneuvers and Procedures. All flight
training maneuvers and procedures must be
conducted as they are applicable to the MU–
2B and each type of operations involved.
Preflight
(1) Preflight Inspection—The pilot must—
(a) Conduct an actual visual inspection of
the exterior and interior of the airplane, lo-
cating each item and explaining briefly the
purpose of inspecting it; and
(b) Demonstrate the use of the appropriate
checklist, appropriate control system
checks, starting procedures, radio and elec-
tronic equipment checks, and the selection
of proper navigation and communications
radio facilities and frequencies prior to
flight.
(2) Taxiing—this maneuver includes tax-
iing in compliance with instructions issued
by the appropriate ATC facility or by the
person conducting the check.
(3) Pre-Takeoff Checks—The pilot must
satisfactorily complete all pre-takeoff air-
craft systems and powerplant checks before
takeoff.
Takeoff and Departure
(1) Normal—One normal takeoff, which for
the purpose of this maneuver, begins when
the airplane is taxied into position on the
runway to be used.
(2) Instrument Takeoff—Takeoff with sim-
ulated instrument conditions at or before
reaching an altitude of 200 feet above the air-
port elevation and visibility of 1800 RVR.
(3) Crosswind—One crosswind takeoff, if
practical, under the existing meteorological,
airport and traffic conditions.
(4) Powerplant Failure—One takeoff with a
simulated failure of the most critical power-
plant at a point after Vlof. In the MU–2B air-
plane, all simulated powerplant failures
must only be initiated when the person con-
ducting the training or checking determines
that it is safe under the prevailing condi-
tions. The instructor must assure that the
power lever does not move beyond the flight
idle gate.
(5) Rejected Takeoff—A rejected takeoff
performed in an airplane during a normal
takeoff run after reaching a reasonable speed
determined by giving due consideration to
aircraft characteristics, runway length, sur-
face conditions, wind direction and velocity,
brake heat energy, and any other pertinent
factors that may adversely affect safety or
the airplane.
(6) Area departure—Demonstrate adequate
knowledge of departure procedures, estab-
lishing appropriate ATC communications
and following clearances.
Flight Maneuvers and Procedures
(1) Steep bank turns—Each steep turn
must involve a bank angle of 50 degrees with
a heading change of at least 180 degrees but
no more than 360 degrees.
(2) Approaches to stalls—Must be per-
formed in each of the following configura-
tions; takeoff, clean, and landing. One ap-
proach to a stall must be performed in either
the takeoff, clean, or landing configuration
while in a turn with a bank angle between 15
degrees and 30 degrees.
(3) Accelerated stalls—must be done in the
flaps 20 and flaps 0 configurations.
(4) Recovery procedures must be initiated
at the first indication of a stall.
Normal and Abnormal Procedures and
Operations
(1) Runway trim.
(2) Normal and abnormal operations of the
following systems:
(a) Pressurization.
(b) Pneumatic.
(c) Air conditioning.
(d) Fuel.
(e) Electrical.
(f) Flight control.
(g) Anti-icing and de-icing.
(h) Autopilot.
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