699 

Federal Aviation Administration, DOT 

Pt. 91, SFAR No. 108 

(9) Approach to Stall (takeoff configura-

tion/15- to 30-degrees bank). 

(10) Approach to Stall (landing configura-

tion/gear down/40-degrees 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-degrees 

flaps). 

(17) Go Around/Rejected Landing. 
(18) No Flap or 5-degrees flaps Landing. 
(19) One Engine Inoperative Landing (5- 

and 20-degrees 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 Ap-

proach. 

(25) Non-Precision and Missed Approach. 
(26) One Engine Inoperative Non-Precision 

and Missed Approach. 

(27) Circling Approach at Weather Mini-

mums. 

(28) One Engine Inoperative Circling Ap-

proach at Weather Minimums. 

Engine Performance 

(A) The following should be considered in 

reference to power settings and airspeeds: 

(1) Power settings shown in 

italics  are pro-

vided as guidance only during training and 
are not referenced in the AFM. Power set-
ting guidance is provided to show the ap-
proximate power setting that will produce 
the desired airspeed or flight condition. Ac-
tual power settings may be different from 
those stated and should be noted by the in-
structor and student for reference during 
other maneuvers. Power settings in the pro-
files are stated in torque or PSI and will 
vary with aircraft model, engine model, 
weight, and density altitude. Power settings 
are based on standard atmospheric condi-
tions. 

(2) Some pilots prefer to set power initially 

using fuel flow, because the fuel flow system 
is not field adjustable. Fuel flow settings 
refer to engine operations only. If fuel flow is 
used to set power for takeoff, check torque 
and temperature after setting fuel flow and 
adjust torque or temperature, whichever is 
limiting, for maximum takeoff power prior 
to liftoff. 

(3) Improperly adjusted torque or improp-

erly calibrated temperatures are a safety of 
flight issue and must be checked and cor-
rected prior to conducting flight training. 

(4) The pilot should refer to the perform-

ance section of the airplane flight manual to 
determine actual speeds required for his/her 
particular model and specific weight for any 
given operation. 

In Flight Maneuvering 

(A) Maneuvers conducted at altitude such 

as stalls and steep turns must always be pre-
ceded by clearing turns and at least one crew 
member must continually clear the flying 
area during the maneuver. The instructor 
must emphasize the importance of clearing 
the area, even if the maneuvers are being 
done in an FTD or simulator. This will cre-
ate the habit pattern in the pilot to clear the 
area before practicing maneuvers. 

(B) During stalling maneuvers and upon 

recognition of the indication of a stall, the 
pilot must call the ‘‘stall’’ to the instructor 
and then proceed with the recovery. In addi-
tion, during training, the pilot must an-
nounce the completion of the stall recovery 
maneuver. Instructors must exercise caution 
when conducting stall maneuvers and be pre-
pared to take the controls if the safe out-
come of the maneuver is in doubt. 

(C) During accelerated stall maneuvers, it 

is important that the instructor pay close 
attention to the position of the ball through-
out the maneuver and recovery so as to 
maintain coordinated flight. Stall recogni-
tion and recovery is the completion criteria, 
and it is not necessary to continue the stall 
beyond the stick shaker to aerodynamic buf-
fet. 

(D) When demonstrating a loss of direc-

tional control with one engine inoperative, 
the engine failure must only be simulated. 
During the slowing of the aircraft to dem-
onstrate loss of directional control, the in-
structor should use the rudder block method 
to allow the student to experience the loss of 
directional control associated with VMC, at 
a speed of approximately 10 knots above ac-
tual VMC. 

N

OTE

: To accurately simulate single engine 

operations, zero thrust must be established. 
The zero thrust torque setting will vary 
greatly from model to model. It is important 
to establish to zero thrust torque setting for 
your aircraft. This requires that the aircraft 
be flown on one engine to establish the zero 
thrust setting. This is accomplished by es-
tablishing single engine flight with one pro-
peller feathered and noting the performance 
with the operating engine at maximum 
torque or temperature. It is suggested that 
two airspeeds be established for zero thrust 
power settings. They are 120 kts, flaps 20, 
gear up for takeoff and 140 knots, flaps 5, 
gear up for in-flight and approach maneu-
vering. Once performance has been estab-
lished and recorded for each airspeed, restart 
the other engine and find the torque setting 
that duplicates the performance (climb or 
descent rate, airspeed) as was recorded with 
that propeller feathered. This torque setting 
will be zero thrust for the simulated inoper-
ative engine. The student/pilot should note 
that the performance experienced with one 
engine operating at flight idle, may produce 

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