700 

14 CFR Ch. I (1–1–14 Edition) 

§ 91.1 

greater performance than if the engine were 
stopped and the propeller feathered. 

Pre-maneuver briefings for any maneuver 

that requires either an actual engine shut-
down or a simulated engine failure must be 
undertaken when using an aircraft. In the 
case of an actual engine shutdown, a min-
imum altitude of 3,000 ft above ground level 
(agl) must be used and done in a position 
where a safe landing can be made at an air-
port in the event of difficulty. 

Takeoff and Landing 

(A) When using the profiles to establish the 

procedure for configuring the aircraft for 
takeoff or landing, it is important to under-
stand that each task for the procedure, as 
noted on the procedure diagram, establishes 
the point at which each task should have 
been completed and not the exact point at 
which the task should be accomplished un-
less otherwise stated in the task box. Num-
bers which represent performance such as de-
scent rates or other maneuvering informa-
tion that is not contained in the aircraft 
flight manual are shown in 

italics. 

(B) In all takeoff profiles the prompt for 

the gear to be retracted is ‘‘No Runway Re-
maining, Gear Up’’. This should set the deci-
sion point for making a landback after an 
engine failure and should normally be 
reached at altitudes of less than 100 ft AGL. 
It is impractical to attempt a landback from 
above 100 ft AGL, because it can require dis-
tances up to 10,000 ft from the beginning of 
the takeoff run to bring the aircraft to a 
stop. But, even on very long runways, 
landback will not be necessary above 100 ft 
AGL and above Vyse for the flap configura-
tions, if the single engine climb capability 
found in the POM charts, with the gear up, is 
positive (250 fpm or better) and obstacles 
clearance is not an issue. 

(C) The manufacturers FAA-accepted 

checklists and checklist in Appendix C to 
this SFAR No. 108 describe a procedure for 
the discontinuance of flight following an en-
gine failure after takeoff and the realization 
that the aircraft cannot climb. The cor-
responding flight profile in this training pro-
gram is ‘‘Takeoff Engine Failure, Unable to 
Climb’’. This maneuver must not be at-
tempted in the aircraft, but must be the sub-
ject of a classroom discussion or be dem-
onstrated in the FTD. 

(D) The focus of all landing procedures, 

whether two engine or engine out, is on a 
stabilized approach from an altitude of 500 
feet. This will not be possible for all ap-
proach procedure maneuvering, especially 
during non-precision or circle to land ap-
proaches. Approach procedures for these two 
approaches should be stabilized from the 
point at which the pilot leaves the Minimum 
Descent Altitude for the landing. 

(E) When performing one engine inoper-

ative approaches, landings or missed ap-

proaches, the instructor must be prepared to 
add power to the simulated failed engine at 
the first sign of deteriorating airspeed or 
other situation that indicates the student’s 
inability to correctly perform the maneuver. 

(F) While maneuvering in the pattern or 

during instrument approach procedures with 
one engine inoperative, a 30

° 

bank angle 

must not be exceeded. This will become espe-
cially important when executing non-preci-
sion and circle to land approaches. 

Emergency and Abnormal Procedures 

(A) During training, either in the FTD or 

in the aircraft, the performance of emer-
gency and abnormal procedures is critical to 
the completion of the training program. All 
emergency and abnormal procedures should 
be simulated when training in the MU–2B 
airplane. 

(B) When presenting emergency scenarios 

to the student, the instructor must not in-
troduce multiple emergencies concurrently. 

Scenario Based Training (SBT) 

SBT flight training creates an environ-

ment of realism. The SBT programs utilize a 
highly structured flight operation scenario 
to simulate the overall flight environment. 
The pilot is required to plan a routine, point- 
to-point flight and initiate the flight. During 
the conduct of the flight, ‘‘reality-based’’ ab-
normal or emergency events are introduced 
without warning. Because the pilot is con-
stantly operating in the world of unknowns, 
this type of training also builds in the 
‘‘startle factor’’, and just as in the real- 
world, the consequences of the pilot’s actions 
(decisions, judgment, airmanship, tactile 
skills, etc.) will continue to escalate and af-
fect the outcome of the planned flight. Al-
though flying skills are an integral part of 
this type of training, SBT enables the pilot 
to gain experience in dealing with unex-
pected events and more importantly further 
enhances the development of good judgment 
and decisionmaking. 

[Doc. No. FAA–2006–24981, 73 FR 7051, Feb. 6, 
2008, as amended by Amdt. 91–324, 76 FR 
54107, Aug. 31, 2011] 

Subpart A—General 

S

OURCE

: Docket No. 18334, 54 FR 34292, Aug. 

18, 1989, unless otherwise noted. 

§ 91.1

Applicability. 

(a) Except as provided in paragraphs 

(b) and (c) of this section and §§ 91.701 
and 91.703, this part prescribes rules 
governing the operation of aircraft 
(other than moored balloons, kites, un-
manned rockets, and unmanned free 

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