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MU-2B-60
PILOT'S
OPERATING
MANUAL
DOCUMENT NUMBER
MR-0338-1
1.MITSUBISHI
ORIGINAL ISSUE
REISSUE DATE
SEPT 1)
AUG 23)
~EVISION DATE
1978
1985
MITSUBISHI
MU-2B-60
Section
LIST OF EFFECTIVE
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MITSU8ISHI
MU-2B-60
REVISION
INSTRUCTIONS
REVISION INSTRUCTIONS
Revisions will be prepared and issued as required to update or correct existing material. It is the pilot's responsibility to assure revisions are incorporated and that the manual is current at all times. For this purpose, a List
of Effective Pages is included with each revision.
The List of Effective Pages serves as a cross-check to validate the currency
of the manual. Should the List of Effective Pages disagree with the actual
pages after insertion into the manual, contact Mitsubishi Aircraft International, Engineering Technical Publications for clarification. The List of
Effective Pages contains the section, page number and date of each page.
Single and double asterisks are used next to the page number to identify pages
which are being revised or added, respectively.
Parentheses are used to
identify pages deleted.
Revisions, additions, and deletions to material will be identified on individual pages by the letter R along the left margin adjacent to that portion of
the text affected. Changes to figures will be identified by a black bar in
the margin adjacent to the portion affected. The revision date and revision
number will be added to the bottom of each page which has been affected.
The letter R in the left margin opposite the section, page number, and date
will indicate the text is unchanged but relocated to a different page.
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08-23-85
Page 1
Section1
General
MITSUBISHI
MU-2B-60
SECTION 1
GENERAL
SECTION 1 GENERAL
CONTENTS
INTRODUCTION
1- 1
THE AIRPLANE
1- 1
STRUCTURAL DESCRIPTiON
LANDING GEAR
1- 1
1- 3
FLIGHT CONTROLS
"
1- 7
ELECTRICAL SYSTEM
1- 7
ENVIRONMENTAL
1- 9
.. .. .. .. .. ..
GENERAL ARRANGEMENT
1-10
1-11
1-11
INTERIOR DESCRiPTION..
.. . .
1-11
EXTERIOR ARRANGEMENT
.. .. .. ..
1-12
INTERIOR ARRANGEMENT
.. .. .... .. ..
.. .. .. ..
INSTRUMENT PANEL AND SHROUD PANEL .. .. ..
CENTER PEDESTAL
1-13
1-14
1-15
.. .. .. .. ..
1-16
ANNUNCIATOR PANEL
..
.. .. ..
1-17
..
........ ....
1-18
1-19
SERVICE BULLETINS" .. . ... .... . .... . .... .... .. . . . .. . ... .... . ... . . . .. ..... . . . . . . . .
1-24
1- 5
FUEL SYSTEM
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MITSUBISHI
MU-2B-60
SECTION 1
GENERAL
INTRODUCTION
Thi s manual consi sts of four sections and contai ns necessary information for
the safe and efficient operation of the MU-2B-60 (Marquise). This document
provides general information on the airplane, its systems, operating limitations and performance.
Section 1 provides general information such as location of control surfaces,
their area dimensions, and deflection angles. Section 2 contains information
on the operating limitations which affect the MU-2B-60 airplane. Section 3
contains brief descriptions and operational procedures for the airplane and
its systems plus ground handling and servicing information. Section 4 contains flight planning data (tables, charts) and related information which
affect the performance of the airplane.
THE AIRPLANE
The MU-2 is a high performance, twin turboprop, high wing airplane powered by
two Garrett Turbi ne Engi ne Co. TPE 331 turboprop engi nes fl at rated to 715
SHP, each driving a Hartzell four blade, constant speed, full feathering,
reversible pitch, 98 inch diameter propeller.
STRUCTURAL DESCRIPTION
The fuselage is a stressed skin semi-monocoque structure, pressurized except
for the nose and tail, and is assembled from front, center and rear fuselage
portions. The cross-section is approximately circular with a maximum diameter
of 65.4 inches and a minimum skin gauge of 0.025 inches. A substantial box
beam forms the keel member which runs along the main part of the fuselage.
The frames are between 10 and 11 inches apart and are formed "U" section; the
heavier ones at the more highly loaded locations, such as the wing pick up and
door pos iti ons, are extruded. These frames are conti nuous down to the sk in,
leaving bays which are stringerless except for intercostals and longerons for
necessary reinforcement around doors and windows. The pressure bulkheads are
stiffened flat panels and the floor is of sandwich construction with a plastic
foamed core and metal skin exterior.
The windshield is divided by a substantial center pillar of "I" section formed
by a bui It-up back to back roll ed "U" secti on, whi 1e a simil arly substanti al
built-up closed section forms the pillar between the windshield and cockpit
side wi ndows.
The wing lies inside a cutout within the top of the fuselage, attached by two
single pin fittings at the front and rear spars respectively, mating with corresponding fittings on the fuselage frames. The fuselage cutout is sealed by
a pressure retaining flat panel reinforced by "I" stiffeners and heavier side
members.
The rear fuselage is made with formed "U" frames approximately 10 inches apart
with no stri ngers, except where necessary for rei nforcement. The fi n is of
conventional two spar construction with ribs and is attached by fittings to
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MU-2B-60
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MITSUBISHI
MU-2B-60
SECTION 1
GENERAL.
LANDING GEAR
The main landing gear retracts into bulges on the sides of the fuselage to
avoid intruding into the cabin area. Both main and nose gears retract forward; the drag struts being aft of the main legs. Two fitted nose wheel doors
stay down after extension.
The main landing gear consists of the wheel, tire, brake, axle, leg assembly,
shock strut, drag strut, and position rod. The main gear aft door is connected mechanically to the oleo strut. The main gear forward door is operated
separately during landing gear retraction or extension by means of an independent electric actuator.
The oleo strut is a standard air and oil type, consisting of a cylinder and
pi stone The strut absorbs 1andi ng and taxii ng shock loads. The drag strut
sustains ground loads and also serves as a screwjack for gear retraction. The
position rod, connected to the leg assembly and axle, receives horizontal
loads from the axle and allows retraction of the wheels into the fuselage by
sWivelling the axle during gear retraction.
The ground safety switch is
mounted on the left gear leg assembly and prevents the gear from retracting
while the airplane is on the ground.
The nose landing gear consists of an oleo strut, drag struts, twin wheels,
tires and tubes. The oleo strut includes a shimmy damper and centering roller. The straightener is installed at the top of the strut and is guided by a
centering roller when the gear is retracted. Each of the two drag struts is
provided with a down lock. The screw jack for gear retraction is connected to
the drag strut on the ri ght-hand si de. The shimmy damper connects the trunnion with the cylinder to prevent the nose gear from shimmying while taxiing.
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MU-2B-60
SECTION 1
GENERAL
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MITSUBISHI
MU-2B-60
SECTION 1
GENERAL
FLIGHT CONTROLS
Spoilers are used for lateral control and extend almost full span outboard of
the engines. By using spoilers it has been possible to install flaps of unusually large proportions which are effectively full span.
All primary and trim tab controls, as well as engine controls, are initially
routed through the keel section under the cabin floor.
A gust lock pin is used to lock the elevator and spoiler controls when
parked. The pin is inserted in the control column shaft. A red flag is
attached to the pin.
Elevator control is by 5/32" 7 x 19 flexible cables, with quadrants at each
end. The forward quadrant is linked by a push-pull rod to the center of the T
control col umn. Each hal f of the el evator is supported on two hi nges and
there is a combined aerodynamic and mass balance near the tip of each elevator. Two elevator down springs are fitted.
Rudder control is similar to the elevator, with the rudder attachment and balanci ng simil ar to one si de of the el evator. The two sets of rudder control s
each operate a quadrant by push-pull rods.
The quadrants are simi 1arly
linked. Flexible 5/32" 7 x 19 cables connect to the rudder surface.
The two pilot1s control wheels are joined by chains and sprockets which are
linked to a quadrant below the control pedestal. From this point 5/32" 7 x 19
flexible cables run to the mixer box located in the wi ng center section.
Thereafter the control inputs are transferred to the spoilers by a series of
push-pull rods and bell cranks. Spoil ers operate differenti ally through the
action of the mixer box. With one spoiler deflected upwards to the maximum
of 60 the other will depress 14 below the wing surface. The spoilers are
machined from extrusions and there are two on each side of the wing. Each
spoiler is attached by dual hinges and is operated by a single rod connection.
Conventional trim controls, which are cable and chain operated through actuators mounted beneath the trim surfaces, are fitted. The actuators have irreversible screwjacks. On the el evator the two trim surfaces are cross 1 inked
by a chain and sprocket arrangement.
The aileron type trim consists of inboard and outboard surfaces located in the
inner section of the outboard flaps. Each pair of tabs is mechanically connected and driven by an electric actuator with an irreversible drive mounted
in the flap. Trim position is sensed from the actuators.
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MITSUBISHI
MU-2B-60
SECTION 1
GENERAl.
The electric motor and gearbox are housed in the wing center section along
with the flap limiter controls. The primary actuator and main f14p track are
approximately in the center of each flap. There are additional smaller actuators and guides at each end. From the motor to the primary actuators. the
drive is by torque tube; thereafter by flexible shafts to the outboard actuators. The electric motor incorporates an electromagnetic clutch which varies
in load carrying capability with current passing through the motor. It will
not slip in normal operation.
The flap limiter control will stop the flaps at any of the positions shown on
the selector quadrant. provided the selector is moved to the particular position. When a position is selected the flap will move to that position and the
fl ap i ndi cator 1i ght wi 11 ill umi nate. To slow the rate of fl ap movement between 0 and 20 an interrupter device is installed which inches the flaps in
or out.
No emergency means of operating the flaps is provided.
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MlTSUBISHI
MU-2B-60
SECTION 1
GENERAL
The fuel system consists of three separate sets of tanks. The main tank,
which is located in the wing above the cabin is made up of three interconnected integral type tanks: center and two outboard. There are left and right
outer wing tanks and left and right tip tanks. The tank useable capacities
are as fo 11 ows :
Main tank
: 154 U.S. gallons
Outer wing tanks
34.5 U.S. gallons per side
Tip tanks
: 90 U.S. gallons per side
Total useable fuel is 403 U.S. gallons.
(See Airplane Flight Manual Supplement Number 1 for SiN 700SA)
Check valves are fitted in the three integral tanks to ensure no fuel backflow
can occur. The fuel from the outboard integral tanks flows by gravity to the
center integral tank.
The outer wing tanks transfer fuel into the center integral tank by
electrically driven transfer pumps. The level of fuel in the center tank is
controlled by a fuel level control valve.
In the event of transfer pump
fai lure, or when the outer wing tank is empty, a pressure switch actuates a
warn1ng light in the cockpit.
The tip tanks are pressurized by air tapped from the engines and fuel is
transferred into the center integral tank. The transfer rate to the center
tank is controlled by the fuel level control valve in the center tank.
The flow of fuel into the center tank from the tip tanks is controlled by
e1ectri cally operated valves which are located in the fuel supply line to the
center tank. A check valve is fitted in the outlet of each outboard tank to
prevent fuel backflow when the tip tanks are transferring fuel to the center
tank.
There are two electrical fuel boost pumps in the center tank: one at the
front and one at the rear of the tank. The pumps feed via check valves into a
'common fuel manifold. From the manifold the fuel is supplied to each engine
via separate lines, each having an electrically operated shut off valve.
ELECTRICAL SYSTEM
DC electrical power is supplied by two 28 volt, 200 anpere engine driven DC
starter-generators, two 24 volt, nickel-cadmium batteries, and an external
power source through the external power receptable. The batteries are used
for engi ne starts and standby power for the DC system.
When the battery
switch is ON, both batteries are connected in parallel to the main bus. When
the left and right DC generator switches are ON after engine start, the
respective generators are connected to the main bus through the reverse current cutout relay, which prevents generator motoring.
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MITSUBISHI
MU-2B-60
SECTION 1
GENERAL
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MITSlIBISHI
MU-2B-60
....._.
SECTION 1
GENERAL.
The MU-2B-60 is pressurized to a maximum of 6.10 psi. At the maximum certificated altitude of 31,000 feet pressure altitude the cabin altitude is 9,850
feet.
Bleed air is supplied from a tap in the final compressor stage of each engine. An electrically operated bleed air shut-off valve is installed in each
engine nacelle and there are one way check valves in each line. The two main
supplies are fed to a common line in the center section and run above the
fuselage in a fairing until aft of the rear pressure bulkhead. In the wings,
the bleed air line runs behind the rear spar and is insulated with glass fiber
at points where the line runs close to the structure.
Pressurization is derived from engine bleed air which is conditioned by an air
cycle machine and distributed around the cabin. Cabin altitude and rate of
climb or descent are controlled by a pneumatically operated control unit. The
air conditioning system consists of refrigeration unit, water separator,
refrigeration unit bypass valve, cooling turbine bypass valve, ram air shutoff valve, engine bleed air pressure regulator, temperature control system and
air outlets.
A cabin rate of climb control is provided and is capable of controlling
between 50 and 2,000 feet per minute.
The cabin altitude selector range is -1,000 feet to 10,000 feet. For a given
cabin altitude selection, the maximum altitude at which the airplane can fly
is al so shown.
In the event of failure of the pressure control unit, a normal pressure control valve is provided to control cabin pressure. It can also be used to dump
cabin pressure with the airplane on the ground or in the air.
The cabin can be ventilated using RAM air only. A ram air intake is installed
at the top of the equipment bay. At normal cruising speed the supply pressure
is about 2 psi. To provide a flow of air through the cabin, the outflow valve
can be opened by using the manual control.
All cabin pressure is dumped on the ground by a conventional landing gear
safety (squat) switch arrangement.
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MITSUBISHI
MU-2B-60
--- -- - - - - - - - - - - - - - - - - - - - - - - - -
SECTION 1
GENERAL
. 3 ----",~"
"
5
1.
2.
3.
4.
PNEUMATIC DEICING
PROPELLER ANTI-ICING
WINDSHIELD ANTI-ICING
WINDSHIELD WIPER
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",nSU8ISHI
MU-28-60
SECTION 1
GENERAl
GENERAL ARRANGEMENT
Exterior arrangement of the airplane is shown in Figure 1-2.
Interior arrangement is shown in Figure 1-3.
INTERIOR DESCRIPTION
Cockpit Area:
1.
2.
3.
4.
Pilot and copilot seats are four way adjustable with stowable inboard
armrests. The outboard armrests are fixed to the side panels and contain
an ashtray and drink holder.
A standard oxygen system regul ator and two outl ets are provi ded for the
pil ots.
Two map pockets are standard. Optional navigation chart holders are
available for installation behind the pilot and copilot seats.
The cockpit is separated from the cabin by a divider.
Cabin Area:
1.
2.
3.
4.
5.
Baggage Area:
1.
2.
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MITSUBISHI
MU-2B-60
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SECTION 1
GENERAL.
00
U~
J
Figure 1-2
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SECTION 1
GENERAl
MITSUBISHI
MU-2B-60
------------1
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114-
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I
1_.- - - - - 141"
~
0
-I ---
,
I
46"
DOOR
OPENING
I---
PASSENGER COMPARTMENT
15"
t
GROUND LEVEL
r-
BAGGAGE
-1
---j
ELECTRICAL
EQUIPMENT
Figure 1-3
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MITSLIBISHI
fIJ-2B-60
SECTION 1
GENERAL
22.
23.
24.
25.
16.
50. 39.
5.
1.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
II.
12.
13.
-'14.
>15.
16.
17.
18.
19.
20.
_.> 21.
-;22.
23.
24.
25.
26.
27.
28.
29.
30.
2.
3.
4.
9.
10.
11.
12. 14.13.15.
3l.
MASTER SWITCH
32.
BATTERY KEY SWITCH
33.
DC GENERATOR CONTROL SWITCHES
34.
INVERTER SELECT SWITCH
35.
MICROPHONE JACK
36.
VOLTAMMETERS
37.
OUTSIDE AIR TEMPERATURE INDICATOR
38.
BATTERY TEMPERATURE INDICATOR
39.
AND ISOLATE SWITCHES
-,--40.
MAIN FUEL VALVE SWITCHES
4l.
FUEL TRANSFER SWITCHES
42.
TRIM AILERON SELECT SWITCH
LANDING GEAR CONTROL SWITCH
LANDING GEAR POSITION INDICATOR LIGHTS --43.
LANDING GEAR UNSAFE WARNING LIGHT
44.
LANDING GEAR WARNING HORN CUTOUT SWITCH 45.
FLAP CONTROLLER
46.
AIR CONDITIONING CONTROL PANEL
- 47.
CABIN PRESSURE CONTROLLER
48.
CABIN ALTITUDE DIFF. PRESS. INDICATOR
49.
CABIN RATE OF CLIMB INDICATOR
. 50.
LH ENG. FIRE WARNING LIGHT AND ENG.
51.
FIRE EXTINGUISHER HANDLE
52.
ENGINE FIRE DETECTOR TEST SWITCH
53.
MASTER CAUTION LIGHT
54.
MASTER CAUTION SYSTEM TEST SWITCH
.0- 55.
RH ENG. FIRE WARNING LIGHT AND ENG.
56.
FIRE EXTINGUISHER HANDLE
CLOCKS
57.
TURN AND BANK INDICATOR
VACUUM GAUGE
TORQUE METERS
EGT INDICATORS
5.
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MITSUBISHI
MU-2B-60
SECTION 1
GENERAl..
Center Pedestal
(Typical)
Figure 1-5
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MU-2B-60
SECTION 1
GENERAL
L---
14 15
16 17
18 19
20
....0 lTS
T[S1
8--0
!~4'
L
ANTI-ICIHO.OI:-ICIHO
\.OAD WIn._
ANTI-ICING. Ol-ICIG
CUltR[tfiT IlL,LCT
tWITCH
0
09-01-78
REISSUED 08-23-85
Page 1-16
...
"
MITSUBISHI
MU-2B-60
SECTION 1
GENERAl
I
I
FUEL LOW
LEVEL
DOOR
OPEN
LH/W
OVER TEMP
R H/W
OVER TEMP
L BOOST
PUMP FAIL
R BOOST
PUMP FAIL
L FUEL
FIL BYPASS
R FUEL
FIL BYPASS
CABIN
PRESS LOW
AIR COND
SYS FAIL
LDC
GEN OUT
R DC
GEN OUT
L FEEDER
OUT
R FEEDER
OUT
I
I
I
BAT
1200
TE~P
L SRL
FAIL
BATTERY
OVER TEMP
R SRL
FAIL
INVERTER
FAIL
SPARE
PTIB
PWR FAIL
CP TIB
PWR FAIL
INST,
VAC FAIL
DEFOG
OVER TEMP
0
Annunciator Panel
(Typical)
Figure 1-7
09-01-78
REISSUED 08-23-85
Page 1-17
MITSUBISHI
MU-28-60
SECTION 1
GENERAL
,
.L_o..
000000000
READIIllii PASS
-AVIONICSliME
\fILS
COWM.
CO"" 2
liteR
ATe I
ATe 2
TELPH
AD' I
40' 2
~~M
DC PlM:1l. SOURCE
III NIl[T[Il
DC liEN
OUT
f::::\
~-
8LH8 +8
e~e
8+
000
000
000
R-NAY
COIlW
\f'U 2
SIGI
~~M
fE[DER
OUT
fEEDER
DC GEM
OUT
1lfl
IN AlWHlt
C':\
v
....us n
~lB
CB PANEL
000
000
AAQAJt
PHONE:
SPte"
PHONE:
SPIOt
101"
000
000
0_,
D_Z
~~
_ _ _ _ _ _
o~_
ENGINE 8. PROPELLER-
----LII----
AOAr.
INDex p"ou:
QUI
000
000
@@@O@O
AFT CB PANEL
AUX I
0000000
@@@@@@O@O
LH
TIE
RH
V/ILBI ADF I
HBI I
RNAV
fiRE
DET
LH
TIE
RH
RADIO
AUTO PILOT
AUTO
PILOT
lIGH
DC
--1--
'"
FlT
DIR
AIR
DATA
MIse
DC POWER
VNAV
RADAR
-flL
lOW
IHD
ITT
lORWI.
INO
lNO
P,,~t
LIMIT
ENG
CONl
SlAtl MASTUI
~~~~s
INO
fUll
SYHC~ , LOlli
05'006'00
ATT
FORWARD CB PANEL
FUEL
- L H - _lH_DE-ICE
-tH-
INO
o WARN-,
0 0 Q----"O"'----"=O'------(~J
V/ILS! ADF2
AUX 2
T~I':" p~~~s
-lH-
GYRO
IH'
-I.UI-
((.1I'A~~
1-
flAP &
TRIM
LAtin GrAil
00 000 00 0
ro CO.'" Ol CO.. 00000 00 0 OOl COOl OOlOO OO
Vr:: TC~:; y:~: 6~
"'''0
~lR.C
LOo\l.l
""'Hl
ATe
MJf
'JlllS
CO!t1
I-III'"
.unl
TIl
lilAA
(,(11
OOIIT
GlII
fino
UPPER
PIIJl'
AIR
WII'[It
PNtM
CI:*I
1 JIIIl
"
flA~
AC
lA
HAP
{OIlT
1101
1:
J "" II
o .,,", ,oil
COOOlOOOOOOOOOOOOO
000 00 CO CO 0"
~ ~
"'"
m"
H[[)[11
""
IUD' lMm
llPPFIl ......
IlII
M,
AP
MilAK
[Jl(
SPlR
--l--fLTO!RIATT
MHOI
PAMl
-111-
, ..'II PUS I .
PAlll OI-It[
000ll
Oo\T-III--Rlt-
SlAt.
IflO
COIfll
WIIill
WIIIG
-.,~
SHIl.Illl-IC(
Sl"
All
-(ClI'lf'A~!:.
?-
11111'1
,Ie
II ~AllI(J 11
Of f
l'J1C1~
CENTER CB PANEL
Circuit Breaker Panels
(Typical)
Figure 1-8
i
1"
I
1_
_
09-01-78
REISSUED 08-23-85
Page 1-18
MlTSU81SHI
MU-28-60
~-
SECTION 1
GENERAl
39 ft.
39 ft.
13 ft.
5 in.
2 in.
8 in.
12.03 m.
11.95 m.
4.17 m.
11 ,625 1bs.
11,575lbs.
11 ,025 1 bs.
7,650 1bs .
5,272
5,250
5,000
3,470
kg.
kg.
kg.
kg.
38 ft. 10 in.
5 ft. 5 in.
21 ft. 6 in.
4 ft. 11 in.
4 ft. 3 in.
11 ,84
1.66
6.56
1.50
1.30
m.
m.
m.
m.
m.
69 cu. ft.
44 cu. ft.
600 lbs.
1.95 cU.m.
1.25 cU.m.
272 kg.
Wing:
Area
Loading
Span
Mean Aerodynamic Chord
Aspect Ratio
Section root
tip
Incidence
Wash Out
Dihedral
Sweep Angle
(25% chord line)
Landing Gear:
Main Wheel Tire (40-74 psi)
Nose Wheel Tire (55 psi)
Wheel Base
Tread
09-01-78
REISSUED 08-23-85
16.55
178 sq. ft.
65 lbs./sq. ft.
317
37 ft. 1 in.
11.30
5 ft. 1 in.
1.538
7.71
NACA 64A415
NACA 63A212 (modified)
sq.m.
kg./sq.m.
m.
m.
2
3
0
_0
21
Page 1-19
MITSUBISHI
MU-2B-60
SECTION 1
GENERAL
159
70
186
415
403
U.S.
U.S.
U. S.
U.S.
U.S.
Oil Capacity:
Total
Ai rspeed Limits:
VMO (maximum operating)
MMO
VA
VFO
(maximum operating
mach number)
(maneuvering)
(flap operating)
VFE
(flap extended)
gal.
gal.
ga 1
gal.
gal.
SIN 700SA
159
30
186
375
364
U. S.
U.S.
U. S.
U.S.
U.S.
ga 1
gal.
ga 1
gal.
gal.
602
266
704
1,571
1,526
1.
SIN 700SA
602 1.
1.
1.
1.
1.
114 1.
704 1.
1,420 1.
1,378 1.
11.7 1.
250 KCAS
463 kmph
(sea level to 21,300' P.A.)
0.57 (21,300' to 31,000' P.A.)
191 KCAS
353 kmph
175 KCAS flap
deflection
324 kmph
0 to 5
155 KCAS flap
deflection
287 kmph
5 to 20
120 KCAS flap
deflection
222 kmph
20 and 40
155 KCAS
287 kmph
20 and 40
175 KCAS
324 kmph
5
175 KCAS
175 KCAS
175 KCAS
99 KCAS
175 KCAS
250 KCAS
342 KCAS
324 kmph
324 kmph
324 kmph
184 kmph
324 kmph
463 kmph
633 kmph
Fl aps :
Type
Area
Deflection
Spoilers:
Area
Maximum Deflection
0.27 sq.m. x 2
.e--
09-01-78
REISSUED 08-23-85
Page 1-20
.. ~
MITSUBISHI
MU - 2B - 60
SECTION 1
~tRAL
Horizontal Stabilizer:
Area
Span
Mean Aerodynamic Chord
Aspect Ratio
Section
o
o
o
Incidence
Wash Out
Dihedral
Elevators:
Area
Maximum Deflection - up
- down
0.70 sq.m. x 2
Vertical Stabilizer:
Area
Span
Mean Aerodynamic Chord
4.02 sq.m.
2.47 m.
1. 80 m.
1. 17 sq. m.
Rudder:
Area
Maximum Deflection
R
R
30
10 (Not modified by SIB No. 079/27-010. )
1 (Modified by SIB No.079/27-010.)
25
25
20
20
- right
- 1eft
Trim Aileron - up
- down
Rudder Tab
09-01-78
REISSUED 08-23-85
REVISION 6 09-10 97
Forward(in. )
+190.9 (21% MAC) to
4.850 m.
+194.6 (27% MAC) to
4.942 m.
+194.6 (27% MAC) to
4.942 m.
Aft(in.)
+199.4 (35% MAC)
5.065 m.
+199.4 (35% MAC)
5.065 m.
+199.4 (35% MAC)
5.065 m.
Page 1-21
MITSUBISHI
MU -28 -60
SECTION 1
C:Cf\.ERAL.
Engines:
Number:
Manufacturer:
Model:
Type:
Power:
Engine Specifications:
Engine, rpm %
Shaft Horsepower
Jet Thrust, lb.
Equiv. Shaft Horsepower
Propeller Shaft, rpm
SFC, lb/hp/hr
Equiv. SFC, lblhplhr
ITT Limit, DC
Takeoff/Maximum
Continuous
100% rpm
715
157
778
1, 591
0.606
0.606
650
Recommended
Maximum
98% rpm
701
155
758
1,559
0.652
0.603
650
Maximum
Cruise
96% rpm
686
129
738
1,527
0.650
0.604
650
Fuel Specifications:
Aviation Turbine Fuels: ASTM D1655-68T
Types Jet A, Jet B, and Jet A-1
MIL-T-5624G-1; Turbine Fuel Grades JP-4 and JP-5
MIL-F-5616-1; Fuel Grade JP-1
MIL-F-46005A (MR)-1; Fuel Types I and II
MIL-G-5572D, Grade 80/87 Aviation Gasoline, (as emergency fuel only)
MIL-G-5572E, Grade 100/130 Low Lead AViation Gasoline, (as emergency fuel
only)
Propellers:
2 Hartzell Propeller Assemblies comprised of the following hub and blade
combinations :
HC-B4TN-5JL(or GL or DL)/LT10282NK(or NB or NHB or K or B or HB)-5.3R
Diameter
Ground Clearance
Fuselage Clearance
98 in.
2 ft. 2 in.
11 in.
2.48 m.
0.67 m.
0.28 m.
09-01-78
REISSUED 08-23-85
REVISION 6~0~9~-1~0~97",-
Page 1-22
MITSUBISHI
MU-2B-60
SECTION 1
GENERAL
!""-------ll
FT.
2 IN. m.9:1ll K l - - - - - - - - - - - j
L
~.9
~
14
FT.
IH.
(~.392 Ml-J0
- - --:Ill
. ------
FT.
ro.l
IN.
m.rn Ml - - - - - - - - i
06002
General Dimensions
Figure 1-9
09-01-78
REISSUED
08-23-85
Page 1-23
MITSUBISHI
MU-2B-60
SECTION 1
GENERAL
SERVICE BULLETINS
The MU-2B-60 was originally certified in 1978 to a combination of CAR 3 and FAR Part 23 requirements.
Since that time a number of design and procedural improvements have been incorporated by MHI to
standardize the airplanes, increase safety of operation and to comply with FAA issued Airworthiness
Directives (AD). Current policy within the FAA requires that ADs be issued for all FAA determined
mandatory changes in configuration or procedures to assure that owners/operators incorporate these
safety features. MHI provides a Service Bulletin and/or an Airplane Flight Manual revision to incorporate
any AD change. A complete listing of Service Bulletins and other service information is published in MHI
Service News No. 034/00-001 for A1 OSW airplanes.
_..
09-01-78
REISSUED 08-23-85
REVISION 7 07-15-04
Page 1-24
MITSUBISHI
MU-2B-60
SECTION 2
OPERATING LIMITATIONS
11J-2B-60
SPEED LI HlIAT IOHS
EUf.i
(lII.SD
I7S
50 100 .. 155
1.(lII - 100 .. 110
[ITO 5 .. 175
[ITO z(lll Or '00 ISS
IIDT~"1JjI
fluS 1 1l'-13.
ZO' .. 1l'-lJA
~US
OM( EIIG
FlUS O IIll-ISI
..,PRDAOI
DETAIL A
Typical Flight Compartment Markings
Figure 2-4
09-01-78
REISSUED 03-23-85
REVISION 7 07-15-04
(Sheet 1 of 3)
Page 2-5
MITSUBISHI
MU-2B-60
SECTION 2
OPERATING LIMITATIONS
OR
and
Subsequent
DETAIL 'I'
-'
DETAIL 'J'
Airplane modified by SIB 102/11-009
Page 2-6
Section2
Operating
Limitations
---------_.,_._,.._--_._-----_.
MITSLIBISHI
- --
.__. -_ .. _--._._-
MU-2B-60
SECTION 2
OPERATING LIMITATIONS
REQUIRED PLACARDS/MARKINGS
2- 1
09/01/78
REISSUED 08-23-85
Page 2-i
MITSUBISHI
MU-2B-60
SECTION 2
OPERATING LIMITATIONS
GENERAl
For operating limitations, refer to the approved airplane flight manual.
REQUIRED PLACARDS/MARKINGS
Pl acards/marki ngs are requi red to remi nd the fl i ght crew and occupants of
operating limitations and safety instructions. Figures 2-1 through 2-3 illustrate typical exterior placards/markings which are of a limiting nature.
Figure 2-4 illustrates those typical flight compartment placards/markings perti nent to operati ons and safety of fl i ght. Refer to the approved ai rpl ane
flight manual for those limiting placards/markings located in the passenger
compartment.
The placards/markings illustrated may vary slightly depending on arrangement and/or airplane configuration.
09-01-78
REISSUED 08-23-85
Page 2-1
MITSUBISHI
MU-2B. 60
SECTION 2
OPERATING LIMITATIONS
Detail B
01- 78
REISSUED 08-23-85
03-
Page 2-2
MITSUBISHI
MU-28- 60
SECTION 2
OPERATI ~ LIMITATIONS
CAUTION
DISCONNECT TORQUE LINK
BEFORE TOWING
CONNECT AFTER
TOWING
Detail B
Detail A
MITSUBISHI.t.
.F.
"OOEL-SERI'lL
I.e
_
PROO CERTlfIC'ITE
TYPE CERTIFIC'ITE
Detail C
00- 01-78
RE ISSLIED 08-23-85
Page 2-3
SECTION 2
OPERATING LIMITATIONS
MITSUBISHI
MU-2B-60
CAUTION
DISCONNECT TORQUE LINK
BEFORE TOWING
Detail B
CONNECT AFTER
TOWING
EMERGENCY EXIT
Detail A
STRIKE THROUGH. TO
RELEASE ESCAPE HATCH
Detai 1 C
SIN 1546SA and Subsequent,
and SIN modified by SR036/11-00l
OJ- 01- 78
REISSUED 08-23-85
Page 2-4
-'
Operating Manual:
MODEL NO.
REPORT NO.
PAGE
MU-2B-60
MR-0338-1
2-5,2-7
Insert facing the page indicated above for the applicable Pilots Operating
Manual.
Retain this Temporary Revision until such time as a permanent revision on
this subject is issued.
REASON
CHANGE
R
R
R
R
R
R
R
R
tll-2B-60
SPEED LI H!TATIOIIS
QO
!5D
so
zoa
ITO 5
ITO
17S
155
no
?D" - 400
zoa Dr
\75
400. 155
IlllTATlOII
TWO E'"
n.APS 5 1ZtI34
ZOo .. IZ9.I:Io&
n.uos
n.uos
OM( ENG
0' 144-152
APPIlllAOI
fL~ ZOO ... 99-1I0
DETAIL
OR
R
R
R
R
R
R
R
R
R
DETAIL 'J'
Airplane modified by SIB 102/11-009
Page 3/3
Jun. 16/2003
MU-2B-60
MITSUBISHI
MU-2B-60
SECTION 2
OPERATING LIMITATIONS
c
B----=:::::==-:~~--1
F
~lU-2B-60
SPEED LIMITATIONS
CROSSWIND
u.Afi
oo so.,
TAKEOfF
So - 200
, .175
155
400
120
ElTO S0 ......... 175
ElTO 2oo Or 400 . ISS
WOIHG
loo -
22
IB
ROTATIOIl
DETAIL
09-01-78
REISSUED 08-23-85
Page 2-5
MITSUBISHI
MU-28-60
SECTION 2
OPERATING LIMITATIONS
ALTERNATE
STATIC SOURCE
ALTERNATE
STATIC SOURCE
NORMAL
STATIC SOURCE
NORMAL
STATIC SOURCE
DETAI L
PROP SYNC
'e'
'D'
DETAIL
PORTABLE
FIRE EXT
Subsequent
77~SA
ON
DETAIL
'E'
'F'
CAUT ION
READ COMPASS WITH
WINDSHIELU HEAT OFF
DETAI L 'H'
DETAIL
'G'
Typical Flight Compartment Markings
Figure 2-4 (Sheet 2 of 3)
09-01-78
REISSUED 08-23-85
Page 2-6
MITSUBISHI
SECTION 2
OPERATING LIMITATIONS
MU-2B-60
SiN 1554SA,
Subsequent
1562SA~
and
DETAIL III
REISSUED 08-23-85
Page 2-7
MITSlIBISHI
MU-28-60
SECTION 2
OPERATING LIMITATIONS
INSTRUMENT MARKINGS
AIRSPHO
EGT
TACHOMETER
H.
Oil
ERATURE
VACUUM GUAGE
VOL T_ETE R
CABIN ALTITUDE
01 FFERENTlAl
PRESSURE
1 1 j! ! !1 !1 ~1~1~\~\~!1 ~1 1 G -
[H)
GREEN
Y _ YELLOW
R - RED
B - BLUE
~ W- WHITE
09-01-78
Page 2-8
MITSUBISHI
MU-ZlI-(iO
SECTION Z
OPERATING LIMITATIONS
INSTRUMENT MARKINGS
(COlT)
AIRSPEED INDICATOR
4.0 (RED)
4.2 TO 5.0
(GREEN)
99 (RED)
81
106
152
250
TO 120 (WHITE)
TO 250 (GREEN)
(BLUE)
(RED)
VOLTNH:TER
o TO 175 (GREEN)
175 TO 200 (YELLOW)
200 (RED)
BATTERY TEMPERATURE
(OF)
o TO 120 (GREEN)
120 TO 150 (YELLOW)
150 TO 190 (REO)
~.~
09-01-78
REISSUED 08-23-85
Page 2-9
MITSUBISHI
MU - 28 - 60
o TO 650 (GREEN)
650 (RED)
770 (WHITE)
o TO 100 (GREEN)
100 (REO)
TACHOMETER (% RPM)
01 L TEMPERATURE
CC )
I
I
50 TO 76.5 (RED)
76.5 TO 96 (YELLOW)
96 TO 100 (GREEN)
100 TO 101 (YELLOW)
101 (RED)
-40 (RED)
-40 TO 55
(YELLOW)
55 TO 110 (GREEN)
110 TO 127 (YELLOW)
127 (RED)
Page 2-10
MlTSUBISHI
MU-2B-60
SECTION 2
FLlQtT PLANNING DATA
FUEL PRESSURE
OIL PRESSURE
40 (RED)
40 TO 70 (YELLOW)
70 TO 120 (GREEN)
120 (RED)
15
15
20
80
~
o TO
(RED)
TO 20 (YELLOW)
TO 80 (GREEN)
TO ~ (YELLOW)
(RED)
PRES~IRE
6.0 (GREEN)
6.1 (RED)
09-01-78
REISSUED 08-23-85
Page 2-11
C::::MPUANCE
TOTAL nMEAT
TJOiOA
DATE
COMPLIANCE
RECOAe ....
METHOD OF COMPLIANCE
METEA'T1IolE
AT~Pt!ANC'E
i.-.a
~I
LIMITATIONS SECTION
ICING LIMITATIONS
The minimum airspeed for sustained level night in icing conditions is 180
knots indic ":!(j airspeed (tAS).
(Over) :::::)
(Page 2 AD 96-25~21
Note: Ice accretion beyOnd the limit of the boots on the upper
surface may be Ylslcle rrom the pllct's position as a solid or partial ridge
of ice.
Since the autopilot may mask tactile cues that indicate
adverse changes in handling charac:enstics, use of the autopilot is
prohibited when any of the visual cues specified above exist, or when
unusual lateral or laterallyaw trim requirements are encountered while
the airplane is in icing conditions.
(2)
Revise the FAA-approved Airplane Flight
Manual (AFM) by incorporating the following into the Master Minimum
Equipment list (MMEL) of the AFM. Inserting a copy of this AD into the
AFM acccmplishes this action.
All icing detection lights (tip tank taxi lights and wing
illumination light) must be operable prior to flight into known or forecast
[NOTE:
This supersedes any relief
icing conditions at night.
provided by the Master Minimum Equipment Ust (MMEL).]
(3)
Revise the FAA-approved AFM by
incorporating the following into the Procedures Section of the AFM.
Inserting a copy of this AD into the AFM accomplishes this action.
ABNORMAL PROCEDURES
SEVERE ICING ENCOUNTER
THE
FOLLOWING
DESCRIBES
SOME
OF
THE
WEATHERCONCITIONS THAT MAY BE CONDUCIVE TO SEVERE
IN-FLIGHT ICING:
Visible rain at temperatures below 0 degrees Celsius
ambient air temperature.
Droplets that splash or splatter t.;1 impact at temperatures
below 0 degrees Celsius ambient air temperature.
PROCEDURES FOR EXITING SEVERE ICING ENVIRONMENT:
These procedures are applicable to all flight phases from
takeoff to landing. Monitor the ambient air temperature. While severe
icing may form at temperatures as cold as -18 degrees Celsius,
increased vigilance is warranted at temperatures around freezing with
visible moisture present. If the visual cues specified in the limitations
Section of the AFM for identifying severe icing conditions are observed,
accomplish the following:
Immediately request priority handling from Air Traffic
Control to facilitate a route or an altitude change to exit the severe icing
.","
AIRWORTHINESS DIRECTIVE
REGULATORY SUPPORT DIVISION
P.O. BOX 26460
")KLAHOMA CITY, OKLAHOMA i312S-0460
\.1.::. :E::2~em
cf irans:::-:::auon
FeaerQ; ':",'iation
Adm i n is ::<:.tio n
"'Xl._
=----".
s.-
/ftClDIII ~ _
FAA
3i.3~
9720-14 MITSUBISHI HEAVY INDUSTRIES, LTD.: Amendment 3910150; Docket No. ::;:7C:::':--.':'.n.
r,
(n
.~
s'':::~
AIRWORTHINESS DIRECTIVE
REGULATORY SUPPORT DIVISION
P.O. BOX 26460
OKLAHOMA CITY, OKLAHOMA 73125-0460
o
U.S. Department
of Transportation
Federal Aviation
Administration
1'he folllNMg ~ Direclive iuued by the F - . . AYiaIiCln Adminisll'lltion in aa:onI8nc8 WIth the pravlaillns of Federal Avilltion Regulations, Part 39. _ _ 10 8ft sinnft
model of which OU" reconss indlc8la you may be the r8gIStered owner. Airworthineaa OinldiYea a1fed aviation safllly IIIld . . regulations which require immediate allamicn You . .
c:autiOnad that no person may cparata an ainnft to which an AiAoorIhineaa Oiractiva applies, axcept in aa:onI8nc8 WIth the requnmanlS of the AiAoorIhinasa Oireclive (1llIenInca
FAR SUbpart 39.3).
APPENDIX 1
Supplement to the POM/AFM, Mitsubishi MU-2B-lO, -15,
-20, -25, -26, -26A, -30, -35, -36, -36A, -40, and -60
The CONTINUOUS IGNITION/MAN IGN switches shall be selected to
ON during all operations in actual or potential icing
conditions described herein:
(I)
Dur ing takeoff and climb out in actual or potential
icing conditions.
*(2) When ice is visible on, or shedding from propeller(s),
spinner(s), or leading edge(s).
*(3)
(4)
Immediately, any time engine
possible result of ice ingestion.
flameout
occurs
as
(5)
During approach and landing while in or shortly
following flight in actual or potential icing conditions.
*Note:
If icing conditions are entered in flight without the
engine anti-icing system having been selected, switch one
ENGINE system to the ANTI-ICE ON position. If the engine runs
satisfactorily, switch the second ENGINE system to the ANTI-ICE
ON position and check that the second engine continues to run
satisfactorily.
CAUTION
Flight in actual or potential icing conditions will be limited
by duty cycle of the ignition system.
Ignition system time
limits must be observed to prevent exceeding duty cycle times.
Operator should verify these limits
for his particular
installation.
For the purpose of this supplement,
appl ies :
ftPotential lClng conditions in
moisture meteorological conditions:
(1)
Begin when the OAT
degrees F) or colder, and
is
plus
5 degrees
or
visible
C (plus
41
Section3
System
Descriptions
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
CONTENTS
SYSTEMS DESCRIPTION . .
. . . . . . ... . ... . .. .
..
. . .. . . . . . . . .. . . . ..
GENERAL
, ..
.. .. . .. .. .. .
.
.
..
. .. . . . .. . . . ..
POWER PLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
ENGINE
, . . ..
. ..
SINGLE REDLINE/AUTO START SySTEM....
. .. . .
. . . . .. .. . .
. . . ..
. . .. . .. ..
. .. . . .. .
I
I
. . .. .. .. ... ... . .. . .
.
. . . . . . . . .. .. .
. .. ..
. .. . . .
. .. . .
. .. ..
.....
. . . ..
.. . ..
3333-
1
1
1
1
3- 1
3333-
3
4
4
4
3- 4
3- 5
. . . ..
3- 5
. . .. . . . ..
3- 5
3- 5
3333-
6
7
7
8
FEATHER CONTROL
POWER LEVER
PROPELLER GOVERNING RANGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
BETA RANGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
3333-
8
8
8
8
. . . ..
3- 9
3- 9
3- 9
..
..
TIP TANKS
FUEL TRANSFER SySTEM ...... .... .. .. .. .. ..
SYSTEM OPERATION
TIP TANK MANUAL FUEL TRANSFER
" . . . . . . .. .. .. . . . .. . . . ..
3- 9
3-10
3-10
3-10
3-11
.. .. .. ..
, . . . ..
3-11
3-11
INDiCATORS
FUELDRAINS
3-13
3-13
3-14
09-01-78
REISSUED 08-23-85
REVISION 3 03-31-90
" ..
.. .
.. ..
....
Page 3-1
MITSUBISHI
MU-2B-60
SECTION 3
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
SYSTEMS DESCRIPTION
CONTENTS (CONTINUED)
LANDING GEAR .... , ... .. .. .. .. ... . . .. . .. . . ... .. .. .. . . . . . . . . . . .. .. . .. . . . . . .. .. . ..
3-17
3-17
3-17
.. .. .. ..
.... . .. . .. . . . . . . . .. . . .. . ... . . ..
3-18
3-18
STEERING SySTEM
BRAKE SYSTEM .... ..... ... .. .. .... .... ... ... ... .. .. . .. . . . . .. . .. .. ... . . .. . . . . . . ..
3-19
3-19
FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
3-19
SPOI LERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
3-19
WING FLAPS
3-20
TRIM TABS
. . . . . . . . .. . . . . . . . . . . . . . . . ..
3-21
,. . .. .
. . .. . .. . .
3-22
. . . ..
3-22
3-26
DC ELECTRICAL POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
3-26
AC ELECTRICAL POWER
3-26
DC POWER DiSTRIBUTION .. .. ..
.. .. .. ..
AC POWER DiSTRIBUTION . . . .
. .. .. .. . . .. . . . .. . .. . . . . . . . .. . . . . . .. . .. .. . ..
3-27
3-28
CIRCUIT BREAKERS
" . . . . . . . .. . . ..
3-36
. . . .. . .. . . . .. . . .. . . .. . .. . .. . . . ..
3-37
LIGHTING SySTEM .
..
LANDING LIGHTS .. . .
..
TAXI LIGHTS
,.
.. . . . .. .
. . . . . . . . . . . . . . .. . .. . . .. . . ..
3-37
.. .. ..
.. .. .. . . . . . . . . . . .. . .. . .. . . . . . . . .. . .
3-37
3-37
3-37
3-37
INSTRUMENT LIGHTS
PANEL LIGHTS
3-38
3-38
3-38
3-38
3-38
3-38
. ...
. . ..
3-39
3-39
3-39
09-01-78
REiSSUED 08-23-85
REVISION 7 07-15-04
. .. . .. .. .. .. . . . .. . .. . . .. . . . . . .. .
3-37
. . ..
NAVIGATIOr--.1 LIGHTS .. ..
ROTATING BEACON
. . . .. . .. .
. ..
.. ..
..
Page 3-ii
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
CONTENTS (CONTINUED)
COMMUNICATION SYSTEM
AUDIO CONTROL . . .. .
.. .. .. . .
VHF COMMUNICATIONS
'"
,.......
. .. . ..
. . . . . . . . . .. . ..
, .. " .. ,. . .. .. . ..
. .. . . .. . . .. . ..
NAVIGATION SySTEM
.. ..
....
. . .. . . . .. . .. . ..
3-42
3-42
3-43
3-44
3-45
3-46
3-47
3-47
3-47
3-49
3-49
DOOR OPEN
WINDSHIELD OVERTEMP .
. . .. . . . . . .
....
. .. .. . .. . . .. . .
.. . ..
3-51
3-51
3-51
3-51
3-51
3-51
3-52
3-52
3-52
3-52
3-52
3-53
3-53
3-53
3-53
3-53
3-53
3-53
3-54
.. ..
"
" ..
. . . .. .. .
.. ..
,
. ..
..
......
"
..
...
. .. . . . .. . . .. . . . . . . .. . .
. . . . . . .. .. . . .. .
3-39
3-39
3-40
SYSTEM ANNUNCiATORS
BETA RANGE
"
"
" . . . . .. .. . . . ..
'" . . . . . .. . ..
CONTINUOUS IGNITION
,
'" . .. . . .
OUTER FUEL EMPTY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
09-01-78
REISSUED 08-23-85
REVISION 7 07-15-04
3-49
3-50
3-50
Page 3-iii
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
CONTENTS (CONTINUED)
INDICATOR LIGHTS
LANDING GEAR POSITION INDICATOR LIGHTS (NOSE, RIGHT,
LEFT, GREEN)
.
3-54
AMBER)
..
3-54
3-54
3-54
3-54
3-54
3-54
3-55
3-55
3-55
..
3-55
3-55
3-55
3-56
3-56
3-58
3-58
3-58
3-58
3-60
3-60
3-60
3-60
3-65
3-65
3-65
3-66
3-66
3-67
3-68
"
"
'"
"
'" .,
,
.
.
.
" .,
.. ..
.
.
.
'"
.
.
INDICATOR LIGHT
WINDSHIELD ANTI-ICING SYSTEM'"
.
HEATED WINDSHIELD ANTI-ICING SYSTEM
ENGINE AIR INTAKE ANTI-ICING SySTEM .... .. .. .. ..
..
..
.. ..
..
09-01-78
REISSUED
08-23-85
Page 3-iv
._",Y
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
CONTENTS (CONTINUED)
PROPELLER DEICING SYSTEM
, . . . . . .. . .
. . . . . ..
3-68
3-69
3-69
VACUUM SYSTEM .
. .. . . . .. . . . . . ..
3-69
. . . . . .. .. . .. .. . ... .. . .. . . . . .. . . .. . . . .. . . . ... . . . ..
3-71
OXYGEN SySTEM
COCKPIT AND CABIN INTERIOR
, . . . .. . .. . . . .. . . .. . . . . . .. . . . .. .
. ..
3-74
3-75
.. .
PITOT-STATIC SySTEM
. . .. .
. . .. .. . . . ..
3-75
....
. .. . . . .. .. .. . . .. . . . . . . . . . ..
"
. .. .
.. .. .
.. . .
. .. . . . .. . .
. . .. ..
. . . . . . . . . . .. .. . . . ..
"
3-75
3-75
3-75
3-75
3-76
3-76
DOORS
3-76
ENTRANCE DOOR
EMERGENCY EXIT DOOR'
.
.. .. .
.
. .. .. .
. .. .. .
. . . ..
3-76
3-77
OPERATING DETAILS
CONTENTS
GENERAL
. .. .. . . .. . .. . . . . ..
3-78
PREFLIGHT CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
"
" . . . .. . . .. .. .. . . . . .
3-88
STARTING ENGINES
'"
09-01-78
REISSUED 08-23-85
REVISION 3 03-31-90
.....
'"
..
" . . .. . . . .. . . . . ..
3-89
" . . .. . . .. . . . .. . . .. . . . . ..
,
..
. . . . . . .. . . . .. . . . ..
" .. , . . .. . . . . . . . . . ..
3-90
3-90
3-90
3-90
" .
. . . . . .. . .. . . . . . . . .
,
3-91
3-92
Page 3-v
MITSUBISHI
MU-2B-60
SECTION 3
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
OPERATING DETAILS
CONTENTS (CONTINUED)
CLIMB
CRUISE
STALLS
"
3-92
3-93
3-93
SPiNS
MANEUVERS
DESCENT
'"
"
, . . ..
LANDING ., . ..
.
..
.
.. . .
...
.. .. . . . .. .. .
. . . . . . . ..
..
..
.. .. . .
.. . .. . . . . . .. . ..
BEFORE LANDING
NORMAL LANDING' . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
..
. ..
. ..
....
.. . . . . . .. .. . . . . ..
CROSSWIND LANDING.. .
NIGHT LANDING
,
,
,.....
. . . . . . . ..
3-94
3-94
3-95
3-95
3-95
3-95
3-96
3-96
STOPPING ENGINES
ENGINE SHUTDOWN/MAXIMUM COOLING FOR ANTICIPATED RESTART . . . . . . . .. ..
COLD WEATHER OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
FLIGHT IN ICING CONDITIONS.. .. .. . .. .. . .. . . . . .. . .. . .. . . . . . . . .. .. . .. . . . . .. . . . . . . . ..
3-97
3-97
3-98
3-99
SERVICING
CONTENTS
SERViCiNG 3-105
BATTERy
3-105
09-01-78
REISSUED 08-23-85
REVISION 7 07-15-04
Page 3-vi
MITSUBISHI
MU-2B-60
SECTION 3 SERVICING
CONTENTS (CONTINUED)
R
LANDING GEAR
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
.......................................................
3-106
R
R
R
TIRES 3-108
R
R
EXTERIOR CLEANING
3-111
INTERIOR CLEANING
3-111
WINDSHIELD CLEANING
3-112
3-113
R
R
09/01/78
REISSUED 08-23-85
REVISION 3 03-31-90
Page 3-vi i
MlTSU81SHI
111-28-60
MRQUlSE
SECTION 3
SYSTEItS IESCRIPTICli
OPERATING DETAILS
SERVICING
SYSTEMS DESCRIPTION
GENERAl.
The MU-2 is a high performance. twin turboprop. high wing airplane with a
crui si ng speed of 250 KIAS. It carri es a maximum of 11 passengers i ncl udi ng
the pilot. The all metal semi-monocoque airframe structure is of aluminum
alloy and steel alloy. riveted and spot welded for maximum strength. (See
Secti on 1.)
To develop good flyi ng techniques and to obtai n the optimum performance. service and flying enjoyment from the MU-2. the pilot should become familiar with
the general working principles of the systems and accessories described in
this section.
POWER PLANT
The MU-2 is powered by two Garrett Turbine Engine Co. TPE 331 turboprop
engines flat rated to 715 SHP. each driving a Hartzell four blade. constant
speed. full feathering. reversible pitch. 98 inch diameter propeller.
ENGINE
The turboprop engine is a single shaft type gas turbine engine. The major
engi ne components from front to rear are the reduction gearbox. a two stage
centrifugal compressor. an annular combustion chamber. and a three stage axial
turbine. The combustion process is initiated by a spark ignition system and
combustion is self-sustained after completion of the starting cycle. The combustion produced drives the turbine. which is shaft coupled to the compressor.
and the gearbox. See Figure 3-1 for general engine components.
SINGLE REDLINE/AUTO START SYSTEM
The single redline/auto start system (SRL) consists of an air data computer
Which receives electrical input signals representing airspeed and ambient
pressure. engine inlet temperature. engine rotor speed and exhaust gas temperature. The computer calculates a single corrected EGT output signal (EGT
indicated) based on EGT/ITT relationships as established by engine performance
calculations. This function is effective for engine operation above 80% rpm.
The SRL circuitry deactivates the EGT correction function for engine operation
below 80% rpm. The air data computer incorporates 10%. 80% and 90% rpm speed
swi tches to provi de si gnal s for ai rpl ane functi ons and for the engi ne EGT
limited fuel enrichment provisions for automatic starting.
This system is controlled by the SRL switch on the center pedestal and is
checked pri or to takeoff by the SRL swi tch and Del ta P/P transducer test
switch on the center instrument panel.
09/01/78
REISSUED
08-23-85
3-1
MITSU8ISHI
MU-28-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
11
I.
2.
3.
4.
5.
6.
7.
TURBINE WHEELS
COMPRESSOR IMPELLERS
REDUCTION GEAR INPUT
HOUS ING ASSEMBLY
INTERMEDIATE HOUSING
ASSEMBLY
OUTPUT HOUSING ASSEMBLY
TURBINE EXHAUST DIFFUSER
TURBINE PLENUM
8.
9.
10.
II.
12.
13.
14.
15.
16.
12
COMBUSTION CHAMBER
COMPRESSOR HOUSING
COMPRESSOR INTERSTAGE DUCT ASSEMBLY
COMPRESSOR SHROUD
MAIN DRIVE SHAFT
INLET AIR DUCT
FUEL CONTROL ASSEMBLY
PRIMARY FUEL NOZZLES
SECONDARY FUEL NOZZLES
09/01/78
REISSUED
08-23-85
3-2
MITSU8lSHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
"
The fuel boost pump supplies fuel through a 40 micron filter to the high pressure pump where a portion of the high pressure fuel is routed through the fuel
filter anti-ice valve (normally open) and oil to fuel heat exchanger. This
heated fuel is then mixed with unheated fuel from the boost pump by the temperature controlled filter anti-ice valve up stream of the 40 micron filter.
This forms a continuous loop of heated fuel which is mixed with unheated fuel
as required from the boost pump to provide icing protection for the fuel control assembly.
From the fuel pump, heated fuel enters the fuel control where the engine fuel
flow is established by power lever position (flight idle to takeoff) and further compensated as required by the underspeed and overspeed governor portions
of the fuel control.
Fuel is routed from the fuel control to the flow divider and drain valve by
passing through a fuel shutoff valve which is manually controlled by the condition lever (EMERG STOP) and electrically controlled by the run-crank-stop
swi tch.
The flow divider adjusts fuel flow to be delivered into the engine combustion
chamber through five primary nozzles and ten secondary nozzles to achieve the
desired combustion system performance at all engine speeds above 80% rpm.
During the start sequence (10% to 80% rpm) a primary only solenoid valve (normally closed), contro11 ed by the engi ne speed swi tch, opens and changes the
crack point of the flow divider to provide fuel flow only to the primary nozzles during ignition and acceleration when fuel atomization is critical.
An automatic start schedule enrichment is provided in the SRL computer to enri ch the start fuel schedule to mai ntai n a constant EGT of 690C - 700C
throughout the start. The start fuel enri chment valve is a normally closed
solenoid valve which is placed in parallel with the fuel controller. Upon
opening, the valve provides a fixed quantity of fuel which is added to the
basic fuel from the controller when engine speed is within 10% - 60% rpm.
09/01/78
RE ISSUED
08- 23-85
3-3
MITSUBISHI
"'-28-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
.-
PROPELLER
The propeller blades are constructed of aluminum alloy and are anodized for
protection. The blades and deice boots should be carefully inspected for
damage during preflight and repaired if necessary_
PROPELLER OPERATION AND PITCH CONTROL
Propeller pitch control is accomplished hydraulically by using oil from the
engine lubricating system and boosting the pressure with a pump which is part
of the propeller governor. The oil moves the internal cylinder portion of the
propeller hub changing the blades from the feathered position or high pitch to
a lower pitch or flat blade angle. When oil pressure is released. a strong
spring forces the cylinder in the opposite direction. moving the blades to the
feathered position.
.
During cruise the fuel flow is fixed and the propeller governor increases or
releases the oil pressure which changes the pitch as necessary to maintain a
constant engine rpm. See paragraph. Power Plant Control. Propeller Governing
Range.
09/01/78
REISSUED 08-23-85
3-4
...........
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
UNFEATHERING PUMP
An unfeathering oil pump provides oil pressure to the propeller pitch control. This causes the propeller blades to move from their feathered position
to a blade angle where the engine can be started.
NEGATIVE TORQUE SENSOR SYSTEM
In addition to the manual feathering system, the Negative Torque Sensor System
(NTS) provides automatic propeller drag limiting in the event of an engine
failure. If an engine fails during flight, the propeller drives the engine by
aerodynamic (negative) torque, the propeller feathering valve operates to dump
the oil, inducing propeller feathering as in the manual feathering operation.
As soon as the negative torque is eliminated, the prop feathering valve automatically moves back to the normal position and stops dumping oil. Thus, the
propeller windmilling drag will remain extremely low, with no serious effect
on airplane maneuvers, even during a sudden engine failure. The NTS system is
a drag reduction system only. It is not an automatic feathering system. The
propeller on the affected engine must ~manua11y feathered for minimum drag.
PROPELLER MINIMUM PITCH STOP
In the propeller governing mode of operation, high pressure oil supplied from
the propeller governor is routed to the pitch control sleeve through the Beta
Tube and acts against a spring pack in the propeller dome and counter weights
on the blade clamps to move the blades toward a lower pitch (increase rpm).
Conversely, when the rpms increase above a set point, the propeller governor
allows oil pressure to be relieved and the spring pack and counter weights act
to move the blades towards a higher pitch, thus reducing rpms back to the set
point. The position of the pitch control sleeve in relation to the Beta Tube
is a function of power lever angle. When the power lever is advanced to the
takeoff position the pitch control sleeve is moved aft in relation to the oil
09/01/78
REISSUED 08-23-85
3-5
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
09/01/78
REISSUED 08-23-85
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
CONDITION LEVER
<0
e
Power Pl ant Control Levers
Figure 3-2
09/01/78
REISSUEO 08-23-85
3-7
MITSlIBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
In Flight
MINIMUM CRUISE
TAXI
TAKEOFF LAND
96 to 97
TAXI
72 to 74
On Ground
FEATHER CONTROL
Pulling the condition lever to the full aft (EMERG STOP) position allows the
propeller to feather after shutting off fuel to the engine.
POWER LEVER (Figure 3-2)
The power lever for each engine has variable positions marked REVERSE, GROUND
IDLE, FLIGHT IDLE, and TAKEOFF. Detents are installed at GROUND IDLE and
FLIGHT IDLE positions.
The power lever is linked to the propeller pitch
control and to the manual fuel valve of the fuel control. Power lever travel
is divided into two parts, the propeller governing range and the Beta range.
PROPELLER GOVERNING RANGE
Power lever travel between FLIGHT IDLE and TAKEOFF positions is called the
propeller governing range. In this range, the power lever establishes the
fuel flow and the propeller governor operates automatically to maintain a constant engine speed by changing the propeller blade angle.
BETA RANGE
Power level travel from FLIGHT lI)LE to REVERSE positions is called the Beta
range. In this range, the power lever establishes the blade angle and the
underspeed governor of the fuel control operates automatically to maintain a
constant engine speed by changing the fuel flow.
09/01/78
REISSUED 08-23-85
MITSLIBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
The fuel system consists of five (5) fuel tanks: (1) main tank with capacity
of 159 U.S. gallons total, 154 U.S. gallons usable; (2 & 3) left and right
outer wing tanks with capacity of 35 U.S. gallons each, 34.5 U.S. gallons
usable each; (4 & 5) left and right tip tanks with a capacity of 93 U.S.
gallons each, 90 U.S. gallons usable each. Total usable fuel is 403 U.S.
gallons. SiN 700SA has outer tanks of 15 U.S. gallons each, all usable, and
has a total usable fuel of 364 U.S. gallons.
MAIN TANK
The Main Tank is of integral type construction and is divided into center and
outboard sections with flapper type check valves connecting the sections. The
check valves only allow fuel to transfer (by gravity feed) from the outboard
sections, which contain the filler ports, to the center section. The center
section contains two fuel boost pumps (one forward, one aft) which are connected to a manifold for fuel distribution to the engines. Both engine fuel
supply lines are connected to the manifold and either boost pump is capable of
supplying adequate fuel for both engines. The center section also contains a
fuel level control valve for the fuel transfer system as all fuel is transferred into the center section before being pumped to the engines. A fuel quantity transmitter is installed in each section and the center section has a
fuel low level switch to activate a warning light.
09/01/78
REISSUED 08-23-85
REVISION 3-03-31-90
Page 3-9
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
R
R
R
R
The fuel transfer system will automatically transfer fuel from the tip tanks
to the main tank center section unti 1 the tips are empty and then from the
outer wing tanks unti 1 empty. The main tank wi 11 be maintained near a full
level throughout the transfer process as all fuel is fed into the center
section of the main tank. Switches provide for manual control of both tip and
outer wing tank fuel transfer if necessary.
Major components of the fuel transfer system are the air shutoff valve and
pressure regulator to pressurize the tip tanks, a fuel shutoff valve and
screen in the fue 1 1i ne from the tip tank to the mai n tank center sect i on, a
fuel low level switch in the tip tank which controls a timer to activate the
transfer pump in each outer wing tank, and the fuel level control valve in the
main tank center section. The outer wing tank and tip tank transfer lines
join with both the LH and RH transfer lines connecting to the fuel level
control valve.
SYSTEM OPERATION (Auto Fuel Transfer)
The fuel transfer switch in the AUTO position energizes a relay to power the
bleed air shutoff valve (Open). This pressurizes the tip tanks and at the
same time the tip tank fuel shutoff valve is opened. The air pressure forces
fuel through the transfer line to the main tank center section where the fuel
level control valve opens as required to maintain a preset fuel level in the
main tank. When the tip tank is empty, a fuel low level switch opens to activate a 2 minute timer/relay. The low level switch must stay open for 2 minutes to keep the timer/relay activated and prevents the timer from prematurely
activating the relay portion. At the end of the 2 minute cycle, the relay
activates and completes a circuit that connects the tip fuel level relays and
the outer fuel pump relays. The timer/relay remains activated regardless of
the fuel transfer switch position. Should power be interrupted, by disengaging the fuel transfer control circuit breaker or entire airplane power shut-
09/01/78
REISSUED 08-23-85
REVISION 3 03-31-90
Page 3-10
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
INOTIJ
Both tip tanks must be empty with both timers completing
the 2 minute cycle before the relays will activate to turn
ON the outer fuel tank transfer pumps.
R
R
The outer fuel pump transfer relay starts the transfer pump and arms the outer
fuel low pressure switch. At the same time~ the other relays activate to
close both of the tip tank fuel shutoff valves and the bleed air shutoff
valve. When the outer wing tanks are empty or if there is a pump failure~ the
fuel low pressure switch will activate the outer wing tank fuel empty warning
lights. The fuel transfer switch should then be positioned to OFF.
TIP TANK MANUAL FUEL TRANSFER
When the fuel transfer switch is in the TIP MANUAL position~ only the bleed
air shutoff valve activates to OPEN and the fuel shutoff valve (selected tank
only) to OPEN. (See ABNORMAL PROCEDURES~ Section 4 of the FAA Approved Airplane Flight Manual.)
The outer pump switch in MAN position activates both outer wing tank1s
transfer pumps and the low pressure switches are activiated for the outer fuel
empty lights.
(See ABNORMAL PROCEDURES~ Section 4 of the FAA Approved
Airplane Flight Manual.)
I N ore I
R
09/01/78
REISSUED 08-23-85
REVISION 3 03-31-90
Page 3-11
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
and the transfer pump in the outer wing tank. When the fuel transfer
are placed in the AUTO position, the fuel in the tip and outer wing
transferred automatically to the center tank. When the fuel transfer
are placed in the TIP MANUAL position, only the fuel in the tip
transferred to the center tank.
switches
tanks is
switches
tanks is
The outer pump test switch is used to test the transfer pump duri ng ground
preflight. It should be noted that the lH and RH OUTER FUEL EMP annunciators
will illuminate momentarily during ground preflight checks to indicate a functioning pump. The light may not illuminate if the switch is activated during
fl i ght. Fuel quant it.v decrease shoul d be used to verify a funct ioni ng pump
during flight.
R
The outer pump manual transfer switch is used to transfer fuel from the outer
wing tanks in the event of an automatic fuel transfer system failure. For
operation, refer to ABNORMAL PROCEDURES, Section 4 of the FAA Approved
Airplane Flight Manual.
""N Y4LV[
OPEN
~culSm@ ~
TR41l51'[A
l
o 4UTO@
(IFF 0
@
TIP
IWIJ~
Page 3-12
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
Fuel quantity indicators for the main, left outer wing, right outer wing, left
tip, and right tip tanks are installed on the center instrument panel. The
main tank fuel quantity indicator indicates total usable fuel quantity
remaining in the center tank, while the outer wing tank fuel quantity
indicators and the tip tank fuel quantity indicators (dual indicators)
indicate the amount of usable fuel remaining in these tanks. These indicators
are operated electrically. The left and right outer wing tank fuel empty
lights, on the center instrument panel, marked LH and RH OUTER FUEL
EMP i ndi cate either the outer wi ng tank is empty or the outer wi ng tank
transfer pump has failed.
FUEL DRAINS
Water and solid materials are trapped by sumps in each tank and by fuel filter
bowls in each feed line to the engine. Sumps for the center tank and boost
pumps may be drained by opening the access plate located at the lower surface
of each wing fi llet and turning the handle on the drain valve. A drain hole
is located in the bottom of the fuselage.
Procedures for draining fuel in large quantities are contained in the MAINTENANCE MANUAL.
FUEL QUANTITY
MAXIMUM CAPACITY
* U.S. gal
TANK
R
R
159
USABLE CAPACITY
* U.S. gal
UNUSABLE CAPACITY
*U.S. gal
154
35 (15 )
34.5 (15)
0.5 (0 )
35 (15 )
34.5 (15)
0.5 (0 )
93
90
93
90
Outer Wing
Tip
Total
415 (375)
403 (364)
12 (11 )
Page 3-13
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
600
~
500
~ ~ JP-S
~ ~ ---JP-1, J ET A, A-I
JP-4, ~lET B
~V
~V
400
FUEL
FLOW
RATE
PPH
300
200
~V
~f'
l;
100
l/
100
200
300
400
SOO
09/01/78
REISSUED 08-23-85
3-14
MlTSUBISHI
MU-2B-60
SECTION 3
DESCRIPTION
OPERATING DETAILS
SERVICING
SYST~S
FUEL
(CONT)
3000
/'
~
~K
/
2000
/
..JV)
UJCl
~
:z
u..~
u..o..
0'
Cl
l-UJ
X~
(!I~
...... V)
UJ:Z
:30
U
1000
,~
/
o
~V
VV
~V
r
['..,
JP-5
JP-1
"- Jet A
Jet A-1
',JP-4
Jet B
I
~V
V
~
"' V
/~
V
~
V
'/
1000
2000
3000
09/01/78
REISSUED 08-23-85
3-15
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
LH TIP TANK
LH ENGINE
RH TIP TANK
RH ENGINE
RHOUTER
WING TANK
INTEGRAL TANK RH OUTBOARD
II'ITEGRAL TANK LH OUTBOARD
I.
2
J.
4
S
6.
7.
8.
9.
10
1\.
(S)
FUELSCRHN
CHECK VALVE
PRESSURIZED AIR LINE
TRANSFER PUNP
if'
@J
@]
II'ITERCONNECTCHECK VALVE
BOOST PUMP
FUEL FII-TER
VEI'IT PORT
VENT LINE
WARNING LIGHT
DRAIN VALVE
DRAIN L1NF
REISSUED 08-23-85
REVISION 3 03-31-90
Page 3-16
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
09/01/78
REISSUED 08-23-85
3-17
MITSUBISHI
MU-28-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
3-18
---
.I
---
--------~-----------~-~-------_._--
MITSUBISHI
MU-2B-60
~--
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
STEERING SYSTEM
The nose wheel is steerable by means of the rudder pedals: 23 degrees to the
left and 22 degrees to the right of center. The steering mechanism will automatically disengage from the rudder pedals when the gear is retracted. The
pedal position is ground adjustable by a mechanic two inches fore and aft. It
is not cockpit adjustable.
BRAKE SYSTEM
The single disc brake on each main wheel is operated by applying toe pressure
to the rudder pedals. To engage the parking brake, apply toe pressure to both
rudder pedals and pUll the parking brake handle. To release, manually turn
and push the handle.
FLIGHT CONTROLS
Conventi onal dual control wheel s and rudder pedal s are provi ded. They are
1inked mechani cally to the control surfaces. Mai n control surfaces are the
elevators for longitUdinal control, the rudder for directional control, and
the spoilers for lateral control. The elevators and rudder are conventional
in their design and use.
SPOILERS
The spoilers are installed on the upper wing surface approximately the full
length of the wing. This design allows more available flap length. (See
GENERAL, Section 1)
09/01/78
REISSUO OB-23-B5
3-19
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
POSITION
INDICATOR
LIGHTS
3-20
(
----------
MITSUBISHI
MU-28-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
ELEVATOR TRIM
TAB CONTROL WHEEL
TRIM AILERON
CONTROL SW ITCH
'.
3-21
MITSUBISHI
""-28-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
IN OTE I
If airplane is to be parked for an extended length of time
see Mooring and Tie Down in OPERATING DETAILS Section 3.
panel located
09/01/78
REISSUED 08-23-85
3-22
,'"
~.""'--
?'-"'-6>.r
~--
MITSUBISHI
MU-28-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
igniouter
test
panel
fuel
Engine start switches, run crank stop switches, unfeather switches, start fuel
enrichment switches, SRL switches and start selector switch are installed on
the center pedestal switch panel. The flap position switch and flap indicator
lights are on the RH side of the center pedestal.
Control swi tches and a heater current 10admeter for moni tori ng or checki ng
prop deice, stall vane anti-ice and pitot and static port anti-ice are located
on the overhead switch panel. Switches and indicator lights for oil cooler
inlet anti-ice, engine intake anti-ice, wing deice and windshield low heat are
also located on the overhead switch panel. Lighting switches and light dimmer
controls are also located there.
Autopilot, trim, ATC Ident, TCS and Windshield Hi Heat switches are located on
pilot and copilot control wheels.
09/01/78
REISSUED 08-23-85
3-23
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
MITSUBISHI
MU-2B-60
SYSTEMS DESCRIPTION (CONT)
ANTI-ICE
OIL. COQL(R
LIGHTS
00
@@@@
STALL
ENG
PROP
PilOT
000000000
i II' 1"1
(jD
0..
11'10 US
WING
lX-ICE
TEST
'4WII('"
WlJC)SHELO
HEAT lOW
II
OFF'
.'l~,\
0"\::.08AT
PARK
~\
OfF
~BAT
OFF
OH\:0I1AT
EXT
~F$C$
AlT
OFF
~\ PANEL
LANOI!IfG LoT
EXT
LIGHTS
.iT
~\
OFF \ ' 0 8 R T
09/01/78
REISSUED 08-23-85
3-24
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
ZZ.
23.
24.
25.
16.
50. 39.
5.
I
I
I.
Z.
3.
4.
9.
10.
II.
12.14.13.15.
1. MASTER SWITCH
2. BATTERY KEY SWITCH
3. DC GENERATOR CONTROL SWITCHES
4. INVERTER SELECT SWITCH
5. MICROPHONE JACK
6. VOLTAMMETERS
7. OUTSIDE AIR TEMPERATURE INDICATOR
8. BATTERY TEMPERATURE INDICATOR
AND ISOLATE SWITCHES
9. MAIN FUEL VALVE SWITCHES
10. FUEL TRANSFER SWITCHES
11. TRIM AILERON SELECT SWITCH
12. LANDING GEAR CONTROL SWITCH
13. LANDING GEAR POSITION INDICATOR LIGHTS
14. LANDING GEAR UNSAFE WARNING LIGHT
15. LANDING GEAR WARNING HORN CUTOUT SWITCH
16. FLAP CONTROLLER
17. AIR CONDITIONING CONTROL PANEL
18. CABIN PRESSURE CONTROLLER
19. CABIN ALTITUDE DIFF. PRESS. INDICATOR
20. CABIN RATE OF CLIMB INDICATOR
21. LH ENG. FIRE WARNING LIGHT AND ENG.
FIRE EXTINGUISHER HANDLE
22. ENGINE FIRE DETECTOR TEST SWITCH
23. MASTER CAUTION LIGHT
24. MASTER CAUTION SYSTEM TEST SWITCH
25. RH ENG. FIRE WARNING LIGHT AND ENG.
FIRE EXTINGUISHER HANDLE
26. CLOCKS
27. TURN AND BANK INDICATOR
28. VACUUM GAUGE
29. TORQUE METERS
30. EGT INDICATORS
17.
5.
Page 3-25
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
09/01/78
REISSUED 08-23-85
3-26
lr \
--
---~-------
----------------_..__.._-_. __...---_.__._._-------------------------------
MITSUBISHI
"'-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
09/01/78
RE ISSUED 08-23-85
3-27
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
09/01/78
REISSUED 08-23-85
--3-28
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
3,5
8
31
4,6
'"
7
9
10
33
32
32
13
13
22
21
25
20
24
23
27
28
32
'" 30
29
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
LIGHT
CDNNECTIDN BDX
LH INSTRUMENT P~NEL
RH INSTRUMENT P~NEL
LH SWITCH P~NEL
RH SWITCH P~NEL
CENTER PEDEST~L SWITCH P~NEL
DVERHEAD SWITCH P~NEL
DVERHE~D ~UXILI~RY SWITCH P~NEL
~NTI-COLLISION LIGHT
(FUSEL~GE LOWER SURF~CE)
CIRCUIT BRE~KER P~NEL
L~NDING
11.
12. ST~RTER GENER~TOR
13. TRIM ~ILERON ~CTU~TOR
14. LH WING TIP LIGHT
15. RH WING TIP LIGHT
16. REL~Y P~NEL (CENTER WING
FORW~RD)
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
3-29
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
-A
z
r----......
.
z
o
~
r-%
~l
c
0
E
Power Distribution
Figure 3-11 (Sheet 1 of 2)
(Typical SIN 700SA, 731SA thru 798SA Except 748SA, 758SA, 779SA
thru 798SA When Modified by SR034/24-002)
09/01/78
REISSUED 08-23-85
3-30
MlTSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
A
~
<
" ~
I 0
> ~ I
-,
B
---
-l
-
'I
0
E
'I
.'
~~
~~o
g~~
~ Q;
<
....
~~a
~.
t;;:
,
<
---
1]I
..
o
3::
~i
.e
3i:
~ ~ --.----l~"'11
Power Distribution
Fi gure 3-11 (Sheet 2 of 2)
(Typical SIN 700SA, 731SA thru 798SA Except 748SA, 758SA, 779SA
thru 798SA When Modi fi ed by SR034/24-002)
09/01/78
REISSUED 08-23-85
3-31
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS m:SCRIPTlON
OPERATING DETAILS
SERVICING
.
.
.
.,I ,I
c
;;:
~l
:mwu _ .1.0114
;)1.1."'.1'_.1.0.1.1.. W
A
B
...
oil
~ i~)iI!!i)~t~)P~~SIl!fl1---!;
.
;
~ ~ ~ ~
L
n_.~.~.~_I-----l
U
U1HI
U1HllfJl00:tl1Q If
W~1000
1'01
~:
.i~
:I
"
>
~ ~
:t
:c ~
~z
.f
r;====;]
...
Power Distribution
Figure 3-12 (Sheet 1 of 2)
(Typical SIN 799SA, 1501SA and up and 748SA, 758SA, 779SA
thru 798SA When Modified by SR034/24-002)
09/01/78
REISSUED 08-23-85
3-32
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
-1
':-----;---1-
A
B
c
D
Power Distribution
Figure 3-12 (Sheet 2 of 2)
(Typical SiN 799SA, 1501SA and up and 748SA, 758SA, 779SA
thru 798SA When Modified by SR034/24-002)
09/01 /78
RE ISSUED 08-23-85
3-33
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
MITSUBISHI
MU-2B-60
MA~UISE
115vAC BUS
AUTO P I LOT
L.H.
26vAC BUS
FL I GHT 0 I ReCTO~
vII LS 1
AIR DATA COMPUTER
ADF 1
RADAR
RNAv
VNAV(OPT)
CQMPI
TRIM
pas
lIGHT
V!lLS2
INO
ADF2
R.H.
26vAC BUS
COMP2
ATTITUDE GYRO
. tNT 5vOC
IN5T. LIGHT
115vAC BuS
- - - - - " 3"b------r--<Y"!
L .:1.
AUTOFORMER
-LH DC
LOAD
BUS
RH DC
LOAD
BUS
MAIN
STANDBY
INVF.RTER
INVERTER:
INPUT fJ.
DC
26 vAC OUT G
A DC
INPUT
1-----t-::-1
""";"";""';'----1 EON-OFF
SPARE
115 VAC
OU
F SPARE
STS'\'
IN\I'T.
r~"T
SI!LECT
IlELA'I'
Illi!LAT
Sl!l.EC't
AC Power Distribution
Fi gure 3-13
(Typical SIN 799SA, 1501SA and up and 748SA, 758SA, 779SA
thru 798SA When Modified by SR045/24-002)
09/01/78
REISSUED 08-23-85
3-34
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
INVERTER
SYSTEM IN
OPERATION
MAIN
STBY
DISENGAGE BREAKERS
ISOLATED
BUS
ALL
RH 115 VAC
LH 26 VAC
RH 26 VAC
LH 26 VAC
RH 26 VAC
LH 26 VAC
RH 26 VAC
RH 115 VAC
RH 26 VAC
RH 115 VAC
ALL
LH 115 VAC
LH 26 VAC
RH 26 VAC
LH 26 VAC
RH 26 VAC
LH 26 VAC
RH 26 VAC
LH 115 VAC
LH 26 VAC
LH 115 VAC
Refer to Fi gure 3-13 for the vari ous systems whi ch will
various buses isolated.
09/01/78
REISSUED 08-23-85
lose power wi th
3-35
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
MlTSUBISHI
MU-2B-60
rLIGHTlIIlG,
IiAOIIIG PASS
51....
lit UWJ
.&Tel
TUPW
.&0' I
.&C' Z
If llWI IUS
DC PMR SOIatE
e e~e
DC liEN
f[(Q[I
FEElER
DC t.EI
OUT
WT
1111
OUT
.. _,UI.
f::::\
~-
CO.... , CO.... I
ATe I
COlIW
a:-s
1000
I
1000
00'0
III."
,....-UTILITY---,
000000000
r -AVIONICS0
1
Vy,
VlLS 1 \tU21
I
"-N'"
.--EM;I"~
e~8 ~8
LM 'fIllIU
C\
-~
MII.n(
~B
CB PANEL
000
000
000
R&QAIt
N'
~WONI:
SPklt
I'HONI
Z
PKR
I
0'"
0"1
~~
000
r--~--~----.-'----
IIIOIX
I'IIOK
Olll
000
.&U)(,
0000000
@@@@O@O
LH
TIE
RH
VIILS I ADF I
,-"5VAC POWER,
HSI I
RNAV
----'''--~.
--
VIILS2 ADF 2
r - ""VAC LH llUS------,
r-~':~~~-,
@@@@@OO
AUX Z
000
LH
TIE
RH
AUTO
PILOT
FLT
DIR
AIR
DATA
VNAV
RADAR
ATT
----
"--~--~----_.
AFT CB PANEL
AUTO PILOT
RADIO
DC
LIGHT
MIse
DC POWER
PAlIll
... :.~~
FORWARD CB PANEL
FUEL
1l1li
GYRO
FLAP'
o Q 29 QCl 0'0 oQ
9.~r'c?"?'~"~9.Q QQ~ ~ci'6 ~ 0'0 ~H~ Q 0
c'"'
110;'
;,,, 'I
~OOOOOOOOOOOOOOOOOOOOO
lUI':
~
frl(':i:M
IIfI
AI(
11
A'
",,~'(i,
UOI.M
lJIIf
!l'O
liltS
'f'"
--'--'UOIIUn
-1lIt-
....
SEAl
c.T
111m
COlT
fUlD
. .~
"-IU
-1lIt--M-
COMO
lllJlO 1111"
\HlflLJ I,{-I((
~~
(0111
WHVf
PI""
f'(WA
C()MI
I III!
"L
IJl
(0111
000000000
- . , -
Sll1
All
-(\I'l.'''));'-
'kUl
All.
O~
l.OOM
"'llfJH
CENTER CB PANEL
Circuit Breaker Panel (Typical)
Figure 3-14
09/01/78
REISSUED 08-23-85
3-36
II ~":lll
(III
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
When a switch is placed to EXT, the landing light extends and automatically
It requires about ten seconds for the lights to come on after the switches
have been placed in EXT. When in the extended position, the lights may be turned off or on as desired by
moving the switches to OFF or EXT. When a switch is placed to RETRACT from EXT, the light will
automatically extinguish, retract, and stop at the fUlly retracted position.
TAXI LIGHTS
The taxi lights are installed in the leading end of each tip tank.
switch on the RH overhead switch panel.
NAVIGATION LIGHTS
The airplane is equipped with conventional wing tip and tail navigation lights.
NAV light switch on the RH overhead switch panel.
ROTATING BEACON
A rotating beacon is mounted on the vertical stabilizer fin and rotates 360 degrees.
BEACOf\1 light switch on the RH overhead switch panel.
It is controlled by the
An ice inspection light is installed in the LH engine cowling to illuminate the LH outer wing leading edge.
This is controlled by the WING ICE LT switch in the RH overhead switch panel. The tip tank leading edge
taxi light, if installed, may also be used as an indication of ice accumulation per Airplane Flight Manual
procedures.
STROBE LIGHTS
The strobe lights are installed on the wing tips and tail and are controlled by the STROBE light switch on
the RH overhead switch panel.
09-01-78
REISSUED 08-23-85
REVISION 7 07-15-04
Page 3-37
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
N aTE
The cabin and cockpit room lights are the only lights that will remain operational if
the master switch is positioned to EMERGENCY. They are not activated
automatically and must be manually turned ON if cabin or cockpit illumination is
required.
MAP LIGHTS
A map light is installed in the bottom of each control wheel and controlled by a rheostat in the center of the
control wheel.
READING LIGHTS
The airplane is equipped with reading lights beside the cold air outlets in the cabin ceiling.
are controlled by switches in the arm rests.
09-01-78
REISSUED 08-23-85
REVISION 7 07-15-04
These lights
Page 3-38
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
COMMUNICATION SYSTEM
AUDIO CONTROL
The audio control system provides amplification and switching control for all
communications and navigation audio signals. Independent systems are provided
for the pilot and copilot. The system consists of two audio controls, speakers, jacks for pi 1ot/copi 1ot headsets and mi crophones, and a radi 0 control
panel. The audio control system provides the following major functions:
A.
Transmitter selection.
B.
Selective monitoring of transceiver and receiver audio with either speaker or headphones.
C.
Passenger address.
D.
Control sand swi tches for system operati on are located on the radi 0 control
panel. The radio control panel is shown in Figure 3-15. The microphone mode
selector switch has five selector positions: TX-1, TX-2, PA, HF, and INT.
With the selector switch set in the TX-1 position, the audio output from COMM
1 is coupl ed to the cockpi t speakers and headphones. When the mi crophone
button is depressed, COMM 1 is keyed. TX-2 position is used for COMM 2. In
the PA (Passenger Address) position, the audio is connected to the cabin
09/01/78
RE ISSUED 08-23-85
3-39
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
09/01/78
REISSUED 08-23-85
3-40
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
SPEAKER
1r--118....-...-.
00I
I
'-../
/COMM-2~
1118.00 ,
NAY-I
I~H8~.O
0I
(108.00 I
O~~-/O~l-JOJ
AUTO COM I C01l2
HF
AUOIO-I
NAVI MAY 2 MlR
~TONE
BOTH
NAY-2
VOICE
PHONE
1'"1
rCOMM-I----.
AUDIO -2
AU TO COlli COil Z HF. NAY I NAY2
<@~~@@~~<@<@~
...........~,(~
<0
~
SPU.
BOTH
~TONE
VOICE
ATC
PHOHEO
~ 10000 I
@Rir@
'&JSTBy'&J
LO
1""'\ I r2
ALT
iOi
OFF
OFF
AOF
TEST
1190.0 I
ANT
Q
AOF
@!(o
Radi 0 Panel
Figure 3-15
09/01/78
REISSUED 08-23-85
3-41
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
09/01/78
REISSUED 08-23-85
3-42
..--'
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
The distance measuring equipment system provides the slant range distance from
the airplane to a preselected ground station. The airplane has a single DME
and an optional No.2 DME subsystem, either of which are capable of interrogating all 252 channels. The single airborne DME subsystem consists of one
receiver transmitter, one indicator, one antenna, and the radio control
panel.
The DME presents a cont i nuous1 y updated di sp1 ay of di stance to
station, time to station, or computed ground speed. Distance is also disp1ayed on the pilot's HSI. Range of the DME is 250 nautical miles. Transmitter
frequency band is 1025 to 1150 MHZ and recei ver frequency band is 962 to
1213 MHZ. The frequency control knobs of NAV 1 on the radio control panel
are used for frequency selection.
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
Push buttons on the DME indicator front panel are used to select knots, minutes, ,or nautical miles. Selecting the NM button gives distance in nautical
miles in the window. The MIN button gives time to station in minutes and the
KTS button gives computed airplane ground speed in knots. The ground speed
and time to station indications are accurate only if the airplane is flying
directly toward (or away from) the ground station and the distance is sufficient for the sl ant range and ground range to be nearly equal. The system
must also have been on for at least 6 minutes to allow for stabilization. The
DII"1 control on the indicator varies the display intensity. The NAV select
switch is used to select the ground station (VORTAC or DME) to which either
NAV 1 or NAV 2 is tuned. The NAV select switch also has an H selection that
will hold the last operating frequency regardless of where the NAV system is
09/01/78
REISSUED 08-23-85
REVISION 2 04-01-88
3-43
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
R
R
tuned. The hold indicator light on the radio control panel illuminates when
the NAV select switch is in the H position.
R
R
R
INOTE!
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
The RMI is required to complete system operation. Bearing information is displayed on both the pilot's and copilot's RMIs when the ADF mode is selected on
the RMI and also displayed on the bearing pointer in the pilot's HSI if the
ADF mode is selected. The ADF receiver can also be used to receive weather or
other programs from standard AM broadcast stations without the ADF function
operating.
R
R
R
R
R
All system operations are controlled from the radio control panel. Two toggle
switches ar.e used to select the desired mode of operation. When the ANT/ADF
function switch is placed in the ANT position, the system operates as an aural
receiver. The tone or broadcast program may be heard by setting the ADF audio
monitoring switch to speaker or phone position at the radio control panel.
R
R
R
R
R
In the ANT mode, the RMI pointer will park horizontally. In the ADF position,
the RI~I pointer will indicate relative bearing to the tuned station, and an
audio signal may be heard. The system also provides ADF bearing information
on the pointer in the pilot's HSI when the ADF repeated needle option is
installed.
~OTEI
R
R
R
09/01/78
REISSUED 08-23-85
REVISION 2 04-01-88
3-44
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
IN OTE I
There is a 60 second delay from the time the primary power
is first applied until the system is fully operational.
09/01/78
REISSUED 08-23-85
3-45
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
09/01/78
REISSUED 08-23-85
3-46
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
The compass flag on the HSI automatically retracts when the slaving cycle
is completed and the heading card is aligned with the magnetic heading.
The slaving conditions can be monitored by the compass annunciator on the HSI.
The
compass annunciator slowly oscillates between (+) and dot (.) when the system is correctly slaved.
The
the HSI.
system may be operated in the free gyro mode by placing the gryo slave control switch in the DG position.
In this position, the HSI heading card can be rotated clockwise or counterclockwise by toggling the manual
slave switch to the INC or DEC marked position.
WARNING SYSTEMS
STALL WARNING SYSTEM
A control wheel shaker is provided as a stall warning indicator.
transducer mounted in the leading edge of the right wing responds to changes in airflow over the wing.
The electrical signal from the lift transducer is compensated for flap deflection angle and actuates the
shaker 4 to 9 kts before the stallr.
Control wheel vibration from the stall warning shaker may be checked
by placing the stall warning test switch, installed on the center instrument panel, to GND position on the
ground or to AIR position in flight.
During flight conditions when ice accumulates on the wing leading edge, the stall warning system may not
always actuate the stick shaker prior to stall.
The warning horn provides an aural warning for the following gear unsafe conditions:
1.
When the power lever is moved close to the FLIGHT IDLE position with the gear not extended.
2.
NOTE I
The warning horn may be silenced by pushing the horn cutout switch when the
flaps are in the UP or 5 positions.
Page 3-47
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
I N aTE
Red light illumination may not indicate gear failure; see following conditions.
GEAR EXTENSION CYCLE
ALL down lock lights (green) illuminated
Unsafe Light (red) illuminated
Gear should be down and locked, but main gear forward doors are not closed.
NOT all downlock lights (green) illuminated
Unsafe light (red) illuminated
Gear that does not have a green indication is not down and locked.
GEAR RETRACTION CYCLE OR IN FLIGHT
Unsafe Light (red) illuminates
Indicates that anyone of the gear is not fully retracted and/or the main gear aft or forward doors are not
fully closed.
N aTE I
I ~~U!ION I
AIRSPEED LIMITATIONS MUST BE OBSERVED IF RECYCLING IS
ATTEMPTED
AS
CORRECTIVE
ACTION.
SEE
EMERGENCY
PROCEDURES, SECTION 3 OF THE FAA APPROVED AIRPLANE FLIGHT
MANUAL.
09-01-78
REISSUED
08-23-85
Page 3-48
MlTSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
[~~~fa
3-49
MITSUBISHI
K1-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
2.
3.
Light
OFF
OFF
OFF
OFF
OFF
ON
OFF
OFF
OFF
ON
OFF
ON
System
Door Open
R H/W Over Temp
R Boost Pump Fail
R Fuel Filter Bypass
Ai r Cond Sys Fail
R DC Gen Out
R Feeder Out
Battery Over Temp
R SRL Fail
Spare
CP T/B Power Fail
Defog Over Temp
Light
OFF
OFF
OFF
OFF
OFF
ON
OFF
OFF
OFF
OFF
OFF
OFF
_/
4.
Push the system test switch (located to the right of the master caution
light) and check all annunciator lights for illumination.
5.
09/01/78
REISSUED 08-23-85
3-50
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
3-51
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
09/01/78
REISSUED 08-23-85
3-52
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
The fuel quantity, oil pressure indicator, and trim position indicator lighting system will be
inoperative.
equipment.
(See EMERGENCY PROCEDURES, Section 3 of the FAA Approved Airplane Flight Manual)
09-01-78
REISSUED 08-23-85
REVISION 7 07-15-04
Page 3-53
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
These lights are located on the LH overhead switch panel and are checked by the IND LTS TEST button.
They illuminate when the ENG INTAKE switches are placed to ON. System operation must be verified by
noting a decrease in engine torque and increase in EGT on the respective engine when the system is
selected ON.
OIL COOLER INLET ANTI-ICE INDICATOR LIGHTS (OIL COOLER INLET, Green)
These lights are located on the LH overhead switch panel and are checked by the IND LTS
TEST button.
They illuminate when the OIL COOLER INLET switches
09-01-78
REISSUED 08-23-85
REVISION 7 07-15-04
Page 3-54
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
09/01/78
REISSUED 08-23-85
3-55
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
DO NOT OPERATE THE WIPERS ON DRY WINDSHIELDS OR AT AN AIRSPEED ABOVE 175 KCAS.
09/01/78
REISSUED 08-23-85
3-56
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
2
CABIN AIR
BOTH
RH
Off
..
AIR COND
A~AUTO MAN
HOT
COLO
Off"
COLO
HOT
RAM
PUSH FOR TEMP CaNT
~
CABIN AIR OUTLET
CEIL
tIl\
~
FLOOR
1.
7
Z1006
2.
3.
4.
5.
6.
7.
8.
REISSUED 08-23-85
3-57
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
OFF
LH
BOTH
RH
Air Source
Ram air flow into the cabin.
There is no air supply to the cabin.
System air is supplied from left engine only.
System air is supplied from both engines.
System air is supplied from right engine only.
Function
There is no cabin air temperature control.
The system provides automatic air temperature control.
Coldest cabin air supply position.
Hottest cabin air supply position. A high temperature limit
switch is installed to limit the supplied air temperature to
below 200F (93.5C).
Valve is not actuated and most air comes out of cabin outlet.
CEIL -
09/01/78
REISSUED 08-23-85
3-58
MITSUBISHI
MU-28-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
23
18 31 29
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
~...
25.
31 32
24
30
REFRIGERATION UNIT
WATER SEPARATOR
REF. UNIT BY PASS VALVE
COOLING TURBINE BY PASS VALVE
RAM AIR SHUTOFF VALVE
ENGINE BLEED AIR SHUTOFF VALVE
ENGINE BLEED AIR CHECK VALVE
CABIN TEMPERATURE CONTROL
WATER SEPARATOR INLET AIR
TEMPERATURE CONTROL
SCREEN
CABIN AIR TEMPERATURE SELECTOR
CABIN AIR SELECTOR SWITCH
AUTO-MANUAL SELECTOR SWITCH
CABIN SUPPLY AIR TEMPERATURE SENSOR
SUPPLY AIR TEMPERATURE LIMIT SWITCH
WATER SEPARATOR INLET AIR TEMPERATURE
SENSOR
DISTRIBUTOR VALVE
OUTFLOW SAFETY VALVE
MIXING CHAMBER
RAM AIR INTAKE
COOLING AIR INTAKE
COOLING AIR OUTLET
FAN CABIN SENSOR
CABIN TEMPERATURE SENSOR
COMPRESSOR OUTLET TEMPERATURE LIMIT SWITCH
09/01/78
REISSUED 08-23-85
30
28
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
30
28
33
18
=
:
= :
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
>
Defog Control
Figure 3-18
PRESSURIZATION CONTROL
Manual Pressure Control Valve (Figure 3-16)
The manual pressure control valve is normally operated at the FULL INC position. In the event of automatic pressure control system failure or when rapid
cabin depressurization is required, cabin pressure can be decreased by turning
this valve. Cabin pressure decrease will occur after turning this valve about
one half turn from the FULL INC position. Approximately six additional turns
are required to reach the FULL DEC position.
09/01/78
REISSUED 08-23-85
3-60
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
09/01/78
REISSUED 08-23-85
3-61
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
Description
airplane takeoff and climb to an altitude of 31,000 feet.
airplane flight altitude of 31,000 feet.
airplane rate of descent at 2,000 feet/minute to 15,000 feet
altitude into a controlled area.
airplane segmented controlled area altitude of 15,000 feet.
airplane descent and approach at 2,000 feet/minute to airport
elevation of 3,000 feet.
Example Case 1
3-62
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
An alternate cabin rate of descent setting may be selected for optimum passenger comfort. Cabin descent rate of 200 feet/minute (Line Segment E1-F II ) may
be used with cabin altitude set at 4,000 feet or 1,000 feet abov destination
airport elevation. The slower rate of descent may be used for either Example
Case 1 or Case 2.
09/01/78
REISSUED 08-23-85
REVISION 3 03-31-90
Page 3-63
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
MITSUBISHI
MU-2B-60
30
2S
I
11/
ALTITUDE
FEET X 1,000 15
5
B'
\,
1/
20
10
Example
J
V
I
VB"
J' /
~ 1"-"
,/
,/
~.
1\
E'
D'
..........
1',
C"
/L--- -- "/e'
10
\D
20
.......
"-
40
--
60
50
"-"""
F" H'
D"
F:\30
\
1---
--
_-JoG'
80
10
I'
90
100
TIME - MINUTES
30,000
.....h'1:)
:~~~9~ 1-".9 t.-~9J...... "'~
/
1-"
tq
~~
"'V <::l
25,000
l-
~\o'J
1/
.J
5.
"
I~
~~
I- S,...J
1-1- <Q
'I
~L
""
1/
1/
I.J
II
1.1
1/
~
1/
II'
II
1/
/
IJ
1/
1/
If
/
EXAMPLE:
Airplane Altitude
- 19,000 FT.
Differential Pressure 6 PSI
Cabin Altitude
- 3,200 FT.
v
5,000
REISSUED 08-23-85
"
" 1/
,"
V
1/
1/
",
If
1/
17
5,000
10,000
15,000
20,000
25,000
CABIN ALTITUDE(t
3-64
30,000
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
MITSUBISHI
MU-2B-60
If the
switch is placed in the ON position, inflation and deflation of boots is automatically controlled by a timer with
The FAA has determined that pilots should turn the wing deice system on at
I NOTE I
If pilot judgement determines that a shorter cycle operation is required due to
actual icing conditions, place the switch in the ON position for 6 seconds then
return it to the OFF position for 10 seconds.
INDICATOR LIGHT
The indicator light, located adjacent to the WING DE-ICE Switch, will illuminate during inflation of the boots
and extinguishes when the boots have deflated.
correct any problem prior to next flight.
indicates that the wing or tail deice boots are not being supplied with proper inflation pressure.
Service
Bulletin 096/30-004 added a second pressum switch so that inflation pressure to the wing boots and tail
boots could be independently monitored.
1.
2.
MANIFOLD
3.
DISTRIBUTOR VALVE
4.
EJECTOR
5.
TIMER
6.
DEICER SWITCH
7.
PRESSURE SWITCH
8.
INDICATOR LIGHT
9.
DEICER BOOTS
09-01-78
REISSUED 08-23-85
REVISION 7 07-15-04
Page 3-65
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
Bus
Bar
Heated Area
(Hi
Approx 10"
height
Lo
Approx is''
height)
Fiber Glass
Reinforced
PWtic
Sensing Element
08-23-85
Page 3-66
MITSUBISHI
MU-2B-60
SYSTEMS DESCRIPTION
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
(CO~lT)
LCA0!'O~
I-N-O-T-EI
This is true whether visible moisture is present or not.
~~=;;::~
1.
2.
3.
4.
5.
6.
7.
09-01-78
REISSUED 08-23-85
REVISION 7 07-15-04
Page 3-67
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
This system is controlled by the PROP DE-ICER circuit breaker switches on the LH overhead switch panel.
Verify system operation by placing the HEATER Current Select switch, on the center of the overhead
switch panel, to the desired position and check load meter readings. (See NORMAL PROCEDURES,
Section 5 of the FAA Approved Airplane Flight Manual.)
ICAU:TION:I
1. IF THE LOADMETER INDICATIONS ARE ABNORMAL, AVOID OPERATING
THIS SYSTEM EXCEPT DURING EMERGENCY CONDITIONS.
2. IF ONE OF THE RUBBER BOOTS SHOULD BECOME PARTIALLY
IF THIS
DETACHED, IT MAY CAUSE EXCESSIVE VIBRATION.
CONDITION EXISTS, IT IS RECOMMENDED TO SHUT DOWN THE
AFFECTED ENGINE AND FEATHER THE PROPELLER, THEN LAND AS
SOON AS PRACTICAL.
"-'.
09-01-7B
REISSUED 08-23-85
REVISION 7 07-15-04
Page 3-68
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
VANE switch on the LH overhead switch panel. Verify system operation by placing the HEATER current
select switch on the center of the overhead switch panel to the desired position and check loadmeter
readings. (See NORMAL PROCEDURES, Section 5 of the FAA Approved Airplane Flight Manual.)
CONTINUOUS IGNITION SYSTEM
Two switches labeled CONTINUOUS IGNITION, located on the lower center instrument panel, allow the
left and right start auxiliary relay to be bypassed so either or both engine's igniters can be run continuously
when ice, slush, or water might present a flameout hazard. Observe duty cycle limits of NORMAL
PROCEDURES, Section 5 of the FAA Approved Airplane Flight Manual.
The system can be checked prior to engine start by placing the Start Selector switch to AIR START &
SAFE and the left RUN CRANK STOP switch to RUN. Activate the left Continuous Ignition switch and
listen for the igniter box to start firing and observe the left CONT IGNITION annunciator illuminates. Turn
off the left continuous ignition switch and place left RUN CRANK STOP switch to STOP. Repeat
procedure for the right side. On aircraft modified by SB 086/74-002 with auto-ignition system, verify
proper operation during the preflight checks per AFM procedures. This Service Bulletin added a third
position, labeled auto-ignition, to the ignition switches. This third position activates the igniter boxes
whenever the engine torque decreases below a preset level (below flight idle).
LCAUTION]
DO NOT PERFOHM THIS CHECK IF THE ENGINE IS SUSPECTED OF
CONTAINING UNBURNED FUEL. INSURE ALL GROUND PERSONNEL ARE
CLEAR OF ENGINES PRIOR TO CHECK.
VACUUM SYSTEM (Figure 3-22)
The airplane is equipped with an ejector type vacuum pump operated by engine bleed air. The vacuum
system operates an attitude indicator and pilot's turn and bank indicator (on airplane SIN 1518SA and Up,
both the pilot's and copilot's turn and bank indicators are electrically operated.) A vacuum gauge is
installed in the right instrument panel to indicate vacuum pressure. A vacuum of 4.2 to 5.0 in-Hg is
required for normal operation and is indicated by the vacuum gauge. The annunciator INST VAC FAIL
illuminates when vacuum drops below 4.0 in-Hg.
09-01-78
REISSUED 08-23-85
REVISION 7 07-15-04
Page 3-69
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
11
1.
AIRFILTER
2.
ATTITUDE INDICATOR
3.
VACUUM GAUGE
4.
RELIEF VALVE
5.
6.
ANNUNCIATOR PANEL
7.
EJECTOR
8.
REGULATOR VALVE
9.
CHECK VALVE
10.
LH ENGINE
11.
RH ENGINE
12.
09-01-78
REISSUED
08-23-85
Page 3-70
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
09/01/78
REISSUED 08-23-85
3-71
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
.7
5
8
I
I
I
.10
.-----------'\~--
I
I
12
V------
--4
t-
I
I
I
I
I
I
I
n~12
------------~
I
I
""'~,'~
_________
I.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
3-72
MITSUBISHI
MU-2B~O
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
13
.............
10
3
11
14
~I
Q------
I
I
I
I
I
n~14
------------~
PITOT LINE
ELECTRIC CONNECTION
7.
8.
9.
10.
11.
12.
1.
2.
3.
13.
14.
4.
15.
5.
6.
3-73
....
MITSUBISHI
MU-2B-60
_._--_._-------
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
1.
2.
3.
4.
5.
.......
Oxygen System
Figure 3-24
09/01/78
REISSUED 08-23-85
3-74
"."
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
09/01/78
REISSUED 08-23-85
3-75
MITSUBISHI
MU-28-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
DOORS
ENTRANCE DOOR (Figure 3-25)
The entrance door, located on the left side of the airplane, has conventional
inside and outside handles. It is provided with three door lock devices: a
conventional door lock, an automatic pressure lock device, which locks the
door handles when the main landing gear is retracted, and an automatic open
lock device which locks the handle in the open position when the door is
open. The door is completely sealed to prevent cabin air pressure leakage.
The door lock is operated with a key and is unlocked by turning the key counterclockwise approximately one half turn. To open the door, rotate the handle
clockwise one half turn.
~2
003
OUTSIDE
INSIDE
Passenger Entrance Door (Typical)
Figure 3-25
09/01/78
REISSUED 08-23-R5
3-76
MITSUBISHI
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
MU-2B-60
PULL
TO RELEASE (IN
OPEN POSITION)
FWD
INSIDE VIEW
1<
~ll1.0D"
., '\ =+
#J/~
~
y --,
NOTE:
4.00"
RED DOT
STRIKE THRU FROM
OUTSIDE TO OPEN
~
FWD
OUTS IDE VI EW
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OPERATING DETAILS
GENERAL
Although the illustrations that follow do not represent an MU-2, the following
articl e, produced in cooperation by the Federal Avi ati on Admi ni stration and
the General Aviation Manufacturers Association, is herein presented for its
technical merit ..
I N aTE I
Remember that the MU-2B-60 airplane propeller rotates such
that the right engine is the critical engine. Therefore,
the infonnation in the folloWing article as pertains to
critical engine must be interpreted in this manner. All
other infonnation is technically correct. Manufacturer's
recommended Vsse is 125 KIAS.
The major difference between flying a twin-engine and a single-engine
airplane is knOWing how to manage the flight if one engine loses power
for any reason. Safe flight with one engine-out requires an understanding of the basic aerodynamics involved -- as well as proficiency in
engine-out procedures.
-----Twin-engine climb
+w
w
a.
en
~d----+---...
o -----,-'-7"-------~---+...
One engine-out
and with minimum
dr~
c(
One engine-out.
<J-~---+---propeller windmilling
a::
-w
>
One engine-out.
~J---"'t-~:---+-gear and flaps down.
prop windmilling
INDICATED AIRSPEED
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7lIO
...
.
....
III
0(
lOll
I:
U
500
..,
..,...
......
z
IE:
3lID
:zao
1011
_=-_....
1011
110
1211
1311
1.
II1l1
110
1.
1.
Ito
20D
A.RSPUD Ikno..'
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Thrust from
"Good" Engine
Direction of
Vawing Tendency
Counterbalancing
Force Exerted
by Rudder
Figure 3. Vaw
ROLL
Loss of power on one eng1ne reduces prop wash over the wing. Yaw also
affects the lift distribution over the wing causing a roll toward the
"dead" engine. (See Figure 4) These roll forces may be balanced by
banking into the operating engine.
lift
Direction
of Roll
Figure 4. Roll
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The critical engine is that engine whose failure would most adversely
affect the performance or handling qualities of the airplane. The
critical engine on most U.S. light twins is the left engine as its
failure requires the most rudder force to overcome yaw. At cruise,
the thrust line of each engine is through the propeller hub.
Off-Set
Thrust
Lines Due
to "P-Factor ..
Counterbalancing
Force Exerted
by Rudder
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Symbol
Vmca
Vsse
Vyse
Vxse
VenlCIII
Speed
I ndlClltor
---~
oIII
III
"i
'V
"0.
cz:
a.
en
....
--~
a:
III
--J~
Figure 6. Key Single Engine AI.........
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However, sudden engine failures rarely occur with all of the factors
listed above and, therefore, the actual Vmca under any particular
situation may be a little slower than the red radial on the airspeed
indicator. However, most airplanes will not maintain level flight at
speeds at or near Vmca Consequently, it is not advisable to fly at
speeds approaching Vmca except in training situations or during flight
tests.
Intentional One-Engine Inoperative Speed (V sse )
Vsse is specified by the airplane manufacturer in new Handbooks and is
the minimum speed at which to perform intentional engine cuts. Use of
Vsse is intended to reduce the accident potential from loss of control
after engine cuts at or near minimum control speed. Vmca demonstrations are necessary in training but should only be made at a safe
altitude above the terrain and with the power reduction on one engine
made at or above Vsse ' Power on the operating (good) engine should
then be set at the position for maximum continuous operation. Airspeed is reduced slowly (one knot per second) until directional control can no longer be maintained or the first indication of a stall
obtained. (See Figure 7)
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::............................................
~:~:~:~:~:~:~:~:~:~:~:~:~:~:~:~:~:~:~:~'
... . .. ... ............ ... . .... .. .. ... . .. . ... .. ..... ... .. .... ...... ..... ....
.. ..
.. .. .. ..
.. .. .. ..
.. ..
............. ... ..... .. ... ... ..... .. ..... ... ....... ....... .... ... ..... ... ... ...... ... ... ........ ........ ... ..... .. .... .. ..... ............ .... ... .............
....................... ......... ..... .... . ........... ... ..... . ....... ............ ... ....................... . ...
......................
:::::::::::::::::::::::::::::::::::::::::::::..
.:..:..:..:.:..:..:..:..:..:..:..:..:..:..:..:..:.:..:..:..:..:..:....
:..::::::::::::::::::::::::::::::::::::::::::::::..
:::':':':':':':':':':':':':':':':':':':':':':':':'.
::::::::::::::::::::::::::::::::::::::::::::::::::::
..:..:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.: .
::::::::::::::::::::::::::::::::::::::::::::::::::::::
..
:.:.:.:.:
:.:.:.:.:.:
.......
........ Recovery
.:.:.:.:.:.:.
.
.:.:.:.:~Mav Be DiffIcult .............
:.:.:.:..
. .-.-.. . -.-.....-.-.~.-.-r=::::::::
..............................................................
::::.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:
:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.::::::::::::::::::::::::::::::::::.
:::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::~:::::
.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:
.....:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.
:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:.:
:::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::
:.:.:.:.::::::::::..
......... . . .. :::::::::::::::::::. :.:.:.:.:.:.:.:.:.. :.:.:
...
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This is
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And finally, put your knowledge into practice with a qualified instructor pilot observing
and assisting you. Engine failures can be handled competently and safely by
proficient pilots. Keep your proficiency up and every flight in a mUlti-engine airplane
should be a safe one.
I N aTE
Remember that the MU-2B-60 airplane propeller rotates such that the right
engine is the critical engine. Therefore, the information in the preceding article
as pertains to critical engine must be interpreted in this manner. In the event of
an engine failure, use rudder to get the balance ball to a near centered position.
Next, use sufficient lateral control wheel to maintain control of the airplane.
Once under control, trim out any remaining control wheel deflection with the trim
aileron system to achieve the best climb performance. This results in a
condition where the wings are either approximately level or in a shallow bank into
the operating engine. All other information is technically correct.
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IC:~U~I~ ~]
WHEN CHECKING THE ENGINE FOR FREE ROTATION, CHECK BY
PULLING THE PROPELLER THROUGH IN THE NORMAL DIRECTION OF
ROTATION ONLY.
If the airplane has had recent major maintenance, been in storage or has been operated from unusual
fields, more extensive inspection should be performed as indicated in succeeding steps.
1.
2.
Check
After storage:
Check particularly for dents and scratches on wing, tip tank, fuselage, and tail surfaces, damage to
navigation and landing lights, deicing boots, and radio antennas, and for water or obstructions in
pitot-static system lines, fuel system, and vents.
3.
Snow covered
fields:
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STARTING ENGINES
TO PREVENT POSSIBLE ENGINE DAMAGE DUE TO THERMAL DISTORTION, INSURE ENGINE WILL TURN FREELY BY HAND BEFORE START1NG IS ATTEMPTED.
It is very important to clear the airplane properly before starting engines.
Si nce it is diffi cult to make certai n from the cockpi t whether ground crew
personnel are in a danger area or not, utilize some signal from a responsible
ground crew member, for exampl e "rai si ng hand", "thumbs up", etc. An external
power source for starting engines is recommended in cold weather. When a
battery start is to be made, it is recommended to place the Battery Select
switch to SERIES when outside air temperature is less than 10C (50F).
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TAXIING
During taxiing, control is provided by the steerable nose wheel mechanism to
23 left and 22 right of center. Use of the rudder and application of differential braking on the main wheels are also available. Control by means of
nose wheel steering is recommended whenever practical.
In the early stage of taxi run, brakes should be checked for any unusual reaction such as uneven braking and spongy feel. If the brakes do not show satisfactory response, stop taxiing immediately and repair the malfunction.
If excess speed is attai ned, reverse thrust may be used by pull i ng back the
power levers slightly over ground idle detent to slow down taxiing speed.
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E E
f---------------~--_t
~~
co .....
<.eLf)
MM
R
R
BEFORE TAKEOFF
Make sure that the preflight check items have been covered as outlined in
NORMAL PROCEDURES, Section 5 of the FAA Approved Airplane Flight Manual.
A
simple last minute recheck of important items should include circuit breakers,
master caution light, heading indicator, trim indicator, switch panels, and
proper position of the start selector switch and condition levers. Air conditioning and pressurization system shall be turned to the ram air ventilation
mode to obtain maximum takeoff performance.
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IWARNING'
STANDING WATER OR SlUSH ON RUNWAY MAY CAUSE ENGINE FLAMEOUT. ACTIVATE CONTINUOUS IGNITION SWITCHES BEFORE TAKEOFF
AND OBSERVE DUTY CYCLE.
TAKEOFF
When ready for takeoff, slowly move the condition levers to the TAKEOFF LAND
position and lock. Smoothly advance the power levers toward the TAKEOFF position until takeoff power is achieved. Takeoff data is provided in PERFORMANCE, Section 6 of the FAA Approved Airplane Flight Manual using torquemeter
(including exhaust gas temperature) as the basic reference. On takeoff under
normal circumstances, allow the airplane to accelerate in the level attitude.
When the indicated airspeed reaches computed VR speed apply sufficient back
pressure on the elevator control to establish a maximum 13 pitch attitude.
Airplane will lift off and accelerate to normal climb speed. After the airplane is safely airborne, gear retraction can be completed. A slight coordinate turn into the wi nd shoul d be made to correct for dri ft.
After takeoff,
air conditioning and pressurization can be operated.
CLIMB
It is impossible to specify all climb procedures because of variations in
practical consideration. Choose a type of climb in accordance with individual
circumstances. Refer to the climb performance data presented in Section 4,
Flight Planning Data. In general, a best rate of climb speed with recommended
cruise power will attain desired cruising altitude quickly and with the best
fuel economy.
It is recommended to climb within turbine temperature limit in recommended
cruise power under normal conditions. Although power can be safely set by
charts, monitor engine instruments and maintain engine operation within the
limits. After takeoff from wet runway, if SUb-freezing outside temperature is
anticipated, it is recommended to cycle the landing gear two or three times to
prevent freezi ng of 1andi ng gear and/or doors. Observe AIRSPEED LIMITATIONS
(CAS), Section 2 of the FAA Approved Airplane Flight Manual for landing gear
operational speeds.
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STALLS
The stall characteristics of the MU-2 are conventional in all configurations.
Control wheel shaking is generated by the stall warning system between 4 kts
and 9 kts above the stall ing speed in all configurations. Landing gear and
flap position have little influence on the stall characteristics except that
stall speed is lowered in proportion to the degree of flap extension. The
stall warning system must be kept operational at all times and must not be
deactiviated by interruption of circuits, circuit breakers or fuses. Compliance with this requirement is especially important in multi-engine airplanes
during engine-out practice or demonstrations because the stall speed is critical in all low speed operations. The proper function of the stick shaker
stall warning system is particularly important in the case of airplanes which
display a minimum of aerodynamic buffeting prior to stall. Power off stall
speeds at maximum gross weight are presented in PERFORMANCE, Section 6 of the
FAA Approved Airplane Flight Manual. Average altitude loss to recover from
stall is as follows:
Power ON
Power OFF
Level Flight:
Level Flight:
220 feet
475 feet
If the airplane is allowed to become fully stalled while one engine is providing lift producing thrust, a rapid rolling and yawing motion may develop even
against full spoiler and rudder deflection, resulting in the airplane becoming
inverted during the onset of a spinning motion.
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2.
3.
4.
When rotation stops, neutralize controls and pull out of the dive by
applying steady back pressure on the control wheel.
IWARNING~
MOST UNSUCCESSFUL SPIN RECOVERIES ARE THE RESULT OF NOT
WAITING LONG ENOUGH FOR THE CONTROLS TO BECOME EFFECTIVE.
MANEUVERS
The MU-2 operates under the NORMAL category of aircraft and no acrobatic maneuvers are approved for this airplane. Always remember that extra alertness
and pilot techniques are required for slow flight maneuvers including the
practice or demonstration of stalls or Vmca .
Be certain that the center of gravity of the airplane is as far forward as
possible. Forward C.G. aids stall recovery.
Whenever a student pilot is required to practice slow flight or single engine
maneuvers, be certain that the qualified instructor pilot has a full set of
operable controls in front of him. FAA regUlations prohibit flight instruction without full dual controls.
Remember that an ai rp1 ane at or near traffi c pattern and approach a1 t i tudes
cannot recover from a spin before impact with the ground. When descending to
traffic altitude and during pattern entry and all other flight operations,
maintain a speed no lower than Vsse . On final approach maintain at least
the airspeed computed from the Airplane Flight Manual. Should a go around be
required, do not apply more power than necessary until the airplane has accelerated to Vsse .
Remember that if an airplane flown under instrument conditions is permitted to
stall or enter a spin, the pilot, without reference to the horizon, is certain
to become disoriented. He may be unable to recognize a stall, spin entry or
the spin condition and he may be unable to determine even the direction of the
rotation.
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Passenger comfort requires a low rate of descent; however, descent conditions will often be determined by
weather conditions and air traffic control instructions.
Flight Planning Data.
Select a cabin altitude of 1,000 feet above the airport elevation to avoid landing with
the cabin pressurized. Rapid descent from high altitude to high temperature may sometimes result in
wing surface ice accumulation due to cold fuel. This must be removed prior to subsequent takeoff.
LANDING
I
WARNINGl
BEFORE LANDING
Before landing, plan to enter the landing pattern with an indicated airspeed which will allow immediate
landing gear extension. Landing gear extension is easily checked by the motor noise during operation.
Illumination of the gear down indicator lights (green) indicate the gear is down and locked. In the event of
failure to extend the landing gear during approach, aural warning is provided by the landing gear warning
horn when either power lever ;s near FLIGHT IDLE.
should be zero.
If differential pressure remains, turn the manual pressure control valve to DEC to
depressurize.
I CAUTI9 N: I
UNDER LOW VISAS/L1TY CONDITIONS, LANDING LIGHTS MAY CAUSE
DISORIENTATION REFLECTIONS.
NORMAL LANDING
Normal landings are made with 20 or 40 flaps, at a computed approach speed. As the airplane
approaches touch down, progressively reduce power for adequate rate of sink control, and start flare out,
rotating the airplane to a nose up attitude with back pressure on the elevator control.
IWARNING'
USE OF 40 WING FLAPS FOR LANDING CONSIDERABLY RESTRICTS
THE GO AROUND CAPABILITY SHOULD AN ENGINE FAILURE OCCUR IN
THE APPROACH OR LANDING PHASE.
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on grass or rough fields, dust and solid particles may be thrown up in front of the propeller and enter the
engine. To avoid foreign object damage, it is advisable to use reverse for a short time only or, under
extreme rough conditions, not at all.
NOTE I
When landing with ice accumulation on the wings increase VREF by 15 KIAS.
CROSSWIND LANDING
Increase VREF for crosswind landings by one-half the steady wind speed plus one-half the gust speed not to
exceed V REF plus 10 KIAS.
A wing low method, crab method, differential power method or a combination of methods may be employed
during the approach to compensate for the effects of a crosswind. The landing should be made in as
nearly a level attitude as possible and the nose wheel should be lowered to the runway as soon as possible.
During the ground roll, maintain a straight course using the steerable nose wheel and use brakes as
required if extreme crosswinds exist.
NOTE I
Center rudder pedals prior to lowering the nose gear to the runway.
NIGHT LANDING
However, it is
Night landing procedure is essentially identical to the normal landing procedure.
recommended that the landing light be switched ON early in order to become accustomed to the effect of
the light.
A power on landing is recommended because depth perception is decreased during the semi-darkness of
the night. A power on landing allows a slower rate of descent, a lighter touch down, and rapid
acceleration if the need for a go around should arise.
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2.
Head airplane into the wind (if possible) before shutdown so that maximum
cooling can be achieved while parked.
3.
During shutdown, as soon as propellers are on locks (at 20t to 18t rpm),
position the power levers to slightly above flight idle to increase coast
down time.
4.
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If this happens, initiate a go around and cycle the landing gear until
[ NOTE
increases bUffet/stalling speeds and airframe drag. Ice on propellers reduces thrust at the same indicated
torque. These effects, in turn, result in reduced climb capability, reduced airspeed capability, increased
power setting requirements, and increased fuel consumption. In accordance with MU-2B Airplane Flight
Manual procedures, a minimum airspeed of 180 KIAS must be maintained in sustained cruise and
additional speed should be carried on landing approach whenever any residual ice is on the airframe.
Procedural changes are also presented in the Airplane Flight Manual for operation in icing. Due to these
effects it is recommended the pilot avoid icing conditions whenever possible. This includes ground icing
conditions where it is the pilot's responsibility to assure that the airframe, engines and propellers are free of
snow and ice prior to engine start and prior to take off.
The MU-2B is equipped with several systems designed to protect the airplane from hazards that may be
encountered in icing conditions as defined in the Federal Aviation Regulations (FAR Part 25 Appendix C).
Design and analysis of these systems, as well as flight experience, led to FAA approval for flight into known
icing conditions. It is understood, however, that severe icing conditions exist that are beyond the FAA
requirements and capability of any ice protection system. Recent data on Supercooled Large Droplets
(SLD) as well as freezing rain and drizzle have shown that these conditions can overcome any ice
protection system. As demonstrated in the MHI icing awareness training video, pilots must take
immediate action to exit these conditions when encountered. Visual cues to the pilot are presented in the
Airplane Flight Manual to aid in identifying these conditions. Flight tests of the MU-2B have shown that
the certified ice protection systerns provide a sufficient level of protection for the pilot to recognize and exit
severe conditions. It is the pilot's responsibility to recognize and immediately act to exit severe icing
conditions. It is recommended that pilots never plan a mission into icing conditions that are forecast or
reported to be worse than 'light to moderate' .
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When approaching areas of icing, turn on all anti-icing and continuous ignition systems before entering
these conditions. In accordance with flight manual procedures, activate the wing de-ice system at the first
sign of ice accumulation on the airframe, or annunciation of the ice detector, whichever occurs first.
Frequently monitor airspeed and ice accumulation being alert for speed deterioration andlor signs of SLD.
Pilot cues for SLD conditions are detailed in the Airplane Flight Manual.
WARNING~
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1.
2.
3.
4.
5.
6.
7.
8.
9.
Prudent pilots take precautions when operating in icing conditions and monitor all systems to assure safety
of operation and well being for the passengers.
The prudent pilot must remain alert to the possibility that icing conditions may exceed the capabilities of
their equipment. At the first indication that such conditions may be ahead or may have been encountered,
the pilot must select the most expeditious and safe course of action. The decision should be based on
weather briefing, recent pilot reports and ATC observations, and his basic weather flight training.
We recommend the book WEATHER FLYING by Robert N. Buck as an excellent source for the information
and knowledge essential for safe all weather flight. This book includes valuable information for identifying
the most favorable altitudes for flight in known icing conditions. Before getting into ice - when icing
conditions are possible - an aware pilot knows what the lAS is and the right power settings, piston or jet.
Then, once in ice, these settings are observed carefully for any changes. Change in lAS is a sure way to
know the ice is affecting the aircraft, and power changes say heat had better be applied qUickly. The early
stage is the time to do something about getting out of the ice. It is folly to plug along without flexibility of
thought, and willingness to realize that one may have to fly differently, change route, go IFR, divert, or even
lurn back. (pp, 61, 228) It is the inexperienced or uneducated pilot who presses on "regardless", hoping
that steadily worsening conditions will improve, only to find himself flying an airplane which has become so
loaded with ice that he can no longer maintain altitude. At this point he has lost most if not all of his safety
options, inclUding perhaps, a 180 degree turn to retreat along the course already traveled. The
responsible and well informed pilot recognizes the limitations of his airplane and its systems and reacts
accordingly.
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way to gain the attention and assistance of Air Traffic Controllers is to report icing conditions.
They can be
2.
be verified in the AUTO position for aircraft not equipped with the 'continuous duty cycle' ignition
boxes per S8 086/74-002.
WINDSHIELD HI HEAT switch shall be turned ON for ice removal only. The windshield wiper may
be used at the same time to remove melted ice.
I N aTE I
Do not operate wiper on a dry windshield or above 175 KIAS.
3.
Select WING DE-ICE switch ON at the first sign of ice accumulation on the airframe, or annunciation
of the ice detector (S8 80/30-003), in accordance with FAA AD 2000-09-15 (see the Limitations
section of the Airplane Flight Manual). System shall remain in the automatic mode until the airplane
has exited that icing condition and the airframe is clear of ice. During icing conditions, monitor ice
accumulation/shedding on the wings. If deicing effect in the automatic mode is not satisfactory due
to extreme icing conditions, repetition of intermittent manual operation may be required. However,
very rapid manual cycling of the Wing and tail deice boots (less than 16 seconds) reduces deicing
efficiency.
4.
airspeed. Change altitude and/or course as required to exit icing conditions. The pilot must monitor
airspeed closely when using the autopilot in any of the hold modes to assure the airspeed does not
slow below 180 KIAS during cruise flight. Autopilot use in some icing conditions is prohibited by the
AFM.
5.
Holding in icing conditions should be avoided. If assigned to hold in moderate or severe icing
conditions the pilot should advise ATC and request an altitude and/or course change. If icing is
unavoidable, hold with flaps and gear UP. Do not allow the airspeed to slow below 180 KIAS and
expect increased engine power requirements. Ice may collect behind the leading edge boots on the
lower surface of the wing. This increases the power requirement and should be closely monitored.
The pilot should disconnect the autopilot occasionally to verify flight characteristics with any residual
ice accumulation. Hold control wheel firmly prior to disconnecting the autopilot to assure no unusual
characteristics.
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6.
7.
Flap and gear extension should be performed as late as practical when in icing conditions to minimize
ice formation. On approach, cycle the wing deice boots to clear the accumulated ice then select the
system OFF to preclude boot inflation on landing. If there is any residual ice on the wings, increase
landing approach speed by at least 15 kts.
Monitor wing leading edges, windshield, engine air inlet, wing tip tank leading edge, and propeller
spinner for icing buildup inflight. If any of the indications of SLD identified in the Airplane Flight
Manual are noted, immediate action must be taken to exit the conditions. Likewise, if the pilot sees
any indication that the ice protection systems are not able to cope with the icing conditions, or an
uncommanded speed decrease, immediate action must be taken to exit the icing conditions.
If icing conditions are inadvertently encountered (for example high altitude flight in the summer), or if ice
has been permitted to collect on the engine air intake, activate Continuous Ignition switches immediately.
Then turn one Engine Intake Anti-Ice switch ON. Assure proper operation of that engine prior to selecting
the Engine Intake Anti-ice switch ON for the other engine. When proper operation of both engines is
assured, and all of the ice is removed from the inlet and propeller spinner, the ignition switches can be
returned to 'AUTO' (SB 86/74-002).
If ice has been permitted to build on the engine air intake do not activate even one engine air intake anti-ice
system unless you are certain that control can be maintained on one engine. Assure that continuous
ignition is ON or CONT and change flight condition to assure control can be maintained in event of one
engine failure. Refer to Abnormal Procedures, "Inadvertent Icing Encounter" in the Airplane Flight Manual
for the complete procedure.
If ice accumulates in the engine air intake(s), engine flameout may occur when the airplane flies from
colder temperatures to warmer temperatures, such as in a descent. Ignitions should be ON or
CONT(aircraft with continuous duty ignition boxes) or AUTO(aircraft without continuous duty boxes) to
initiate a relight.
In unusually severe icing conditions, propeller icing can be a problem that is only indicated by a rapid speed
decrease (.2 to .5 kts per sec.). This speed change has been observed with relatively benig n appearing
ice accumulations on the airframe but video coverage of the propeller showed ice accumulation on the
leading edge of each propeller blade. Ice on the propeller reduces propeller efficiency and has the same
effect as a significant drag increase on the airframe. Therefore, the pilot must have constant 'airspeed
awareness' when in heavy icing conditions and have a plan to exit these conditions if encountered.
The Airplane Flight Manual presents expanded Limitations and Procedures for operation in icing. Any
pilot planning a flight into known or forecast icing must be familiar with this information. In addition, in
accordance with an FAA AD any pilot-in-command of an MU-2B planning a flight into known or forecast
icing conditions must have viewed the current version of MHI icing awareness training videos and have a
logbook signoff. This is for your own protection as well as your passengers well being.
09-01-78
REISSUED 08-23-85
REVISION 7 07-15-04
Page 3-102-1
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
MHI has provided ice protection systems for your MU-2B to minimize the risks associated with flight in icing
conditions. For your own protection, these systems must be in good working order and functionally
checked in the preflight. Complete flight planning for these conditions include checking for alternate
altitudes, routes, alternate airports and additional fuel requirements. The most effective ice protection
system is a pilot who respects the weather conditions and is prepared to take decisive action in event the
weather conditions are more severe than anticipated.
GROUND HANDLING
1.
2.
When mooring the airplane in the open, head the airplane into the wind and proceed as follows:
1.
2.
3.
4.
Set the parking brake, if low ambient or freezing temperatures are not expected.
5.
6.
Install the pitot tube, engine air intake, tail pipe and windshield covers (if equipped).
09-01-78
REISSUED 08-23-85
REVISION 7 07-15-04
Page 3-102-2
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
In wind conditions above 20 Kts, in addition to 'a' above, tie the wings to the ground using
mooring fittings on the under surface of the wings.
I N aTE
For tie down, use rope having over 2,000 pounds tensile strength.
09-01-78
REISSUED 08-23-85
REVISION 7 07-15-04
Page 3-102-3/3-102-4
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
-~
NOSE GEAR TIE DOWN
1.
2.
3.
4.
5.
6.
7.
WHEEL CHOCKS
ENGINE INTAKE PLUG
ENGINE EXHAUST PLUG
PITOT TUBE COVER
RUDDER GUST LOCK PLATE
ELEVATOR GUST LOCK PLATE
WINDSHIELD COVER (IF EQUIPPED)
Mooring
Figure 3-28
09/01/78
REISSUED 08-23-85
REVISION 3 03-31-90
Page 3-103
MITSU81SHI
MU-28-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
2.
3.
4.
5.
Nose gear may be turned any direction (360) after the torque arm has
been disconnected.
6.
7.
PARKING
Proceed as follows:
1.
2.
Install the control wheel gust10ck pin which secures the elevator and
spoiler in neutral position.
3.
no
09/01/78
REISSUED 08-23-85
3-104
MITSU8ISHI
MU-28-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
5.
6.
CONTROL LOCK
The control lock for this airplane holds elevator control and spoiler control
in a neutral position. The lock consists of a pin which is inserted through
the control column assembly.
EXTERNAL POWER
The external power receptacl e is a standard AN type pl ug located at the LH
side of the electrical compartment marked 24V DC. If necessarYt check the
polarity of the external power unit as system damage may result when power is
applied with reversed polarity. The battery select switch should be in the
parallel position.
SERVICING
The following service procedures will help to maintain this airplane in top
condition.
These procedures were developed from engineering information t
factory practice and the information and recommendations of engine and parts
suppliers.
8ATIERY
The 24 volt nickel cadmium battery can be operated in the temperature range of
-65F (-54C) to 165F (74C) and accepts a charge anywhere in this range.
The electrolyte does not react chemically with either the negative or positive
electrode t but acts only as a current path between them. Since the electrolyte acts only as a conductor t there is no significant change in specific
gravity; therefore, checking the specific gravity of the electrolyte does not
indicate battery state of charging. It is recommended that electrolyte level
be maintained at the top of the plate of the core assembly. To obtain continued peak performance, the battery should be kept clean and dry. The build up
of metallic white-dust or any other conductive substance on the terminals will
cause the cells to self-discharge.
It is advisable to flush the top of the battery with ordinary tap water. Do
not attempt to clean the battery with solvents, acids or any chemical solution. Do not use wire brushes.
09/01/78
REISSUED 08-23-85
3-105
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
SERVICING (CONT)
BATTERY (CONT)
After cleaning, any excess liquid should be drained and the battery should be
permitted to dry.
When battery servicing is required, connect a constant current power source.
A charging rate of 8 amperes for seven hours is preferred, but higher currents
with a shorter time may be used if within the battery manufacturer's specifications.
When batteries are installed in the airplane, charging is accomplished by the
airplane generators. Charging rate must not exceed a maximum inrush of 200
amperes.
THE ELECTROLYTE OF THIS BATTERY IS ALKALINE. AVOID CONTAMINATION OF THE ELECTROLYTE FROM ACID LADEN HYDROMETERS,
ETC. ADD ONLY DISTILLED WATER TO THE ELECTROLYTE.
See Maintenance Manual for battery servicing details.
LANDING GEAR
SHOCK STRUT
To check the hydraulic fluid level in the air-oil shock strut, first release
the air pressure through the air valve.
IWARNING~
NEVER ATTEMPT TO REMOVE THE AIR VALVE UNTIL AIR PRESSURE
IS COMPLETELY RELEASED.
Remove the air valve and bring the fluid level up to the bottom of gauge tube
on the nose strut and up to the air valve port on the main strut.
Replace the air valve.
strut to 190 psi.
09/01/78
REISSUED 08-23-85
~A-J
3-106
32002
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
SERVICING (CONT)
LANDING GEAR (CONT)
BRAKE
Brake lining adjustment is automatic; therefore, it is not necessary to periodically adjust the brake clearance. Lining wear can be visually checked and
verified by using a feeler gauge. Normal visual inspection is made from the
aft side of brake assembly and consists of checking dimension A, which is the
distance between the piston housing and lining assembly.
Check the hydraulic fluid level in the brake reservoir regularly. When it is
below the end of the level gauge, fill with MIL-H-5606 hydraulic fluid to the
middle of level gauge.
1.
2.
3.
4.
5.
6.
A
B
C
PISTON HOUSING
PISTON
SPRING
PISTON INSULATOR
TORQUE PLATE
INSULATOR
7.
8.
9.
10.
11.
WHEEL
OISC
BRAKE LI NI NG
CARRIER LINING
BRAKE PRESSURE
More than 0.34 in. (8.5 mm) with park brake set (Replace Linings)
Minimum thickness 0.30 in. (7.6 mm)
Minimum thickness 0.19 in. (4.8 mm) brake and carrier lining
Braking lining inspection
Fi gure 3-29
09/01/78
REISSUED 08-23-85
3-107
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
SERVICING (CONT)
LANDING GEAR (CONT)
TIRES
70
.
.
55 psi
40 - 74 psi
~ 60
/v
;:l
Cf.l
Cf.l
'"-l
=:
l:l..
5.0
4.5
4.0",
saf-o 50
<
-l
-40
3.5
00
..w
3.0
psi
2.5
10
11
12
x 100 Ibs
,
3500
4000
4500
5000
5500
AIRFRAME WEIGHT
MAIN TIRE INFLATION PRESSURE
kg
Figure 3-30
FUEL SYSTEM
REFUELING
There are filler ports on top of the wing in the main outboard tanks and outer
tanks for servicing the wing tanks, and a filler port on the upper surface of
each tip tank for servicing the tip tanks.
1.
IWARNINGt
A FIRE EXTINGUISHER SHOULD BE READILY AVAILABLE IN CASE OF
EMERGENCY.
2.
09/01/78
REISSUED 08-23-85
3-108
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
SERVICING (CONT)
FUEL SYSTEM (CONT)
REFUELING (CONT)
3.
I NOTE'
Release tip tank air pressure by pressing the sniffle
valve with a non-metallic rod.
IWARNINGt
DO NOT STAND DIRECTLY IN FRONT OF THE SNIFFLE VALVE WHEN
RELEASING TIP TANK PRESSURE DUE TO POSSIBLE FUEL EJECTION
THROUGH THE VALVE.
4.
Service fuel.
IN OTE I
R
R
R
R
5.
6.
Allow 30 minutes for water to settle and drain water from fuel sumps.
DRAINING
Open each drain valve to drain off any water or other contamination collected.
There are 18 drain valves located in the undersurface of the wing and bottom
of tip tanks:
Center tank
Outboard tanks (both sides)
Boos t pumps (both sides)
Fuel filters (both sides)
Transfer pumps (both sides)
Tip tanks (both sides)
09/'01/78
REISSUED 08-23-85
REVISION 4 02-20-92
2
2
2
2
2
8
3-109
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
SERVICING (CONT)
OIL SYSTEM
A 6.25 quart tank is located in the lower forward end of each engine nacelle.
The oil shoul d be changed every 800 hours under normal conditi ons. Approved
lubricating oils, which meet MIL-L-23699, should be used. Total capacity of
the airplane1s system is approximately 21 U.S. quarts including oil tanks,
propellers and other systems. (See CONSUMABLE MATERIALS chart)
The oil filter should be inspected each 100 hours, replaced every 200 hours,
and at each oil change.
IWARNINGI
DO NOT MIX VARIOUS BRANDS OF OIL. SEE GARRETT MAINTENANCE
MANUAL BEFORE CHANGING BRANDS OF OIL. REFER TO ENGINE LOG
BOOK FOR TYPE OIL INSTALLED.
OXYGEN SYSTEM
An oxygen cylinder is located aft of the entrance door.
The pressure indication on the pressure gauge should be checked prior to every
flight and if gauge indicates below full, recharge.
IWARNING)
00 NOT USE OIL OR LUBRICANTS IN ANY FORM ON ANY COMPONENT
OF THE OXYGEN SYSTEM. OIL, EVEN IN MINUTE QUANTITY, COMING IN CONTACT WITH OXYGEN, CAN CAUSE AN EXPLOSION OR
FIRE.
USE ONLY APPROVED TYPE LEAK DETECTOR TO CHECK
OXYGEN SYSTEM CONNECTIONS FOR LEAKS. DO NOT RECHARGE WITH
FIRE OR FLAME NEARBY.
PITOT AND STATIC SYSTEM
DRAINING
Open the drain plugs to release any trapped moisture after washing the airplane or exposure to rain.
1.
2.
3.
4.
09/01/78
REISSUED 08-23-85
3-110
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
SERVICING (CONT)
EXTERIOR CLEANING
Cover the wheel s prior to cleaning the exterior, making certain that brake
discs are covered.
Attach pitot covers securely.
Mask off static ports
before washing or waxing.
INTERIOR CLEANING
Vacuum clean interior from time to time to remove as much surface dust and
dirt as possible.
TURCO JET CLEAN 2 may be used for interior cleaning. The mixture of TURCO JET
CLEAN 2, water and solvent as specified in EXTERIOR CLEANING, should be
diluted with twenty parts water. This solution will produce excellent results
in wiping down paint, plastic or metal surfaces within the cabin. This cleaning process should be followed by wiping with a clean, wet cloth.
09/01/78
REISSUED 08-23-85
3-111
MITSU8ISHI
MU-28-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
SERVICING (CONT)
WINDSHIELD CLEANING
Never attempt to clean windows when dry. ~ush the surface with clean water
or a mild soap solution then rub lightly with a grit free soft cloth, sponge,
or chamois and dry. To remove stubborn grease and oil deposits, use cleaner
(Naptha TT-N-95A) as a detergent, rinse with clean water and avoid prolonged
rubbing. When anti-icing fluid is used, the windshield glasses should be
flushed with clean water as described in the Maintenance Manual.
THE USE OF GASOLINE, BENZENE, ACETONE, CARBON TETRACHLORIDE, FIRE EXTINGUISHER FLUID, LACQUER THINNER, TOLUOL, ISOPROPYL ALCOHOL, ETHYL ALCOHOL, NEUTRAL CLEANER FOR AUTOMOBILES, ETC., IS STRICTLY PROHIBITED BECAUSE THE EFFECTS
OF THOSE FLUIDS, WHEN INTRODUCED TO THE PANES, WILL CAUSE
THEM TO CRAZE OR SOFTEN.
09/01/78
REISSUED 08-23-85
3-112
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
SERVICING (CONT)
CONSUMABLE MATERIAL CHART
ITEM
R
R
R
MATERIAL
SPECIFICATIONS
Engine Fuel
MIL-I-27686
HI-FLO Prist
Anti-static Additive
Shell ASA-3
Enqine Oil
09/01/78
REISSUED 08-23-85
REVISION 5 08-01-92
3-113
."
MITSLIBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING ~TAILS
SERVICING
SERVICING (CONT)
CONSUMABLE MATERIAL CHART
ITEM
MATERIAL
SPECIFICATIONS
ASA 7A (SHELL)
Grease 2 (MOBIL)
MIL-G-23827
ASG 5 (SHELL)
ANDOK 260 (ESSO)
MIL-L-3545
MIL-L-6808 Grade L
ASF 4 (SHELL)
Aviation Instrument Oil
(MOBIL)
MIL-L-7870
ASF 3 (SHELL)
UNIVIS-J-43 (ESSO)
Aero Hydraulic Oil HFA
(MOBIL)
MIL-H-5606
10
Roex 65 (MOLYKOTE)
ASG 17 (SHELL)
Grease Speci al (MOBIL)
MI L-G-21164
11
Detergent Exterior
12
Solvent
13
Aviator Breathing
Oxygen
09/01/78
REISSUED 08-23-85
REVISION 09-01-87
3-114
MITSUBISHI
MU-2B-60
SECTION 3
SYSTEMS DESCRIPTION
OPERATING DETAILS
SERVICING
SERVICING (CONT)
LAMP REPLACEMENT GUIDE
PART NUMBER
LOCATION
MS25237-327
Master caution light, Annunciator panel light, Instrument lights, Standby compass light, Fire extinguisher
handle light, Warning lights, Indicator lights
ASA 334
ASA 7512
MS25232-1683
A-7079B-24 (*1)
MS25069-1495
4553 (*2)
Landing light
4626 (*2)
Taxi light
PART NUMBER
QUANTITY
Lamp
A-7079B-24 (*1)
2 ea
Lamp
MS25237-327
2 ea
Lamp
ASA 334
3 ea
Lamp
MS25232-1683
1 ea
Lamp
MS25232-307
1 ea
Lamp
ASA 7512
1 ea
Lamp
MS25069-1495
2 ea
Lamp
961-2020/961-TaOO (*3)
2 ea
Fuse
AGC-5 (*2)
2 ea
Fuse
AGC-1 (*2)
2 ea
"0-
09/01/78
RE ISSUED 08-23-85
3-115
Section4
Flight
Planning
Data
MITSUBISHI
MU-2B-60
SECTION 4
flIGHT PlANNING DATA
4- 1
08-23-85
Page 4-i
MITSUBISHI
MU-2B-60
SECTION 4
FLIGHT PLANNING DATA
(CONTINUED)
4-31
4-32
4-33
4-34
4-35
4-36
4-37
4-38
4-39
4-40
4-41
4-42
4-43
4-44
4-45
4-48
4-49
4-51
4-52
08-23-85
Page 4-i i
-------
MITSUBISHI
MU-2B-60
SECTION 4
fliGHT PlANNING DATA
(CONTINUED)
08-23-85
4-57
Page 4-;;;
MITSUBISHI
MU-2B-60
SECTION 4
FLIGHT PlANNING DATA
of the charts in the Flight Planning Data section include an example listspecific data and a corresponding broken line with directional arrows.
arrow and example line can be followed to arrive at the data listed per
example.
The following sample flight plan utilizes the necessary charts and tables
required for calculating data for a typical flight. The sample calculations
used correspond to the example shown on the charts. Although many of the
charts are not used for the sample flight plan, the examples shown will also
match the data used for the sample flight.
FLIGHT PLANNING
To use the charts effectively all of the various conditions must be readily
available. To simplify using the charts, all of the conditions necessary are
listed here as preparation data with the necessary instructions for items that
require calculation.
Conditions that must be derived by calculation are indicated (1), (2), (3),
(4), (5) with correlating instructions following Preparation Data.
09-01-78
REISSUED 08-23-85
Page 4-1
MITSUBISHI
MU-2B-60
SECTION 4
FLIGHT PlANNING DATA
(3)
25C (77F)
ISA +12C
596 ft.
886 ft.
11,387 ft.
350
29.63 in. Hg.
360 at 10 kts.
10 kts.
Segment
Range
(1)
(4)
Wind
OAT
ISA
DFW-J58-AEX
250 nm at (102 107 nm)(106 143
nm)
330 at 28 kts.
_8C (18F)
ISA +15C
.~_,J
2nd Segment
Range
Wind
OAT
(4) ISA
(1)
AEX-J58-MSY
142 nm at (119 81 nm) (109 61
nm)
150 at 17 kts.
-8C (l8F)
ISA +15C
30C (86F)
4 ft.
24 ft.
9,227 ft.
280
29.90 in. Hg.
290 at 10 kts.
10 kts.
AIRPLANE WEIGHT
Compute airplane weight per the following. Equipped empty weight as known or
derived from the WEIGHT AND BALANCE, Section 7 of the FAA Approved Airplane
Flight Manual.
09-01-78
REISSUED 08-23-85
Page 4-2
MITSUBISHI
MU-2B-60
SECTION 4
flIGHT PlANNING DATA
Total Fuel
RAMP WEIGHT
Fuel Consumed - Start - Taxi, Takeoff
TAKEOFF WEIGHT
7,650lbs.
1,000 lbs.
o 1bs.
1,750lbs.
10,400 lbs.
-50 lbs.
10,350 lbs.
(2)
PRESSURE ALTITUDE
Pressure altitude is derived from the difference between airport
altimeter setting and barometric pressure at sea level of 29.92 in. Hg.
Altimeter Setting above 29.92:
Subtract 100 feet from airport elevation for each 0.1 in. Hg. that
altimeter setting is above 29.92 in. Hg.
Altimeter Setting below 29.92:
Add 100 feet to airport elevation for each 0.1 in. Hg. that altimeter
setting is below 29.92 in. Hg.
SAMPLE CALCULATION - (DFW)
29.92 in. Hg.
-29.63 Altimeter Setting
0.29 = 290 ft.
+596 field elevation
-ggo ft. Pressure Altitude
(3)
WIND COMPONENT
Wind components are obtained from the Wind Component Chart, Section 6 in
the FAA Approved Airplane Flight Manual.
09-01-78
REISSUED 08-23-85
Page 4-3
MITSUBISHI
MU-2B-60
SECTION 4
flIGHT PlANNING DATA
19,000 ft.,
886 ft.,
-8C
25C
=
=
ISA +15C
ISA +12C
09-01-78
REISSUED 08-23-85
2,146 lbs/hr
4
= 537
lbs/hr
Page 4-4
MITSU8ISHI
MU-28-60
SECTION 4
FLIGHT PLANNING DATA
280
267
264 KTAS
3,325 ft.
\ N OrE
09-01-78
RE ISSUEO 08-23-85
Page 4-5
MITSUBISHI
MU-2B-60
SECTION 4
FLIGHT PLANNING DATA
19,000 ft.
10,350 lbs.
ISA +15C
ISA +12C
Enter chart at 19,000 ft., (A) across to curve and down to Weight Ref.
Li ne (B).
Enter chart at Takeoff Weight 10,350 lbs. (C), move across from (C) and
down from (B) to intersect at (D).
Down from (D) to ISA Ref. Line (E) and parallel chart line down to
intersect ISA Temperature at (F); down to read time, distance or fuel at
'----,
(G)
-09-01-78
REISSUED 08-23-85
Page 4-6
...~.-"
MITSUBISHI
MU-2B-60
SECTION 4
flIGHT PlANNING DATA
DESCENT
To determi ne the di stance and time of crui se segment t the cl imb and descent
must be subtracted from the total distance.
There are two descent charts avai 1abl e t
on 200 I< ts. Type of descent used will
procedures and personal preference. As
descent will result in the best ground
descent will result in greater economy.
SAMPLE CALCULATION:
(Using 200 KCAS t 1,500 fpm Descent from chart, page 4-22)
Preparation Data from page 4-1 through 4-3:
Pressure Altitude
19,000 ft.
Airport Pressure Altitude
24 ft.
Enter chart at 19,000 ft. (A) across to 1,500 fpm (B) and down to Descent
Ref. Li ne (E).
Parallel chart line to Rate of Descent (F) and down to read Fuel at (G).
Read time at (C) and Distance at (D).
DESCENT:
09-01-78
REISSUED 08-23-85
Page 4-7
MITSUBISHI
MU-2B-60
SECTION 4
FLIGHT PLANNING DATA
10,350 lbs.
-126 lbs.
10,224 lbs.
ISA Temperature
Pressure Altitude
ISA +15C
19,000 ft.
For conditions between tables, such as ISA +15C, use tables ISA +10C
and ISA +20C.
Data from Recommended Cruise Power tables Page 4-34, 4-36
ISA +10C 10,500 lbs.
Press Alt
ft
18,000
20,000
09-01-78
REISSUED 08-23-85
576
542
282
280
530
498
267
264
Page 4-8
.-,
MITSUBISHI
MU-2B-60
SECTION 4
FLIGHT PLANNING DATA
CRUISE (CONT)
Average the data from tables to obtain the following:
Average torque
Average Fuel Flow
Average TAS*
69%
537 lbs/hr
273 kts.
09-01-78
REISSUED 08-23-85
Page 4-9
MITSUBISHI
MU-2B-60
SECTION 4
flIGHT PLANNING DATA
'-
ISA +20C
KTAS
KTAS
KTAS
KTAS
18,000
20,000
282
280
287
286
267
264
274
272
= 277 KTAS
Reserve Fuel
Reserve fuel is usually based on a 45 minute reserve; however, conditions such
as traffic and weather should be considered when determining fuel reserve.
Calculation of reserve fuel is based on data from Maximum Range Power Tables.
SAMPLE CALCULATION
(Using Maximum Range Power Tables, pages 4-48, 4-50)
Select table(s) corresponding to ISA temperature.
For conditions between tables such as ISA +15C use two tables, ISA +10C
and ISA +20C. Enter data as shown and average the conditions to
determine Reserve Fuel.
Weight to use is determined by following:
Takeoff Weight
Fuel for Cl imb
Estimated Cruise Fuel
Weight at Cruise End
10,350 lbs.
-126lbs.
10,224 lbs.
-618 lbs.
9,606 lbs.
,J1*'.
09/01/78
REISSUED 08-23-85
4-10
MITSU8ISHI
SECTION 4
FLIGHT PLANNING DATA
MU-28-60
ISA +20C
518/262
502/264
516/262
498/264
518/267
502/270
516/268
498/272
250 nm
102 - 107 nm, 106 - 143 nm
330 at 28 kts.
2nd segment
Heading and Distance
Wind
Fue1 Flow
Average Cruise Speed
Climb Distance
Descent Distance
142 nm
119 - 81 nm, 109 - 61 nm
150 at 17 kts.
537 1bs/hr
277 kts.
31 nm
47 nm
104
4-11
MITSUBISHI
MU-2B-60
SECTION 4
FLIGHT PLANNING DATA
250 nm
- 31 nm
219 nm
219 nm
CRUISE TIME
CRUISE FUEL
11 90 + 109 0
2
142 nm
- 47 nm
95 nm
nm = 0.36 hr
263 kts.
= 22 min
CRUISE TIME
CRUISE FUEL
09/01/78
RE ISSUED 08-23-85
4-12
MITSUBISHI
MU-2B-60
FLIGHT
SEt
PLANNI~
=
=
1.5 hr
392 nm
1.5 hr
261 kts.
LANDING DISTANCE
For Landing distance, use PERFORMANCE, Section 6 of the FAA Approved Airplane
Flight Manual.
SAMPLE CALCULATION
Temperature
Pressure Altitude
Head Wind
Ramp Weight
Ramp Weight
Fuel Consumed
Landing Weight
=
=
4-13
MITSUBISHI
MU-2B-60
SECTION 4
FL IGHT PLANNIMG
l)~1~
EXAMPLE
nOF
2SoC
60
40
./
1-- +---
- -I - - 1 - - -1--- 1 - -
~--
20
-- f-- -- -- -- V(
w
w
cc
1.7
w
o
/
-20
/
-40
-60
-60
V
/"
"'"
./
/'
I
I
f
I
!
t
-40
-20
20
40
!
60
80
100
120
DEGREE F
09/01/78
REISSUED 08-23-85
4-14
MITSUBISHI
MU-2B-60
SECTION 4
FLIGHT PlANNING DATA
ISA CONVERSION
PRESSURE AlTITUDE VS OUTSIDE AIR TEMPERATURE
EXAMPLE:
19,000 FT
PRESSURE ALTITUDE
OUTSIDE AIR TEMPERATURE -SoC
ISA CONVERSION
ISA+15C
35,000
I~!--l I
o~ o~ oV I
U. I-1
f-~
.l /~
/
/
f- ~"r -,.- ~"r - f- ~"r - - ~"r - -
,,
.....
30,000
\
.;:
25,000
20,000
-I
"~"r
1\
1\
\
15,000
,-~ \
10,000
1\
I
,I
09/01/78
1\
1\
, I' , , , , ,
~
-20
TEMPERATURE
RE ISSUED 08-23-85
-40
,I
-60
~O
I"
, ,
, , , , ,
~
\
5,000
.1
1\
\. t \ \
, , , ,
1\
1\
::::>
\,
, , , ,, , ,
,- -
a:
CL
f-
1\
1\
::::>
~
w
a:
~"r ~ ~"r
.....
oV
)(
, , \ , \, , \, \ ,
Cl
....
)(
.....
\
i=
"
, ,, ,
"
.....
ov+
OV+
)(
20
1\
40
60
deg C
4-15
MlfSU81SHl
~-28-60
SECTION 4
FLIGHT PLANNING DATA
EXAMPLE:
20,000 FT
PRESSURE ALTITUDE
160 KTS
CALIBRATED AIRSPEED
5C
TEMPERATURE CORRECTION
Cl
w
w
Q,.
'"cr
<
Cl
~
cr
l:O
...J
<{
1---+--~/,Lj+h~/~V"?.J-/~~~r_+--+_+--+-+---+--+--+-+----1_-+----1
i / / / V I:::?""
1
120 1---+--1-/-'I-/,L'
, /-A-::~~/~lf<:""'-+--+_+--+-+--+-+---+--+--+-+----1--+----1
V
140
/II// #
1 /'1//~'/~~-~-4--+----I--+----+-+---I--+---+--+---I--+-~r----I
-7f-,
100 1---.JI.I./+-,'
80
60
U////
/ir///..'
I/V /
111,/
2
6
~T
10
11
TEMPERATURE CORRECTION -
12
13
14
15
16
17
18
deg C
09/01/78
REISSUED 08-23-85
4-16
-----~
"lTSU81SHl
ftIJ-2B-60
_ .
SECTION 4
FLIGHT PLANNING DATA
EXAMPLE:
-8C = ISA +15C
19,000 FT.
10,350 LBS.
1,190 FT/MIN
147 KCAS
OAT
PRESSURE ALTITUDE
WEIGHT
RATE OF CLIMB
CL 1MB SPEED
BEST RATE-OF-CLIMB
SPEED
WEIGHT -
35,000
f-++-'k+-HH-+Il-lol-H~-A+ HIt- ~a++++-H-t"'!d-+f"~~~+=1"-kH~-Id--+-+---if-l-++++--H
1--Hft--P'lH-I-H~++-v-t--1~-++-~2,500 1-!"'l..d--t-f"'!o.,H-~d-+.:p;..~....:p;.~+-=PIIo-obt-+++11
1--IH--t-+ft-MH-+--l/-H\rl+t-t-+-I
1)
++
-H-+-HI---N.d-+~.l+i~~~kI-++!"-kt-+-R""'l-J,...j.....i...:+1
1--lf-+-+++-HW--1-1t-+-Hl'ld-+-1H,-+-Oa ++-~~~-H~d+~b:++~.b+-~~++~b-+--+ll
1--H--t-If-+1f~f+-t-ift-TI-IIf--t-t-+~
2,000 ~---t="I-~+-'!"'~~"!.I-+-l-=1~-H-~~~o4.Il
Ib
9,000
10,000
~'/ 11,000
11,575
+",30,000
125,000
w
Cl
~ 20,000
I...J
w
a:
::J
en
~
15,000
10,000
a:
Q..
5,000
-60-50-40-30-20100 1020304050
TEMPERATURE -
deg C
09/01/78
REISSUED 08-23-85
Ib
130
140
150
KCAS
4-17
160
M11SUBISHI
KJ-2B-60
SECTION 4
FLIGHT PLANNING DATA
ENGI NE POWER:
ENGINE SPEED:
GEAR AND FLAPS:
CLIMB SPEED:
EXAMPLE:
OAT
PRESSURE ALTITUDE
WEIGHT
RATE OF CLIMB
CLIMB SPEED
- -CIj-:"f
-!:2. rl'i'"
+,-1..3,500
BEST RATE-OF-CLIMB
SPEED
Reference Line
-,CIj
--'-u
WEIGHT -
CIj-b
f"'--C"')
1-
11,575 Ib
<(l3,OOO
CJ)
r\J
35,000
o 2,500
~a
Vo
'ttl
q~
~
It)
.t:: 30,000
2,000
~qtF~.t,l,500
Vo /
~-~
~O
I.tJ
- 1,000
-'-aV,;::,Q
-aVo--...I'J...:.
I_~~~~
u..
0
w
4i
500
if:
<
a::
-60-50-40-30-20-100 1020304050
TEMPERATURE
a::
:J
~
w
a::
deg C
09/01/78
REISSUED 08-23-85
15,000
a.. 10,000
~,.'(Pa ~
-Oa-V'-G?
V~
co
:E
::J
20,000
<
t:
25,000
:J
~$
Ib
9,000
10,000
-11,000
11,575
5,000
50b
8,500
Ib
130
....
140
150 160
KCAS
4-18
HITSUBlSHl
t4J-2B-60
SECTION 4
FLIGHT PLANNING DATA
ENGINE POWER:
EXAMPLE:
TAKEOFF OAT
PRESSURE ALTITUDE
WEIGHT
CRUISE OAT
PRESSURE ALTITUDE
25C = ISA+12"C
886 FT
10,350 LB
_8C = ISA+15C
19,000 FT
TIME TO CLIMB
30,000
.:::
25,000
w
0
::l
I-
20,000
A
j::
...J
15,000
a:
::l
Vl
Vl
10,000
a:
a-
5,000
H
0
8,500
9,000
f!
~-~
9,500
lI
l:l
--.
+
~-.
:r
--;-.1.
t '
\~
t.\ .
-
~".
.-
~.
-~
''\i
--t-- f\ +------ ~
I ~t- h~
10,000
- ---i--l
:3:
-,
Reference Line,
-~,~
10,500
\'
11,000
.,
11,575 Ib
11,500
Cl
"OISA-30
IISA-20
w ISA-10
ISA
~ ISA+l0
ffi ISM20
~ ISA+30
~
Reference Line
,'"
E
L
F
09/01/78
REISSUED 08-23-85
10
15
20
25
TIME TO CLIMB -
30
35
40
45
50
min
4-19
MtfSU81SHl
rtJ-2B-60
SECTION 4
FLIGHT PLANNING DATA
::J
I-
i=
-l
<l:
w
a:
15,000
I
I
II
10,000
::J
en
en
w
a:
a..
5,000
0
8,500
-.---."
,
'I'\, '
9,000
9,500
10,000
C J
10,500
Reference Line
'\
I
~
"\
'\
"
1'\
"\
1'\
'\
.....
11,000
,,
u
a:
::J
a:
w
a..
:E
w
I-
1'\
"\
"
11,500
ISA-30
ISA-20
ISA-lO
ISA
ISA+l0
ISA+20
ISA+30
I~ ;;C'Takeoff Weight
11,5751b
Reference Line I--
," '"
'\
K----J
L
E '\
t:--.
'\
r-....
"
F .....
50
.......
""'-
.......
100
09/01/78
REISSUED 08-23-85
150
n.m
4-20
MITSUBISHI
fttJ-2B-60
...
SECTION 4
FLIGHT PLANNING DATA
EXAMPLE:
TAKEOFF OAT
PRESSURE ALTITUDE
WEIGHT
CRUISE OAT
PRESSURE ALTITUDE
FUEL TO CLIMB
25C = ISA+I2"C
886 FT
10,350 LB
_8C = ISA+15C
19,000 FT
132 LB -6 LB = 126 LB
30,000
25,000
w
0
::> 20,000
ff-
...J
<t:
w 15,000
a:
::>
en
en
w
10,000
a:
Cl.
5,000
,
I
0
8,500
,
,
9,000
E
f-
r' ._-
tL-w-
f-l ..
-
.---
c--...\
..
--
\'
+~~-f---.l.
------
.:....._~
-----l-..
9,500
(;:l
r~ ~
10,000
+r--,
Reference Line
C J
10,500
11,000
Max. Takeoff Weight
11,575 Ib
u 11,500
en
Q>
"OISA-30
ISA-20
ISA-lO
K
~ ISA
1= ISA+l0 L
~ ISA+20
~ ISA+30 M
:2
0
'-1
Reference Line
f-
09/01/78
REISSUED 08-23-85
.i-
E
,
50
100
G
150
200
250
300
350
400
450
500
Ib
4-21
"IT5U815111
flIJ-2B-60
DESCENT SPEED:
ENGINE POWER:
ENGINE SPEED:
GEAR AND FLAPS:
WEIGHT:
TEMPERATURE:
WIND:
EXAMPLE:
200 KCAS
AS REQUIRED
96% RPM
UP
ALL APP ROVED
ALL APPROVED
ZERO KTS.
INITIAL ALTITUDE
19 OOO FT.
FINAL ALTITUDE
o FT.
RATE OF DESCENT
1 500 FT/MIN
TI ME TO DESCEND
12.7 MIN
DISTANCE TO DESCEND
47 NM
FUEL TO DESCEND
86 LBS.
t
~{2
J.....
1/
5~
::)
I-
i=
-l
15,000
1/
If
!/,"
V t
I
I
10,000
IL
1
II J
V If
5,000
II
)/
~J
J...'"
::)
a..
II!I
II
a:
a:
en
en
w
1/
'/
1/
V
1/
Q;;~
'cJf;:)/
20,000 ~A
...V
#&1/
<.
IL
,)"
~ cv'l
...
II
$01
25,000
II
30,000
SECTION 4
FLIGHT PLANNING (DATA
'0
1/ /
1.'/
"
10
25
20
30
--
2,000
I
IZ
w
u
en
w
0
1\
\
1,500
1,000
09/01/78
REI SSUED 08-23-85
50
I\"
\
,\,
\G
\'
.......
1\
\\
E
t-......
\.
I'.
1\
I
90
PRESSURE ALTITUDE
31,000 ft
j .........
i\
1\
n.m
\, F
I DISTANCE -
1\
I-
80
30
1\
\
\
70
"-
1\
60
1\
\
1\
\
u.
0
a:
150
40
c:
E
.:::
-.l
'\ ~
r\.
\ I \.
I\.
100
FUEL -
Reference Line
........... 1-...
150
\.
~ !"'oo
200
Ib
4-22
MITSU81SHI
ftl-28-60
SECTION 4
FLIGHT PLANNING DATA
DESCENT SPEED:
ENGINE POWER:
ENGINE SPEED:
GEAR AND FLAPS:
WEIGHT:
TEMPERATURE:
WIND:
Vmo or Mmo
AS REQUIRED
96% RPM
UP
ALL APPROVED
ALL APPROVED
ZERO KTS.
EXAMPLE:
I NI TI AL ALTITUDE
19,000 FT.
FI NAL ALTITUDE
o FT.
NOTE:
RATE OF DESCENT
1,500 FT /MIN
DESCENT SPEED MUST TIME TO DESCEND
12.7 MIN
DECREASE BY 5 KTS. DISTANCE TO DESCEND
58 NM
PER 1,000 FT. FROM FUEL TO DESCEND
126 LBS.
250 KTS. ABOVE
21,300 FT.
II
30,000
-s.~ JV
J;
V
I
~ I II
20,000
w
.. ~
~- fo-
1/
I
/
I
1/
Q.
1
10,000
l/
a:
r)Z
250 -KTS
MAX,- .1:..1 MIT
... """",-.-.-
IlB
1/
::l
en
en
~
II
15,000
l/
f:::j~/
.- ,-
~-,
/
1/
....
/j~1
::l
I-
i=
~I
4)
(;)
1/
tj&1
--
l/
/1
25,000
l/
1/
_I
/
/
1/ /
II V /
I I V
5,000
II V
II /
1//
IT
I
C
10
15
25
20
I TIME- min.
30
1--+----+--+---+--+-1.=....0t'+-I-+---+-f----I
o
c:
"E
:::
--
10
20
2,000
70
1,500
, ,
, , "' ",,
,
I'
~
1\
.I
u.
1\
'1
1,000
09/01/78
REISSUED 08-23-85
50
100
PRESSURE ALTITUDE
31,000 ft
I 1 I
r'\ ......
,-\
'G 1 \
nm
1\
1\
Reference Line
~
\
1'\
1\
'\-t. \
150
FUEL -
80
I DISTANCE -
\ \1\.
F'l\
en
w
~
a:
~O
50
, 1\
I-
40
1'\
\
Z
W
U
30
200
Ib
i"'li; t-.
'\
"250
"
~ r-
300
4-23
HITSUBISMI
MJ-2B-60
SECTION 4
FLIGHT PLANNING DATA
HOLD ING TI ME
40%
96% RPM
EXAMPLE:
HOLDING TIME
PRESSURE ALTITUDE
FUEL REQUIREMENT
2 HR
19,000 FT.
805 LBS.
5.0
PRESSURE
ALTITUDE - ft
20,000
4.0
..
.c
(;l
Cl
15,000
I
. / 10,000-
c::-- ~ /--'
V ~V t::=- ~ ~
V
3.0
./
2.0 1--
1---
...J
--
J:
--
~V
-- -- -- .......-:: ~V~ ~ ~
~
~~ % ~
~
1.0
200
400
~~ ~
~
600
800
1,000
FUEL REQUIREMENT -
09/01/78
REI SSUED 08-23-85
.
5,000
1,200
1,400
1,600
1,800
Ib
4-24
MITSU8lSltl
r4J-2B-60
SECTION 4
FLIGHT PLANNING DATA
BOTH FEATHERED
UP
ZERO KTS.
EXAMPLE:
INITIAL PRESSURE ALTITUDE
FINAL PRESSURE ALTITUDE
WEIGHT
MAXIMUM GLIDE DISTANCE
GLIDE SPEED
19,000 FT.
OFT.
9,750 LBS.
34 NM
152 KCAS
30,000
r
V
25,000
1/
/
1/
.::
20,000
UJ
0
::l
lI-
1-
- f-
<l:
UJ
cr
170
/
15,000
'/
::l
(J)
(J)
UJ
:/
cr
0-
V)
10,000
160
c:(
1/
I 150
UJ
UJ
0-
./
/
V
(J)
UJ
5,000
"
::::i
140
(.:J
V
o l/
o
I
I
10
20
30
GROUND DISTANCE -
40
n,m
so
60
130
9,000
10,000
WEIGHT -
11.000
Ib
09/01/78
REISSUED 08-23-85
4-25
12.000
MITSU8ISHI
MU-28-60
SECTION 4
FLIGHT PLANNING DATA
IOAT
TORQUE
PER
ENGINE
FUEL FLOW
PER
ENGINE
TOTAL
FUEL FLOW
AIRSPEED KNOTS
11,500LB 10,500LB 9,500LB
of
LBS/HR
LBS/HR
CAS TAS
-9
16
84
388
776
250 237
2,000
-13
86
379
758
250 244
4,000
-16
88
372
744
250 251
6,000
-20
-4
90
368
736
8,000
-24 -10
92
365
730
250 266
10,000
-27 -18
94
363
726
250 274
12,000
-31 -23
96
361
722
250 283
14,000
-34 -29
99
360
720
249 290
16,000
-38 -36
100
357
714
247 296
18,000
-41 -42
100
351
702
245 302
20,000
-45 -49
100
345
690
FEET
NOTE:
09/01/78
REISSUED
1.
2.
4-26
SECTION 4
FLIGHT PLANNING DATA
HITSU8lSHI
K1-2B-60
25,000 1--+---+-----l-+--+--+-+--+---+-~--I-_+___+-~_+__1_~I___I___+_____l
-...
I---+--+------l-.+-----+------+ 311
20,000
I- -
- -
'- -
29~fj.
15,000 H-+---+--+-~.... i -
~h
299
-.I ----,
I I 299
I
~....i..Jf--il--+-~-I-----+----I-+---+---I--.j.-....I
ff
fjef
292
1 292 i1---+--+--I---1---+---+-+---+---+--I
II:
';J-
10,000
26~
Q.
2~4
I----I----+----I- 237
0
60
~ ..J
40
20 1--
--
I-
o a
z ~
- 3: -20
3: 0
w
258 ---+--+--l---+-----I------l--+----+----+--l----+----1
+-
12441
244
237 T -f2~7 -+-.J__--I---+----4-+----+---+-.J__-+--I--~
If
V V V / 1/ 1/ /
1/ If
I I / / / / / / / I / J I j )
If J I / / / iii V / V V 7 II V
J I J / / / / / ~V /~0~~V
- T
<t:
P-f
7 1 I
1
I---+--+--t-+-+--++-++--+---+-~--I-_+___+-~_+__+__I-_I___+____l
I---+--+------l- f51
f-
~ 2~8
1---+----1----1----1258
5,000
H---+---+--+-t-------l--3?4
312 +---+--+1--+----I--I--+--+------l-4------+-----l
312 -~-+-_+_--+-~-+-_+_-+---j
: -/.--.----1r--+-----+---+-+--+----+---1f---+-----I
- 305 I
/ 305 ~-I-----+-__+-~-I-----+-__+-.J__-r
r---
JF
Reference Line
-40
:r:
200
400
600
800
1,000
RANGE -
09/01/78
REISSUED 08-23-85
1,200
1,400
1,600
1,800
2,000
n.m
4-27
MITSU8ISHI
MU-28-60
SECTION 4
FLIGHT PLANNING DATA
TORQUE
PER
ENGINE
FUEL FLOW
PER
ENGINE
TOTAL
FUEL FLOW
OF
LBS/HR
LBS/HR
CAS TAS
1 34
85
388
776
250 241
IOAT
C
0
2,000
-3
27
86
379
758
250 248
4,000
-6 21
88
373
746
250 255
6,000
-10
14
90
370
740
250 263
8,000
-13
93
368
736
250 271
10,000
-17
97
367
734
250 280
12,000
-20
-4
99
365
730
249 288
14,000
-24 -11
100
362
724
248 294
16,000
-27 -17
100
356
712
245 299
18,000
-31 -24
100
350
700
243 305
20,000
-35 -31
100
345
690
241 311
22,000
-38 -36
97
330
660
234 311
24,000
-43 -45
91
310
620
224 308
NOTE:
09/01/78
REISSUED
1.
2.
4-28
MITSUBISHI
rtJ-2B-60
SECTION 4
FLIGHT PLANNING DATA
30,000 ~-t--+-+---t--+-t--+--+--t-+--+--I---1--+--I---1--+--t--+---1
H--+--+---II--+--+----+
313
315
f'"
315:1--
kt
--+-+--+---1-+--+----l----l
315 ---I-~_+_--+-~-+---+-----l
ff ~17 -+---+-+-__+__--+-~__+__--+___l
317 /
5 ,000
1---+---+---+- 2~8
241 I
0
60
0
.~
40
... ..1
I
0
<
20
r t
J / /
~ 0~
-20
-40
ex:
248
I-J
241 I
248 +-----+-----t--+----+--+-+----+--+-+---+--+----i
I 241
I I I J / If Y If V V V 1/1/ / /
~_ ~ _~ _11_ '_I L / / I Il I / / I I J I J
f:
V 1/1 1/ V V V V / / "
~- I I
I / /
Reference Line
/V)'~/V:0~V
J:
200
400
600
800
1,000
RANGE -
09/01/78
REI SSUED 08-23-85
1,200
1,400
1,600
1,800
2,000
n.m
4-29
MITSUBISHI
MU-2B-60
SECTION 4
FLIGHT PLANNING DATA
IOAT
TORQUE
PER
ENGINE
FUEL FLOW
PER
ENGINE
TOTAL
FUEL FLOW
AIRSPEED KNOTS
11,500LB 10,500LB 9,500LB
of
LBS/HR
LBS/HR
11
52
87
392
784
250 246
2,000
8 46
88
381
762
250 253
4,000
4 39
91
377
754
250 260
6,000
1 34
93
374
748
250 268
8,000
-3 27
96
371
742
250 277
10,000
-6 21
98
370
740
249 284
12,000
-10 14
100
367
734
247 290
14,000
-14
100
361
722
245 296
16,000
-17
100
355
710
243 302
18,000
-21
-6
96
338
676
237 302
20,000
-25 -13
91
321
642
228 301
22,000
-29 -20
86
304
608
220 299
24,000
-33 -27
81
283
566
209 295
26,000
-38 -36
76
269
538
199 290
28,000
-42 -44
70
251
502
188 283
30,000
-46 -51
65
233
466
174 272
FEET
0
NOTE:
09/01/78
REISSUED
1.
2.
4-30
MITSUBISHI
fltI-28-60
SECTION 4
FLIGHT PLANNING DATA
30,000
2BB
I
I
292
f93 J
'7
'I
301
1
j
20,000
-- '--
I-
....j
15,000
c1~
,~015
~'I
'f
-; I ~-I. '
1~ ~
:J
a:
/? 285 ~2851
10,000
-j
2~7f-
Cl.
277
f- ~68t
I "II
rr----f
285
-I
277
I
I
268
5,000
~61 ~26bf-
2~3f
246 I
o
o
," ~
... 3:
~06
JiI' 301
a:
w
/
'
~305 I
304
304
<C
tf)
tf)
'1$'
1
r7 305
1
306 '
06 ,
303/
1-
't=
... - -- -- -- ----ff--1
305
05
0
:J
...J
'I-
3~f f--~05T
.:::
/301
1/
1300,
298 '
25,000
293
1/29~
296 /
...J
I ~
60
,..- r-20
~ ~o
-20
o z
1---
-,
'--J 246
I
246
253
If
~I
7 I
V V 1/ 1/ 1/ 7
/ ,/ J J J / J /
l(11-v- V- ~ V- 7 Wi II I{ I V V V V~
)
Reference Line
/ / V/ / 1/V l/1 V V ~ ~ ~ V
7 / v) j / f/ V V ~ ~ ~ V
J )
<C -40
w
:::c
-60
!if 2fO
253
I I I
40
11;268
YI
200
400
800
RANGE
09/01/78
REISSUED 08-23-85
1,000
-
1,200
1,400
1,600
1,800
2,000
n.m
4-31
MITSltBISHI
MU-28-60
SECTION 4
FLIGHT PLANNING DATA
ISA
IOAT
PRESSURE
AL TITUOE
TORQUE
PER
ENGINE
FUEL FLOW
PER
ENGINE
TOTAL
FUEL FLOW
AIRSPEED KNOTS
11,500LB 10,500LB 9,500LB
of
LBS/HR
LBS/HR
CAS TAS
22
72
89
395
790
250 250
2,000
18 64
91
388
776
250 258
4,000
14 57
93
383
766
250 266
52
95
380
760
250 273
8,000
7 45
98
378
756
248 281
10,000
4 39
100
374
748
247 287
12,000
0 32
100
366
732
245 292
OR 100% TORQUE
FEET
= 650C
6,000
11
14,000
-4
25
95
349
698
238 292
16,000
-8 18
91
331
662
230 291
18,000
-12
10
86
314
628
222 290
20,000
-16
81
296
592
213 288
22,000
-20
-4
77
280
560
203 284
24,000
-24 -11
72
264
528
193 279
26,000
-28 -18
68
248
496
182 272
28,000
-33 -27
64
232
464
170 263
30,000
-37 -35
59
216
432
31,000
-40 -40
57
208
416
- - -
NOTE:
09/01/78
REISSUED
1.
2.
4-32
MlTSUBlSHl
t4J-2B-60
SECTION 4
FLIGHT PLANNING DATA
30,000
268
1 274 11
I ~72
2~3
286
~89
.t:
""""- -- -- --
w
Cl
:J
lI-
15,000
...J
l/)
l/)
~tt
293
1'. 274
279
11
~1 I
286
II
f
292
I---
Jf
/292
/1
296
1/
J
I'.
II : 295
295"
.,
1129~
2~4f1--296 J
29J~~' 296 II-
J 287
1/29 h
289'/'
II
1~2
If
296
~
';1
ff!4J-jJ
~5 ~.<fA
c I 295
a:
:J
~-~.
F77 ~
20,000
277
II
25,000
kt
272
10,000
a:
28:2/1282
ll.
l-il28~
~731 -f 273
266 ~26~f- -f2~6
J
273:1-
5,000
1
2 F f 258
250 I 250/
o
60
Cl
Z
....:~
...:
...J
I~
Cl
Cl
Z
;:
Cl
/250
II / / / / / / / /
I I / I
,f I / / / / / j / / I J J J I
~ V V II V V V Vvf V V V V V Vi'
J / / / / I / V V V v-:: v: ~~ V
I / V VI 11/ / '/V ~~~ t:/: ~ """
1/ VI / V.I V/ /.l0 ~ V:: ~ ~V
/
40
20 1-- 1 - - f - -
~ ~
-20
-40
w
:c
If.-;
1 25
-60
Reference Line
200
09/01/78
REI SSUED 08-23-85
400
600
800
1,000
RANGE
1,200
n.m
1,400
1,600
1,800
2,000
4-33
MITSUBISHI
MU-2B-60
SECTION 4
FLIGHT PLANNING DATA
-'
IOAT
TORQUE
PER
ENGINE
FUEL FLOW
PER
ENGINE
TOTAL
FUEL FLOW
AIRSPEED KNOTS
11,500LB 10,500LB 9,500LB
of
LBS/HR
LBS/HR
CAS TAS
32
90
90
399
798
250 254
2,000
28 82
93
394
788
250 262
4,000
25
77
96
391
782
250 270
6,000
21
70
98
388
776
250 278
8,000
18 64
99
380
760
245 281
10,000
14 57
94
360
720
239 281
12,000
10 50
90
341
682
232 281
14,000
6 43
85
323
646
224 280
16,000
1 34
81
305
610
215 278
FEET
0
18,000
-3
27
76
288
576
207 276
20,000
-7
19
72
271
542
198 272
22,000
-11
12
68
255
510
188 267
24,000
-15
64
240
480
176 259
26,000
-20
-4
59
225
450
161 247
28,000
-24 -11
56
211
422
30,000
-28 -18
52
197
394
31,000
-30 -22
50
189
378
- - - -
NOTE:
09/01/78
REISSUED
1.
2.
- - -
159 263
151 254
4-34
SECTION 4
FLIGHT PLANNING DATA
MITSU81SHI
rtJ-2B-60
kt
250
30,000
25,000
-...
26b
-266 1
262
268
f--280
281
..J
15,000
II:
..j.
til
til
~.
II:
J'fj..
283
~284
':::>t----ll-':::>' "
0-
268
2?4
1
/
/
~81
~ 282
/ I
l' 28~
-282/
'(
,282 1'--?83 ,
,~ II,s< '
0-
::l
, " 278
J_
ff-
,"
/
27~ ,
- -- -- -- -- -- _-+
'~t --+-1
20,000
0
::l
II 26~
~72,
/
1
/
276
25f3
263
' 2?2
2~1
I 'J./
,L<ff
28~
1
c,'
~~4~~28~f:~/f~85
10,000
5,000
++0
II
254/
0
60
3:
...
..J
I~
o
3:
40
20
~-
~
~
-20
-40
J:
-60
I 1 I
254
/ 254
'I
If
1/
V V IV IV 1/ /
/ / / 1/ J J / / / ,
/
l
~- ~ I / V / It' / / / / V If
J I / 7 I / / / V ,/ / ~~ 0 V
1 7 7 7,1// / '/ ~ ~,/ ... ~:/-:/'
:1 I I Ii '// /. 0 ~:/:/ ~~"
-- --
200
09/01/78
REISSUED 08-23-85
1-
400
600
800
1,000
RANGE -
1,200
n.m
1,400
1,600
Reference Line
1,800
2,000
4-35
SECTION 4
FLIGHT PLANNING nATA
MITSUBISHI
MU-2B-60
__..--
ISA +20C
TORQUE
PER
ENGINE
FUEL FLOW
PER
ENGINE
TOTAL
FUEL FLOW
OF
LBS/HR
LBS/HR
CAS TAS
42 108
92
406
812
250 259
2,000
38 100
96
402
804
249 265
4,000
35 95
93
384
768
242 266
6,000
31
88
89
365
730
237 267
8,000
27
81
85
348
696
229 267
10,000
23
73
81
331
662
222 267
12,000
19 66
77
313
626
215 266
14,000
15
59
74
297
594
208 265
16,000
11
52
70
281
562
200 263
18,000
7 45
66
265
530
191 260
20,000
2 36
63
249
498
180 254
PRESSURE
AlTITUOE
FEET
IOAT
22,000
-2
28
59
234
468
169 246
24,000
-6
21
56
221
442
155 233
26,000
-11
12
52
207
414
28,000
-14
49
194
388
30,000
-19
-2
46
181
362
- - - -
- - 154 250
- - 138 232
- - - -
31,000
- NOTE:
09/01/78
REISSUED
1.
2.
4-36
MITSUBlSHl
KJ-28-60
SECTION 4
FLIGHT PLANNING DATA
TR~E AI R SPEED -
25,000
250
253
-...
I
I
20,000
f--
257
-- -- --
266
I-
268
15,000
-l
",<-I'
?68
259
o
60
""
'-----l-
?70
:I:
'271
27
01
l-2~9f -f~69
259
1-266
259
I ~
/ / / / 1/ / /
/ / / / :; J J I J I I "Reference
20 1-- ---7' Il / / ~l / / / / V VI
o
,/'
J / I / / / / / / / ~ ~ ~0
-20
/ / / /, ~/ / r/ ~ ~ /. ~~ /'
-40
I J / V v/ / v: ~ V % ~V
-60
I I I
40
_"111 '"
~6.5t 266
I-
71
Itf-I-
269
5,000
270
' 26 ;
1265
I
II: 26~
~267/
I
I ..O
269 1
1
':tf!J~27~f1 ffb
~
10,000
o
o z
z -
t55
i: 26~hi270'HI
F'
<:"
a:
:J
w
a:
c..
259
I
264
(f)
(f)
II
1/
f
-- --i27- - - - - ,
:J
f-
;::
~-
-~
kt
I- f- 1- ~
Line
200
400
600
800
1,000
RANGE -
09/01/78
REISSUED 08-23-85
1,200
1,400
1,600
1,800
2,000
n.m
4-37
MITSlIBISHI
MU-2B-60
SECTION 4
FLIGHT PLANNING DATA
TORQUE
PER
ENGINE
FUEL FLOW
PER
ENGINE
TOTAL
FUEL FLOW
of
LRS/HR
LBS/HR
CAS TAS
52 126
88
397
794
428 254
2,000
48 118
85
378
756
235 255
PRESSURE
AL nTUDE
FEET
IOAT
4,000
44 111
82
360
720
228 255
6,000
40 104
78
342
684
222 255
8,000
36 97
75
324
648
216 255
10,000
32 90
71
307
614
207 253
12,000
28
82
68
290
580
199 251
14,000
24
75
65
273
546
191 247
16,000
20
68
62
257
514
181 243
18,000
16
61
58
242
484
171 237
20,000
11
52
55
228
456
161 230
22,000
7 45
52
215
430
24,000
2 36
49
202
404
- - -
26,000
-1
30
46
190
380
28,000
-6
21
43
178
356
30,000
- -
31,000
NOTE:
1.
2.
09/01/78
REISSUED
- - - - -
- 147 235
- - 133 221
- - - - - - -
4-38
MITSU81SHI
KJ-2B-60
SECTION 4
FLIGHT PLANNING DATA
25,000
TRUE AIR SPEED - k t
.t:
20,000
242
-l-
i--
,......- f - - f - -
w
a:
:>
250
II
253
~'"""":..;(
~ 258 '0cJ2~9
g, 258 ~ 259
a-
II 2~
., 257'1-:. .. 258
10,000
a:
-},
<{
CIl
CIl
c-f49
250:1- __ 25~ /
:>
I-
15,000
1?46
245
....i
cfI~59
~ '"~'~*
"'~
r f~;259
~571 258~ ! r
J
256
5,000
" 258
~. 25~
2 9
25
255
256
60
0
...
z
~
...J
<{
40
20
-- -
Reference Line
o
o
Z
-20
~ ~
o -40
<{
UJ
:I:
-60
If II / V V 1/ i/ 1/ /
I I I I
I I I / / / / / !J I J J J J J
J ~ I I if if V V ;,Ii/ / V / / //
J I / / / / / V V /. / ~ 0 ~ VI / V / , 'J / V / ~~ t/ Vr;::..: ~
If/ / V // ~~ 1/t/: ~ ~
'I
"
I
200
400
600
800
1,000
RANGE -
09/01/78
REISSUED 08-23-85
1,200
1,400
1,600
1,800
2,000
n.m
4-39
MITSUBISHI
MU-2B-60
SECTION 4
FLIGHT PLANNING DATA
"-
96% RPM
PRESSURE
ALTITUDE
IOAT
TORQUE
PER
ENGINE
FUEL FLOW
PER
ENGINE
TOTAL
FUEL FLOW
AIRSPEED KNOTS
11 ,500LB 10,500LB 9,500LB
of
LBS/HR
LBS/HR
CAS TAS
-9
16
80
380
760
244 231
2,000
-13
78
362
724
238 232
4,000
-17
75
346
692
232 233
6,000
-21
-6
72
330
660
227 234
8,000
-25 -13
70
316
632
222 235
10,000
-29 -20
68
303
606
216 236
12,000
-33 -27
66
291
582
211 237
14,000
-37 -35
65
279
558
205 238
16,000
-41 -42
63
268
536
200 239
18,000
-45 -49
62
257
514
195 240
20,000
-49 -56
60
246
492
190 241
FEET
09/01/78
REISSUED
4-40
MITSUBISHI
t4J-28-60
SECTION 4
FLIGHT PLANNING DATA
ISA -30C
96% RPM
WEIGHT
FUEL
FUEL DENSITY
INITIAL FUEL LOADING
PROPELLER SPEED
EXAMPLE:
PRESSURE ALTITUDE 19,000 FT.
WIND TAIL WIND 20 KTS.
RANGE
1,145 NM
30,000
25,000
TRUE AIR SPEED - k t
~- ~-
~-
=>
I~
:2~ft
~43 1---~451
241 f
15,000
240
II:
=>
~
248
246
20,000
~"
10,000
II:
a..
'{--~?41 J'I
239
( 237
~/
j-24~/
..../
2~0
..
/1238
,"
J
24~
247
" 245
243
1
If 241
fbi 240
lAW-0~
238
~- ~237
WI~
~b
~-Z237
5,000
f3411- 235
f/2d5
f:
o
.-
o
z
~ ~
I-
o 0
z ~
~ ~
~
J:
60
I I I
'I I
/ / V V 1/ / /
20
-- -- -- v- V/ if/ / / / / I / I / / / / JVI / I V~I
o
J J I J / / 1/V V ~V' V ~ 0 ~ ,/'
-20
I / V II) ~/ '/V v: ~ ~v ~~ ~
-40
II J / VJ v/ V ~~ ~ ~t:: ~ V"
-60
40
I-
200
400
I- f
600
Reference Line
800
1,000
RANGE -
09/01/78
REISSUED 08-23-85
1,200
1,400
1,600
1,800
2,000
n.m
4-41
MITSUBISHI
MU-2B-60
SECTION 4
FLIGHT PLANNING DATA
PRESSURE
AL TITUDE
FEET
ISA -20C
96% RPM
TORQUE
PER
ENGINE
FUEL FLOW
PER
ENGINE
TOTAL
FUEL FLOW
OF
LBS/HR
LBS/HR
CAS TAS
1 34
80
376
752
242 233
IOAT
C
0
AIRSPEED KNOTS
11 ,500LB 10,500LB 9,500LB
2,000
-3
27
78
359
718
237 235
4,000
-7
19
76
344
688
232 237
6,000
-11
12
74
330
660
227 239
8,000
-15
72
318
636
223 241
10,000
-19
-2
71
306
612
218 243
12,000
-23
-9
69
296
592
213 245
14,000
-26 -15
68
283
566
208 247
16,000
-30 -22
66
273
546
204 249
18,000
-34 -29
65
263
526
199 251
20,000
-38 -36
64
253
506
194 252
22,000
-42 -44
63
245
490
188 253
24,000
-46 -51
62
238
476
184 254
09/01/78
REISSUED
4-42
MITSUBISHI
HU-2B-60
SECTION 4
FLIGHT PLANNING DATA
30,000
20,000
-- .. -
'1-
r-~~
-. -- -- r--h r-.-+
r- T
255
0
::::l
~
ii,..
-
2~O
ff- 2~1'T
II:
::::l
212
l") 243'/-
240:f- 41
5,000
2~6f
234
o
60
~
o
40
20
~- ~-
z z -20
3 3o
w
I 235 I
213
241
'd
237
rJ-
?9
1
~'f. 237
/235
'I II If
I I / I
V V V 1/ / / 7
III I / / I L / I J J ) I I I Reference Line
II V II II 1/
V V1 V V V VIV V/
) I J J I / 1/[7[7 ~VV': l/:: ~10lV
~
7 / V v) j '/ i/V v:. ~ ~L/ V
V
II V I V v/ r/ ~v/ v: ~ ~~
I/
-40
:I:
-60
251
'I
J
3...J
253
<:i
jH
r-23~f-
?38}
256
10,000
w
II:
c..
/259
,,-#,J,
r-,~i
r-,'
Vl
Vl
...
.:.l
. "I.
[7264
" "7
J
T
265
256
15,000
/1
l/- ~261f/
259
264
262
f
:::
i=
...J
kt
25,000
v)
200
400
600
800
1,000
RANGE
09/01/78
REISSUED 08-23-85
REVISION 2 04-01-88
1,200
1,400
1,600
1,800
2,000
n.m
4-43
MITSUBISHI
MU-2B-60
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
SECTION 4
FLIGHT PLANNING DATA
IOAT
TORQUE
PER
ENGINE
FUEL FLOW
PER
ENGINE
TOTAL
FUEL FLOW
AI RSPEED KNOTS
11,500LB 10,500LB 9,500LB
of
LBS/HR
LBS/HR
CAS TAS
11
52
80
374
748
239 235
2,000
7 45
78
358
716
234 237
4,000
3 37
76
343
686
229 239
FEET
0
6,000
-1
30
74
329
658
224 241
8,000
-5
23
72
316
632
221 243
10,000
-9
16
70
303
606
216 245
12,000
-12
10
68
292
584
211 247
14,000
-16
67
281
562
206 249
16,000
-20
-4
66
271
542
202 251
18,000
-24 -11
65
262
524
197 253
20,000
-28 -18
64
253
506
191 254
22,000
-32 -26
63
245
490
186 255
24,000
-36 -33
62
237
474
181 256
26,000
-39 -38
61
231
462
175 256
28,000
-43 -45
60
225
450
170 257
30,000
-47 -53
60
219
438
164 257
R
R
R
R
R
R
R
R
R
R
R
R
R
09/01/78
REISSUED 08-23-85
REVISION 2 04-01-88
4-44
MITSUBISHI
t4J-2B-60
SECTION 4
FLIGHT PLANNING DATA
30.000
~71 J
i II
268 II
J
266/
'I
t--ft
259 J
257
C
:::J
roo-
I~
15,000
~'
10.000
a:
241
236 I
60
I I
~.~
20
...J
I
c c
-20
-40
- 3:
3: c
w
--
z ~
::I:
-60
259
/256
.
253
'f-f1"1
~j4a.t 1#
251
1-.;:,'
1f- 242 f
238/ 239
40
248
~+5/~24~f-~I246
24~f- 244} ~ 244
5,000
/262
C'J'q
: ' 247
l1.
c
z
,264
1/
g25tb~~51
a:
:::J
(J)
/
"I
2,52/ -253'//
t-258/
269
/267
266/
26
261
20.000
1/
2~ I
...
II
26J /
25.000
kt
274
'213
I--
- / 2 42
1
v----.
237 J
"t239'
/237
'/
~
,-- I / I / /I I
"
/ /
II
V V V 1/ 1/ / /
'I
/ II J J j I I I
~
7 V ('! 1/ 1/ V V V V/'
/ J If/ / / / / V( v:V ~~V
I
~
/ 1/ V V) J / V l/: ~~ ~~
V
l/ V j / Vi V/ V ~ ~ t/:: t:1 ~
--
Reference Line
200
09/01/78
REISSUED 08-23-85
400
600
800
1,000
RANGE
1,200
1,400
1,600
1,800
2,000
n.m
4-45
MITSUBISHI
MU-2B-60
SECTION 4
FLIGHT PLANNING DATA
IOAT
'-
96% RPM
TORQUE
PER
ENGINE
FUEL FLOW
PER
ENGINE
TOTAL
FUEL FLOW
AIRSPEED KNOTS
11,500LB 10,500LB 9,500LB
of
LBS/HR
LBS/HR
CAS TAS
21
70
80
374
748
237 237
2,000
17
63
78
356
712
4,000
13
55
76
340
680
227 241
6,000
9 48
74
326
652
222 243
8,000
5 41
72
313
626
218 245
10,000
2 36
70
301
602
213 247
FEET
12,000
-2
28
68
290
580
208 249
14,000
-6 21
67
279
558
203 251
16,000
-10 14
66
269
538
199 253
18,000
-14
65
259
518
194 254
20,000
-18
64
250
500
188 255
22,000
-22
-8
63
243
486
183 256
24,000
-25 -13
62
236
472
178 257
26,000
-29 -20
62
231
462
172 257
28,000
-33 -27
61
225
450
166 257
30,000
-37 -35
59
216
432
- -
31,000
-40 -40
57
208
416
- -
09/01/78
REISSUED
4-46
SECTION 4
FLIGHT PLANNING DATA
MlTSUBISHI
rtJ-2B-60
EXAMPLE:
NOTE:
30,000
274 I
/I
qn
I
I
25,000
-- -- --
261 J
-- -- -
~if255
i=
15,000
...J
0"-253
276 /
'"
~0251
a:
:::>
J 271
/
,(-68/
26 5 /
'/
1/
263
/264
11 26~
-2'fJ /
/_
257 if
~69
V 26l
~57
',-~
c:J
'I~:250I
iZ
1'j?50"'~~
7249
a:
[7
f 255
'
-\f-.;:,'"if)~52
d-
10,000
7 215
"/
- .. 1 -
if--
7?79
-,,-?55
c:J
",0 252
';:'0
~
w
-I-
1-1;1
:::>
I-
274
1
/
263
20,000
271
/1_ 274
277
~681
2sl;
kt
272
Q.
24~f5,000
242
245
V-- 1,l24J
1J-2~3-f~~43
0
60
Z
..
...J
I-
40
20 ~0
-20
-40
~ ~
0
:I:
-60
/ 239
V V 1/ 1/ 1/ 1/ /
I I I / / / / / 1/ j I I j j J
-V ~ ~ V 1/
V V 1/ V [7 V V V V~
J I / / / / / V V V ~ ~ ~~ V
I ,/ V V) V J '/r/ v: ~ ~ ~ V ~
II 'I} / V~ r7/V ~~ ~ ~ BI I I
--~
239
II
1/
11
Reference Line
200
09/01/78
REI SSUED 08-23-85
400
600
800
1,000
RANGE
1,200
nom
1,400
1,600
1,800
2,000
4-47
MITSUBISHI
MU-2B-60
SECTION 4
FLIGHT PLANNING DATA
-'
96% RPM
PRESSURE
ALTITUDE
IOAT
TORQUE
PER
ENGINE
FUEL FLOW
PER
ENGINE
TOTAL
FUEL FLOW
AIRSPEED KNOTS
11,500LB 10,500LB 9,500LB
of
LBS/HR
LBS/HR
CAS TAS
31
88
80
374
748
235 239
2,000
27
81
78
359
718
230 241
4,000
23
73
76
343
686
225 243
6,000
19
66
74
329
658
219 244
8,000
16
61
72
313
626
215 246
10,000
12
54
70
301
602
209 247
12,000
8 46
69
289
578
205 249
14,000
4 39
67
278
556
199 250
16,000
0 32
66
268
536
195 252
FEET
18,000
-4
25
64
259
518
189 253
20,000
-8
18
64
251
502
184 254
22,000
-12
10
62
242
484
179 255
24,000
-15
62
235
470
174 256
26,000
-20
-4
59
225
450
161 247
28,000
-24 -11
56
211
422
- -
30,000
-28 -18
52
197
394
- -
- -
159 263
31,000
-30 -22
50
189
378
- - - -
151 254
09/01/78
REISSUED
4-48
MITSU81S1tl
f4J-2B-60
SECTION 4
FLIGHT PLANNING DATA
WEIGHT
FUEL
FUEL DENSITY
INITIAL FUEL LOADING
PROPELLER SPEED
EXAMPLE:
NOTE:
kt
r---.---.,.-~-.------,---.------.-r-__......_;p;;250;';"",.......,.,..-r252-----,---.------.--,,---.-----,
30,000 ~-+---+-+--+___1--+--+-H'H---+-21is'
, 2111---i--+----+-----it---+----I
ITT
1---+----+-+--+----iI---+--+-++--+--+-26~
25,000
1--~f__-+--+-+-2_63-+---+-+_
J
II 2eJ-+---+--t----+---+---I
1/
T
1/J
........a.;2;::;62=------+ 2661
.,
1--/1t--+-t--+---+-t--r- 264 :
t-f--+-__+-+---+------1I--+----+-263 II
2$6 I
'/
'I
1_ -
, I-g
i=;
-I- -I- -
H--+----+-+---+----"I-__+_
257V- f- 25J~1
tJ' 254-+--i----1I---+--+-+--+----t--+--+-----l
<:'~~~
254
(J
:::>'1_
e.,.'I-f--I-+-C;.---+-+--+--I---+--+-+--+-----i
;gj6 r-;j
25~-+-'--+--+--_+_--+-+--+-----lr---+---1
Ir'l-+----+-.+--t---+--+-+--+------1--+-----r----1
~-
10,000
a:
250
t 1 7~50I-l----l--lI~-+--+---+-+--+---+-+--I
~
?49
0..
..._--t---+-t----t--
241 I
I-
<
0
40
20
0
Lit24~--+---++if---+--+_+--+-_I--_+_-+-----j
242
242
...
248
,11 1.
60
.:.: -I
2J71-
f-25 'I
,1
--+--+--+--t----+---+-+---+----lr---t
~~
<;i25
::>
,'z
1 2591-+-+--_+_-+-+--+-----l1-_+_--1
Ii'
I I
~a:
5,000
/165
~ - I - J - -I1-+-1:-+,l-+--+------1I--+---+--+---+----i
f--~62 J
262 -+--+----i--+--+-t--+-----l
.w-" "'"
I-t--+----t-+--+--I--_+_ 260
15.000
~70-+-+--+----t--+--+-----l
II 26.;-+---+--t----+---+-+--1
20,000..-+-+----+-+--+--1---+--';12 I - - 264:
w
J 268+---+---t-+----+---t--1
~-II---+-+--+___1f--+__+-H-+---+-~--t-_+i-+__+-+___+___t-+___1
I I / I t If 1/ VI V if V 1/ 1/ / /
II II / / / / / / II / J J J I I~
-- -- - ~-rr-~
0
z z
-20
~ ~
0
< -40
IJ
II V V V lIVtV V V V V V,
Reference line
111/1//VV~v:~~~V
:I:
09/01/78
REI SSUED 08-23-85
RANGE
n.m
4-49
SECTION 4
FLIGHT PLANNING DATA
MITSU8ISHI
MU-28-60
--'
96% RPM
PRESSURE
ALTITUDE
FEET
FUEL FLOW
PER
ENGINE
TOTAL
FUEL FLOW
OF
LBS/HR
LBS/HR
CAS TAS
41 106
80
375
750
234 242
C
0
AIRSPEED KNOTS
TORQUE
PER
ENGINE
IOAT
2,000
37
99
78
357
714
228 243
4,000
33
91
75
341
682
223 245
6,000
30
86
73
327
654
217 246
8,000
26
79
71
313
626
10,000
22
72
70
300
600
207 249
12,000
18 64
68
288
576
14,000
14
57
66
277
554
196 251
16,000
10
50
65
267
534
191 252
18,000
6 43
64
258
516
186 253
20,000
2 36
63
249
498
180 254
.-r""-
22,000
-2
28
59
234
468
169 246
24,000
-6
21
56
221
442
155 233
26,000
-11
12
52
207
414
28,000
-14
49
194
388
30,000
-19
-2
46
181
362
31,000
09/01/78
REISSUED
- -
154 250
138 232
- - - -
4-50
M1T50815111
rtJ-2B-60
SECTION 4
FLIGHT PLANNING DATA
EXAMPLE:
30,000
~t
25,000
J.
253
250
I ~55
11
257
J
~
20,000
I-J-
.... -
1--- 1---
257
?551
-'
a:
"
~65
2~3
"
'f'?
I,
258 I
(5-
=>
W
-i2~V'2tl
C:icr"'1"
J-::;;,"?f 25~
<Jl
<Jl
I - - 257}
1/2611
2;1- ~----...,J
260
f--~621
15,000
I-
264
-+
-- -
c
=>
!:::
259
11
10,000
C~C J-~:f1-I-1
~ ,251
a:
c..
/is}501 ~251
2laf
5,000
246
249
I- fl24~
1-~4;1 ~ 247
o
60
~-
c c
~ -20
- 3=
3= c
:r:
244
II I
III V / / 1/ 1/ / /
I I / j
-7 7 / / iJ J ) J I j ) "
-- II I I 7
'I ~ 1/ fI 1/ V V V vt' V V V V V V/
J I J I 7 / 1/V V 1/ ~~ ~ ~V
I / V v)VI ./ r7V ~ ~ ~V V
II '#J / Vi V/ V ~~ ~ ~ ~V
Reference Line
io""
-40
-60
244
200
400
600
800
1,000
RANGE -
09/01/78
REISSUED 08-23-85
1,200
1,400
1,600
1,800
2,000
n.m
4-51
MITSUBISHI
fIIJ-28-60
SECTION 4
FLIGHT PLANNING DATA
TORQUE
PER
ENGINE
IOAT
OF
AIRSPEEO KNOTS
FUEL FLOW
PER
ENGINE
TOTAL
FUEL FLOW
LBS/HR
LBS/HR
CAS TAS
51 124
80
377
754
231 243
2,000
47 117
78
359
718
225 244
4,000
44 111
75
343
686
219 245
6,000
40 104
73
328
656
214 247
8,000
36
97
71
314
628
10,000
32 90
69
301
602
204 249
12,000
28 82
68
290
580
199 251
14,000
24
75
65
273
546
191 247
16,000
20 68
62
257
514
181 243
18,000
16
61
58
242
484
171 237
20,000
11
52
55
228
456
161 230
22,000
7 45
52
215
430
24,000
2 36
49
202
404
- - - - -
26,000
-1
30
46
190
380
28,000
-6
21
43
178
356
30,000
- - -
31,000
09/01/78
REISSUED
- - -
- -
147 235
- 133 221
- - - - - - -
4-52
MITSUBISHI
f4J-2B-60
SECTION 4
FLIGHT PLANNING DATA
ISA +30C
96% RPM
WE IGHT
FUEL
FUEL DENSITY
I NITIAL FUEL LOADI NG
PROPELLER SPEED
EXAMPLE:
NOTE:
30,000
25,000
o
=>
I-
f-I
~-
--
--
~tI-
a:
253
=>
II)
II)
I-
~1/I/'"
248
f46J
245 I
' 256 :I
J ,257
251
'I- ~491-
1-&
",<>1'
1'"
251
~~-?j: .J
5,000
"
If-.. ) !-2sl
~.r=-; f--0
~2~ i!f
2Jo
, J I253.
10,000
.L
i'
25~ ,
kt
246
.....
-~49,
11--~55 J
25
w
a:
0.
'--
250'1- -25~
15,000
245
242
-- -
L
I
'r-I.,249
r-24~f-11"24'7
246
246
60
VI V V V 1/ 1/ / /
3
I I / / V J ) ) I I '- Reference Line
-~-" <
'I 'I V V 'L ~ ~ V If V V ~
o
I / / / / 1/V / / /. ~ 0 0 V
o z
v, "/ / V ~ ~~ ~ ~ y
3
I
I
V
-40
3:
II
/ V~ v/V ~~ t% ~ 'lV
...
.0
,-z
40
...J
20
I-
I I I
v- v- v-
~- 1 - -
1/
'I
-20
:I:
-60
200
09/01/78
REISSUED 08-23-85
'I )
400
600
800
1,000
RANGE
1,200
1,400
1,600
1,800
2,000
n.m
4-53
MITSUBISItI
J4J-2B-60
SECTION 4
FLIGHT PLANNING DATA
--'
PRESSURE ALTITUDE
19,000 FT.
ENDURANCE
AT RECOMMENDED CRUISE POWER 3.75 HR
AT MAXIMUM RANGE POWER
4.40 HT
TRUE AIRSPEED -
?7
30,000
~
28~
28) ~
25,000
9
It
I 20,000
.- {fs
.- .-
::J
I-
&-2
~<{
II
~
II
~~- 2 6 II
~ 15,000
Vl
Vl
L26
a:
J
If
[f
J
ll..
11
295 J
I IJ
29b
'0,000
26~
1/
2S8
2S0
r-
210-~
<:J
2!' I~
I~
,~
~
~
IITi
1
24S1
1/ 243
11 2f'
1/239
3
ENDURANCE
09/01/78
REISSUED 08-23-85
Il'
S2
124'~
5,000
ti
J 2S0
2~ I
213
27 ,
1/ 26J
I 1
1 6~ h.
~I;. IJ
J
J I
~
269
~- r:; 9 If
kt
274
/
-hr
4-54
SECTION 4
FLIGHT PLANNING DATA
MITSUBISHI
MU-2B-60
WEIGHT:
ENGINE POWER:
10,200 LBS.
RECOMMENDED CRUISE POWER
(EGT = 650C OR TORQUE 100%)
96% RPM
ENGINE SPEED:
EXAMPLE:
PRESSURE ALTITUDE
OAT
TRUE AI RSPEED
19,000 FT.
ISA
296 KTS.
32,000
I'\.
30,000
'\
28,000
26,000
....
24,000
20,000
:::)
~
...J
<t
\,
1 - - ~--
:::)
-- - - I.-~~ -
18,000
~--
14,000
10,000
8,000
1/
4,000
2,000
-0
200
09/01/78
REISSUED 08-23-85
220
/
240
l7
12,000
6,000
'"(")
II
a:
,7
(f)
(f)
a..
l~tg
-- --- '--
\
\
16,000
a:
\ til
\Yo
O(,A
22,000
w
0
\,"'1
jV V
~
~q,o.V VI
~t1r
~
I
I
I
260
280
TRUE AIRPSEED -
kt
300
320
340
4-55
MITSUBISHI
MU-2B-60
SECTION 4
FLIGHT PLANNING DATA
19,000 FT.
ISA
306 KTS.
32,000
30,000
\~
28,000
...
'\
24,000
22,000
\$()
20,000
-- -- -- -- -- I - - --\ -- -- --
t-
18,000
<{
~
w
a:
Q..
en
}>
I'.)
0
Q.
'"
CQ
(')
a:
::J
,--
'\~
::J
i=
...J
'\,
"-
26,000
16,000
".
I I/'J
VI I
14,000
12,000
/ V i
I
/ /
10,000
I
I
8,000
6,000
~~
~J
2,000
o
200
220
~/
q,y II
(J
4,000
/
I/'
~'?"j
rt
I
I
f
280
260
TRUE AIRSPEED
09/01/78
REI SSUED 08-23-85
IV' V
240
300
320
340
kt
4-56
MITSUBISHI
MU-2B-60
SECTION 4
flIGHT PLANNING DATA
BY
TO OBTAIN
MULTIPLY
kilograms
2.205
35.27
103
lb
oz
grams
miles/hr sq 2.151
ft/sec sq
2.953 x 10- 2 in Hg at OC
mi 11 i bars
kilometers
3.281 x 10 3 ft
6.214 x 10-1 miles
5.396 x 10- 1 nautical
mil es
105
centimeters
km/hr
knots
1i ters
meters
meterkilogram
meter/sec
miles
mph
9.113
5.396
6.214
2.778
x
x
x
x
10- 1
10- 1
10- 1
10- 1
1.0
1.688
1.151
1.853
5.148 x 10-1
ft/sec
knots
mph
m/sec
nautical mph
ft/sec
mph
km/hr
m/sec
10 3
cu cm
61.03
cu in
3.532 x 10-2 cu ft
2,642 x 10- 1 U.S.gal
2.200 x 10-1 Imperi al gal
1.057
quarts
39.37
3.281
1.094
6.214 x 10-4
in
ft
yards
miles
7.233
ft/"I bs
3.281
2.237
3.600
ft/sec
miles/hr
km/hr
5280
ft
1.609
km
8.609 x 10-1 nautical
miles
1.467
4.470 x 10- 1
1.609
8.690 x 10-1
09/01/78
REISSUED 08-23-85
ft/sec
m/sec
km/hr
knots
BY
TO OBTAIN
nautical
miles
6076.1
1.151
1.853
ft
miles
m
ounces,
fluid
29.57
1.805
cu em
cu in
lb/cu ft
16.02
kg/cu m
lb/cu in
1728
27.68
1b/cu ft
grams/cu em
lb/sq in
2.036
in Hg at OC
6.850 x 10- 2 atmospheres
7.031 x 10- 2 kg/sq m
sq cm
1.550 x 10- 1 sq in
1.076 x 10-3 sq ft
sq ft
929.0
144.0
1.111 x 10- 1
2.296 x 10- 5
sq cm
sq in
sq yards
acres
sq in
6.452
sq cm
sq
kilometers
sq meters
10.76
1.196
sq ft
sq yards
sq mil es
2.590
640
sq km
acres
sq yards
8.361 x 10- 1 sq m
9
sq ft
yards
4-58
.... _~.>I'
MITSUBISHI
f4J...2B-60
SECTION 4
FLIGHT PLANNING DATA
CONVERSION TABLES
TE/IflERATURE
C
60
of
140
DISTANCE
LENGTH
FEET
0
METERS
0
IOu
50
STATUTE
MILES
0
NAUTICAL
MILES
0
100
100
500
120
200
1,000
300
40
100
200
600
400
SOO
500
2,000
bOU
600
20
OOU
50U
1,000
700
bO
700
2,500
l,2UO
800
3,000
900
40
1,000
0
bOO
800
lU
3,500
1,100
4UO
300
400
1,500
200
300
400
30
200
KILOMETERS
0
900
700
1,400
800
1,600
1,000
900
20
-10
4,000
l,20U
1,000
1,300
0
-20
-30
-20
4,500
5,000
-40
1,400
1,300
1,5UU
l,40u
l,70U
-40
6,000
1,800
1,000
1,200
1,100
l,bOU
5,50U
1,100
2,000
1,200
2,2UU
1,500
1,300
2,4UO
1 ,bOO
l,4UO
2,bUO
1,700
I,SOO
09/01/78
REISSUED 08-23-85
4-59
--
09/01/78
REISSUED 08-23-85
----------_._---~-'--_.
__._---------
4-60
MU-2B-60
AIRPLANE
FLIGHT
MANUAL
DOCUMENT NUMBER
SERIAL NUMBER
REGISTRATION NUMBER
,
71(01:1I
-.--;;~
FAA APPROVED
)..
MITSUBISHI
MARCH 2J 1978
wor:h~
Texcs 76l0:
\" C'.'l
' '.
MR-0273-1
MITSUBISHI
MU-2B-60
EFFECTIVE
PAGES
EFFECTIVE PAGES
This listing contains all current pages, with effective dates, of the Airplane Flight Manual.
used after posting changes to ensure the manual is complete and up-to-date.
Section
LIST OF EFFECTIVE
PAGES
Page
Date
SECTION - 3
*1
*2
*3
07-11-05
07-11-05
07-11-05
1
2
3
4
**5
09-24-86
03-09-95
01-14-98
07-06-04
07-11-05
09-24-85
SECTION - 1
1-i
*1 -1
1-2
1-3
1-4
1-5
1-6
1-7
09-24-85
07-11-05
09-24-85
09-24-85
09-24-85
04-04-94
09-24-85
09-24-85
SECTION - 2
2-i
2-1
*2-2
2-3
2-4
2-5
*2-6
2-7
2-8
2-8-1
2-8-2
2-9
2-10
2-11
2-12
12-04-00
09-24-85
07-11-05
01-14-98
03-05-93
09-24-85
07-11-05
09-24-85
12-04-00
12-04-00
07 -06-04
04-04-94
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
LOG OF REVISIONS
Section
CONTENTS
2~13
2-14
2-15
SECTION - 4
Page
It should be
Date
3-i
3-ii
3-1
3-2
3-3
3-4
3-5
3-6
3-7
3-8
3-8-1/
3-8-2
3-9
3-10
3-11
3-12
3-13
3-14
3-15
3-16
3-17
3-18
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
4-i
4-1
4-2
4-3
4-4
4-5
4-6
4-7
4-8
01-15-97
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
03-05-93
12-04-00
01-15-97
03-09-95
09-24-85
09-24-85
09-24-85
11-30-95
11-30-95
11-30-95
03-09-95
11-30-95
11-30-95
03-09-95
Page 1
MITSUBISHI
MU-2B-60
EFFECTIVE
PAGES
EFFECTIVE PAGES
Section
SECTION - 5
Page
5-i
5-ii
5-1
5-2
5-3
5-4
5-5
5-6
5-7
5-8
5-9
5-10
5-11
5-12
5-13
5-13-1/
5-13-2
5-14
5-15
5-16
5-17
5-18
5-18-1
5-18-2
5-18-3/
5-18-4
5-19
5-20
5-21
5-22
5-22-11
5-22-2
5-23
5-24
5-25
5-26
5-26-1/
5-26-2
5-27
5-28
5-29
5-30
Date
12-04-00
12-06-02
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
01-14-97
07-06-04
07 -06-04
09-24-85
09-24-85
07 -06-04
11-30-95
07 -06-04
11-30-95
11-30-95
11-30-95
11-30-95
11-30-95
11-30-95
12-04-00
12-04-00
11-30-95
01-14-97
01-14-97
01-14-97
Section
Page
Date
SECTION - 5
5-30-1
5-30-2
5-31
5-32
5-33
5-34
5-35
5-36
5-37
11-30-95
03-09-95
09-24-85
09-24-85
09-24-85
07-06-04
12-04-00
12-04-00
09-24-85
SECTION - 6
6-i
6-1
6-2
6-3
6-4
6-5
6-6
6-7
6-8
6-9
6-10
6-11
6-12
6-13
6-14
6-15
6-16
6-17
6-18
6-19
6-20
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
03-25-86
03-25-86
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
11-30-95
11-30-95
03-09-95
12-06-02
07 -06-04
09-24-85
07-06-04
10-09-91
07-06-04
Page 2
MITSUBISHI
MU-2B-60
EFFECTIVE
PAGES
EFFECTIVE PAGES
Section
SECTION - 7
Page
Date
7 -i
7-1
7-2
7-3
7-4
7-5
7-6
7-7
7-8
7-9
7-10
7-11
7-12
7-13
7-14
7-15
7-16
7 -17
7-18
7 -19
7-20
7 -21
7-22
7-23
7-24
7-25
7-26
7-27
7-28
7-29
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
09-24-85
Section
Page
Date
Page 3
MITSUBISHI
MU-2B-60
REVISION
LOG
REVISION LOG
The Log of Revisions identifies and provides a lis(ing of all reV1Slons to
this manual. When new information becomes necessary, revisions will be issued
for all applicable airplanes. Additions. deletions, or changes will be
identified on each page by the letter R opposite that portion being affected.
The revision number and date will be added to each page revised.
PAGES AFFECTED
REV.
NO.
REASON FOR
CHANGE
DATE.
*FAA
APPROVED
Reissue of
MU-2B-60 AFM
_.--;
MR-0273
(3-2-78)
EFFECTIVE PAGES 1. 2,
REVISION LOG 1. 2-4,
6-13. 6-14
REASON FO;;
CHANGE
PAGES AFrECTED
REV.
NO.
I
Change Fuel
System antii ci ng i nh i bi tor requirement and add
NOTE to Balked
Landi ng Best
Rate of Cl imb
charts.
Cover page,
EFFECTIVE PAGES 1. 2,
r,EVISION LOG 1, 1-1
I
Ii
(
Don P. Watson
09-24-85
(J :pA~
'3 -2-.(;
\.A __
Change Logo
and add ending _.... ./77r J.
effectivi:y on ~nager
cover pcge.
\-:ic~l1ta Aircraft
Change Name of Certification Office
Holder of Type Federal Aviation
Cert ificate.
Administration
Cent ra i Region
Wicnita, Kansas
~
* For
DATE
*FAA
APPROVED
'1/i}.~!eb
)
,I
~lanager
(,.
FAA APPROVED 3-2-78
REISSUED 09-24-85
REVISION 2 09-24-86
Page 1
REVISION
LOG
MITSUBISHI
MU-2B-60
REVISION LOG
PAGES AFFECTED
REV.
NO.
3
REASON FOR
CHANGE
DATE
*FAA
APPROVED
Cover page,
EFFECTIVE PAGES 1, 2,
REVISION LOG 2, 5-i,
5-ii, 5-15,5-16,5-17,
5-18, 5-18-1/5-18-2,
5-28, 5-29, 5-30,
5-30-1/5-30-2
Introduction
of Engine
Continuous
Ignition
System
EFFECTIVE PAGES 1, 2,
REVISION LOG 2, 2-4,
4-i, 4-6, 4-7, 5-i,
5-17, 5-18,
5-18-1/5-18-2, 5-19
Introduction
of Engine Oil
. ......... _1':>,
3'-5-lfJ
brand per
_?',l~71~
Vendor SIL and ~-anager
procedure in
Wichita Aircraft
Icing
Certification Office
Conditions
Federal Aviation
Administration
Central Region
Wichita, Kansas
EFFECTIVE PAGES 1, 2,
REVISION LOG 2, 1-5,
2-9, 5-10, 5-13, 5-14,
5-24
Chan.ge of
Under Speed
Governor
Minimum Stop
Setting
EFFECTIVE PAGES 1, 2,
REVISION LOG 2, 3-1,
3-3, 3-4, 3-5, 3-6,
~...,
~,-,
.j- j ,
~-c,
Introduction
of AutoIgnition
Syste~
10-9-91
Mrianager
Wichita Aircraft
Certification Office
Federal Aviation
Administration
Central Region
Wichita, Kansas
~~
+-6-f~
~anager
Wichita Aircraft
Certification Office
Federal Aviation
Adm in i st rat ion
Central Region
Wic:-:lta, Kansas
~/7?~
~~na$er.
JI
~-ffr
_.
~jlcn1ta A~rcr~7~
Certification Office
: Federal ;"'v'iation
Adminisi:ration
Central Region
Wichita, Kansas
Page 2
REVISION
MITSUBISHI
MU- 26 - 60
LOG
,REVISION LOG
REV.
PAGES AFFECTED
NO.
EFFECTIVE PAGES 1, 2,
EFFECTIVE PAGES 1, 2,
REVISION LOG 3, 5-ii,
5-8, 5-21, 5-22,
5-22-1/5-22-2
10
REASON FOR
CHANGE
Update of
Auto-Ignition
System
Limitation
,1I/iO/9-S~
Addition o f R ?
Feather Valve ~~~
_ _,__
~
_
Check
-(J. Manager
Wichita Aircraft
Certification Office
Federal Aviation
Administration
Central Region. "
Wichita, Kansas
Ad~ition
2-6. 2-8-2
~t1O!~
j\ja,na,ge,r
Wichfit Aircraft
Certification Office
Federal Aviation
Administration
Central Region
Wichita, Kansas
EFFECTIVE PAGES 1, 2,
REVISION LOG 3, 2-i,
EFFECTIVE PAGES 1, 2,
REVISION LOG 3, 2-3,
DATE
~FAA
APPROVED
I c, ng
of
~/J
ifl:'///~"/~
/~~~
;4-~ Manager
Wichita Aircraft
Certification Office
Federal Aviation
Administration
Central Region
Wichita, Kansas
illf! f7
i
!/ISlf7 ,
Addition of
,a.
//If/~
Prope 11 er NTS I ~/?fI71~......:..l::'~~':=":
_
& Feather Valve~nager
SYS Limitation, Wichita Aircraft
and P.owe:r Levey Certification Offic,e
Positioning
Federal Aviation
Limitation in Administration
Flight.
Central Region
. Addition of Wichita, Kansas
Pilot Training
Requirements
in Limitation
Section.
Page 3
MITSUBISHI
MU-2B-60
REVISION
LOG
REVISION LOG
REV.
NO.
11
PAGES AFFECTED
EFFECTIVE PAGES 1, 2,
3, REVISION LOG 4,
2-i, 2-8, 2-8-1, 4-7,
5-;, 5-18-3/5-18-4,
5-19, 5-35, 5-36
Incorporate
Deicing
EFFECTIVE PAGES 1.
2.3.
REVISION LOG 4.
5-ii. 5-26.
5-26-1/5-26-2
/1/"
/'//
,/1/
r"
{ -LF~;,~~.~~~/..
procedure~iManager
per fAA A
2000-02-25
' Airplane
Certification Office
Federal Aviation
Rev.ll to this Administration
AFM is apSouthwest Region
proved by the
Manager, Airplane Certification Office,
ASW-150, by
letter dated
12/4/00, as an
AMOC to AD
2000-02-25,
paragraph (d).
12
DATE
*FAA
APPROVED )
REASON FOR
CHANGE
Addition of
Supplemental
NTS Check
(First
Flight of
Day)
Manager Airplane
Certification office
Federal Aviation
Administration
Southwest Region
12",02-
'
Change the
EFFECTIVE PAGES 1,
OAT for the
2. 3
Anti-ice
REVISION LOG 4.
system
2-8-2.
operation.
5-9. 5-10, 5-13, 5-14. Change the
"5-26-1/5-26-2. 5-28.
Engine Anti5-30. 5-34
ice Caution.
Change the
preflight
check
procedures for
Auto-Ignition
System.
Correct error.
~~ iT-Co--DtT
~
f',.Afv'-O .
Manager Airplane
Certification
Offi ce Federal
Aviation
Administration
Southwest Region
Fort Worth. TX
Page 4
MITSUBISHI
MU-2B60
REVISION
LOG
R"EVISION LOG
REV.
NO.
14
PAGES AFFECTED
EFFECTIVE PAGES 1,
2,
REVISION LOG
5(Added},
1-1,
2-2, 2-6
Change Holder's
address of Type
Certificate.
.I
Incorporate FAA
AD NO.2003-22-07.
Change of
Propeller Blade
Parts Number.
DATE
*FAA
APPROVED
REASON FOR
CHANGE
//~~Z~-
~~~r?ane
7kis
I
Certification
Office Federal
Aviation
Administration
Southwest
Region Fort
Worth, Texas
Page 5
MITSUBISHI
MU-2B-60
CONTENTS
SECTION 1 INTRODUCTION
1-;
2-;
3-;
4-;
5-;
SECTION 6
7-;
Section1
Introduction
MITSUBISHI
MU-2B-60
SECTION 1
INTRODUCTION
SECTION 1 INTRODUCTION
CONTENTS
INTRODUCTION
..............................................................
1- 1
................................................
1- 1
NOTATIONS .. 1- 2
DEFINITIONS ......................................... 1- 3
1-i
MITSUBISHI
MU2B-60
SECTION 1
INTRODUCTION
INTRODUC1"ION
This Airplane Flight Manual must be carried in the airplane at all times.
required by CAR 3 for safe operation of the MU-2B-60.
Airplane Flight Manual is current and that all issued, applicable revisions and supplements are
incorporated.
CERTIFICATION BASIS
CAR 3, effective May 15, 1965, including Amendments 3-1 through 3-8, plus Special Conditions
defined in FAA letters of May 14,1965; January 25,1968; May 13,1971; and Exemption No. 1951,
Equivalent Safety Finding CAR 3.86, and FAR 36.
HOLDER OF TYPE CERTIFICATE
Class
Model
Airplane
Multi-Engine Land
Mitsubishi MU-2B-60
CATEGORY
Normal
GENERAL DIMENSIONS
1-1
MITSUBISHI
MU-2B-60
SECTION 1
INTRODUCTION
NOTATIONS
1-2
MITSUBISHI
MU-2B-60
SECTION 1
INTRODUCTI ON
NOTATIONS (CONT)
SECTION 8 - SUPPLEMENTS (Must be attached to the Airplane Flight Manual)
FAA approved supplem:!ntal information, procedures, and l"imitations
concerning operations of equipm:!nt or installations necessary for the
safe operation of the airplane.
DEFINITIONS
The following definitions, abbreviations and terminologies have been listed
for your convenience and ready interpretation where used within this Airplane Flight Manual. Whenever possible, they have been categorized for
ready reference.
AIRSPEED TERMINOLOGY
lAS
Indi cated Ai rspeed - The speed of the ai rpl ane as shown on the ai rspeed indicator when corrected for instrum:!nt error.
lAS values
published in this Airplane Flight Manual assum:! zero instrum:!nt
error.
CAS
TAS
VMC
Minimum Control Speed - The minimum control speed in the takeoff flap
configuration with the critical engine made suddenly inoperative in
the NTS mode and the remaining engine operating at takeoff power,
landing gear retracted, and a 5 bank angle into the operating
engine. The value presented represents the most critical conbination
of horsepower, weight, and center of gravity. All takeoff and landing
speeds shall be above published VMC.
Design Maneuvering Speed - The maximum speed at which application of
full available aerodynamic control will not overstress the airplane.
1-3
MITSUBISHI
MU-2B-60
SECTION 1
INTRODUCTION
VWW
Vs
Stalling Speed or the minimum steady flight speed at which the airplane is controllable in pitch, roll, and yaw with both engines operating, power set at zero thrust, condition levers at Takeoff Land, and
the airplane configured in a specific flap setting.
Vx
VXSE
Vy
VYSE
VR
POWER TERMINOLOGY
Takeoff Power
Maximum Continous
Power
1-4
MITSUBISHI
MU-2B-60
SECTION 1
INTRODUCTION
Reverse Thrust
Negative Torque
Sensing System
Windmilling
The power
over
Condition Lever
EGT
Tachometer
100%
1-5
MITSUBISHI
MU-2B-60
SECTION 1
INTRODUCTION
Beta Range
BE USED IN FLIGHT.
METEOROLOGICAL TERMINOLOGY
Indicated Pressure
Al ti tude
The altimeter reading when the barometric scale has been set
to 29.92 inches of mercury (1013.2 mill ibars) .
Pressure Altitude
Barometric Altitude The altimeter reading when the barometric scale has been set
to the reported barometric pressure corrected to sea level.
IN OTE I
For correct values of altitude. the reading must be adjusted for
instrument error and. as appropriate. for primary or al ternate
static source errors.
OAT
IOAT
Wi nd
ISA
1-6
MITSUBISHI
MIJ-2B-60
SECTION 1
INTRODUCTION
The airspeed which delivers the greatest gain in altitude in a given time interval for a specified configurat ion.
The airspeed which delivers the greatest gain in altitude in respect to the shortest ground distance with
zero wind for a specified configuration.
Demonstrated Crosswind
The maximum wind velocity of the 90 crosswind component for which adequate control of the airplane during
takeoff and landing was actually demonstrated in certification testing. Takeoffs and landings in crosswind
components greater than those demonstrated are not
recollJ1lended.
Maximum Zero
Fuel Weight (ZFW)
Mean Aerodynamic
Chord (MAC)
METRIC SYMBOLS
Metric values will appear in parentheses ( ) immediately adjacent to the
English values throughout the text.
KM/H
L
Kg
IlJ1l
cm
Km
Kg/sq. cm.
Kg/sq. m.
mm-Kg
CuM
1-7
Section2
Operating
Limitations
MITSLIBISHI
MU-2B-60
o KT
EGT
RPM
650C
100%
BLEED
SECTION 6
PERFORMANCE
TAKEOFF
AIR:
OFF
EXAMPLE:
OAT
Pressure Altitude
25C
6,000 Ft
Engine Torque
94 %
a
1-<)
~-I-
"YcJ!
0,~-"-
10a
'
I\.
\
\.
,\.
\ 1Y-
I\.'-~
(;:)
~:-\b c.~?Q ~
'b ,.::-~~t=
-I"v\ i>~.,-\~
\ "-~~ o/~_
(;:)
I;...
9a
y
V
-
ENGINE
TORQUE %
I'--
70
'"
\.I . . . :
y,~~
\.
I\. I.~-
8 0 - 1-0
\.
'l-
\(;:)\.
I\.
i\/ r::>~ I
/
IN OTHER AREA TORQUE LIMIT IS
PREDOMINANT OVER EGT LIMIT
::E
WITHIN THE FOLLOWING ENVELOPE
i - I - PRESSURE ALTITUDE: a TO 10,000 FT
OUTSIDE AIR TEMPERATURE: OPERATIONAL
LIMITATION
::E
::1_ -
z-
60
50
-60
-40
-20
20
40
60
6-19
MITSUBISHI
MU-2B-60
..
.....
}:";
SECTION 6
PERFORMANCE
'"
",,'
AIRSPEED
IOAT
~"
EGT
RPM
BLEED AIR
200 KCAS
INSTRUMENT ERROR ZERO
RECOVERY FACTOR 0.8
650C
100%
OFF
EXAMPLE:
OAT
Pressure Altitude
8,000 Ft
Engine Torque
97.5%
25C
11 0
I
~- f-cP'-
100
-0
.~- I-~-
,
..
---- ,
~ I-
"- -- I-
- - .- -
c::>
\.-
".
90
f-
<{
:E :::l
70
V"
j:!r
..ss
y~
,~
/~
~ '---
:E
\. 'f~~
.-/
80
~V .....
\.
./v
ENGINE
TORQUE %
1\
..l
.:~--~ -'~
\'""
~J-~-
'-~
I-I--
:E
60
I
50
-60
-40
-20
20
40
60
--~.
REISSUED 09-24-85
6-20
MU-2
NO. 090/76-003
Se r
ce
V 1
DATE:
Bu 1 1e t
January 22,
INSTRUCTIONS
1997
/Jr(C S/IJ
;V{O$/J
EMERGENCY STOP
LH BETA RANGE LIGHT EXTINGUISHES.
TAXI
LH BETA RANGE LIGHT ILLUMINATES.
RELEASE
LH BETA RANGE LIGHT EXTINGUISHES.
I WARNING
If the beta range light does not extinguish or does not illuminate as
required during the above procedures, engine start should not be
attempted unti I maintenance has been conducted on the aircraft to
correct the discrepancy.
Above inspection can ensure the proper function of the feather valve causing the
propeller to move toward full feather position by observing the beta range light
being extinguished due to removing the oil pressure from the propeller dome.
4. Turn off electrical power to the aircraft systems, or proceed with normal
procedures for Before Starting Engine procedures as required.
5. Logbook Entry
After conducting an initial feathering Iinkage inspection per this Service Bulletin,
make a logbook entry noting compliance with Service Bulletin No. 090/76-003.
Page 3 of 3
AIRWORTHINESS DIRECTIVE
Aircraft Certification Service
Washington, DC
U.S. Department
of Transportation
Federal Aviation
Administration
or
The following Airworthiness Directive Issued by the Federal Aviation Administration in accordance with the provisions
nle 14 the Code of Federal Regulations (14 CFR) part 39.
appHes to an alraaft model of which our records indicate you may be the registered owner. AirlNDrthlness Directives affect aviation safety and are regulations which require Immediate
attention. You are cautioned that no person may operate an aircraft to which an Airworthiness Directive applies, except in accordance with the requirements of the AirlNDrthlness
DIrective (reference 14 CFR part 39. SUbpart 39.3).
2003-22-07 Rl Mitsubishi Heavy Industries, Ltd.: Amendment 39-13504; Docket No. 2003-CE22-AD; Revises AD 2003-22-07, Amendment 39-13355.
When Does This AD Become Effective?
(c) This AD affects Models MU-2B, MU-2B-1O, MU-2B.,15, MU-2B-20, MU-2B-25, MU-2B26, MU-2B-26A, MU-2R30, MU-2B-35, MU-2B-36, MU-2B-36A, MU-2B-40, and MU-2B-60
airplanes, all serial numbers, that are certificated in any category.
Note: This AD also applies to owners and operators who are operating an MU-2B that is under
the Alternative Method of Compliance (AMOC) to Item (d) (2) of AD 2000-09-15 RI, for non-air
carrier pilots, that requires annual viewing of the Icing Awareness Video YET-01295. This AMOC
stated that Mitsubishi Heavy Industries America (MHIA) produced icing training video
referenceYET-97336A may optionally be used as an alternative to the YET 01295 until November
24,2004, provided it is a valid method of compliance to AD 97-20-14. As of June 15,2004, YET97336A will now no longer be a valid method of compliance for this AMOC.
What Is the Unsafe Condition Presented in This AD?
(d) This AD is the result of Mitsubishi developing a new training video that includes information
that is critical to safety of the MU-2B series airplanes. The actions specified in this AD are intended
to decrease the chance of icing-related incidents or accidents of the MU-2B series airplanes due to
pilot error.
What Must I Do To Address This Problem?
Actions
Incorporate infonnation into the Limitations Section of the
Airplane Flight Manual (AFM) that requires pilot training
before further flight into known or forecast icing conditions
after a certain date. This AFM limitation consists of the
following: "On or after June 15, 2004, no person may serve
as pilot-in-command (PIC) ofa Mitsubishi MU-2B series
airplane in a flight into known or forecast icing conditions,
unless the PIC has received the following training since the
.beginning of the 24th. calendar month before the scheduled
flight: FAA-approved Mitsubishi Icing Awareness Training
(IAT) video YET-01295. One exception is that if training
mandated by AD 97-20-14 has been received in the 24
months before June 15,2004, then the new training must be
done no later than 24 months after the date of the AD 97-20.14 training. This two-hour training has been available. since
; July 2,2002, and is provided by Mitsubishi Heavy Industries
at no cost. To sign up for the planned training schedules or to
arrange training at a more convenient time and location,
contact Turbine Aircraft Services at (972) 934-5480.
Training is also available at Sim Com and Reese Howell
Enterprises training facilities and some local Flight Standards
District Offices (FSDOs). Pilot logbook endorsements are
available after completing this training from: Sim Com,
Reese Howell Enterprises, Turbine Aircraft Services (TAS) ,
an FAA Aviation Safety Inspector, or other FAA authorized
personnel. Please note that all operators of the affected
airplanes must initiate action to notify and ensure that flight
crewmembers are aware of this reguirement.' ..
Compliance
DotheAFM
incorporation
within the
next 10 days
after April 16,
2004 (the
effective date
of this AD).
Procedures
The owner/operator
holding at least a
private pilot
certificate as
authorized by section
43.7 of the Federal
Aviation Regulations
(I4 CFR 43.7) may
accomplish the AFM
incorporation
requirement of this
AD. Make an entry
into the aircraft
records showing
compliance with this
portion of the AD in
accordance with
43.9 of the Federal
Aviation Regulations
(14 CFR 43.9).
Inserting a copy of
this AD into the
Limitations Section
oftheAFM
accomplishes this
portion of the AD.
00-02-25
2000-02-25
MITSUBISHI HEAVY INDUSTRIES, LTD.:
Amendment 39-11543; Docket No. 99-CE-38-AD.
(a) What airplanes are affected by this AD?: The following Model
MU-2B series airplanes, all serial numbers, that are:
(1) equipped with pneumatic deicing boots; and
(2) certificated in any category.
Models MU-2B-10, MU-2B-15, MU-2B-20, MU-2B-25, MU-2B-26, MU-2B-30,
MU-2B-35, MU-2B-36, MU-2B-26A, MU-2B-36A, MU-2B-40, MU-2B-60
(b) Who must comply with this AD?: Anyone who wishes to operate any
of the above airplanes on the U.S. Register. The AD does not apply to
your airplane if it is not equipped with pneumatic de-icing boots.
(c) What problem does this AD address?: The information necessary to
activate the pneumatic wing and tail deicing boots at the first signs
of ice accumulation is critical for flight in icing conditions. If we
did not take action to include this information, flight crews could
experience reduced controllability of the aircraft due to adverse
aerodynamic effects of ice adhering to the airplane prior to the
first deicing cycle.
~.
(e) Can the pilot accomplish the action?: Yes. Anyone who holds at
least a private pilot certificate, as authorized by section 43.7 of
the Federal Aviation Regulations (14 CFR 43.7), may incorporate the
Page 37
00=02-25
AFM revisions required by this AD. You must make an entry into the
aircraft records that shows compliance with this AD, in accordance
with section 43.9 of the Federal Aviation Regulations (14 CFR 43.9).
(f) Can I comply with this AD in any other way?: Yes.
(1) You may use an alternative method of compliance or adjust
the compliance time if:
(i) Your alternative method of compliance provides an
equivalent level of safety; and
(ii) The Manager, Small Airplane Directorate, approves your
Alternative. Submit your request through an FAA Principal Maintenance
Inspector, who may add comments and then send it to the Manager.
(2) This AD applies to each airplane identified in the preceding
applicability provision, regaciless of whether it has been modified,
al tered, or repaired in the ar.,a subj ect to the requirements of this
AD. For airplanes that have been modified, altered, or repaired so
that the performance of the requirements of this AD is affected, the
owner/operator must request approval for an alternative method of
compliance in accordance with paragraph (f) (1) of this AD. The
request should include an assessment of the effect of the
modification, alteration, or repair on the unsafe condition addressed
by this AD; and, if you have not eliminated the unsafe condition,
specific actions you propose to address it.
(g) Where can I get information about any already-approved
alternative methods of compliance?: Contact the Small Airplane
Directorate, 901 Locust, Room 301, Kansas City, Missouri 64106;
telephone: (816) 329-4121; facsimile: (816) 329-4091.
(h) What if I need to fly the airplane to another location to comply
with this AD?: The FAA can issue a special flight permit under
sections 21.197 and 21.199 of the Federal Aviation Regulations (14
CFR 21.197 and 21.199) to operate your airplane to a location where
you can accomplish the requirements of this AD.
(i) When does this amendment become effective?: This amendment
becomes effective on March 24, 2000.
FOR FURTHER INFORMATION CONTACT: Mr. John P. Dow, Sr., Aerospace
Engineer, FAA, Small Airplane Directorate, 901 Locust, Room 506,
Kansas City, Missouri 64106; telephone: (816) 329-4121; facsimile:
(816) 329-4090.
Issued in Kansas City, Missouri, on January 25, 2000. Michael
Gallagher, Manager, Small Airplane Directorate, Aircraft
Certification Service.
Page 38
AIRWORTHINESS DIRECTIVE
REGULATORY SUPPORT DIVISION
P.O. BOX 26460
OKLAHOMA CITY, OKLAHOMA 73125-0460
o
U.S. Department
of Transportation
Federal AviatIon
Administration
The IoIIa1mg ~ Dnc:tiYe i s _ by lhe F_ _ AviMion Administnltion ,n ac:cotdance WJlh lhe pRNisions 01 FedWaI Avi8lian Regul8tions, Pert 39, applies to WI lWa1Ift
model 01 which OU' records indlcatll you mlPf be lhe reglstenId _ . Airworthiness Directives affect avi8lion S8fely and ani regul8lions which l1IClUira immed" attention. You . .
CllUtiOned thai no p&nUl mlPf operata an sinnfl to which an Airworthina.. Directive applies, except in accordanee with the l1IClUiramants oIlhe Airworth...... Dnc:tiYe (reference
FAR S~ 39.3).
AIRWORTHINESS DIRECTtVE
REGULATORY SUPPORT DIVISION
P.O. BOX 26460
JKLAHOMA CITY. OKLAHOMA 73125~460
l.'.~. :::=2.:-:-:1ent
c: "ii"a:-.s:::::-:atJon
Feder;;.: ,;;,.. iation
Adminls:~tion
n. ~ ~
OAl:ll"9
~ '" _
~,.au
~ I/'IIl
FAA
CU' _
--a !:PI' h
no - - . m.., _ _
_ _ .... . - AQrnnR"'8UCIn
lICl:l:nl&"Q
WIln IrW ~
ct F
"'".."...,;;.~
;0.., : ;
~' . . 10 . ,
--=r.
m..,
s . - 39.3).
97-20-14 MITSUBISHI HEAVY INDUSTRIES, LTD.: Amendment 39-10150; Docket No. 97-e:.:.--~.D.
Applicability: Models MU-2B, MU-2B10. MU-2B-15, MU-2B-20, MU-2B-25. ~H:-:3-:::. < 2B-:;~ ..:...
MU-2B-30, MU-2B-3S, MU-2B-36, MU-2B-36A, MU-2B-40, and MU-2B-60 a4-pia.!1e5. a.:: se:-::... :1'~=::ce:-s.
certificated in any category.
NOTE 1: This AD applies to eac.~ airplane identified in the preceding applicability ;::ro\':s::::. :-:;a..-c.:ess ci
whether it has been modified, altered, or repaired in the area subject to the requ~e:::.e:::.s c: :..-.:: AD. rc:airplanes that have been mociliied, altered, or repaired so that the periorn-..ance of :he re::;.::..--::=::e::::-:Jf -'~lS ':..2
is a.fi'ected, the owner/operatol'" must request approval for a.'1. altemaove met.'1oci of c:J=::;::..:..a..-:.:: ::-. .=.::::Jr::a::::
with paragraph (dl of this AD. The request should include an assessment of :he e:""f~c: :: :..'-::: ::-.:c::.r:cat:c~.
alteration, or repair on the unsaie condition addressed by this AD; and. ii :he unsafe c:::::'~::::-. ::::.." 'let ::e~:-.
eliminated, the request should include specific proposed actions to address iL
Compliance: Required wiL'lln the next 24 hours after the efIec:lve date of :';"":5 .~..::. :"::-.;=55 a.::~2.:::y
accomplished.
To decrease the c..'1ance of ic:....lg-related incidents or accidents of the aITec:ed ai...-plU:~5 ::.~:: ~ ::':'ot ::=-:-:::-.
accomplish the following:
(a) Incorporate the follo~"ing into the Limitations Section of ~e F:\,,~approveC ..I.:..-;=:..a:::: ?""..:;--:: ~a.-:.'..:a:
(AFM):
'On or after November 15, 1997, no penion may serve as pilot-in-eom::::and. (PIC) of <i ~,E:s:..: :::::::u
MU-2B series airplane in a flight into known or forecast icing conditions, unless ~"':: ?~C :-.2.S
received the following training since the beginning of the 24th cale:ldar :=0:1':' ;)e:::;~ :..",e
scheduled flight: FAA-approved Biennial Icing Awareness Training flAT). MitSl.:.':::s:-': T:-a:...-:.:....-:.g
Video No. YET -97336. This eight-hour training became availabie Sept:::lbe: 22, ::;.~ -;-. a.:-.~ is
provided. by MitSubishi Heavy Industries at no cost., as pan of ~e Mitsubishi Syst::=s ?.::",-:::w
(MSRl program. To sign up for the planned training schedules or to a.r:-ange =a:.:-..:::g a: ;;. :-=:::-e
convenient time and location, contact MitSubishi at (972) 980-5001. Trai.ni.~g is alsc a",7;'2:::: at
the Flight Saiety lnt:~ational (Houston) and R~se Howell Ente:prises rrai.-..:..-:.g ;a::~::::s.
Mirsubishi will provide pilot log book endorsements upon the completion of t.'llS ~~g. ?:::2.se
note that all operators of the a.fi'ected airplanes must initiate action to notify a::d :::1St:.~ t.'-:at
flight e:rewmembeI"S are aware of this requirement.'
(b) lnserting a copy of t."lis AD into the Limitations Section of the AFM acco:::;::1.iS::es :.'-:e i..-lt.en: of
this AD.
(cj Incorporating the AFM insert, as required by this AD, may be perio:-::ned by :..~e OW7'.~::-/ operator of
~e affected airplane provided he/she holds at least a private pilot certificate as au:hor.=.e=. ':1y se:::on 43. 'i of
the Federal Aviation Regulations (1 4 CFR 43.7). Accomplishme:lt of this action must ':-e ~::::::-::::i mto me
airc:aft records showing compiiance.'?'ith this AD in accordance with s~:ion 43.11 of :"~e ::-::::ie.al AY1B,oon
Regulations (14 CFR 43.11).
(dl An alternative method of compliance or adjustment of the compiiance t.=: :...... at :;rovicies an
equivalent level of saiet)" may be approved by the Manager, Small .AJr?lane Di..'"'e:::.ora~::, ::.V-., .fill"c=-aft
Certification Service, 1201 Walnut. suite 900. Kansas City, Missouri 64106. The :-eques: sha1.! ':1e forwa."'"ded
through an appropriate FAA Operatio~lnspector, who may add comments and the:'. se::c ,: to ::."': \1a.'1age:,
Small Airplane Directorate.
NOTE 2: Information concerning the aistence of approved alternative met.'lods 0: c::::pL::a.."1c: ...,th :"'us
.W, if any. may be obtained from the Small Airplane Directorate.
lel information related to this AD may be examined at the FAA, Central Regior.. 0:::':: :;: :.'-:-;: Re&lonal
Counsel, Room 1558,601 E. 12th Street, Kansas City, Missouri.
(f)
This amendment (39-10 150\ becomes effective on Octo be:- 17, 1997.
r.
'-<-
S~::=
c~.:;sas
,,...._.
_."'~'
..
MITSUBISHI HEAVY INDUSTRIr::S, '-TO.:
Amendment 39-9843 Docket No. 96-CE-61-AD
Applicability Models MLJ-2B- '10. -15, -20, -25. -2G. -25A. -30. -35, -36, - 361-"
-40. and -60 airplanes (all serial numbers). certificated in any category.
NOTE l'
This AD applies to each airplane identified in the preceding
aopilcabliity provision regardless of whether it has been modified. altered, or repaIred
In the area subject to the requirements of this AD For airplanes that have teen
modified. altered. or reoalred so that the performance of the requirements cf this AD is
affected. the owner/operator must request approval for an alternative method of
.
compliance In accordance with paragraph (c) of this AD. The request should include an
assessment of the effect of the modification, alteration, or repair on the unsafe conditIon
addressed by this AD: and. if the unsafe condition has not been eliminated, the requ~st
should Include specific proposed actions to address it.
Compliance' Required as indicated in the body of this AD. unless already
accomplished
\.
To prevert operating in conditions that are beyond the capability of the icing
protection :.ystem. prevent aerodynamic stall at higher than normal airspeed because of
ICIng conditions, and immediately provide the pilot with cues for recognizing hazardous
conditions and eXiting these conditions, which if not followed, could result in loss of the
aIrplane. accomplish the following
(a)
Within the next 24 hours time-in-service (TIS) after the effective date of
this AD a~complish the requirements of paragraphs (a)(1), (a)(2), and (a)(3) of this AD
Inserting a copy of (his AD Into the AFM accomplishes this action.
(1)
RevIse the FAA-approved Airplane Flight Manual (AFM) by
Incorc:Jratlng the follOWing into the Limitations Section of the AFM.
LIMITATIONS SECTION
ICING LIMITATIONS
The mln:mum airspeed for sustained level flight in icing conditions is 180 knots
IndiCAted airspeed (lAS)
SUS[ZJlned night
and landing
In
WARNING
Severe ICing may I'esult from environmental conditions outside of those for which
the airplane IS designed Flight in freezing rain. freezing drizzle. or mixed icing
conditions (supercooled liquid water and ice crystals) may result In ice build-up on
protected suri8ces exceeding the capability of O-,e ice protection system. or may result
In Ice (ormlng aft uf the protected surfaces, This ice may not be shed using the ice
protection systems. and may seriously damag~ the performance and controllability of
the airplane. In some cases the ice may appear to be of re!ativeiy small proportions.
Often the appearance of the Ice causing the most severe consequences is glaze ice or
a combination of glaze Ice and rime Ice
uurlng f1:ght. severe ICing conditions that exceed those for which the airplane is
certificated sh311 be determined by the following '.;j::;ual cues. If one or more of these
'vIsual cues eXist. Immediately 'equest prIorIty har,dfing frem Air Traffic Control to
fac:iltate a route or an altitude change to eXit the ICing sonditions.
- Airspeed losses greater than 20 knots that are not regained after a boot de-ice
cycle
O,=crease In rate of climb durir,g a constant airspeed climb to 300 feet per
minute
Unusually exlerslve Ice accreted on the airframe in areas not normally
observed to collect Ice
- Accumulation of Ice on the .Iower surf<Jce of the wing aft of the protected area,
ACCLJmulat!on of Ice on the pr')peller spinner fa,1her aft than normally observed,
Accumulation of Ice on the upper surface of the wing aft of the de-icing boots
VISible from 'che pilot's position that IS not removed by de-ice boot operation
Non:
Ice a~cretlon beyond the limit of the boots on the upper surface
may be VISible from the pilot's posltiol1 as a solid or partial ridge of Ice
Since the autopilot may mask tactile cues thal Indicate adverse changes In
h8:idling characteristics. use uf the altoptlot IS prOhibited when any of the visual cues
specified above eXist. or when unusuall.Jtel'al or lateral/yaw trim requirements are
encountered while the airplane IS If1 ICing conditions
(2)
ReVIse the FAA-approved Airplane Flight Manual (AFM) by
Jncorpor.Jtlng the follOWing Into the Master Minimum EqUipment List (MMEL) of the
AFM Inserting a copy of tillS AD Inte the AFM accomplishes thiS action
96-25-02
MITSUBISHI HEAVY INDUSTRIES, LTD.
'.
J.'
":
1''' .. ~1
. :
41.
..,.
-...
~.<f'"
'\
,-
_ : ' .
'.
'.'..
_"
".'
~~ ~
All ICing detectIon lights (tip tc:mk taxI lights and wing lilumlnatlon Itgh!) must be
cperable prior to flight Into known or forecast ICing conditions at night [~JOTE. ThiS
supersedes any relief provided by the Master Minimum EqUipment List (MMEL) ]
(3)
ReVIse the FAA-approved AFM by incorporating the following Into
the Procedures Section of the AFM Inserting a coPy of this AD Into the ,AFM
accomplishes thiS action
ABNORMAL?ROCEDURES
SEVERE ICING ENCOUNTER
THE FOLLOWING DESCRIBES SOME OF THE WEATHER
CONDITIONS THAT MAY BE CONDUCIVE TO SEVERE
IN-FLIGHT ICING
- ViSible rain at temperatures below 0 degrees CelsIus ambient air temperc:lture
- Droplets that splash or splatter on impr.3ct at temperatures below 0 degrees
CelsIus ambient ali temperature.
IS
APPENDIX 1
Supplement to the POM/AFM, Mitsubishi MU-2B-IO, -15,
-20, -25, -26, -26A, -30, -35, -36, -36A, -40, and -60
--.~
in actual or potential
(4)
Immediately, any time engine
possible result of ice inges~ion.
flameout
occurs
as
(5)
Du~ing
approach and landing while in or shortly
following flight in actual or potential icing conditions.
*Note:
If icing conditions are entered in flight without the
engine anti-icing system having been selected, switch one
ENGINE system to the ANTI-ICE ON position. If the engine runs
satisfactorily, switch the second ENGINE system to the ANTI-ICE
ON position and check that the second engine continues to run
satisfactorily.
CAUTION
Flight in actual or potential icing conditions will be limited
by duty cycle of the ignition system.
Ignition system time
limits must be observed to prevent exceeding duty cycle times.
Operator
should
verify these
limits
for
his particular
installation.
For the purpose of
applies:
this supplement,
is
plus
5 dEgrees
or
c:
visible
(plus
41
MITSUBISHI
MU -2B -60
2- 1
NUMBER OF SEATS
2- 1
2- 1
2- 2
2- 2
OIL SYSTEM
2- 4
FUEL SYSTEM
2- 4
STARTER/GENERATOR LIMITS
2- 5
2- 6
2- 6
2- 6
MINIMUM CREW
2- 6
2- 6
DAY VFR
NIGHT VFR
DAY IFR
NIGHT IFR
CABIN PRESSURE ALTITUDE ABOVE 15.000 FEET PRESSURE ALTITUDE
FLIGHT ABOVE 25,000 FEET PRESSURE ALTITUDE
ICING CONDITIONS
R
2222-
7
7
7.
7
2- 7
2- 8
2- 8
2- 8
ICING LIMITATIONS
2- 8
2- 8-2
EN ROUTE OPERATIONS
2- 9
INSTRUMENT MARKINGS
2- 9
2-11
2-13
Page 2-;
SECTION 2
OPERATING LIMITATIONS
MITSUBISHI
MU-2B-60
WEIGHT LIMITS
Maximum Ramp Weight
Maximum Takeoff Weight
Maximum Landing Weight
Maximum Zero Fuel Weight
11,625
11.575
11,025
9,950
BAGGAGE COMPARTMENT
Maximum Loading Weight
Floor Strength
lbs.
1bs.
lbs.
lbs.,
Kg)
Kg)
Kg)
Kg)
(5,272
(5,250
(5,000
(4,513
NUMBER OF SEATS
11 seats m~~imum with one ox,gen outlet per seat.
CENTER OF GRAYITY/LOADING LIMITS
Refer to Section 7, Weight & Balance, for detailed procedures to comply
with the center of gravity and weight distribution 'limits.
Airplane
loading, exclusive of fuel (ZFW), must remain within the Zero Fuel Weight
Envelope. -- The order of fuel -loading
must be
Tips.
_-.-,.. _--"
. Mains, Outers, --and
-. -._--,.
,._-
-;--_.. _--_.'-:
...
":.-----
.~
12,000
tE GEAR6556
RETRACTION
IN-lBS
MP WE::GK IT. 52
X I'IU
~(-)
11,500
LBS
MAXIMuM
11,000
LANDING WIG
1t,025 (55
10,500
~"-'
'"~
~.
~;
-.
"--.---
10,000
H!\XIM~, ~,'!lI)
~_
...
-~'c
9.500
9,000
8,500
8,000
7.500
190
191
193
192
190.9
I!
21
22
24
26
28
198
197
194
195
196
FUSELAGE STATION - INCHES
"
30
32
199
200
199.4
I)
34
35
% "!A~.
Datum:
MAC:
inches (170 mm) aft of the nose or 220.67 inches (5605 mm)
forward from front plane of wing rear spar-fuselage connection frame.
Length 15 60.55 inches (1538 rom)
(Lead1~9 edge of MAC is at +178.23 inches [4527 mm])
6.69
2-1
MITSUBISHI
MU-2B-60
SECTION 2
OPERATING LIMITATIONS
799SA,~1501SA
thru 1553SA,
2 Hartzell Propeller Assemblies comprised of the following hub and blade combinations.
HC-B4TN-5DULT1 0282NSB-5.3R
HC-B4TN-5DLlLT1 0282NSK-5.3R
HC-B4TN-5GULT1 0282NSB-5.3R
HC-B4TN-5GULT1 0282NSK-5.3R
HC-B4TN-5JULT10282NSB-5.3R
HC-B4TN-5JULT10282NSK-5.3R
R
~
R
R
4 Blades, 98 inch diameter, constant speed, full feathering, reverse pitch propeller.
l.&J
u..
l.&J
t;
20.000
~
l.&J
a:::
:;)
(I)
a:::
10,000
a..
SEA LEVEL
-60
-50
-40
-30
-20
-10
10
20
30
40
50
TEMPERATURE - C
FAA APPROVED 03-02-78
REISSUED 09-24-85
REVIS10N 14 07 -11- 05
Page 2-2
--
MITSUBISHI
MU - 2B - 60
15,000
AL TnUDE
FEET
L;.;..;.;.;.."";"';";'....;...;..;.....;...;..;.l....-_ _""""'-'-"';"';"";;=
100
180
AIRSPEED KCAS
ENGINE SPEED LIMITS (% RPM)
Takeoff Power
Maximum Continuous Power
Cru i se Power
ABSOLUTE MAXIMUM
R
R
R
R
. 100%
. 100%
. 96% minimum
. 106%
(5 seconds)
105.5% (30 seconds)
101%
(no limit)
1 minute maximum
Do not allow operation in this range.
5 minutes maximum
30 minutes maximum
Continuous (no limits)
direction.
100%
100%
100%
Positioning of power levers below the flight idle stop while the airplane
is in flight is prohibited. Such positioning may lead to loss of airplane
control or may result in an overspeed condition and consequent loss of
engine power.
FAA APPROVED 3-2-78
REISSUED 09-24-85
REVISION 10 01-14-98
Page 2-3
MITSUBISIH
MU-2B-60
SECTION 2
OPERATING LIMITATIONS
OIL SYSTEM
R
R
APPROVED OILS
Oil brands and trade names conforming to MIL-L-23699 are approved
lubricants.
(See Allied Siqnal Aerospace Company Service Information
Letter SIL P331-2 latest revision.)
[~~~E]
DO NOT MIX TYPES OR BRANDS OF OILS.
OIL PRESSURE
Mi nimum
Max imum
OIL TEMPERATURE
Minimum
Maximum
. 40 psi
. 120 psi
. -40C
. 127C (5 minutes limit for takeoff.
climb. and approach)
127C (Ground Operation)
110C (all other operations)
FUEL SYSTEM
TYPES AND ADDITIVES
Engine operation is approved with the following aviation turbine fuels:
ASTM Desiqnation DI655-68T. Types Jet A. A-I. and B; military aviation
turbine fuel MIL-T-5624G-1. Grades JP-4 and JP-5; MIL-F-5616-1. Grade JP-l;
MIL-F-46005A(MR)-1. Types I and II and fuel D.ENG. R.D. 2482 Issue 2. 2486
Issue 2. and 2494 Issue 4.
Aviation qasoline MIL-G-5572D. Grade 80/87. not in excess of 1.000 qallons
per 100 hours of operation, may be used for emerqency fuel operation.
Fuels not containinq anti-icinq inhibitors must have MIL-I-27686E Fuel
System Icinq Inhibitor added in amounts of not less than 0.0610 or more than
0.15% by volume.
(See Normal Procedures. Section 5, Blendinq Anti-Ice
Additive to Fuel.)
Aviation gasoline. Grade 100/130 low lead, not in excess of 250 qallons per
100 hours of operation, may be used for emergency fuel operation. Total
usage must be limited to 7,000 gallons during any overhaul period.
If combinations of the above aviation qasoline are used, the following
formula is required for establishinq portions of combinations during any
overhaul period.
Amount of Grade 100/130 (GAL)
7.000 (GAL)
<: 1
2-4
SECTION 2
OPERATING LIMITATIONS
MITSUBISHI
MU-2B-60
...
Center Wing
Main Tank
Maximum Capacity
1bs*
US Gal
Usable Capacity
1 bs*
US Gal
1,065
159.0
1,032
154.0
Outer Wing
Tank
L
R
235
235
35.0
35.0
231
231
34.5
34.5
Tip Tank
L
R
623
623
93.0
93.0
603
603
90.0
90.0
STARTER/GENERATOR LIMITS
Maximum continuous load for each generator:
SEA LEVEL TO 28,000 feet
pressure altitude 200 AMPS
28,000 TO 31,000 feet
pressure altitude 175 AMPS
2-5
MITSUBISHI
MU-2B-60
SECTION 2
OPERATING LIMITATIONS
6.10 PSI
VA (Maneuvering)
191
175
5 to 20
155
20 to 40
120
175
20 ,40
155
175
175
175
139 (True speed on the ground)
175
99
(Flaps 20 )
99
The listed equipment is not applicable for airplanes which are to be operated
Airplanes to be operated under Part 135 should refer to the Master Minimum
Page 2-6
-'
MITSUBISHI
MU-2B-60
SECTION 2
OPERATING LIMITATIONS
DAY YFR
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
Airspeed indicator
Altimeter
Magnetic direction indicator
Tachometer - each engine
Torquemeter - each engine
Exhaust gas temperature indicator - each engine
Single Red Line System - each engine
Oil pressure indicator - each engine
Oil temperature indicator - each engine
Fuel pressure indicator - each engine
Fuel quantity indicators
Landing gear position indicator
Approved seat belt for each seat
Emergency locator transmitter - if required by the operating rules
Above 12,500 feet
transponder with automatic altitude reporting
capability if required by the operating rules
Airplane Flight Manual
NIGHT VFR
1.
2.
3.
4.
5.
6.
DAY IFR
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
NIGHT IFR
1.
2.
2.
09:'24~85
2-7
MITSUBISHI
MU -2B -60
1.
2.
ICING CONDITIONS
1.
2.
3.
4.
5.
6.
7.
8.
R
R
R
R
R
R
R
R
Wing deicing
Propeller anti-icing
Engine air intake anti-icing
Oil cooler air intake anti-icing
Static and pitot anti-icing
Stall warning anti-icing
Heated windshield anti-icing
ADA probe (if installed) anti-icing
Wing and Tail Leading Edge Pneumatic Deicing Boots System must be activated:
- At the first sign of ice formation anywhere on the aircraft, or upon
R
R
R
The wing and tail leading edge pneumatic deicing boots system may be
deactivated only after leaving icing conditions and after the airplane is
determined to be clear of ice.
ICING LIMITATIONS
180 KIAS
.--
-"
FAA APPROVED 3-2-78
REISSUED 09-24-85
REVISION 11- 12-04-00
Page 2-8
MITSUBISHI
MU2B-60
SECTION 2
OPERATING LIMITATIONS
4.
5.
6.
CLIMB TO 300FT/MIN.
UNUSUALLY EXTENSIVE ICE ACCRETED ON THE AIRFRAME IN
AREAS NOT NORMALLY OBSERVED TO COLLECT ICE.
(E.G., LARGE GRANULAR ICE BUILD-UP ON THE WINDSHIELD AND
ICE ACCUMULATING AROUND THE WELD LINE ON THE TIP TANKS.)
ACCUMULATION OF ICE ON THE LOWER SURFACE OF THE WING AFT OF THE PROTECTED AREA.
ACCUMULATION OF ICE ON THE PROPELLER SPINNER FARTHER AFT
THAN NORMALLY OBSERVED.
ACCUMULATION OF ICE ON THE UPPER SURFACE OF THE WING AFT
OF THE DEICING BOOTS VISIBLE FROM THE PILOT'S POSITION THAT
IS NOT REMOVED BY DEICE BOOT OPERATION.
I NOTE I
Ice accretion beyond the limit of the boots on the upper surface may be visible
from the pilot's position as a solid or partial ridge of ice.
SINCE THE AUTOPILOT MAY MASK TACTILE CUES THAT INDICATE
ADVERSE CHANGES IN HANDLING CHARACTERISTICS, USE OF THE
AUTOPILOT IS PROHIBITED WHEN ANY OF THE VISUAL CUES SPECIFIED
ABOVE EXIST, OR WHEN UNUSUAL LATERAL OR LATERALIYAW TRIM
REQUIREMENTS ARE ENCOUNTERED WHILE THE AIRPLANE IS IN ICING
CONDITIONS.
All icing detection lights (tip tank taxi lights, if installed, and wing ice detection light) must be operable prior
to flight into known or forecast icing conditions at night.
FAA APPROVED 03-02-78
REISSUED 09-24-85
REVISION 11 12-04-00
Page 2-8-1
MITSUBISHI
MU-2B-60
SECTION 2
OPERATING LIMITATIONS
-54C
Minimum
Airport Elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 8,000 feet pressure altitude
Windshield HI HEAT operation prohibited during takeoff or landing
ENGINE SYNCHROPHASER - OFF for Takeoff, Approach, Landing, and Single Engine Operation
PROPELLER FEATHER VALVE AND NTS SYSTEM
Prior to the first flight of the day and before every flight during which an intentional engine shutdown is
planned, the feather valve and negative torque sensor (NTS) check (detailed in Section 5, Normal
Procedures) must be performed. These checks must also be performed before the first flight after the
feathering linkage is adjusted and/or after any maintenance of the feathering system is performed.
TAKEOFF
Demonstrated Crosswind Takeoff'
R
22 KTS
All anti-ice systems must be ON prior to takeoff in visible moisture if OAT is +1OC or colder.
Air Conditioning and Pressurization
Takeoff Prohibited
LANDING
Demonstrated Crosswind Landing
18 KTS
400 pounds
150 pounds
Page 2-8-2
MITSUBISHI
MU-2B-6D
SECTION 2
OPERATiNG LIMITATIONS
ENROUTE OPERATIONS
Maximum Operating Altitude
31,000 feet
Outer fuel tanks must not be used during descent
INSTRUMENT MARKINGS
COLOR & MARKING
INSTRUMENT
R
R
SIGNIFICANCE
RANGE
TORQUEMETER
(% Tq)
Green Arc
Red Line
0 to 100
100
Normal Operation
Maximum Limit
TACHOMETER
(% RPM)
Red Arc
Yellow Arc
Green Arc
White Arc
Yell ow Arc
Red Line
50 to 76.5
76.5 to 96
96 to 100
76.5 to 101
100 to 101
101
EXHAUST GAS
TEMPERATURE
Green Arc
Red Line
0 to 650
650
Wh ite(\7 ) Triangle
770
Normal Operation
Takeoff & Maximum Continuous Limit
Maximum Starting Limit
Red Line
Yellow Arc
-40
-40 to
Green Arc
Yellow Arc
55 to 110
110 to 127
Red Line
127
Minimum Limit
Caution-DO NOT EXCEED
78.5% RPM
Normal Operation
Caution Zone, 5 minutes
Maximum at 127 for
takeoff, climb, and
approach
Maximum Limit
OIL PRESSURE
(PSI)
Red Line
Yellow Arc
Green Arc
Red Line
40
40 to 70
70 to 120
120
Minimum Limit
Caution-Ground Operation
Normal Operation
Maximum Limit
FUEL PRESSURE
(PSI)
Red Line
Yellow Arc
Green Arc
Yellow Arc
Red Line
('C )
OIL TEMPERATURE
('C )
55
15
15 to
20 to
80 to
90
20
80
90
Minimum Limit
Caution-Ground Operation
Normal Operation
Caution-MONITOR
Maximum Limit
2-9
MITSU8ISHI
MU-2B-60
SECTION 2
OPERATING LIMITATIONS
INSTRUMENT
AMMETER
RANGE
SIGNIFICANCE
BATTERY TEMP
(oF)
Green Band
Yellow Band
Red Band
VACUUM GAUGE
(IN-HG)
Red Line
Green Arc
4.0
Min i mu m Li mit
4.2 to 5.0 Normal Operation
CABIN ALTITUDE
DIFFERENTIAL
PRESSURE (PSI)
Green Arc
Red/Black Line
o to 6.00
6.10
AIRSPEED INDICATOR
(KTS)
Red Line
White Arc
Blue Line
99
Air Minimum Control Speed
81 to 120 Full Flap Operating Range
152
Single Engine Best Rate
of Climb (Sea Level,
Ma~imum Takeoff Weight)
106 to 250 Normal Operation
250
Maximum Limit Operating
Speed
.57 Mmo
Maximum Limit Operating
Mach
Green Arc
Red Line
MACH NEEDLE
Red/White
Normal Operation
Maxill1Jm Limit
2-10
MITSUBISHI
MU-28-60
SECTION 2
OPERATING LIMITATIONS
~1U-2B-60
oo - 50
175
50 - 200 ..... 155
loo - 40 ... 120
ElTD 50 ...... 175
ElTD 2oo or 400 .. 155
CROSSWIND
TAKEOFF ........ 22
LANDING ........ 18
ROTATIOH
FLAPS 5 ... 100-109
FLAPS 200 .. 100-105
BEST RATE OF CLlIII
TWO ENG
FLAPS 5' 129-134
FLAPS 20' 129-134
ONE ENG
FLAPS 0' ...140-152
APPROAOl
FLAPS 20.. 99-110
FLAPS 400 .. 105-119
DETAIL
2-11
MITSUBISHI
MU-2B-60
SECTION 2
OPERATING LIMITATIONS
ALTERNATE
STATIC SOURCE
SEA LEVEL TO 28,000 FT - 200 AMPS
NORMAL
STATIC SOURCE
DETAIL
ALTERNATE
STATIC SOURCE
NORMAL
STATIC SOURCE
DETAIL
ON
DETAIL
DETAIL
DETAIL
PORTABLE
FIRE EXT
DETAIL
CAUTION
READ COMPASS WITH
WINDSHIELD HEAT OFF
DETAIL
2-12
MITSUBISHI
MU-2B-60
SECTION 2
OPERATING LIMITATIONS
OR
~{
)1
BAGGAGE AREA
Near Coat Hanger
OXYGEN
FILLER
BAGGAGE
FIRST AID
INSIDE
LIGHTS
KIT
CABIN
o
2-13
MITSUBISHI
MU-2B-60
SECTION 2
OPERATING LIMITATIONS
_.--
I N OlE
EMERGENCY
EXIT
PUSH
PULL
II,
4i
Table
'I
Table Cover
COVER TO BE IN PLACE
DURING TAKE-OFF & LANDING
2-14
MITSUBISHI
MU-2B-60
SECTION 2
OPERATING LIMITATIONS
I ~lAX.
II
LBS !"lAX.
II
LBSI
2-15
Section3
Emergency
Procedures
MITSLIBISHI
MU-2B-60
SECTION 3
EMERGENCY PROCEDURES
R
R
3- 1
3333333-
1
1
1
2
3
3
4
3- 4
3- 5
ENGINE FIRE
3- 6
AIRSTART
3- 7
3- 8
3- 8-1/3- 8-2
3- 9
3- 9
3-10
3-10
3-10
3-10
3-11
EMERGENCY DESCENT
3-11
BATTERY OVERHEAT
3-11
~{ISSUED
Page 3-;
MITSUBISHI
MU-2B-60
SECTION 3
EMERGENCY PROCEDURES
(
SECTION 3 EMERGENCY PROCEDURES
CONTENTS
ELECTRICAL FAILURE 3-12
...
3-12
3-14
3-15
3-15
3-16
3-16
3-17
3-18
3-ii
MlTSUBISHI
MU-2B-60
SECTION 3
EMERGENCY PROCEDURES
."_.-
ENGINE FAILURE
ENGINE FAILURE DURING TAKEOFF PRIOR TO LIFTOFF
l.
[
2.
3.
Land straight ahead using airspeed appropriate for the airplane weight,
but not less than 105 KCAS
IWARNINGI
IF FLAPS 20 0 TAKEOFF IS SELECTED AND ENGINE FAILURE OCCURS AFTER
LIFTOFF, CONTINUED CLIMB PERFORMANCE IS NOT ASSURED UNLESS THE
LANDING GEAR HAS COMPLETELY RETRACTED, THE GEAR DOORS ARE CLOSED,
AND THE FLAPS ARE AT 5 OR LESS.
ENGINE FAILURE IN TAKEOFF CLIMB - GEAR FULLY RETRACTED
1. Airspeed 140 KCAS MINIMUM
2.
3.
4.
Flaps 5
IWARNING~
~]
3-1
MITSUBISHI
MU-2B-60
SECTION 3
EMERGENCY PROCEDURES
IWARNING~
AIR CONDITIONING AND PRESSURIZATION SYSTEM MUST REMAIN OFF
TO ATTAIN FULL CLIMB CAPABILITY.
8.
IN OT E I
Single engine climb rates are best attained with wings
level by use of rudder to correct for yawing tendency and
using the minimum amount of spoiler necessary to maintain
lateral control.
FLAP SETTING
0 (Up)
5
20
VXSE(KCAS)
VYS[(KCAS)
140
130
125
150 *
140
135
---
3-2
MITSUBISHI
MU -28 - 60
SECTION 3
EIVER(BCY~
Ignition System)
1.
2.
3.
CHECK
(If ITT increases toward red line
and RPM is not increasing normally)
EMERGENCY STOP
TAKEOFF
4.
COMPLETE
I~ u ~::I:O:~J
=
R
R
R
2.
EMERGENCY STOP
TAKEOFF
IWARNINGI
IDENTIFY FAILED ENGINE BY POWER ASYMMETRY AND ENGINE
INSTRUMENTS. DO NOT RETARD FAILED ENGINE POWER LEVER.
PLACE FAILED ENGINE POVVER LEVER TO TAKEOFF POSITION DURING
THE FEATHERING OF PROPELLER AND LEAVE THERE FOR THE
REMAINDER OF THE FLIGHT.
Trim
,
Power
Failed Engine DC Generator
Switch
SET
AS REQUIRED
OFF
Page 3-3
MITSUBISHI
MU -2B -60
Ignition Switch
OFF (Affected engine)
Air Conditioning and Pressurization
System
SELECT OPERATING ENGINE BLEED AIR OR
RAM AIR (IF THRUST CRITICAL)
I NOT E
Oxygen may be
DRIFTDOWN PROCEDURE
Page 3-4
MITSUBISHI
MU - 2B - 60
5.
6.
7.
8.
Beginning final approach descent or base leg: (approximately 1,000 feet agl)
9. Flaps........................... 5 (VXSE = 130 KCAS)
10. Airspeed
140 KCAS
11. Landing Gear
DOWN
12. Power Lever (Operating Engine) .. AS REQUIRED TO MAINTAIN AIRSPEED AND
DESIRED FLIGHT PATH
When Landing is assured:
13. Flaps
14. Airspeed
IWARNINGI
DO NOT ATTEMPT A GO AROUND BELOW 400 FEET AGL OR AFTER Zf
OF FLAPS ARE SELECTED.
Page 3-5
MITSUBISHI
MU-2B-60
SECTiON 3
EMERGENCY PROCEDURES
!WARNINGI
UNDER CERTAIN COMBINATIONS OF WEIGHT, TEMPERATURE, AND
PRESSURE ALTITUDES, WITH LANDING GEAR DOWN AND FLAPS 20 ,
SINGLE ENGINE GO AROUND MAY NOT BE POSSIBLE AT ALTITUDES
OF LESS THAN 400 FEET AGL. DURING TRANSITION FROM STEADY
APPROACH (GEAR DOWN AND FLAPS 20 ) TO ESTABLISHMENT OF
POSITIVE CLIMB (GEAR UP, FLAPS UP) AN ALTITUDE LOSS WILL
RESULT. A GO AROUND AFTER FLAPS ARE EXTENDED TO 20"
SHOULD NOT BE ATTEMPTED. DO NOT SELECT 40" FLAPS UNTIL
LANDING IS ASSURED.
ALWAYS MAINTAIN AIRSPEED ABOVE VXSE
FOR FLAP SETTING BEING USED UNTIL LANDING IS ASSURED.
1.
2.
3.
4.
5.
6.
7.
8.
9.
ENGINE FIRE
If LH or RH ENGINE Annunciator Illuminates:
Affected Engine
1.
[
2.
Condition Lever
Power Lever
EMERGENCY STOP
TAKEOFF
!WARNINGI
IDENTIFY FAILED ENGINE BY POWER ASYMMETRY AND ENGINE
INSTRUMENTS. DO NOT RETARD FAILED ENGINE POWER LEVER.
PLACE FAILED ENGINE POWER LEVER TO TAKEOFF POSITION DURING
THE FEATHERING OF PROPELLER AND LEAVE THERE FOR THE
REMAINDER OF THE FLIGHT.
Page 3-6
MITSUBISHI
MU -2B -60
ElVER<E~
SECTION 3
PRX.EDlR:S
4.
5.
6.
7.
Fire Handle
Main Fuel Valve Switch
PULL
CLOSED
DC Generator Switch
OFF (Affected engine)
Ignition Switch
OFF (Affected engine)
Air Conditioning and Pressurization
System
SELECT OPERATING ENGINE BLEED AIR OR
RAM AIR (IF THRUST IS CRITICAL)
I-N-O-r-EI
Ram air position will depressurize cabin.
required.
8.
Oxygen may be
AIRSTART
[~~::~::g,::~:::~::~::~:I
Airspeed
2.
Altitude
SRL System
Synchrophaser
3.
4.
ON
OFF
I
NOr E
6.
7.
8.
9.
10.
Page 3-7
MITSUBISHI
MU -28 -60
AIRSTART (CONT)
11.
Unfeather Switch
PRESS AND HOLD TO 30% RPM MINIMUM
a. At 10% RPM Engine Start
Indicator Light
ILLUMINATES
b. Exhaust Gas Temperature
MONITOR (Maximum 770~)
c. Within 15 seconds past 10% rpm
or by 25% rpm
INDICATED COMBUSTION OR ABORT START
(Place Condition Lever to EMERGENCY
STOP)
d. Above 25% rpm with Slow
Acceleration
USE FUEL ENRICHMENT SWITCH
e. If Acceleration stagnates and EGT continues to rise
Condition Lever
EMERGENCY STOP
[ NOT E I
If ABORT was caused by high EGT, reduce altitude and increase airspeed, if possible, before attempting a restart.
If ABORT was caused by no combustion. reduce altitude and
reduce airspeed. if possible. before attempting a restart.
R
R
R
16.
Condition Lever
Power Lever
DC Generator Switch
Ignition Switch
AS REQUIRED
AS REQUIRED
ON/RESET IF NECESSARY
AUTO
(Ignition Annunciator Light extinguished if Auto-Ignition System
installed)
Air Conditioning and Pressurization
System
BOTH
1.
2.
DISENGAGE
[ NOT E I
Main wing tank unusable fuel is 60 pounds with one boost
pump failed.
FAA APPROVED 3-2-78
REISSUED 09-24-85
REVISION 7 11-30-95
Page 3-8
MITSUBISHI
MU-2B-60
SECTION 3
EMERGENCY PROCEDURES
--
IWARNINGI
CABIN WILL DEPRESSUREIZE. AT A MINIMUM ALL INSTURMENTS
EXCEPT ENGINE TACHOMETERS, COPILOT ALTIMETER, COPILOT
AIRSPEED, COPILOT TURN AND BANK, COPILOT ATTITUDE
INDICATOR AND MAGNETIC COMPASS WILL BE INOPERATIVE. ALL
LIGHTS EXCEPT COCKPIT AND CABIN ROOM LIGHTS, COPILOTS TURN
AND BANK LIGHTS (SIN 151BSA AND SUBSEQUENT) AND ENGINE
FIRE WARNING LIGHTS WILL BE INOPERATIVE. ALL RADIOS WILL
BE INOPERATIVE. PARTIAL PANEL FLIGHT AND LET DOWN WITH NO
COMMUNICATIONS TO A VFR LANDING WILL BE REQUIRED UNLESS
NECESSARY SYSTEMS CAN BE RESTORED. IF ELECTRICAL POWER
CANNOT BE RESTORED, A NO FLAP LANDING WITH EMERGENCY GEAR
EXTENSION WILL BE NECESSARY.
3.
4.
5.
6.
7.
8.
Battery Switches
BOTH ISOLATE
DC Generator Switches
BOTH OFF
Inverter Switch
, '" OFF
All Switches and Circuit
Breakers
OFF or DISENGAGE
Master Switch
NORMAL
Battery, DC Generator Switches and
Inverter Switch
ON
(attempt
I~CA-:~!-I?-:~]
GIVE EACH CIRCUIT OR SYSTEM TIME TO SMOKE OR MALFUNCTION
AGAIN BEFORE GOING TO NEXT CIRCUIT OR SYSTEM. IF FIRE/
SMOKE STARTS AGAIN, DISABLE THE CIRCUIT IMMEDIATELY, THEN
CONTINUE TO ISOLATE ANY OTHER CIRCUITS OR SYSTEMS.
R
Page 3-8-1/3-8-2
MITSUBISHI
MU-2B-60
SECTION 3
EMERGENCY PROCEDURES
IWARNINGt
ENSURE THE OXYGEN OUTLET VALVE IS CLOSED WHEN USE OF
OXYGEN MASKS IS NO LONGER REQUIRED.
IF SMOKE OR ODOR INCREASES
10. Cabin Air Selector Switch
RAM
11. Battery, DC Generator,
and Inverter Switches
OFF
12. Manual Pressure Control Valve
FULL DECREASE
13. Execute HIGH SPEED Descent To Low Altitude If Necessary
14. Pilot1s Communication Door ...... OPEN
15. Emergency Exit .................. OPEN (IF FEASIBLE)
IF SMOKE OR ODOR PERSISTS
16. Land As Soon As Possible
LANDING GEAR EMERGENCY OPERATIONS
RECYCLING OF LANDING GEAR SYSTEM
If UNSAFE light does not extinguish within approximately 17 seconds after
placing the Landing Gear Switch to UP, or if the light illuminates during
flight, recycle the system in accordance with the following procedures:
1. Airspeed ....................... 130 KCAS MAXIMUM
2.
Flaps ........... SO
3.
I NOr E I
If Gear Position Indicator lights are illuminated and
UNSAFE light is illuminated observe airspeed limitation
and land as soon as practicable at the nearest suitable
airport. Do not perform Step 4.
If anyone of the Gear Position Indicator lights is extinguished and the UNSAFE light is illuminated, complete the
gear extension cycle according to LANDING GEAR EMERGENCY
EXTENSION procedure and land as soon as practicable at the
nearest suitable airport. Do not perform Step 4.
4.
3-9
MITSUBISHI
MU-2B-60
SECTION 3
EMERGENCY PROCEDURES
I N OrE I
If the UNSAFE light is illuminated, place Landing Gear
Switch DOWN and proceed according to light indications as
stated in Step 3.
LANDING GEAR EMERGENCY EXTENSION
1. Airspeed
2.
Flaps
3.
Landing
CONT,
LOG POS
Landing
Landing
4.
5.
6.
7.
DISENGAGE
ENGAGED
DOWN
PULL AND PUMP THROUGH FULL STROKES
UNTIL LANDING GEAR LIGHTS INDICATE
DOWN AND HANDLE CANNOT BE MOVED
CONTINUE TO PUMP UNTIL PUMP HANDLE
CANNOT BE MOVED
USE IF NECESSARY
CHECK AND RESET CABIN ALTITUDE
CHECK - FULL INCREASE (clockwise)
BOTH ENGINES OR OPERATING ENGINE SIDE
DESCEND TO ALTITUDE NOT REQUIRING
OXYGEN
3-10
MITSUBISHI
Mtl-2B-60
SECTION 3
EMERGENCY PROCEDURES
CHECK
USE IF NECESSARY
EMERGENCY DESCENT
For Maximum Rate of Descent:
HIGH SPEED DESCENT
a.
b.
c.
Power Levers
FLIGHT IDLE
Condition Levers
TAKEOFF LAND
Airspeed ....................... VMO/MMO (250 KCAS/O.57 MMAXIMUM
e.
BATTERY OVERHEAT
BAT TEMP 120 Annunciator Illuminates:
If on Ground, MONITOR ................. DO NOT TAKEOFF
1. AMBER 120F Light Illuminates .... MONITOR TEMPERATURE
2. Temperature Continues to Rise.
Disconnect the Battery at 140F,
ISOLATE
Battery Isolate Switch
BATTERY OVERTEMP Annunciator Illuminates:
If on Ground
If in Flight:
3. RED 150F Light
Light Illuminates. Disconnect
Battery Immediately, Battery
Isolate Switch
ABORT
ISOLATE
3-11
MITSllBISHI
MU-2B-60
SECTION 3
EMERGENCY PROCEDURES
I N OrE
are
both
ELECTRICAL FAILURE
Indicated by the following Annunciator Panel Lights
L OR R DC GEN OUT ANNUNCIATOR ILLUMINATES
1. GEN CONT and GEN FIELD Circuit
Breakers (affected side)
CHECK. I F OUT, RESET
Light remains illuminated,
2. DC Generator Switch
(affected side)
RESET, THEN ON
Light does not extinguish,
3. DC Generator Switch
(affected side)
OFF
IN OrE I
Maximum allowable load on the remaining generator is less
than 200 amperes or 1ess than 175 amperes if above 28,000
feet pressure altitude.
3-12
MITSUBISHI
MlJ-2B-60
SECTION 3
EMERGENCY PROCEDURES
3-13
MITSUBISHI
MU-2B-60
SECTION 3
EMERGENCY PROCEDURES
IWARNINGI
IF INVT FAIL ANNUNICATOR CYCLES ON AND OFF, IMMEDIATELY
PLACE INVERTER SWITCH TO THE OFF POSITION.
a.
b.
c.
d.
4.
FID AD I
HSI's
Pilot Altimeter
RMI's
ALTERNATE
Copilot Vacuum Attitude Gyro
Magnetic Compass (Center Windshield Post)
Copilot Barometric Altimeter
None
.~
3-14
MITSUBISHI
"'-2B-60
SECTION 3
EMERGENCY PROCEDURES
IN O'TE I:
The following equipment list gives the primary instrument
and its alternate:
a.
b.
c.
d.
6.
PRIMARY
F!D ADI
HSI's
Pil ot A1t imeter
RMI's
ALTERNATE
Copilot Vacuum Attitude Gyro
Magnetic Compass (Center Windshield Post)
Copilot Barometric Altimeter
None
3-15
MITSU8ISHI
MU-28-60
SECTION 3
EMERGENCY PROCEDURES
STANDBY
DISENGAGE
DISENGAGE
DISENGAGE
3.
I N OrE I
The following equipment list gives the primary instrument
and its alternate.
a.
b.
c.
d.
6.
PRIMARY
F/D ADI
HSI's
Pilot Altimeter
RMI's
ALTERNATE
Copilot Vacuum Attitude Gyro
Magnetic Compass (Center Windshield Post)
Copilot Barometric Altimeter
None
3-16
MITSU8ISHI
MU-28-60
SECTION 3
EMERGENCY PROCEDURES
MAIN INVERTER
LH WINDSHIELD HEAT
LH RADIO MASTER (AUTOPILOT, COMM 1, AUDIO PHONE,
RNAV, ATC 1, ADF 1, VOR 1, DME 2)
RESET
[~~~~
IF BOTH THE BUS TIE AND LH FEED CONT CIRCUIT BREAKERS
REMAIN OPEN:
a.
b.
3-17
MITSUBISHI
MU-2B-60
SECTION 3
EMERGENCY PROCEDURES
STANDBY INVERTER
RH WINDSHIELD HEAT
LANDING GEAR (EXCEPT INOICATOR LIGHTS)
RH RADIO MASTER (COMM 2, AUDIO SPEAKER, RADAR, ATC 2,
ADF 2, DME 1, VOR 2)
I N OlE I
The cabin will remain pressurized and the flaps will
operate normally if the BUS TIE circuit breaker remains
engaged.
4. Electrical Load MONITOR, REDUCE TO ESSENTIAL ITEMS
AS REQUIRED AND LIMIT EQUIPMENT
OPERATION TO REMAIN WITHIN 50 AMP
CAPACITY OF BUS TIE CIRCUIT BREAKER
[WARNING~
THE CABIN WILL DEPRESSURIZE IF BOTH THE BUS TIE AND THE RH
FEEDER CONT CIRCUIT BREAKERS REMAIN OPEN.
3-18
Section4
Abnormal
Procedures
OP~
CGMPLlANCE
T.'IC><CR
OAT::
CCMPLI"NCE
RECCRCING
TIONAL LIMITATION
.-'2)-OL
METHOD OF COMPLIANCE
METER TIME
AT COMPltANCE
LIMITATIONS SECTION
ICING UMITATIONS
The minimum airspeed for sustained level flight in icing conditions is 180
knots indic'~~ airspeed (lAS).
(Over) ::)
------_._-------------------
(Page 2 AD
96-25~21
Note: Ice accretion beyond the limit of the boots on the upper
surface may be '"sible from the pilot's DOSltion as a solid or partial ridge
of ice.
Since the autopilot may mask tactile cues that indicate
adverse changes in handling charactenstics, use of the autopilot is
prohibited wI1en any of the visual cues specified above exist, or wI1en
unusual lateral or lateraVyaw trim reqUirements are encountered while
the airplane is in icing conditions.
(2)
Revise the FAA-approved Airplane Flight
Manual (AFM) by incorporating the following into the Master Minimum
Equipment List (MMEL) of the AFM. Inserting a copy of this AD into the
AFM acc:cmplishes this action.
All icing detection lights (tip tank taxi lights and wing
illumination light) must be operable prior to night into known or forecast
Icing conditions at night.
[NOTE:
This supersedes any relief
provided by the Master Minimum Equipment Ust (MMEL).}
se~ere
(3)
Revise the FAA-approved AFM by
incorporating the following into the Procedures Section of the AFM.
Inserting a copy of this AD into the AFM accomplishes this action.
A8NORMALPROCEDURES
SEVERE ICING ENCOUNTER
THE
FOLLOWING
DESCRIBES
SOME
OF
THE
WEATHERCONDITIONS THAT MAY BE CONDUCIVE TO SEVERE
IN-FLIGHT ICING:
Visible rain at temperatures below 0 degrees Celsius
ambient air temperature.
Droplets that splash or splatter c.;, impact at temperatures
below 0 degrees Celsius ambient air temperature.
PROCEDURES FOR EXITING SEVERE ICING ENVIRONMENT:
These procedures are applicable to all night phases from
takeoff to landing. Monitor the ambient air temperature. While severe
icing may form at temperatures as cold as -18 degrees Celsius,
increased vigilance is warranted at temperatures around freezing with
visible moisture present. If the visual cues specified in the Limitations
Section of the AFM for identifying severe icing conditions are observed,
accomplish the following:
Immediately request prionty handling from Air Traffie
Control to facilitate a route or an altitude ohange to exit the severe icing
1996.
FOR FURTHER INFORMATION CONTACT:
Timothy P. Smyth,
Aerospace Engineer. Smail Airplane Directorate, 1201 Walnut, sUite
900, Kansas City, Missouri, 64106; telephene (816) 426-6941, facsimile
(816) 426-2169.
MITSUBISHI
MU -2B -60
4- 1
4- 2
4- 2
4- 4
4- 4
4- 4
4- 4
4- 5
4- 5
4- 6
4- 6
4- 6
4- 7
Page 4-i
MITSUBISHI
MU-2B-60
SECTION 4
ABNORMAL PROCEDURES
Verify the SRL switches and ci rcuit breakers are engaged or reset as
necessary and observe EGT indication.
If condition cannot be corrected:
a.
SRL Switch OFF
b. Power Lever If engines are reasonably matched in
torque, fuel flow, and EGT, the unaffected engine may be used as a reference for setting power on affected
engine.
If uncertain about power setting retard power lever and follow EGT
c.
schedule shown below.
IOAT ( C)
EGT (OC)
IOAT(OC)
EGT( C)
-54
-50
-40
-30
-20
-10
482
483
486
490
496
503
0
10
20
30
40
45
510
519
530
544
556
562
I N OrE I
These figures are shown on the decal attached to the OAT gauge.
3.
4-1
MITSUBISHI
MU-2B-60
SECTION 4
ABNORMAL PROCEDURES
IWARNING'
DO NOT RETARD AFFECTED ENGINE POWER LEVER. PLACE AFFECTEO
ENGINE POWER LEVER TO TAKEOFF POSITION DURING FEATHERING
OPERATION AND LEAVE THERE FOR THE REMAINDER OF THE
FLIGHT.
I N OrE I
Ram Air position will depressurize cabin.
required.
5.
Oxygen may be
4-2
MITSUBISHI
MU-2B-60
SECTION 4
ABNORMAL PROCEDURES
'.----N-O-r-EI
When the Fuel Transfer Switch is in the TIP MANUAL
position, only the fuel in the tip tank will transfer to
the mai n tank.
Fuel cannot be transferred from either the left or right
outer tank with the Fuel Transfer Switch in the AUTO
position unless both tips can be emptied.
OUTER TANK MANUAL FUEL TRANSFER
1. Fuel Transfer Switches OFF
2. Outer Pump Manual Switch MAN
4-3
MITSUBISHI
MU-2B-60
SECTION 4
ABNORMAL PROCEDURES
IN OTE
4-4
MITSUBISHI
MU-2B-60
SECTION 4
ABNORMAL PROCEDURES
I N ore I
The differential indicating portion of the Cabin Altitude Differential Pressure Indicator may not function.
ELECTRIC TIIRN & BANK INDICATOR FAILURE
Apolicable to SIN 1518SA And Subsequent
PILOT TURN ANI) BANK INnICATOR POWER FAILURE
1. Indicator Warning Flag VISIBLE
2. P TIB PWR FAIL Annunciator ILLUMINATES
3. Turn and Bank Circuit Breaker 8ISENGAGE
4. Remainder of Fliqht USE ALTERNATE TURN AND BANK INnICATING SYSTEM
COPILOT T!JRN AND BANK INDICATOR POWER FAILURE
1. CP TIB PWR FAIL Annunciator ILLUMINATES
2. Indicator Warninq Flag VISIBLE
I N ore I
The warning flaq will not become visible until the voltage to
the system decreases to approxi mately 12 VDC or 1esse
The
system will remain reliable until the warning flag becomes
visible.
3.
I N ore I
If a system fail ure occurs whi ch causes a steadi ly decreasi nq
voltaqe in the LH and RH OC load buses simultaneously:
The pilot's turn and bank indicator will flaq somewhere in
1.
the range of 23.4V to 22.0V.
The MASTER CAUTION liqht and the panel annunciator will
2.
illuminate somewhere in the ranqe of 20V to 17V-.
This
means that the CP TIB PWR FAIL annunciator will be illuminated also; however, the decreasing voltage has not yet
reached a value at which the copilot's turn and bank indicator becomes unreliable. This will occur in the range of
12V to 10V at which time the indicator will flaq.
4-5
MITSUBISHI
MU-2B-60
'SECTION 4
ABNORMAL PROCEDURES
'"
COMPLETE
150 KCAS MINIMUM
DOWN - OPPOSITE OF LANDING POINT
ON BASE LEG
4. Airspeed
5. Landinq Gear
ON FINAL APPROACH
6. Airspeed
1.25 Vs
IN 0 TE
R
R
R
R
!NOTEI
Conditions exist for icing when the outside air
temperature (OAT) on the ground is +lOC or below or
the indicated OAT (RAT) in fliqht is +10C or below
and visible moisture in any form is present.
R
R
:
R
R
R
R
R
R
R
R
R
IWARNINGt
IN THE EVENT OF AN INADVERTENT ICING ENCOUNTER,
IMMEDIATE ACTION MUST BE TAKEN BY THE PILOT WHEN THE
SITUATION IS DISCOVERED:
1. MAINTAIN AIRPLANE CONTROL.
2. CHECK ENGINE INLETS AND WING LEADING EDGES AND
TAKE APPROPRIATE ACTION AS DESCRIBED IN THE
FOLLOWING PROCEDURE. (PG 4-7)
. 3. EXIT ICING CONDITIONS, IF REQUIRED.
4-6
MITSUBISHI
MU -28 -60
1.
Anti-Ice Systems
2.
3.
4.
De-Ice
Continuous Ignitions
LH Engine Air Intake Anti-Ice
1.
2.
Procedures for exiting severe icing environment are applicable to all flight
phases from takeoff to landing. Monitor the ambient air temperature.
While severe icing may form at temperatures as cold as -18 degrees Celsius,
increased vigilance is warranted at temperatures around freezing with visible
moisture present. If the visual cues specified in the Operating Limitations
Section of the AFM for identifying severe icing conditions are observed,
accomplish the following
FAA APPROVED 03-02-78
REISSUED 09-24-85
REVISION 11 - 12-04-00
Page 4-7
M1TSUBISHI
MU -2B -60
R
R
1.
R
R
R
2.
R
R
R
R
R
3.
4.
5.
R
R
R
6.
R
R
R
7.
8.
FAA APPROVED
R
03-02-78
REISSUED 09-24-85
REVISION 9 1-15-97
Page 4-8
Section5
Normal
Procedures
MITSUBISHI
MU-2B-60'
. ,'.
SECTION 5
. SECTION 5
NORMAL PROCEDURES
NORMAL PROCEDURES
CONTENTS
PREFLIGHT CHECK
'" . , . . . .
CABIN CHECK
.. , , , .. , , .
COCKPIT CHECK
'
. .. , . , . ..
. ... , . .
5- 5
, ... , . . .
,. . . . . . .
5- 5
5- 6
START1NG ENGINES
5- 8
5-12
, .. , , .. , , .
,.'
BEFORETAKEOFF .. ,
NORMAL TAKEOFF
,
,
,..
,.,.,
,5-14
."
'............
,.,
5-13-1/5-13-2
,......
'
'
5-15
,.,.........................
,.,
.'........................
5-14
, .. '......
, ,
NORMAL CUMB
CRUISE CLIMB
,,
AFfER TAKEOFF
""
5- 1
"
.. , .. '" .,.,
5-1 5
. ..
5-17
,........ ...
5-17
5-17
,.............................
5-18
'
co",
'~
,.,
. . . .. . . . . . . . . . .. .
,
,
,.
,
,
. .. ,
,.......
5-18
'...................
5-18-1
,.....................
5-18-1
DESCENT
5-18-2
IN RANGE
5-18-2
APPROACH
5-18-2
BEFORE LANDING
'...............
5-18-3/5-18-4
LANDING,
5-19
AETER TOUCHDOWN
5-20
,.,
,...............
Page 5-i
.. MrTSUBISHf:
MU-2EJ:.OO c..~
SECTION 5.'"
NORMAL PROCEDURES'
5-20
STOPPING ENGINES
. . . . . . . ..
5-20
TURNAROUND
5-21
5-21
5-22
.. ......
5-26
..
5-26
CRANKING
..
5-26-1/5-26-2
t=EATHERING OPERATION .
. . ..
. ..
5-26-1/5-26-2
SYSTEM OPERATION
5-28
. . . . . . . ..
5-28
5-28
SYNCHROPHASER
ENGINE CONTINUOUS IGNITION SYSTEM
AUTOMATIC IGNITION SYSTEM
5-30
5-30
5-30-1
OXYGEN SYSTEM
,,;...
5-31
532
.:...........................................
5-33
533
5-33
5-34
5-35
5-36
5-37
-,
-"/
Page 5-jj
MITSUBISHI
MU-2B-60
PRE~(iGIft
SECTION 5
NORMAL PROCEDURES
CHECK
5-1
MITSUBISHI
MU-2B-60
SECTION 5
NORMAL PROCEDURES
Determine the zero fuel weight, fuel loading required and compute the airplane
weight and balance. Insure all necessary documents, maps, charts, and equipment
necessary for the particular flight are on board and available, then proceed as
follows:
COCKPIT
a.
b.
c.
d.
e.
f.
(l)
Gear Handle
Emergency Gear Extension Handle
Control Lock
Parking Brake
Battery Key Switch
Battery Isolate Switches
1) Battery 1 Isolate Switch
2)
3)
4)
DOWN
DOWN AND SAFETIED
REMOVE AND STOWED
SET
ON
BOTH NORMAL
ISOLATE.
BOTH VOLTAMMETERS MUST
INDICATE 22 TO 24 VOLTS AND NO FEEDER
OUT ANNUNCIATOR WILL BE ILLUMINATED
Battery 2 Isolate Switch ISOLATE.
BOTH BATTERIES WILL BE
ISOLATED
Battery 1 Isolate Switch NORMAL. BOTH VOLTAMMETERS MUST INDICATE 22 TO 24 VOLTS AND NO FEEDER OUT
ANNUNCIATOR WILL BE ILLUMINATED
Battery 2 Isolate Switch NORMAL
IF EITHER VOLTAMMETER READS ZERO, THE 200 AMP BUS TIE CIRCUIT BREAKER IS OPEN AND THE CORRESPONDING FEEDER OUT
ANNUNCIATOR WILL BE ILLUMINATED. MALFUNCTION MUST BE CORRECTED PRIOR TO FLIGHT.
5-2
MITSUBISHI
MU-2B-60
MARQUISE
SECTION 5
NORMAL PROCEDURES
j.
Flaps
5
Fuel .. CHECK
k.
1.
CHECK
CHECK
CHECK
CHECK
5-3
MITSUBISHI
MU-2B-60
SECTION 5
NORMAL PROCEDURES
CHECK
CHECK
REMOVE
CHECK FOR OBSTRUCTION
CHECK
CHECK
CHECK FOR EXTENSION
CHECK
CHECK FOR SECURITY
CONNECTED
CHECK
CHECK
REMOVE
CHECK FOR CLEANLINESS AND DAMAGE
CHECK CONDITION AND SECURITY
CHECK
ll
5-4
MITSUBISHI
MU-2B-60
SECTION 5
NORMAL PROCEDURES
CHECK
REMOVE
CHECK
CHECK
CHECK
CHECK FOR TEARS AND ABRASIONS
IWARNINGI
IF THE VALVE ON THE OXYGEN CYLINDER IS CLOSED, NO OXYGEN
CAN BE SUPPLIED TO THE MASK OUTLETS.
2.
3.
4.
5.
6.
7.
Seat Backs
Tab 1e
COCKP IT CHECK
1. Seat ......................... ADJUSTED TO ALLOW FULL AND FREE MOVEMENT OF FLIGHT CONTROLS
2. Safety Belts and Shoulder Harness. CHECK AND FASTEN
3. Oxygen Outlet Valve and Gauge
(Copilot's Side Panel)
OPEN. ENSURE PRESSURE SAME AS CYLINDER. MASKS AVAILABLE. CLOSE OXYGEN
OUTLET VALVE.
IWARNINGI
RESIDUAL PRESSURE MAY BE SHOWN ON THE OXYGEN GAUGE EVEN
THOUGH THE VALVE ON THE OXYGEN CYLINDER IS CLOSED. ASSURE
THAT THE PRESSURE READINGS ARE THE SAfIE AND THE CYLINDER
VALVE IS OPEN. CLOSE THE OXYGEN O~rLET VALVE UPON COMPLETION OF THE CHECK.
5-5
MITSUBISHI
MU-2B-60
Fire Extinguisher
Static Source Select
Left Switch Panel
a.
Landing Gear Switch
b.
Master Switch
c.
Trim Aileron Select Switch
d.
Other Switches
7. Center Pedestal
a.
Condition Levers
b.
Power Levers
c.
Run-Crank-Stop Switches
d.
Start Selector Switch
e.
SRL Switches
8. Right Switch Panel
a. Cabin Air Selector Switch
b. Auto-Manual Selector Switch
c. Manual Pressure Control
Valve
d. Cabin Altitude Selector Knob.
9.
10.
11.
12.
SECTION 5
NORMAL PROCEDURES
FULL INCREASE
SET APPROXIMATELY 1.000 FEET ABOVE
AIRPORT ELEVATION
e. Cabin Rate Control Knob MINIMUM
Overhead Switch Panel
a. Landing Light Switches RET
b. Other Switches OFF
Instrument Panel CHECK
a. Continuous Ignition Switches OFF
Weight and Balance CHECK
Takeoff Data COMPUTED (Select Takeoff Flap Position and Determine VR)
Battery Start
a. Battery Isolation Switches BOTH NORMAL
b. Battery Key Switch ON
c. Battery Temp Warning Test
Switch TEST
1) If normal - Both pointers will move. approximately together. to
top of scale illuminating the BAT TEMP 120, BATTERY OVER TEMP
and Master Caution light. Speed of travel will vary some depending on ambient battery temperature. The Master Caution can be
cancelled. but the lights on the Battery Temperature Indicator
instrument will remain illuminated. Release button. all systems
will return to normal.
2) If Probe has become contaminated - The affected Indicator will
come to rest at some place down scale (not at the top). or it
wi 11 remai n at bottom. That probe shoul d be repl aced prior to
fl ight.
5-6
MITSUBISHI
MU-2B-60
SECTION 5
NORMAL PROCEDURES
IWARNI NGl
IF BATTERY TEMPERATURE REACHES 150F DURING START, BATTERY
FOR BENCH TEST AND INSPECTION PRIOR TO
FLIGHT.
MUST BE REKJVED
...........
I N OrE I
Battery select switch must be in parallel position for APU
to come on line.
2.
Inverter Switch
a. INVERTER FAIL Annunciator
Circuit Breakers
Radio Master Switches
Warning and Indicator Lights
5-7
MITSUBISHI
MU -2B -60
SECTION 5
NH'v1AL flRXEl.R:
9.
10.
11.
NOTE
Annunciators
(With Fuel)
b.
12.
13.
(No Fuel)
Condition Levers
Power Levers
14.
15.
16.
Flight Controls
Trim Controls
Rotating Beacon
STARTING ENGINES
R
R
R
R
R
R
R
R
R
IVIITSUBISHI
MU-2B-60
SECTION 5
NORMAL PROCEDURES
APU REQUIRED
MONITOR
ISOLATE BATTERY
ABORT START
I CAU:!IONI
INDICATOR HOT LIGHT, BATTERY OVER TEMP AND MASTER CAUTION
ANNUNCIATORS ILLUMINATES WHEN THE BATTERY TEMPERATURE
REACHES 150' F.
If Series Start Selected:
a. BAT TEMP 120' F Annunciator Illuminates .. MONITOR
b. Battery Temperature Rises to 150' F
ABORT START
I CAUTION]
ABORT IS RECOMMENDED BUT NOT REQUIRED AT 140' F.
APU or BATTERY
3. Main Fuel Valve Switches
4. SRL Switches
5. Propellers
OPEN
ON
ON LOCKS
NOTE
If the propeller is feathered, place the Power Lever in REVERSE and hold the
Unfeather Switch until the blades reach the lock position.
RUN
CONT, NOTE LH AND RH IGNITION LIGHTS
R
R
ILLUMINATED
AUTO, NOTE LH AND RH IGNITION LIGHTS
R
R
ILLUMINATED
OFF, NOTE LH AND RH IGNITION LIGHTS
R
7.
On Engine to be started:
8. Engine Start Switch
9.
EXTINGUISHED
LH GND START or RH GND START
PRESS AND HOLD
Page 5-9
MITSUBISHI
MU-2B-60
SECTION 5
NORMAL PROCEDURES
MONITOR
I:O---~u:!-(~--..~
-j
1
IF ANY MALFUNCTION OCCURS, ENGINE STOPS, OR RPM STAGNATES
PRIOR TO 40% RPM DURING STARTING PROCEDURES, SHUT DOWN
ENGINE IMMEDIATELY BY PLACING CONDITION LEVER IN EMERGENCY
STOP POSITION.
IF EGT RAPIDLY APPROACHES 770 0e DURING START, POSITION THE
CONDITION LEVER TO EMERGENCY STOP. RESTART SHOULD NOT BE
TRIED UNTIL EGT DROPS BELOW 200 oe. COOL AND CLEAR ENGINE
WITH CRANKING PROCEDURE OF SECTION 5.
I NOTE I
If fuel does not ignited while attempting engine start, crank engine to expel fuel
before attempting start again. Observe starter motor limit. Use Cranking
Procedure, Section 5.
Above 25% RPM, slow acceleration may indicate failure of auto-start system.
Auto-start system will automatically enrich the start fuel schedule to maintain a
constant EGT of approximately 690-700 oe throughout the start. However,
other parameters may influence and cause start temperature to vary, such as
engine temperature, tail wind or weak batteries.
10. Engine RPM ...... ........ .... .... STABILIZE AT ABOUT 76.5 TO 78.5%
11. SRL FAIL Annunciator .. .. . . . .. . . . .. . .. .. . .. EXTINGUISHED
12. Engine Instruments .. .. .. CHECK
13. APU Start
a. Other Engine
START, REPEAT SEQUENCE (Steps 6 through
12)
b. After Start, APU . . . . . . . . . . . . . . . . . . . . . . . . . .. DISCONNECTED
c. Battery Switch ON, MONITOR TEMPERATURE (Maximum
140' F)
d. Generator Switches ON, MONITOR CHARGE RATE (Maximum 200
AMPS)
R FAA APPROVED 03-02-78
REISSUED 09-24-85
REVISION 13 07-06-04
Page 5-10
MITSUBISHI
HU-2B-60
SECTION 5
NORMAL PROCEDURES
OFF
SET TO TAKEOFF LAND
200 AMPS MAXIMUM
140F MAXIMUM
@3
DO NOT ATTEMPT ANOTHER BATTERY START IF BAT TEMP 120 0 ANNUNCIATOR IS ILLUMINATED. SHUT DOWN AND CORRECT PROBLEM PRIOR TO
FLIGHT.
i.
@3
IF EITHER VOLTMETER INDICATES BATTERY VOLTAGE (22 - 24 VOLTS)
INSTEAD OF GENERATOR VOLTAGE (28.5 + 1.0/-1.5 VOLTS), THE 200
AMP BUS TIE CIRCUIT BREAKER IS OPEN AND MALFUNCTION MUST BE
CORRECTED PRIOR TO FLIGHT.
5-11
MITSUBISHI
MU-2B-60
SECTION 5
NORMAL PROCEDURES
On Engine to be Checked
a. Condition Lever
b. Power Lever
c. EGT
d. Delta PIP Test
TAKEOFF LAND
SET TO 100% RPM
STABILIZE AND NOTE VALUE
TEST (momentary)
THE CHANGE IN EGT NOTED FOR EACH ENGINE SHOULD BE THE SAME
WITHI N lOoC TOLERANCE. I F NOT, THE SRL SYSTEM MUST BE
CHECKED AND CORRECTED BEFORE FURTHER FLIGHT.
I N OrE
5-12
MITSUBISHI
MU-2B60
SECTION 5
NORMAL PROCEDURES
c. Power Levers
d. Power Levers
e. Condition Levers ..
TAXI
4. (Deleted)
5. Check Voltmeters ......................... 27 TO 29.5 VDC
6.
7.
8.
9.
10.
ON
AUTO
CHECK
CLOSED
CHECK
Page 5-13
MITSUBISHI
MU-2B-60
SECTION 5
NORMAL PROCEDURES
ITEM
POWER
LEVER
CONDITION
LEVER
CHECK ITEMS
LOW
SPEED
TAXI
GROUND
IDLE
TAXI
HIGH
SPEED
TAXI
GROUND
IDLE
TAKEOFF
LAND
REVERSE
REVERSE
TAKEOFF
LAND
TAKEOFF
TAKEOFF
POWER
POSITION
TAKEOFF
LAND
FMAPPROVED 03-02-78
REISSUED 09-24-85
REVISION 7 11-30-95
Page 5-13-1/5-13-2
--
MITSUBISHI
MU-2B-60
TAXI
1.
SECTION S
NORMAL PROCEDURES
ON
2. Flaps .. .... ..
3. LG UNSAFE Warning Light
4. Condition Levers
.. TAKEOFF SETIING 5 or 20
CHECK
. TAXI
5.
6.
7.
8.
BEFORE TAKEOFF
1. Engine Instruments' . . . . . . . . . . . . . . . . . . . . .. CHECK
2. Flight Instruments ......................... CHECK
3. NAV/COMMfTransponder
4. Annunciator Panel
. . . . . . . . . . . . . . . . . . . ..
5. Pitot & Static Anti-Ice
6. Windshield Heat ..........................
SET AS REQUIRED
AS REQUIRED
9. Trim Tabs
.. ..
SET FOR TAKEOFF
.. .. .. FREE MOVEMENT TO THE STOPS
TAKEOFF SETriNG 5 OR 20
IWARNING~
a
~
~
"
RAM
TAKEOFF LAND
AS REQUIRED
AS REQUIRED - OBSERVE PLACARD
LIMITATIONS
ON
[ ~~~:i)~:~:1
R
Page 5-14
MITSU BISH I
MU -2B -60
SECTION 5
I\ORI\ML PROCEDlR:S
NORMAL TAKEOFF
R
R
R
I~:
~ ~:-U:TI~~:~]
DO NOT USE IGNITION SWITCH IN AUTO POSITION WHEN THE
CONDITION LEVER IS AT TAXI.
R
R
R
4.
Power Levers
NOT E
Brakes. . . . . . . . . . . . . . . . . . . . . . . . .. RELEASE
Accelerate to computed rotation
speed (VR) for 5 or 20
flaps and liftoff
PITCH 13 MAXIMUM
AFTER TAKEOFF
1.
Maintain pitch attitude 13 Nose UP maximum
When positive rate of climb is established
2. Landing Gear
UP
3. Airspeed
120 KCAS (5 Flap Takeoff)
113 KCAS (20 Flap Takeoff)
Page 5-15
MITSUBISHI
MU -2B -60
SECTION 5
MHAAl fIRXEDlElES
4.
Airspeed
Flaps (20 Flap Takeoff)
Airspeed (Normal Climb)
OFF
MAXIMUM CONTINUOUS
NOT E
R
R
or
BOTH
AS REqUIRED
AS REQUIRED
AUTO (If Auto-Ignition installed)
(Ignition Annunciator Lights extingu i shed)
AS REqUIRED
(If Auto-Ignition not installed)
I-C~-U:T-~
I::?~~~~]
R
1.
2.
3.
Page 5-16
MITSUBISHI
MU -2B - 60
SECTION 5
I\KlRMAL PfKXE)lR:S
14.
15.
16.
17.
Cabin Pressurization
Engine Instruments
Synchrophaser
Anti-Ice Systems
NORMAL CLI MB
1.
Power
2.
Airspeed
3.
Ignition Switches
R
R
or
4.
Anti-Ice/Deice Systems
CRUISE CLIMB
1.
2.
3.
4.
RPM
EGT
Torque
Airspeed
.
.
.
.
5.
Ignition Switches
"
R
R
or
6.
Anti-Ice/Deice Systems
96% TO 98%
MAXIMUM 650"C
MAXIMUM 100%
Page 5-17
MITSUBISHI
MU -2B -60
SECTION 5
rmMAL
flRCK:E)lfES
I-::~:~~-~:~~:~-::~~ I
R
R
DURING ALL OPERATIONS IN VISIBLE MOISTURE, CAREFULLY MONITOR EGT. DO NOT ALLOW EGT TO EXCEED 650C .
INADVERTENT ICING ENCOUNTER
1. Ignition Switches
BOTH CONT
(If Auto-Ignition installed)
or
BOTH ON
(If Auto-Ignition not installed)
2. LH Engine Intake Anti-Ice
ON
!WARNINGI
3.
I NOT E I
Conditions for icing exist when the outside air
temperature (OAT) on the ground is +10C or below or the
indicated OAT (RAT) in flight is +10~ or below and
visible moisture in any form is present.
Icing conditions also exist when the OAT on the ground is
+10C or below and where surface snow, slush, ice or
standing water may be ingested by the engines or freeze on
engine inlets or engine sensor probes.
\WARNINGI
DUE TO DISTORTION OF AIRFOILS, STALLING SPEEDS SHOULD BE
EXPECTED TO INCREASE AS ICE ACCUMULATES ON THE AIRPLANE.
STALL WARNING DEVICES MAY NOT BE ACCURATE AND SHOUlD NOT
BE RELIED UPON.
Page 5-18
MITSUBISHI
MU - 2B - 60
SECTION 5
I'DWIAL
1.
2.
3.
4.
5.
6.
7.
8.
Altimeters
Cabin Pressurization
Oxygen/Crew Mask
Fuel Balance and Transfer
Windshield Heat
Pitot Heat
Generator Load
Ignition Switches
Anti-Ice/Deice Systems
Power
R
R
or
9.
CRUISE
1.
[~:~::~::i: :~::~:~ 1
6.
Engine Instruments
. MONITOR
. CHECK - OBSERVE PLACARD LIMITATIONS
Generator Load
Fuel Transfer Control Switches .. OFF - AFTER TIP TANKS AND OUTER WING
TANKS ARE EMPTY
AUTO (If Auto-Ignition installed)
Ignition Switches
(Ignition Annunciator Lights extinguished)
or
. AS REQUIRED
(If Auto-Ignition not installed)
AS REQUIRED
Anti-Ice/Deice Systems
Page 5-18-1
MITSUBISHI
MU -2B -60
SECTION 5
MJRIVIAL. PROCEDl.fES
DESCENT
1. Cabin Altitude Selector Knob .... SELECT CABIN ALTITUDE 1,000 FEET
2.
3.
4.
5.
6.
7.
R
R
8.
I C:~:~:~ ~~ ~:~::~]
1.
2.
3.
4.
5.
COMPUTED
CHECK - IN LIMITS
OFF
ON
COMPLETE
APPROACH
1.
2.
3.
R
R
I-~~:-U:
~~:I-:
~:~]
R
4.
5.
6.
7.
CONTINUOUS
APPROACH AND
IN ACTUAL OR
Anti-Ice/Deice
Power
Flaps
Landing Gear
I NOT E
MITSUBISHI
MU -2B -60
BEFORE LANDING
IWARNINGI
USE OF 40 FLAPS FOR LANDING CONSIDERABLY RESTRICTS
THE GO AROUND CAPABILITY SHOULD AN ENGINE FAILURE
OCCUR IN THE APPROACH OR LANDING PHASE.
DURING LANDING, DO NOT SELECT 40" FLAPS WHEN OPERATING
IN ICING CONDITIONS.
THE FAA HAS DETERMINED THAT
ICE ACCUMULATIONS ON THE TAIL PLANE OF MANY AIRCRAFT
MAY RESULT IN A REDUCED DOWN FORCE ON THE HORIZONTAL
STABILIZER WHEN FULL FLAPS ARE USED. THIS REDUCED
DOWN FORCE MAY RESULT IN THE AIRCRAFT PITCHING NOSE
DOWN.
1.
Flaps
2.
Airspeed
3.
Ignition Switches
or
Page 5-18-3/5-18-4
MITSUBISHI
MU -2B -60
R
R
4.
5.
SA.
Windshield Heat
Anti-Ice Systems
Deice Systems
LOW
AS REQUIRED
OFF
I NOTEI
If Wing deice system is in Automatic mode during approach.
cycle system OFF then ON to allow one additional cycle.
then select the system OFF prior to landing.
R
R
6.
7.
Landing Gear
Condition Levers
NOT E]
1.
Power Levers
I NOT E I
When landing in a crosswind. center the rudder pedals just
prior to nose gear touchdown.
Page 5-19
MITSUBISHI
MU -28 -60
SECTION 5
I'\k:R\ML
AFTER TOUCHDOWN
Power Levers
Power Levers
Ignition Switches
OFF
Condition Levers
1.
2.
3.
4.
OFF
UP
AS REQUIRED
OFF
1.
2.
3.
4.
5.
6.
Park i ng Brake
Cabin Air Selector Switch
Radio Master Switches
Cabin Sign
Power Levers
Run-Crank-Stop Switches
I NOT E
SET
OFF
OFF
OFF
GROUND IDLE
STOP AND HOLD UNTIL 50% RPM
I
Page 5-20
MITSUBISHI
MU -2B -60
SECTION 5
rmMAL. PROCEDURES
7.
8.
9.
10.
11.
12.
13.
14.
15.
Power Levers
DC Generator Switches
Inverter Switch "
Start Selector Switch
All Other Switches (except main
Fuel Valves and SRL Switches) . OFF
Flight Control Lock
INSTALL
Oxygen Outlet Valve
CLOSED
Oxygen Cylinder Valve
CLOSED
Engine Ground Plugs
INSTALL (if necessary, after cooldown)
TURNAROUND
I NOT E I
One blade width movement turns rotating group about 180
3.
R
R
R
R
R
R
R
..,
NOT E
R
R
R
R
R
R
R
1.
2.
EMERGENCY STOP
LH BETA RANGE LIGHT EXTINGUISHES.
3.
TAXI
LH BETA RANGE LIGHT ILLUMINATES.
R
R
R
Page 5-21
MITSUBISHI
M U -28 - 60
SECTION 5
I\K:AMAL PRCX:EDl.fE
4.
5.
RELEASE
LH BETA RANGE LIGHT EXTINGUISHES.
R
R
R
R
IWARNINGI
R
R
R
R
R
NTS check must be performed the first flight of the day and any time
intentional engine shutdowns are to be performed. The NTS must also be
checked after maintenance or system adjustment.
The airplane series-parallel battery power or an Auxiliary Power Unit (APU) is
utilized for engine starts.
Source Selection:
1. OAT +10C or Less
2. Battery Temperature Above
120~
APU RECOMMENDED
APU REQUIRED
APU Starts:
The APU must be regulated to 28 VDC and capable of 16 VDC, 800 amps during
start cycle. The Battery Select Switch must be parallel for the APU to
come on line.
Page 5-22
--
MITSUBISHI
MU - 2B - 60
SECTION 5
~
PROCEDURES
STARTING ENGINES AND NEGATIVE TORQUE SENSOR CHECK (NTS)(FIRST FLIGHT OF THE
DAY) (CaNT)
Battery Starts:
1. Battery Select Switch
2.
"Battery Temperature
120"F
b.
c.
Illuminates
Battery Temperature Rises to
d.
Annunci ator
MONITOR
140"F
ISOLATE BATTERY
Remaining Battery Temperature
ABORT START
Rises to 150"F
ICAU~IONI
INDICATOR HOT LIGHT, BATT OVER TEMP AND MASTER CAUTION
ANNUNCIATORS ILLUMINATE WHEN THE BATTERY TEMPERATURE
REACHES 150"F.
If Series Start Selected:
a. BAT TEMP 120' Annunciator
Illuminates
b. Battery Temperature Rises to
""
MONITOR
ABORT START
150"F
ICAUTIO~I
ABORT IS RECOMMENDED BUT NOT REQUIRED AT 140"F .
APU
3.
4.
5.
or BATTERY
Main Fuel Valve Switches
SRL Switches
Prope 11 ers
OPEN
ON
ON LOCKS
[NOTEI
If the prope 11 er is feathered, pl ace the Power Lever in ..
REVERSE and hold the Unfeather Switch until the blades
reach the lock position.
6.
7.
8.
Power Levers
Both Run-Crank-Stop
Auto-Ignition
a.
Ignition Switches
MITSUBISHI
MU - 2B - 60
SECTION 5
NORMAL PRCX:EDURES
STARTING ENGINES AND NEGATIVE TORQUE SENSOR CHECK (NTS)(FIRST FLIGHT OF THE
DAY)
R
R
R
R
R
b.
NOT
EI
The
IWARNINGI
IF ENGINE FAILS NTS CHECK, CORRECT PRIOR TO FLIGHT.
Page
5-23
MITSUBISHI
MU - 2B - 60
SECTION 5
NRIIIAI.. PROCEDURES
STARTING ENGINES AND NEGATIVE TORQUE SENSOR CHECK (NTS)(FIRST FLIGHT OF THE
DAY)
----r4.
Power Lever
(engine being started)
a. Above 25% RPM wi th Slow
Acceleration if EGT is
be low 700 e
b. Prior to 50% RPM
0
c.
?:~:-g!: :I--"'i~:~]
1:--:
Engine RPM
SRL FAIL Annunciator
Engine Instruments
APU Start
a. Other Engine
b.
c.
d.
Generator Switches
STABILIZE AT
EXTINGUISHED
CHECK
76.5%
TO
78.5%
200
5-24
MITSUBISHI
MU-2B-60
SECTION 5
NORMAL PROCEDURES
STARTING ENGINES AND NEGATIVE TORQUE SENSOR CHECK (NTS)(FIRST FLIGHT OF THE
DAY)
19.
Battery Start
ON
Inoperative Engine
Generator
d.
e.
f.
OFF
Charge Rate
BaneryTemperature
Lever
Both Generator Switches
TAXI
OFF
I CAUTIONJ
DO NOT ATTEMPT ANOTHER BATTERY START IF BAT TEMP 120 F
ANNUNCIATOR IS ILLUMINATED.
PRIOR TO FLIGHT.
R
R
R
R
i.
20.
21.
Other Engine
through 17)
AIR START AND SAFE
Generator Switches
I CAUT'ONI
IF EITHER VOLTMETER INDICATES BATTERY VOLTAGE
(22-24 VOLTS)
Page 5-25
.. --, .
MITSUBISHI
MU-2B-60
--_
.-.........~
SECTION 5
NORMAL PROCEDURES
Condition Lever
TAKEOFF LAND
(Propellers must be on
locks)
2.
Power Lever
FLIGHT IDLE
3.
Power Lever
I~N-O-T-EI
If torque, EGT and fuel flow Increase, and RPM remains constant as power lever
is advanced, propeller Is not on the locks.
carefully placing the power lever forward of the GROUND IDLE position to prevent
start lock disengagement.
4.
Engine Speed
I CAUTIONI
IF ENGINE SPEED REACHES 106% RPM, MOVE POWER LEVER TO FLIGHT IDLE
POSITION IMMEDIATELY, THEN SHUT DOWN ENGINES AND ADJUST OVERSPEED
GOVERNOR SETTING BEFORE PROCEEDING WITH FLIGHT.
LIMIT OPERATION AT SPEEDS OVER 101% RPM TO THE MINIMUM NECESSARY
TO MAKE OVERSPEED GOVERNOR CHECK.
00 NOT EXCEED 106% RPM AT ANY TIME.
5.
R
R Periorm prior to the first flight of the day or for any flight when air starts are anticipated. The Supplemental
R NTS check must also be checked after fuel control system adjustment or propeller governor maintenance.
R
R Follow STARTING ENGINES and NEGATIVE TORQUE SENSOR CHECK procedure before checking
R
1. Propellers
REMOVE FROM START LOCKS
R
2. Condition Lever
TAXI
R
3. Power Lever
ADVANCE UNTIL BETA RANGE
R
ANNUNCIATOR EXTINGUISHES
FAA APPROVED 03-.0278
REISSUED 09-24-85
REVISION 1212-06-02
Page 5-26
.....
::;:,.. ;,
....
MITSUBISHI
MU-2B-60
SECTION 5
NORMAL PROCEDURES
a.
b.
c.
Torque increases
RPM stabilizes at or below 96%
IWARNING~
IF ENGINE FAILS ANY PART OF THE SUPPLEMENTAL NTS CHECK,
CORRECT PRIOR TO FLIGHT PER ENGINE MANUAL.
4. Power Lever
5. Repeat for other engine
CRANKING
Complete BEFORE STARTING ENGINES Checklist Before Using This Procedure
1. Battery Select Switch
PARALLEL or SERIES
2. Main FuelValve Switches
OPEN
3. Run-Crank-Stop Switch
CRANK
4. Start Selector Switch
LH GND START or RH GND START
5. Engine Start Switch
PRESS and HOLD
NOTE I
Release starter when rpm stagnates. Allow rotation to stop before attempting
another CRANKING.
ICAUTION'
DO NOT EXCEED STARTER DUTY CYCLE LIMITS.
FEATHERING OPERATION
I ~AUTIONI
IF PRACTICE ENGINE SHUTDOWNS AND AIRSTARTS ARE PLANNED,
OVERSPEED GOVERNOR (OSG) AND NEGATIVE TORQUE SENSOR (NTS)
CHECKS MUST BE ACCOMPLISHED PRIOR TO FLIGHT.
I WARNING
Page 5-26-1/5-26-2
MITSUBISHI
MU2B60
SECTION 5
NORMAL PROCEDURES
OFF
2.
3.
DC Generator Switch
OFF
4.
Run-Crank-Stop Switch
5.
6.
I NOTE I
The feathered propeller should not rotate any significant amount between 120
KTS and 180 KTS. If wind milling exceeds 5% RPM reduce airspeed (iffeasible).
If wind milling is in a reverse direction increase airspeed (if feasible).
I:C~~:f~:~:~]
DO NOT ALLOW FEATHERED ENGINE TO ROTATE IN A REVERSE
DIRECTION.
Engine Cooldown: (If EGT is above 200C)
If a prolonged shutdown is anticipated, some propeller windmilling (below 5% RPM) is desi~able to
equalize cooling and the following is permissible if propeller is not rotating:
7. Condition Lever .......................... MINIMUM CRUISE DETENT
8. Unfeather Switch .......................... PRESS AS REQUIRED TO ACHIEVE
MINIMUM WINDMILL - MAXIMUM 5% RPM
UNTIL EGT IS BELOW 200C
I CA~TIO:~J
AVOID OPERATION BETWEEN 18% AND 28% RPM EXCEPT FOR
TRANSIENTS OCCURING DURING ENGINE START AND SHUTDOWN.
When EGT is Below 200C or if RPM exceeds 5%
9. Condition Lever .. .. .. .. ...... .. EMERGENCY STOP
I WARNINGt
PLACE SHUTDOWN ENGINE POWER LEVER AND CONDITION LEVER IN
CORRECT POSITION FOR AIRSTART AS SOON AS POSSIBLE SHOULD AN
IMMEDIATE RESTART BE REQUIRED.
FAA APPROVED 03-02-78
REISSUED 09-24-85
Page 5-27
MITSUBISHI
MU2B60
SECTION 5
NORMAL PROCEDURES
SYSTEM OPERATION
SYNCHROPHASER
I NOTE I
Do not operate synchrophaser during takeoff and landing.
1. Engines SYNCHRONIZE MANUALLY (99.5% Maximum)
2. Synchrophaser Control Switch
ON
3.
1::~~~:!:~9 ~l
I NOTE
Failure to maintain synchronization indicates trim has reached its limit. When
the switch is OFF, the trim will return to the center position.
The phase select allows changes of blade relationship, for noise control, between
propellers while synchronized.
---
The continuous ignition system, which operates engine ignition manually, shall be selected to ON during
takeoff, landing or flight in severe weather conditions especially all operations in actual or potential icing
conditions described herein and where there is water, slush or snow on the runway.
CONTINUOUS IGNITION SWITCHES SHOULD BE ON :
1. During takeoff and climb out in actual or potential icing conditions.
2. When ice is visible on, or shedding from propeller(s), spinner(s), or leading edge(s).
3. Before selecting ANTI-ICE, when ice has accumulated.
4. Immediately, anytime engine flameout occurs as a possible result of ice ingestion.
5. During approach and landing while in or shortly following flight in actual or potential icing conditions
or where there is water, slush or snow on the runway.
I NOTE I
R
Page 5-28
MITSUBISHI
MU2B60
SECTION 5
NORMAL PROCEDURES
OPERATION
g
R
R
R
R
it
R
1 Minute Cycles
First Cycle 1 Minute ON - 'I Minute OFF
Repetitive Cycles - 1 Minute ON - 1 Minute OFF
g
R
R
R
2 Minute Cycles
First Cycle 2 Minutes ON - 2 Minutes OFF
Repetitive Cycles - 2 Minutes ON - 23 Minutes OFF
R
~
5 Minute Cycles
First Cycle 5 Minutes ON - 55 Minutes OFF
Repetitive Cycles - 5 Minutes ON - 55 Minutes OFF
R
R
R
R
R
R
R
R
R
R
R
I ~:h:U i (~:~:I
R
Ii
Page 5-29
MITSUBISHI
MU-2B-60
SECTION 5
NORMAL PROCEDURES
R
R
R
1. The Ignition System is activated by a torque pressure switch sensing the high pressure output of
the hydraulic torque sensor. If the engine flames out, the torque pressure drops rapidly below the
torque switch set point, thus turning on the ignition. Following relight, the ignition is deactivated
as the torque pressure goes above the switch set point pressure. The system is deactivated
unless the CRANK-RUN-STOP switch is in the "RUN" position.
2. During ignition operation, the yellow LH IGNITION or RH IGNITION annunciator is illuminated.
3. The Auto-Ignition System shall be placed in AUTO for all normal flight conditions.
4. The Auto-Ignition System shall be placed in CONT (within duty cycle limitations) for all flight in icing
conditions. This operation shall be conducted prior to turning on the engine intake anti-ice switch
especially if inadvertent icing is encountered.
AUTOMATIC OPERATION
1. Ignition Switches'
2. Annunciator Lights
AUTO
EXTINGUISHED
I NOTE I
The ignition annunciators may illuminate under some low power conditions.
Increase power as required to extinguish the annunciators.
CONTINUOUS OPERATION
1. Ignition Switches
2. Annunciator Lights
ON
ILLUMINATED
I A~ i~:~:~ I
AUTO
I NOTE I
If the tip and outer tanks contain fuel, all fuel will automatically feed to the main
tank. When the tip tanks and the outer tanks are empty, the LH and RH OUTER
FUEL EMP lights will illuminate.
Both tip tanks must be empty before the outer tanks will begin to transfer.
Page 5-30
MITSUBISHI
MU -2B -60
SECTION 5
ro:uvIAL PFKXEl..fES
2.
NOT E
HEATING/COOLING/PRESSURIZATION
1. Manual Pressure Control Valve
FULL INCREASE
2. Auto-Manual Selector Switch
AUTO
3. Cabin Supply Air Temperature
Selector
AS DESIRED
4. Cabin Air Selector Switch
BOTH (LH OR RH AS DESIRED)
5. Cabin Altitude Selector Knob
AS DESIRED
6. Cabin Rate Control Knob
AS DESIRED
7. Cabin Air Outlet Select Switch .. AS DESIRED (CEILING OR FLOOR)
8. Forward Conditi oned Air Outl et
Knob
NORMAL
MAXIMUM COOLING
1. Cabin Supply Air Temperature
Se 1ector
(or Auto-Manual Selector
Sw itch
2. Air Outlets
MAXIMUM HEATING
1. Cabin Supply Air Temperature
Se 1ector
(or Auto-Manual Selector
Switch
2. Air Outlets
FULL COLD
MANUAL COLD)
OPEN
FULL HOT
MANUAL HOT)
OPEN
Page 5-30-1
MITSUBISHI
MU-2B-60
SECTION 5
NORMAL PROCEDURES
-'
I NOTE
BOTH
DECREASE
I
Page 5-30-2
MITSUBISHI
MU-2B-60
SECTION 5
NORMAL PROCEDURES
IWARNING'
IF THE VALVE ON THE OXYGEN CYLINDER IS CLOSED, NO OXYGEN
CAN BE SUPPLIED TO THE MASK OUTLETS.
PRESSURE MAY BE
INDICATED ON THE REGULATOR GAUGE IN THE COCKPIT WITH THE
OXYGEN VALVE CLOSED. CHECK PRIOR TO FLIGHT.
SYSTEM USAGE
1. Cockpit Outlet Valve FULL OPEN
2. Oxygen Mask INSERT HOSE IN OUTLET, ROTATE 1/4
TURN CLOCKWISE TO DETENT POSITION AND
DON MASK
3. Flow Indicator CONFIRM OXYGEN FLOW BY ABSENCE OF RED
LINE INDICATOR IN HOSE
[~I~~
IF THE RED LINE INDICATOR IS VISIBLE, OXYGEN IS NOT BEING
SUPPLIED. RECHECK VALVES AND HOSE CONNECTIONS.
ENSURE NO IGNITION SOURCES ARE PRESENT DURING OXYGEN USE
(I.E. SMOKING MATERIALS, OILY RAGS AND/OR CLOTHES, OPEN
FLAMES)
AFTER USING
1. Cockpit Outlet Valve CLOSE
2. Oxygen Mask DISCONNECT
3. Oxygen Cylinder Shutoff Valve CLOSE (after landing)
5-31
MlTSUBlSHI
MU-2B-60
SECTION 5
NORMAL PROCEDURES
20,000 FT
25,000 FT
31,000 FT
4 hr. 13 mi n.
3 hr. 22 min.
2 hr. 50 min.
2 hr. 27 min.
2 hr.
6 min.
1 hr. 41 min.
1 hr. 25 min.
1 hr. 13 mi n.
1 hr. 24 min.
7 min.
56 min.
49 min.
1 hr.
3 min.
50 min.
42 min.
36 min.
50 min.
40 min.
34 min.
29 min.
42 min.
33 min.
28 min.
24 min.
36 mi n.
28 min.
24 min.
21 min.
31 min.
25 min.
21 min.
18 min.
29 min.
22 min.
18 min.
16 min.
10
25 min.
20 min.
17 min.
14 min
11
23 min.
18 min.
15 min.
13 min.
1 hr.
EEJ
AS REQUIRED IN FLIGHT
5-32
MITSUBISHI
MU-2B-60
SECTION 5
NORMAL PROCEDURES
2.
3.
Loadmeter
..
o.
0.00
STALL VANE
OPERATING RANGE - .30 TO .70
[ A~:!:~:~:~]
MAXIMUM 10 SECONDS OPERATION DURING GROUND PREFLIGHT.
ICE ACCUMULATION ON THE WING DEICE BOOT MAY DISRUPT AIR FLOW
OVER THE STALL VANE AND PREVENT THE SYSTEM FROM PROVIDING
ACCURATE STALL WARNING.
4.
00
OFF.
AS REQUIRED IN FLIGHT
[~~u:t(~~~]
DO NOT CHECK PROPELLER ANTI-ICE SYSTEM UNTIL AFTER ENGINE
START.
Preflight and Inflight Operation - Prior to Flight Into Known Icing Conditions
1. Prop Deice Switches
o. ON
0
2.
3.
4.
5.
00
..
0"
"
POSITION TO LH PROP
OPERATING RANGE - .85 TO 1.05
POSITION TO RH PROP
OPERATING RANGE <85 TO 1.05
I NOTE I
The loadmeter will fluctuate in about 30 second cycles as power shifts to heater
mats on other blades.
, 6.
0.
'
OFF.
AS REQUIRED IN FLIGHT
r~Ui(9:~1
DO NOT CHECK UNTIL AFTER ENGINE START.
Page 5-33
MITSUBISHI
MU2B60
SECTION 5
NORMAL PROCEDURES
Preflight and Inflight Operation - Prior to Flight Into Known Icing Conditions
1. Engine Intake Anti-Ice Switches
ON
a. Indicator Lights
ILLUMINATE
I ~AUT!9N I
R
R
IR
I-N-O-T----'E
ON
ILLUMINATE
I ~~~TI9~:1
OFF.
--'
AS REQUIRED IN FLIGHT
PREFLIGHT CHECK
Preflight check cannot be performed when OAT is above 38.5C or if the windshields have been
exposed to direct sunlight for extended periods.
1. Windshield Heat Low Switches .. . . . . . . . . . . . .. ON
a. Overhead Panel Indicator Lights
ILLUMINATED
2.
I NOTE
Page 5-34
MITSUBISHI
MU -28 -60
3.
All Windshield
Anti-Ice Switches
OFF
INFLIGHT OPERATION
Windshield heat shall be on LOW for all normal flight operations.
1. Windshield Heat Low Switches,
LH and RH
ON
2. If ice forms, Hi Heat Switches
ON (L or R as Required)
3. When ice is removed, Hi Heat
OFF
Switches
When clear of icing conditions
1. Windshield Heat Low Switches
LH and RH
ON
R
R
R
ON
VISUAL CHECK
ILLUMINATES (During'Inflation)
OFF
INFLIGHT OPERATION
1. Wing Ice Light Switch
ON (at night)
2. At the first sign of ice formation anywhere
on the aircraft, or upon annunciation from
an ice detector system, whichever occurs first,
Wing Deice Switch
ON
a. Indicator Light
ILLUMINATES (During Inflation)
I NOT E I
System will cycle at approximately three minute intervals,
with indicator light illuminating during boot inflation.
3.
4.
R
R
MONITOR
OFF AFTER LEAVING ICING CONDITIONS
AND AI RCRAFT I S CLEA R 0 F
ACCUMULATED ICE
Page 5-35
MITSUBISHI
MU -2B -60
NOr E I
2.
[CAur I o~1
JP-4 FUEL PER MIL-T-5624 HAS ANTI-ICING ADDITIVE PER
MIL-I-27686 BLENDED IN THE FUEL AT THE REFINERY AND NO
FURTHER TREATMENT IS NECESSARY. SOME FUEL SUPPLIERS BLEND
ANTI-ICING ADDITIVE IN THEIR STORAGE TANKS. PRIOR TO
REFUELING, CHECK WITH THE FUEL SUPPLIER TO DETERMINE
WHETHER OR NOT THE FUEL HAS BEEN BLENDED. TO ASSURE
PROPER CONCENTRATION BY VOLUME OF FUEL ON BOARD, BLEND
ONLY ENOUGH ADDITIVE FOR THE UNBLENDED FUEL.
IWARNINGI
HI- FLO PRIST MAY BE HARMFUL IF INHALED OR SWALLOWED.
USE ADEQUATE VENTILATION. AVOID CONTACT WITH SKIN
AND EYES. IF SPRAYED INTO EYES, FLUSH WITH LARGE
AMOUNTS OF WATER AND CONTACT A PHYSICIAN IMMEDIATELY.
Page 5-36
MITSUBISHI
MU-2B-60
SECTION 5
NORMAL PROCEDURES
17 seconds
17 seconds
10 seconds
6 seconds
4 seconds
10 seconds
21 seconds
5-37
Section6
Performance
Charts
-------_.__._-_._
MITSUBISHI
MU-2B-60
_-_
SECTION 6
PERFORMANCE
SECTION 6 PERFORMANCE
CONTENTS
GENERAL 6- 1
NOISE LEVEL 6- 1
............................ 6-13
OF CLIMB - FLAPS 40 ............................ 6-14
FLAPS 20 ....................................... 6-15
6-16
6-1
MlTSUBISHI
MU-2B-60
SECTION 6
PERFORMANCE
GENERAL
IIiTRODUCTION
Infonnation in this section stipulates the conditions, configurations, and
operating modes in which the appropriate perfonnance criteria of CAR 3 has
been demonstrated. It is the responsibil ity of the operator to observe the
limiting conditions specified.
NOISE LEVEL
The results of flight testing with approved noise measuring equipment in
accordance with FAR PART 36, Appendix F, Noi se Requirements For Propeller
Driven Small Airplanes, have detennined that the noise level of the MU-2B-60
is 76.5 db(A).
No detennination has been made by the Federal Aviation Acministration that
the noise levels of this airplane are or should be acceptable or unacceptable for operation at, into, or out of any airport.
6-1
MITSUBISHI
MU-2B-60
~K
~K
SECTION 6
PERFORMANCE
'-""-
~K
= Correction (KNOTS)
KCAS
CONFIG.
KIAS
+~K
KIAS
GEAR UP OR OWN
220
240 260
FLAPS UP OR OWN
+4 +3 +2 +2
-1
-2
+2
+1
+1
Hpi
CONFIG.
GEAR UP
FLAPS UP
-1
ALT
S.L.
20000
30000
+7
Hpi +~hi
+11
240 260
-45 -55
+5
-3
-13 -27
+7
-4
-18
+9
-6 -25
-51
+22 +12
-8 -36
220
+8
+9 +10 +10
+17
--
+10 +11
--
+15
+4
+12
+6
GEAR DOWN S.L. +23 +23 +23 +23 +21 +18 +12
FLAPS 20
10000 +31 +32 +32 +30 +28 +25 +16
+1
+3
-11
KIAS
Hpi
10000
-2
~h1
= Correction (ft)
=
+13
+17
+17
+1
+3 -15
-- -- --3
-- -- --- -- -- -- --- -- -- -- --- -- -- -- --- -- -- -- --
-2
---
6-2
MITSlIBISHI
MU-2B-60
~K
SECTION 6
PERFORMANCE
= Correction (KNOTS)
CONFIG.
KIAS
70
80
90
100
110
120
140
160
180
200
220
240
260
+1
-1
-3
-5
GEAR UP
FLAPS UP
-- --
+16
+14
+12
+10
+7
+4
+3
GEAR DOWN
FLAPS 5
--
+16
+14
+11
+10
+8
+5
+3
GEAR DOWN
FLAPS 20
+18
+14
+12
+9
+7
+5
+2
-- -- -- -- --
GEAR DOWN
FLAPS 40
+12
+9
+6
+4
+2
0 -3
-5
-- -- -- -- --
-- -- -- --
KIAS
Hpi
120
140
160
180
200
220
240
-- --- --
+85
+65
+45
+20
-15
-60 -130
+80
+55
+25
-20
-85 -170
-- --- --
+80
+35
+50
70
GEAR UP
FLAPS UP
S.L.
10,000
20,000
30,000
GEAR DOWN
FLAPS 5
S.L.
10,000
GEAR DOWN
FLAPS 20
GEAR DOWN
FLAPS 40
---
80
90
100
110
+85
+65
+45
+90
+60
+80
+70
+55
+25
-15
+95
+75
+35
-15
-80
S.L.
+~hi
+110 +100
+90
S.L.
+70
+60
+45
+30
+15
-5
-40
10,000
+95
+85
+65
+45
+20
-5
-55 -100
+20
-------
260
---
-----
6-3
MITSUBISHI
MU-28-60
SECTION 6
PERFORMANCE
STALL SPEED
ZERO THRUST
FLAPS AS INDICATED
NOTE
FUEL FLOW/ENGINE
1bs/Hour
0
5,000
10,000
15,000
213
188
162
137
10,500 Lbs
50 Down
Stall Speed
94 KCAS
110
- -
~ I-'
100
Cl
W
~~
a..
V')
....<C
0::
90
~ ..-
Cl
W
l-
e:(
0::
co
....
I - ~,
~~
~
f--- --- I - -
70
:-- ~
....
I - ~ j---
10- ~r-
L- ~ ~
......
r:-
--
10-...-,
j,..- ~r-
L..--- ~
I
10- ~
FLAPS 5
r--
_ FLAPS 20 0
L- I - """"'I
I--
t:'
l.-r-' .....
80
-l
e:(
10-!--
L..- ~
L..- ...-
FLAPS UP
- -
I-- r-
po-
t-
~-++i
FLAPS 40
I
I
--
--r--
-- r--I
60
9,000
9,500
10,000
10,500
11,000
11,500
12,000
WEIGHT POUNDS
6-4
SECTION 6
MITSUBISHI
MU-2B-60
STALL SPEED
PERFORMAJ:E
ANGLE OF BANK
YS
EXAMPLE:
Angle of Bank
Flaps
50 Down
Stall Speed
108 KCAS
35
150
V
~7
... - ..
Iffo
- ---- -r
~-
",
...
",.
100
:....... 7'
::,...;
~ ~
' - i-'""
CALIBRATED
AIRSPEED
,. ""..
,.-' .?
10.- ~
~
.....
~~
~ ~ ~""'"
I
~~
",
./
FLAPS UP
FLAPS 50
l/
/
/'
~--I7
'?
..,.
, , --- --~~
~-
./
'7
FLAPS
20
,;
FLAPS
40
./
1/
i7'"
."
1/
r- ~
r+
--+- r -
.
I
14
-0-
50
10
20
30
40
50
60
ANGL E OF BANK
.I-
6-5
SECTION 6
PERFORMANCE
MITSUBISHI
MU-2B-60
WINO COMPONENTS
EXAMPLE:
Runway Head"ing
280
250 at 25 KTS
Surface Wi nd
Difference in Deg 30
Use Maximum Gust Conditions When
22 KTS
Head Wind
Figuring Crosswind
Crosswind
13 KTS
100
50
200
300
400
I)'
t-...
I':
45
"-
'"
t:;
I':
t-...
40
VI
I'..
141
IJ..
1/
"'-
"-
35
I"
:z:
::..::
Cl
f-
"
1/
30
:3
.......
I"-
25
L...-
.......
i
1
,,,-
20
r-...
:3
I'\.
1/
Cl
;5 15
,....
:I:
IT
10
1\
IT
n:
I
1\
0
01\
he
II
OJ.-
J.-I-
l-
10
15
20
25
30
CROSSWIND KNOTS
35
40
45
50 90
DEMONSTRATED CROSSWIND
..... o - 18 KTS
LANDING:
Flaps 20 0 or 40 0
TAKEOFF:
Flaps 50 or 20 0 0 - 22 KTS
6-6
SECTION 6
PERFORMANCE
MITSUBISHI
MU-2B-60
EXAMPLE:
OAT
Pressure Altitude
Wind Condition
Takeoff Weight Limit
TAKEOFF POWER
5
20C
8,000 Ft
-8 Kts (Tail Wind)
11,300 Lbs
1-t--+-+-+-+-H-++-J--+-+-+-+-+-H-+-+-f-+--!-+-+---I---!--+-+-+--I~--+-I--I---1
15,000
l/
/
7 14,000
~~
"
/
/
/
/
....
,,I
, ,,-
.J~
,,4
7 13,000
",
r....
:E
....
/
/
1/
/
/
VI
..0
.....
,,-/
,,
.J
-7 ~ "/
12,000
Ma x Wt
11,575 1bs
~/////h
11 ,000
r:::I:
....w
:lC
u...
u...
0
c(
r-
/
~
Reference Line....
10,000
__~~-II_..I.~
_ _""~ 9,000
-10
-5
a
~IIIIIII.""'~""'IIIIIII.~.~""""'~""""'~
10
20
30
40
TEMPERATURE C
TAIL WINO
WINO COMPONENT KNOTS
6-7
SECTION 6
PERFORMANCE
MITSUBISHI
....-2B-60
TAKEOFF POWER
20
EXAMPLE:
OAT
Pressure Altitude
Wind Condition
Takeoff Weight Limit
u "..>~:P~
,1
II-
I'(
0" ~
c::>
(;j
'"
~AI.....
4>
Ilil(9
.
I'
+
~ I-~
I-
1-1-
f- ' -
-.J
.....
~-r
J ~
/ II /
V- ~ t..u
-I ' - ~
Q::
Q::'
1 - 1 - - .....
16,000
7 I""'J
if [I
~V)
f:]
'1~
~~
IF
;::, I-.:::.
c::>
C'
L-O t; ;::-
0""(2
17,000
I
Vt..uC)
C);::,
+
~+- ~
~a
II "0(2 _ '
I\..
rv
Olj
28C
8,000 Ft
-10 Kts (Tail Wind)
11 ,510 Lbs
, I
7 -] J
I /
I J J
'r /
8:
~'-
III
.a
~
15,000
I-
.....
.....
:IE:
....J
14,000
I-
13,000
u..
u..
t5
.....
I.LJ
J J
7 I 7
/ I
/
I.LJ
~
c:e
I-
I J J
V II 1/
J J Reference Line--,.l!!!
II 1/
IL-.
1/
10
20
30
TEMPERATURE C
40
-10
l- I-
....
--
12,000
Ma x Wt.
11,575 "Ibs
&-/////h
-5
0
TAIL WIND
WIND COMPONENT KNOTS
11 000
6-8
-'
:::0 .,.,
1"'1"1)::0
..... )::0
(,/)
(,/))::0
c::-o
<:
BL
NW
I
IN
001
lT1
+Q:;)'\
I-
--j-
il-
'J
IJJ
t-
(X)
11,575
11,000
10,000
9,000
""'Q
:::0
Om
\.00
~
TAKEOFF WEIGHT
-POUNDS
109
106
101
100
ff- -
,,_ 01;::. ,
~I-
10
....
1_
+-
...... -;i
':j
I-~
c::'~f-l-~ ~
g
-
+-
'\:
""
....
'"
L;
J'\
"
I-
l--
4,500
J
'II.:
0
Ilil
....v.
I-
f-
3,000
'l
C"l1.e:,'~
2,500
ex:
o::
LLl
>
-t
~"
or-
VI%
VI
~
n
zm
c=-en
m-t
c::::
,..."
V'l
-.
VI
U'l
u..
u..
0
I-
>
z
:z
c:
~
LLl
-l
ex:
I-
I-
-r
~~
_I
--~-
-t-
-+ - f - -
p,,~~~ ~ ~S,
!
TEMPERATURE C
...
...
\.0
Lt'l
""
;;g
r-
ex:
~-~ ~M '\~-"
-40-30-20-100 10 20 30 4050
>
- ~~t ~'~1
0'1
I-
- -
3,500
7P~lY,- c:oj~'\')~
'V;:-~
~ ~~ --~~
~Ic,
f-
.,...
VJ
~I-C"l
z:
7P~ ~~r
y
co
LLl
U
\fl
-\~J
......' - y
,,~
4,000
l-
......
\.
>
;l"Il:
u..
]Ii;
-t
I-
I-
-l
U
V'l
l.-
1.1
LLl
ex:
5,000
;--
.....
I
5,500
",,"
i/
l+Ill;
J.,.o
g- 4:--'
II
6,000
i.-'
....
o.::!.~
1/
6,500
....
VI
C=C::
IC=
0\OVI
/
rr
Head Wind
on 104 KCAS
120 KCAS
Ft
gl'u.I?
't5,+
!
!
l-t
Lbs
--t-
1-4- _ ,
7
4,000 Ft
120
120
120
120
++-
+_
7-Lft
-
EXAMPLE:
OAT
Pressure Altitud
"CII
::c
1,500
I I I I
WEIGHT POUNDS
2,000
Reference
Line
-10
TAIL WIND
10
20
HEAD WIND
30
VI
" m
on
"'-4
~o
:z :z
n
m 0\
::0 "Tl
lTl ):0
..... ):0
'"
c
",):0
OJ
lTl -C
0;:0
c:::
0""
~O
I
NW
~I
IN
(X) I
EXAMPLE:
OAT
Pressure Altitude:
Airplane Weight
Wind Condition
Takeoff Speed
TAKEOFF WEIGHT
-POUNDS
11,575
11,000
10,000
9,000
ROTATION
50 FT
105
103
100
100
113
113
113
113
Takeoff Distance
!~
I
lOC
4,000 Ft
10,500 Lbs
10 Kts Head Wind
Rotation 102 KCAS
50 Ft
113 KCAS
3,380 Ft
~~
ICCl
0\0(1)
:::z::
c:s
<.11'-01
(X)
Ct>~
-IT "'"'
rT ,1
-r-
c::::>
r-
c:s
:::>
" ~ u.J
0 I.......
10 --l-- ~ I........ ...J
-L';i
.
'-t
J;;;;
u.J
~
c...
c:s _
e::.
I
4,500
~
'
f-
......
lJo'I
c.fl
--- 0eo
(""Ir.i\c,"';
I\::J\::)
I I
-FFF
--~
-,....
I,
+-
-- -
-+
. I I
.1-
f..--
-+-
...
c...
--
2,500
,
~
~
i
,--I
--
'
- i-
~- --
WEIGHT POUNDS
e
-l:i')
I"I"I~
ic::
r-
lLJ
(I)
>
r-
Cl
o
~
~
--I
c:(
I-
2,000
~I"I"I
;:ICl'"
.0
r-
LL.
LL.
""""'-
.J
,-, I
-trl
&
3,000
;:ICl
."
r>
z
.."
til
......
No..
e-
TEMPERATURE C
O'l
3,500
>
(1)%
0:::
o
I
1"1"I
;:ICl (I)
I-
I
i-I+
I
I
LL9,000 9,500 10,000 10,500 11,000 11,500
-10
-40-30-20-100 10 203040 50
e-+-
:>
I-f-
rr
("')
lLJ
~t~
(""I_I
c...-;.,
~\::)~~
H-
4,000
""
---+
....... -~
\~J-0 '~
~ (""I ~<v
~"';t--I\5
c.fl
-:S0O
~m~
~-~ 001(""1
--
7'~~
~\
.....
I.....
>
Z
In
1\
I -t--
t;:
o
....
(I)
~
c:(
"
~7'
co
[1
5,000 ;::
.."
.."
1\
>
til
....
~
~
,."
L.o
d:.-"
rv~
.4'
....
.....
lLJ
--I
U
1\
1\
r;t. lfl
Olfl
,0- ~
0-
I.-
J."
......
5,500
l..oI'
~:::>
~
~
:
.
.~
I-
--
6,000
-t
10
20
"'1"1"I
0("')
1,500
30
;:ICl~
Ie
zz
("')
1"1"I0\
SECTION 6
PERFORMANCE
MITSUBISHI
MU-28~O
ENGINES
CLIMB SPEED
LANDING GEAR
FLAPS
BLEED AIR
f,~:~:i;
II; ?
1,575 Ib
EXAMPLE:
OAT
Pressure Altitude
Airplane Weight
Cl imb Rate
Climb Speed
L.L.
nOc
l.&J
Cl
8,000 1+t++lH+++1f-++++l
2,000 Ft
:::>
I-
10,500 Lbs
;: 6,000 1-H-t+H+++1H-++-H
2,100 Ft/Min
131 KCAS
<
-I
4,00t+++tmWmm
V')
2,000 t++:ttttt=tttttW
Q..
o:':'-"...l..JLLU.....l..I.,,~....L..l...I
120
130
140
150
+-!J-~{Efv1
f---
f--
I i i 3,500
@~"
1-~.lURE
OV v-1. '-
0
00 0~vov
/,,:>~/,,:>I;;)
_IS?" ~ /'1i ,I;;)
:'\ -"e:,~?" ~r
. ,e:, r S"?-
"
l..o"
,I;;)
~ oV
,....Reference Line
Max. Takeoff weight
11,575 Ib
3,000
"~-~~ st:/"
1'1.
IY
l'
~~oa'-i!!
-OaVV,::)
I...:.
,....
6'
0'~000j5,+ 2,000
f'
.....
v:;
tt- E
t-c.
t-t--t- en
1,500
f---t-~
f---t-_
f---t-....J
1,000
LL
0
W
~
- 500
CI:
-40-30-20-10 0 10 20 30 40 50
TEMPERATURE C
0
9,000 9,500 10,000 10,500
WEIGHT POUNDS
6-11
---.-------.--.------.----------1
MITSUBISHI
MU-2B~O
SECTION 6
PERFORMANCE
OPERATIVE ENGINE
INOPERATIVE ENGINE
CLIMB SPEED
LANDING GEAR
FLAPS
BLEED AIR
WINGS
10,000 PT"T..,...........-..-....,.........r-T""c~
I.LJ
I.LJ
I..L.
8,000
I.LJ
Cl
=>
!::
EXAMPLE:
6,000 H-++aHH-+I-If-H++-l
I~
c(
OAT
Pressure Altitude
Airplane Weight
3C
I.LJ
6,000 Ft
10,500 Lbs
Climb Rate
Climb Speed
4,000 H-I-++lIHH-I-II-H-t~-l
a::
=>
~ 2,OooH-l-++lHl++Il-H-t++l
I.LJ
a::
c..
500 Ft/Min
oJ..J..Il....!..L..L.LLl....L.I..~..u..a
147 KCAS
130
140
150
160
OurSIDe
I
1,500
I
otT ++-~//i ~
~ '.(,b('~P4",(j~
/ .~.~ -><:)
~v
S""/~. ~'r:-'~ t /",
" ~ t'~'r'.-~
"
U
oVo~ -J::I Ii~
~.~ oV
-"~~4-. ~x"C )(~ ~ 1000
,
'
,,-~ ~'t"
" 0-t=
-7<tb-,Q~
NI
T,.:J
Ul
0;
01:::
E
.~,:;,
T
6',
. I..::. Cl~~+_
':lb +-,:::
c9q;t),-...I
~ V
r~L
Reference Line
OLi:)~.~LJ Q:-
t-
ti
TEMPERATURE C
- 500
,...,
....
I"'"
CD
,...,
:::i
U
u.
0
a:
500
9,000
WEIGHT POUNDS
6-12
SECTION 6
PERFORMANCE
MlTSUBISHI
MU-2B~O
ENGINES
CLI/''IB SPEED
120 KCAS
LAN 01 NG
FLAPS
EXA1vlPLE :
OAT
Pressure A1 titude
Airpiane Weignt
Cl imb Ra te
NOTE:
EXTENDED
ZOo
GE,l\R
Gl;t,RATURf
c':'---tc-_ 3 000/
1
.+--t-
"'.'1,
I"
....."'" ry.....
1"1---....
i
,
~J r\
--"
I
JQt~~~
C::b
f---
~
9:'>-
i
1'~
~.
i:;>'
~,
l.L
.~
a:::
I
!
,!
~I
!
..............
~I
i""'l.....
'
........
........,.",
-.....; ::::--....
......... .....
......... !oo..
.........
500
I
i
I:
I
I
II
-40-30-20 -1 0 0 10 20 30 40 50
TEMPERATURE C
i
I
I I
! I ,
a
8,500
--- -------
9,000
'
--...."'-
-.....
"7"'"
-.......
........~
.............
'1'"'-0....
---.
...........
r----
...........
1'""""'-
, """'-
.;-......
.--.
-.....:..
-,
"
'.
1"'--0....
I .........~
-...... '""""'-
-......
N-
-.,."""
1 , 000
:"!~
,..,....
--........'1""'010....
I
'
f-
r--. .....
1 ,500
I
1'--.0..
-'----+I
r--. ....
c::x::
! .......
.-.
FH d!
Q.
i
.
JQlO-I-...:.~~
"'0 _o-+"::h
CL
-+----<
............
,.
,"""'-
500",-1
. ,
I
I
J - 0-,"-\ /6"Cb,_i,
[,
\. \. "'(2 o~,
: I
~ [/OJ+- d t ~
'{
I
!
~r-:\.s...!r-;;;""".r1'-"wIl '" T - ~ ,
~ -r-t
'li 0,
,i
..
I
'< "\ II
~
~
'\. l'lj
-rc.,
i'
~~~:o'-.:iill
1,750 Ft/Min
Reference Line
//
Max. Landing Weight
/
11 , OZ5 Lbs
~
/ .... ~~
3C
6,000 Ft
H),O\JO lbs
i
\
!
,
"
I
II!
9,50010,00010,50011,000 ll:SOO
WE I GHT POUNDS
6-13
~~
c::
....
1---1
Nt/)
CClC:
1 CJlI
:;0;0,.,
1Tl1Tl::x:>
<: ..... ::x:>
.....
Ot/)
~~::x:>
..... C
-0
:z
::0
ENGINES
CLIMB SPEED
LANDING GEAR
FLAPS
om-o
0
~o<
\.0 m
010
WN
I
N
(J"I
0'1-
TAKEOFF POWER
BEST RATE OF CLIMB SPEED
EXTENDED
40
EXAMPLE:
CON
(J"I
CO
0'1
......
(Xl
NOTE:
3C
6,000 Ft
10,000 Lbs
1,300 Ft/Min
105 KCAS
OAT
Pressure Altitude
Airplane Weiqht
Cl imb Rate
Climb Speed
~W
CJlI
>
""
=
I"'l
~
:>
~
z
CD
I"'l
lI'
-4
OlJ"rS
IDf
fj
000
'I 1
I
'II
Reference Line
cJ1.2,500
.0
J I
11~025lbo"
.;
2,000
.Deb.,....
~'m
.t",~
,I'--
ttl
""I'
~
t it
-40-30-20-100 10 203040 50
TEMPERATURE deg. C
if
......
o__
0
8,500
...
t"-
~J
9,000
...
....
10,000
8,000
6.000
-l
""
:J
(/)
(/)
--
- -
IHd'
;: ~ r
, I
t~;~
rH
c:: -en
90
I;
:>
c:
:>
r-
."
r-
>
~
lI'
,fa
0
0
~ fJ
i
II W
100
::II:
....
I
tt,
'
~::::c
1Tl-4
r-
t ,
I
r
,:!
>
Z
3:lTI
."
;+
' !
ti
:>
:;IC . "
or-
>
j~
;. ,i
- ,
a:: 2,000
a.
t ..r !i
(.
P- .....i!,
f
..
.~+
l-
f::
~I
:J
a:: 4,000
-f
9,500
<t:
,r-
, 500
1fT -
~-i,
,q
t--""- 1
!'"
..
'd 1,000
,0
10,000
fOO'
.u.
_. .
1,500
L-
t~
/ - 8,500lb
9,260 Ib
/
/ ; ! lO,140lb
, / 11025 It?
:;IC
r-
---I
I"'l
..
"'\
)(tf>
+w
::ICI
:>
110
-,;l
ITl
::0 lI'
."lTI
120
on
::0---1
WEIGHT LB
3:-
>0
zz
0'1
lTIOI
....
I
SECTION 6
PERFORMANCE
MITSUBISHI
MU-ZB-60
EXAMPLE:
Airplane Weight';
Landing Speed
NOTE:
9,470 Lbs
102 KCAS
11 5 --.---r--r-.........,,--,---r--r-,.-,---r--r-,---.--,---r-,..-,---r--r--r--,--,-~'<:1'r-,.-,---,-~
-+-+---f----.ji----+-+-+-I-+-+---+-+-+-+--+--H-+--+----+--f----.j
. I--f-..+-+-+---+-t--+--+--+- -I---+-+---t-/-.+--+---+-+t--+--+-+-+---l
"'-+-+-+---1---1--. . - f--- --
11 0 .-+-+-+-+---If-+-+--+-+---4-+--+-+-+-+-+-+---I-+-+--+-l-+--I-:..K--+-+-+--t-f
-J''''
CALIBRATED
AIRSPEED
I
I
105 .-+-+-+-+---If-+-+--+-+---4-+--+-+-+"...---j"..q""'-+-+-+---Il-+-+--+-+---4:H-+-+-+-1
~-+----j--+-
-t-+---+-
_.
I--I---t--+---+~-bo''"r--Ir+-
1-.
- - 1- +---+-----j---+----1
t-I--+--+--t""""'if-t--+-+-bot'F""''---t--t-t-+........... i.--" ~~
- .. .
- ..- - .. +---+-+--+---1
- -- -- - -I- ~- - -.
--+-+--+---i
.t--
100 '-+-+-+-+---I~=4--+-+-r+-+--+-+-+-+-+-+---I-+---f---+-l-+-+--H-+-+-+-+---1
I-+--+--+-+"'''q~--+
-+--I--,'...-I---+-+-+---1f--+- -~-
--t
_.- -. 1
95-8,500
f--- - f - -
t--+-+--+1t-/--+--+---t----i
-- f
. --
-f---
f - --
f---I----
--
1--+-+---1---+--1
~
--+---Ifll~-+--+----ji____+--l
9,000
9,500
10,000
10,500
11,000
- -.....
11,500
6-15
MITSUBISHI
MU-2B-60
SECTION 6
PERFORMANCE
EXAMPLE:
Airplane Weight
,landing Speed
NOTE:
9,470 Lbs
110.3 KCAS
115
1'
,/
L,...-
CALIBRATED I.
AIRSPEED
no
l-
- -~ I-
..,
l/
~
".
i."'" J
".
l-""
105
~"
II
II
I
~
I
Ii
100
8,500
11
9,000
9,500
10,000
10,500
11,000
11 ,500
6-16
~~
;::0 ..."
I'T'I
-(/)
(/):>0
C
-0
;::0
I'T'I -0
<
01'T'l
\l
I
EXAMPLE:
OAT
Pressure Altitude
Airplane Weight
Wind Condition
Landing Distance
30 C
o Ft
9,470 Lbs
10 Kts Head Wind
Approximately
FLAPS
LANDING GEAR
APPROACH SPEED
POWER LEVERS
:
RUNWAY CONDITIONS:
BRAKING
20
DOWN
SEE LANDING APPROACH SPEED CHART
GROUND IDLE ON TOUCHDOWN
PAVED, LEVEL, DRY SURFACE
HARD, NO REVERSE PITCH
2,270 Ft
NW
+::> I
IN
00 I
(J'l-...l
NOTE:
I
N
-4
=1=e::
(I)
Q\-
0(1)
::
ex>
T
~ ...... \\.
4,000
~~
3,500
00 -
n,
/~Or
Vl
co
3.000
........ tPyyx~
. . . . tP y. x ~
....... tP Y IX ~ ~o
~tP_Yj\
....... tP Y 4f~ ~yy \1 /
~
I
,i5'\O~ ~~~
o"\j~S~~~
...J
U
ex:
~
:.--~tPyl
\~~Q
\ I ~ .Q\~
po, po,i0~
UJ
UJ
LL.
UJ
o.0. GPO
0
0
Referenee line
Reference line
~00 O~\
po,\..~\ ~\~0 I r
O~~ ~ po,\..-+-hoo
4,500
LL.
r-
>
- E
-=
( I)
-4
2,500
L-
2,000
ex:
~e::
UJ
I:
r"'"
>
."
r:z
.ore:: -
0:::
UJ
:>
."
>
~
l.l'l
>
-~
(1)%
1"'1-4
:r-
(I)
oo
1,500
ex:
---ex:z
Vl
1,000
500
c.!l
z
o
...J
,."
on
~-4
ex:
O'l
....
I
-...I
TEMPERATURE C
10
10
20
30
."
...J
~(I)
","1"'1
~o
zz
nI"'IQ\
:K3:
;l;:J "Tl
rT'l
......
EXAMPLE:
OAT
Vl
Vl
c:-o
rT'l-o
o Ft
Pressure Altitude
Airplane Weight
Wind Condition
Landing Distance
0:;0
30C
<
rT'l
1.0 0
I
9,470 Lbs
10 Kts Head Wind
Approximately
2,270 Ft
NW
.,. I
IN
CO
NOTE:
(J'1 --..J
FLAPS
LANDING GEAR
APPROACH SPEED
POWER LEVERS
:
RUNWAY CONDITIONS:
BRAKING
c: ......
1-4
40
DOWN
SEE LANDING APPROACH SPEED CHART
GROUND IDLE ON TOUCHDOWN
PAVED, LEVEL, DRY SURFACE
HARD, NO REVERSE PITCH
=c:
~~
NVI
OVI
:::z:::
CP
4,500
~.......\\.
\\00\~~\
I-
Reference Line
Reference Line
4,000
LLJ
-l
3,500
V')
~()
).1~""'"
a:l
....... ~I.P~
, ~ I.P 17l"x
........ ~. 1".~ ~c.A
/ <J>. Y ~o
.......I.P 1"
0
~I.P
1--1"1" \1 ,,>
li;.
3,000
-l"j \ :4fCt
J ~ '~\~ :\0~
~Q\Oli;. ~~~~
2,500
2,000
en
-=
r-
>
z
LL.
.!~
c::::_
rrI
l-
LO
c:(
n
I
LLJ
,.r-
VI
>
z:
1,500
,.,.,
~
z
~.."
LLJ
11 oit:' I~
,.rVI
c:::
1\
c:(
l-
1. (]..,
O\)'\S ,\li;.~
LLJ
LLJ
LL.
c:(
-~
~-4
."
c:
>
r-
lV')
......
CI
1,000
500
z:
......
CI
z:
c:(
-l
-l
;:$I
c:(
'"
....
CO
TEMPERATURE C
-10
TAIL WIND
10
20
30
I-
;;CVl
I-
on
.".."
l::l
HEAD WIND
~o
Z
""0"1
MITSUBISHI
MU-2B-60
SECTION 6
PERFORMANCE
o KT
AIRSPEED
IOAT
EGT
650C
RPM
100%
BLEED AIR: OFF
EXAMPLE:
OAT
25C
6,000 Ft
94 %
Pressure Altitude
Engine Torque
110
1-0
~-f"Y<.n
L.-L---_..
~tP..-f-
100
"rI\. ).
'
90
1/
TORQUE %
I---
'I-
~
\ ~~~:t=
~_
"\
p'O'
J~ ~Q-~ ~
YjJ~
' I\.
r
V (;;)~"
"\ I"
, v '\
I\.
\~.
'
80 ~
'\
- v' \.'-~
"0~~v t;et;
\
1/
1/
ENGINE
~~ ~
I~~
/"
IN OTHER AREA TORQUE LIMIT IS
:E I - PREDOMINANT OVER EGT LIMIT
WITHIN THE FOLLOWING ENVELOPE
z
PRESSURE ALTITUDE: 0 TO 10,000 FT
~- >-OUTSIDE AIR TEMPERATURE: OPERATIONAL
I
I
LIMITATION
f-f--
:E
::l_ f -
--
70
60
50
-60
-40
-20
20
40
60
6-19
~~~------"--~~----'-~'-~-'-'---- ~-------------------------1
MITSUBISHI
MU-2B-60
SECTION 6
PERFORMANCE
200 KCAS
INSTRUMENT ERROR ZERO
RECOVERY FACTOR 0.8
650C
100%
OfF
EXAMPLE:
OAT
Pressure Altitude
25C
8,000 Ft
97.5%
Engine Torque
110
-a-C6-
~J-~- t-~
;~_.~
~~
<::) r-=~-
14'
..,
J-
I-
CSJI_
- - .. - - - - - . ,
100
t-
I\.-
-~
:.-\- t'-
,..- I\"
90
V
/'
80
~~
~
::>
~
70
----
V"
J,"
.....
IJ;~
-,'
J~
\. ~V"
..
l-
1\ ~
:\
./V
ENGINE
TORQUE %
1\
60
I
:
50
-60
-40
-20
20
40
60
--'
6-20
Section7
Weight
and
Balance
MITSUBISHI
MU-2B-60
SECTION 7
WEIGHT &BAlANCE
LOADING INSTRUCTIONS
...................................................... 7- 3
SAMPLE CALCULATIONS 7- 5
WEIGHING INSTRUCTIONS
WEIGHT WITH FUEL LOAD
7- 7
7- 8
7- 9
7-10
7-12
7-16
7-17
...............................................
..................................................... 7-18
..................................................... 7-20
.........................
7-22
3-2-78
REISSUED 09-24-85
7-i
MITSUBISHI
MU-2B~O
SECTION 7
WEIGH & BAlANCE
GENERAl
Interior Configuration
Da te Wei ghed
Appreciable changes to the weight and balance after delivery must be recorded in
the airplane logbook.. It is the pilot's responsiblity to ensure these logbook.
entries are recorded.
To facilitate loading schedule computation, an Empty
Weight and Balance Record Fonn is provided in this section.
EMPTY WEIGHT - Empty weight is defined as the actual empty weight of the
airplane plUS unusable fuel {l2.6 gallons}, undrainable oil (1.3
gall ons), full hydraul ic fl ui d, standard, and optional equi pment.
3-2 -78
REISSUED 09-24-85
7-1
MlTSUBISHI
MU-2B-60
SECTION 7
WEIGHT & BALANCE
1,500
190
193
192
191
I
21
194
195
198
197
196
199
190.9
200
199.4
22
24
26
28
30
32
34
35
t MAC
Datum:
6.69 inches (170 mm) aft of the nose or 220.67 inches (5605 mm) forward
from front plane of the wing rear spar fuselage connection frame.
MAC:
LOADING LIMITATIONS
Airplane loading, exclusive of fuel (ZFW) , must remain within the Zero Fuel
Weight Envelope. The order of fuel loading must be Mains, Outers, and
Tips.
3-2-78
REISSUED
09-24-85
7-2
MITSUBISHI
MU-2B-60
SECTION 7
WEIGHT & BAlANCE
LOADING INSTRUCTIONS
The Weight and Balance Loading Fonn is provided to assist the pilot in calculating weight and balance infonnation. The items on the fonn are referenced to
correspond to the following paragraph numbers:
1.
Enter the empty weight and Inoment of the airplane (from Manufactured
Delivered Weight or superseding information).
2.
Drainable oil weight and moment are provided. Cross out this entry if the
drainable oil weight is included in the empty weight.
3.
Enter any extra equipment weight and moment being carried aboard which is
not inc 1uded in the total payload.
4.
The total payload is the sum of the pilot. passengers. baggage. and cabinet
contents. The pilot and passenger weights and moments are provided in the
Personnel Loading Tables. The baggage weights and moments are provided in
the Baggage Loading Tables. The cabinet contents weights and moments must
be canputed by mul tiplyi ng the weight and fusel age station (in inches) as
shown on the seating arrangement.
'r--N- O- T -E
The zero fuel weight (ZFW) is the subtotal of items 1 through 4. Compare
the ZFW and moment wi th the table provided to determine if the weight and
moment (C.G.) are within a restricted fuel area.
6.
Divide the moment by the weight to determine C.G.; then plot weight and
C.G. on the ZFW Envelope. (Refer to sample calculation.)
I f the ZFW moment is equal to or between one set of minimum and maximum
moments as 1i sted on the chart. the a i rp1ane may be loaded wi th fuel (wi thin fuel limitations and Maximum Ramp Weight) and will remain within the
allowable limits for safe operation for both takeoff and landing.
3-2 -78
REISSUED
09-24-85
7 -3
MITSUBISHI
MU-2B-60
SECTION 7
WEIGHT & BALANCE
If the ZFW and moment are not within a restricted fuel area, the maximum
allowable fuel can be detennined by subtracting the ZFW fran the maximum
ramp weight.
If the fuel is restricted, the maximum allowable fuel is
shown on the loading form for easy reference.
8.
Enter the fuel weight and moment fran the fuel table for the type (density)
fuel being used.
9.
10.
Subtract the Maximum Landing Weight fran the Ramp/Takeoff Weight to determine the amount of fuel that must be consumed before the f'ilaximum Landing
Weight is reached.
11.
Enter the estimated fuel consumption weight and moment for each fuel tank.
12.
The estimated fuel consumption is the subtotal fran the tips, outers, and
main fuel tanks.
13.
The landing weight and manent are calculated by subtracting the subtotal
estimated fuel consumption (item 12) fran the Ramp/Takeoff Weight (item y).
3-2-78
REISSUED
09-24-85
7-4
MlTSUBISHI
MU-2B-60
SAWLE
CALWLATIONS
Serial No.
SECTION 7
WEIGHT I BALANCE
Date
~T
240
:lJ,3Z8' 14--nrmUlNotPmro-...;,.,:.,..t---O---r---1
~ IYo,S-
/70
~7 / O~I-r-+-"i~~FrlLFi'l'<t'i'r"--t-J..----+---.t.:"""":""'~1
~,/go
170
30, to J ct 1--r-;-,;~=-=-=~r::-:r::-c:-r:-r-n=:T::-J6"r~~~r..:....:.--:;.c..:~.!.-1
~232-
/7D
39/471-
~23:L
176
3~Lf7d ::.
IS' 0
:(:t. 'S~0
fJdtrL'
~c
97,2
BAGGAGE
CABINET
CONTENTS
x F. STA
36
4035
,
11
(34. (,
TOTAL PAYLOAD
32
(To Line 4)
3-2-78
REISSUED 09-24-85
MAIN
OUTERS
(Main Full) I
TIPS
(Main/Outers Full)
RAMP TAKEOFF WEIGHT
(Subtotal 5 & 8)
2J99/.:,7
FUEL
CONSUMPTION OUTERS
MAIN
UEL
ES I
CONSUMED (Subtotal)
LANDING
(9 Minus 12)
;!.D70
93{;,Z
7-5
MITSUBISKI
MU-2B-60
( CONT)
SAMPLE CALCULATION
AI RCRAFT
SECTION 7
WEIGHT & BALANCE
~IGHT IZERO
FUEL
~IGHT
12.000
MOMENT DUE TO
GEAR RETRACTION
(-) 6556 IN-LBS
WE
11.500
.625 L
10.500
VI
~
~
10.000
~~t'-
....
z:
""'--'
'"
.J
8.500
l~:H
11t rrl.u<r
i1 tit . , 1ft tijj
t
9.000
Q"'-'\
11
0.
""'
:\\1.\ t"'itt)
It lUh;~\" "'i""'-'
9.500
o LB
9.
REST~icTED
.-
FUEL MAIN
AND OUTER TANKS ONLY
. pt:
j
t~; t
;.t
1+
IGHT ANO
ZERO FUEL
ENVELOPE
CENT ER OF GRAVI
8.000
ill!
7.500
1 90
191
193
192
190.9
194
195
198
197
196
_.a.'_ ....._L.'_..L...-.I'_-I.._..i'_....L._.L'_......._.L'_
22
24
26
28
20 o
199.4
L..I
21
199
30
]2
_L.'
_J35
]4
........
4 MAC
Datum:
6.69 inches (170 mm) aft of the nose or 220.67 inches (5605 mm) forward
from front plane of the wing rear spar fuselage connection frame.
MAC:
3-2-78
REISSUED 09-24-85
7-6
MITSUBISHI
MU-2B-60
SECTION 7
WEIGHT &BALANCE
US Density 6.0 lb/US gal. Density 6.5 lb/US gal. Density 6.7 lb/US gal.
GAL.
WEIGHT
MOMENT
MOMENT
MOMENT
WEIGHT
WEIGHT
(1b)
(lb)
(1b- in)
(1b)
(1b- in)
(lb-in)
5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
105
110
115
120
125
130
135
140
145
150
154
3-2-78
REISSUED
30.0
60.0
90.0
120.0
150.0
180.0
210.0
240.0
270.0
300.0
330.0
360.0
390.0
420.0
450.0
480.0
510.0
540.0
570.0
600.0
630.0
660.0
690.0
720.0
750.0
780.0
810.0
840.0
870.0
900.0
924.0
09-24-85
6,135.0
32.5
12,270.0
65.0
18,405.0
97.5
24,540.0
130.0
30,675.0
162.5
36,810.0
195.0
42,945.0
227.5
49,080.0
260.0
55,215.0
292.5
61,350.0
325.0
67,485.0
357.5
73,620.0
390.0
422.5
79,755.0
455.0
85,890 .0
92,025.0
487.5
98,160.0
520.0
104,295.0
552.5
585.0
110,430.0
116,565.0
617.5
122,700.0
650.0
128,835.0
682.5
134,970.0
715.0
141,105.0
747.5
780.0
147,240.0
153,375.0
812.5
845.0
159,510.0
165,645.0
877 .5
171 ,780.0
910.0
177 ,915.0
942.5
975.0
184,050.0
188,958.0 1,001.0
6,646.3
33.5
13,292.5
67.0
19,938.8
100.5
26,585.0
134.0
33,231.3
167.5
39,877.5
201.0
46,523.8
234.5
53,170.0
268.0
59,816.3
301.5
66,462.5
335.0
73 ,108.8
368.5
79,755.0
402.0
435.5
86,401. 3
469.0
93,047.5
99,693.8
502.5
536.0
106,340.0
569.5
112,986.3
119,632.5
603.0
636.5
126,278.8
670.0
132,925.0
703.5
139,571. 3
146,217.5
737.0
770.5
152,863.8
804.0
159,510.0
166,156.3
837.5
172 ,802.5
871.0
904.5
179,448.8
186,095.0
938.0
971.5
192,741.3
199,387.5 1,005.0
204,704.5 1,031.8
6,850.8
13,701. 5
20,552.3
27,403.0
34,253.8
41,104.5
47,955.3
54,806.0
61,656.8
68,507.5
75,358.3
82,209.0
89,059.8
95,910.5
102,761. 3
109,612.0
116,462.8
123,313.5
130,164.3
137,015.0
143,865.8
150,716.5
157,567.3
164,418.0
171 ,268.8
178,119.5
184,970.3
191,821.0
198,671.8
205,522.5
211,003.1
7-7
MITSU81SHI
MU-2B-60
SECTION 7
5
10
15
20
25
30
35
40
45
50
55
60
65
69
3-2 -78
REISSUED
30.0
60.0
ex>.0
120.0
150.0
180.0
210.0
240.0
270.0
300.0
330.0
360.0
390.0
414.0
09-24-85
6,030.0
12,060.0
18,090.0
24,120.0
30,150.0
36,180.0
42,210.0
48,240.0
54,270.0
60,300.0
66,330.0
72 ,360.0
78,390.0
83,214.0
32.5
65.0
97.5
130.0
162.5
195.0
227.5
260.0
292 .5
325.0
357.5
390.0
422.5
448.5
6,532.5
13,065.0
19,597.5
26,130.0
32,662.5
39,195.0
45,727.5
52,260.0
58,792.5
65,325.0
71 ,857.5
78,390.0
84,922.5
90,148.5
33.5
67.0
100.5
134.0
167.5
201.0
234.5
268.0
301.5
335.0
368.5
402.0
435.5
462.3
6,733.5
13,467.0
20,200.5
26,934.0
33,667.5
40,401.0
47,134.5
53,868.0
60,601.5
67,335.0
74,068.5
80,802.0
87,535.5
92,922.3
7-8
MITSU8ISHI
MU-2B-60
SECTION 7
WEIGHT & BALANCE
Density 6.0 lb/US gal. Density 6.5 lb/US gal. Density 6.7 lb/US gal.
US
GAL.
MOMENT
WEIGHT
MOMENT
WEIGHT
MOMENT
WEIGHT
(l b)
(l b)
(lb)
(1b- in)
(l b- in)
(1b- in)
30.0
5
60.0
10
90.0
15
20
120.0
150.0
25
30
180.0
210.0
35
40
240.0
45
270.0
50
300.0
330.0
55
60
360.0
65
390.0
70
420.0
75
450.0
80
480.0
85
510.0
540.0
90
95
570.0
600.0
100
105
630.0
110
660.0
690.0
115
120
720.0
750.0
125
130
780.0
135
810.0
140
840.0
145
870.0
900.0
150
155
930.0
960.0
160
990.0
165
170 1,020.0
175 1,050.0
180 1,080.0
3-2-78
REISSUED
09-24-85
5,793.0
11,586.0
17,379.0
23,172.0
28,965.0
34,758.0
40,551.0
46,344.0
52,137.0
57,930.0
63,723.0
69,516.0
75,309.0
81,102.0
86,895.0
92,688.0
98,481.0
104,274.0
110,067.0
115,860.0
121,653.0
127,446.0
133,239.0
139,032.0
144,825.0
150,618.0
156,411.0
162,204.0
167,997.0
173,790 .0
179,583.0
185,376.0
191,169.0
196,962.0
202,755.0
208,548.0
32.5
65.0
97.5
130.0
162.5
195.0
227.5
260.0
292.5
325.0
357.5
390.0
422.5
455.0
487.5
520.0
552.5
585.0
617.5
650.0
682.5
715.0
747.5
780.0
812.5
845.0
877.5
910.0
942.5
975.0
1,007.5
1,040.0
1,072 .5
1,105.0
1,137.5
1,170.0
6,275.8
12,551.5
18,827.3
25,103.0
31,378.8
37,654.5
43,930.3
50,206.0
56,481.8
62,757.5
69,033.3
75,309.0
81,584 .8
87,860.5
94 ,136.3
100,412.0
106,687.8
112,963.5
119,239.3
125,515.0
131,790 .8
138,066.5
144,342.3
150,618.0
156,893.8
163,169.5
169,445.3
175,721.0
181,996.8
188,272 .5
194 ,548.3
200,824.0
207,099.8
213,375.5
219,651. 3
225,927.0
33.5
67.0
100.5
134.0
167.5
201.0
234.5
268.0
301.5
335.0
368.5
402.0
435.5
469.0
502.5
536.0
569.5
603.0
636.5
670.0
703.5
737.0
770.5
804.0
837.5
871.0
904.5
938.0
971.5
1,005.0
1,038.5
1,072.0
1,105.5
1,139.0
1,172.5
1,206.0
6,468.9
12,937.7
19,406.6
25,875.4
32,344.3
38,813.1
45,282.0
51,750.8
58,219.7
64,688.5
71,157.4
77 ,626.2
84,095.1
90,563.9
97,032.8
103,501.6
109,970.5
116,439.3
122,908.2
129,377.0
135,845.9
142,314.7
148,783.6
155,252.4
161,721.3
168,190.1
174,659.0
181,127.8
187,596.7
194 ,065.5
200,534.4
207,003.2
213,472.1
219,940.9
226,409.8
232,878.6
7-9
Ml i ~Uth::>tl1
I'IU-IJ-oU
..t.l bnl
I'II\IGlUl::>t.
,')t.~ I dJNI
a IJI\LI\IL t.
(Lb-inl
UNRESTRICTED FUEL
RESTRICTED FUEL
AIRCRAFT
ZERO
FUEL
WEIGHT
(LBS l
MIN
7500
7550
7600
7650
7700
7750
7800
7850
7900
7950
8000
8050
8100
8150
8200
8250
8300
8350
8400
8450
8500
8550
8600
8650
8700
8750
8800
8850
3-2-78
REISSUED
Main &Outer
Tanks Only
MAX
MIN
1508110
1517655
1527200
1536745
1546290
1555835
1565380
1574925
1584470
1594015
1603560
1613105
1622650
1632195
1641740
1651285
1660830
1670375
1679920
1689465
09-24-85
MAX
1431750
1441295
1450840
1460385
1469930
14794 75
1489020
1498565
1508110
1519936
1531800
1543684
1555605
1567546
1579525
1591524
1603560
1613320
1623081
1632844
1642608
1652373
1662139
1671906
1681675
1691453
1701224
1710997
Main, Outer
&Tip Tanks
MIN
MAX
1490250
1500222
1510196
1520169
1530144
1540118
1550094
1560069
1570046
1580022
1590000
1599977
1609956
1619934
1629914
1639893
1649874
1659854
1669836
1679817
1689800
1699765
1709731
1719697
1729664
1739631
1749598
1759592
-~'
7-10
SECTION 7
WEIGHT & BALANCE
MITSUBISHI
MU-28-60
1737190
1746735
1756280
1765825
1775370
1784915
1794460
1804005
1813550
1825960
1838400
1850870
1863370
1875900
1888460
1901050
1913670
1926320
Main, Outer
& Tip Tanks
Ma in & Outer
Tanks Only
UNRESTRICTED FUEL
MAX
MIN
1699010
1708555
1718100
1727645
1737190
1749114
1761064
1773040
1785042
1797070
1809124
1821204
1833310
1845442
1857600
1867525
1877328
1887122
1896917
1906713
1916511
1926320
MAX
MIN
1720770
1730545
1740321
1750098
1759876
1769664
1779445
1789227
1799010
1808794
1818580
1828367
1838155
1847953
1857744
1867535
1877328
1887122
1896917
1906713
1916511
1926320
MAX
1769533
1779501
1789470
1799438
1809407
1819376
1829346
1839316
1849286
1859256
1869227
1879198
1889170
1899151
1909132
1919114
1929097
1939080
1949063
1959046
1969030
1979015
----
3 -2-78
REISSUED
09-24-A5
7-11
MITSUBISHI
MU-2B-60
SECTION 7
WEIGHT & BALANCE
Inn
LJ)'
nvn
L....lJILU
LJ)'
nn
~
UALJ
I
F STA
F STA I
159.5
I
F STA
F STA
141.0
97.2
c::J
c::::J
CD
CD
I
F STA
240.0
178.0
MOMENT (LBS-IN)
WEIGHT
(LBS)
97.2
141.0
178.0
240.0
170
16,524.0
23,970.0
30,260.0
40,800.0
340
33,048.0
47,940.0
60,520.0
81,600.0
Configuration B
I CD
\ CD
.:
([J
..
([J
:."
....
::
F STA
120.3
F STA
97.2
134.3
I
F STA
3-2-78
09-24-85
178.0
-"""l:.:.:
c:::J
_.A.::::
F STA
I 251. 1
F STA
240.0
t'OMENT (LBS-IN)
WEIGHT
REISSUED
I
F STA
=]
c::J
(LBS)
97.2
134.3
178.0
240.0
170
16,524.0
22,831.0
30,260.0
40,800.0
340
33,048.0
45,662.0
60,520.0
81,600.0
7-12
SECTION 7
MITSUBISHI
MU-2B-60
WEIGHT
& BAlANCE
I CD Q[]
\ []
I
t-_
F STA
c:::J
c::::J
[]DC]
CD
F STA
F STA
I
F STA
97.2
134.3
196.3
120.3
WEIGHT
1'1 ..
L...
F STA
I
251.1
F STA
240.0
tvllMENT (LBS-IN)
(LBS)
97.2
134.3
196.3
240.0
170
16,524.0
22,831.0
33,371.0
40,800.0
340
33,048.0
45,662.0
66,742.0
81,600.0
Configuration 0
\ CD CD [J)
I
CD
I
F STA
F STA
F STA
F STA
F STA
F STA
97.2
138.6
176.6
204.6
237.6
274.1
KlMENT (LBS-IN)
WEIGHT
(LBS)
[])
97.2
138.6
176.6
204.6
237.6
274.1
170
16,524.0
23,562.0
30,022.0
34,782.0
40,392.0
46,597.0
340
33,048.0
47,124.0
60,044.0
69,564.0
80,784 .0
3-2-78
REISSUED
09-24-85
./
7 -13
MITSUBISHI
MU-2B-60
'I"
----.
"~
p, ,"- /"'i'
F STA
130.5
(Ii
erA
(~
F STA
251.1
I w..Cf. 0
F STA
149.0
J'
A (- .A ilin'U
I
F STA
97.2
._'
.;
F STAF STA /
119.6 134.6
I! '
l...~,
,Configuration E
,'
-,'
SECTION 7
WEIGHT & BALANCE
F STA
232.2
F STA
180.2
F STA
268.2
tIOMENT (lBS-IN)
WEIGHT
(lBS)
97.2
130.5
149.0
180.2
232.2
268.2
170
16,524
22,185
25,330
30,634
39,474
45,594
340
33,048
61,268
78,948
F STA
119.6
F STA
251.1
( lin
Ll)J
I-..llLJ
rr1I rr1I c:::J[]) EJ
llLJ
\ CD ([J ([Jc:::J[])
I
F STA
140.0
F STA
97.2
F STA
268.2
97.2
140.0
180.2
232.2
268.2
170
16,524
23,800
30,634
39,474
45,594
340
33,048
47,600
61,268
78,948
: (LBS)
3-2-78
RE ISSUED
F STA
232.2
tIOMENT (LBS-IN)
WEIGHT
F STA
180.2
09-24-85
7 -14
SECTION 7
WEIGHT & BALANCE
MITSUBISHI
AIRPLANE FLIGHT MANUAL
MU-2B-60
MARQUISE
WEIGHT AND MlftNT TABLES (CONT)
P ILOTS AND PASSENGERS (CONT)
Configuration G
F STA
132.7
F STA
165.7
F STA
251.1
F STA
F STA
232.7
270.7
I CD (JJ ill
\ CD Iii
I
I
F STA F STA
119.6134.6
F STA
97.2
c:J
=1 D
I
F STA
F STA
186.7
226.7
F STA
206.7
WEIGHT
t<l)~1ENT
(LBS-IN)
(LBS)
97.2
132.7
165.7
186.7
206.7
226.7
170
16,524
22,559
28,169
31,739
35,139
38,539
340
33,048
232.7
270.7
39,559 46,019
Configuration H
FSTAFSTA
119.6134.6
I
F STA
97.2
F STA
139.0
F STA
179.0
F STA
239.0
F STA
274.0
tJQMENT (LBS-IN)
WEIGHT
97.2
139
179
239
274
170
16,524
23,630
30,430
40,630
46,580
340
33,048
60,860
81,260
(LBS)
3-2-7H
REISSUED
09-24-85
7-15
MITSUBISHI
MU-2B-60
SECTION 7
WEIGHT & BALANCE
The weight and moment for two basic baggage arrangements have been calculated in
the tables below. The tables are based on even weight distribution.
REAR BAGGAGE AREA WITH NET
-r-
-~A
-1~lr
F STA F STA
F STA
255.7
278.7 293.7
308.0
Weight Moment
(1b) (1 b- in)
10
20
30
40
50
60
70
80
90
100
110
2937
5874
8811
11,748
14,685
17,622
20,559
23,496
26,433
29,370
32,307
35,244
38,181
41,118
44,055
46,992
49,929
52,866
55,803
58,740
61,677
64,614
230
240
250
260
270
280
290
300
310
320
330
67,551
70,488
73,425
76,362
79,299
82,236
85,173
88,110
91,047
93, Y84
96,921
F STA
303.7
Weight Moment
(1b) (lb-in)
FSTA
10
20
30
40
50
60
70
80
216.8
90
FSTA
256.5
F STA
213
I
I
F STA
301
F STA
~O).7
3-2-78
REISSUED
09-24-85
100
110
120
130
140
150
170
180
190
200
2,868
5,736
18,604
11,472
14,340
27,208
20,076
22,944
25,812
28,680
31,548
34,416
37,284
40,152
43,020
48,756
51,624
54,492
57,360
60,228
63,096
65,964
68,832
71 ,700
74,568
77 ,436
80 ,304
83,172
86,040
88,908
91,776
94 ,644
97 ,512
100,380
106,116
108,984
111 ,852
114,720
410
420
430
440
450
460
470
480
490
500
510
520
530
540
550
570
580
590
600
117,588
120,456
123,324
126,192
129,060
131,928
134,796
137,664
140,532
143,400
146,268
149,136
152,004
154,872
157,740
163,476
166,344
169,212
172 ,080
7-16
MITSUBISHI
MU-2B-60
SECTION 7
WEIGHT & BAlANCE
W 0
II WIl
IIW II
ll
IId
"Oil
SAMPLE CALCULATION:
W"
IIW II
"d"
II
1.75 inches (actual ZFW at F. Sta 192.0 and 9,900 lbs which is in a
restricted fuel area of the ZFW envelope; 1. 75 inches aft will put
ZFW at 193.75 which is within the non-restricted fuel area of the
ZFW envelope).
110 11
w (?)
9,900
1.75
99
9,900 x 1. 75
W=-----
= 175
lbs
99
SOLUTION:
Move one passenger (at 175 lbs) from forward seat at F. Sta 141 to aft seat at
F. Sta 240.
3-2-78
REISSUED
09-24-85
7-17
MITSUBISHI
MU-2B-60
SECTION 7
WEIGHING INSTRUCTIONS
Ensuring all changes to the airplane affecting weight and balance are applied to
the empty weight figures is the pilot1s responsibility. Periodic weighing may
be required to accurately ascertain the current empty weight.
I N OrE I
Calculate the empty weight after draining fuel
(refer to page 7-21).
and oil
2.
Level the airplane. Hang a plumb bob fran the leveling clip in the electrical canpartment at F. Sta 8180. Adjust the tire pressure so that the
p1 umb bob tip a1 igns with the target set point.
I N OrE
The leveling clip is accessab1e through the left electrical compartment access panel. The c1 ip is on the airplane center line and the target set point is approximately 15.0 inches (381 mm) below the clip.
3.
Hang plumb bobs from the reference line at left and right F. Sta 4875
(191.9 inches) to establish a ground reference line.
The reference line at left and right F. Sta 4875 is identified by a button head rivet approximately 16.0 inches
(406 nun) aft of the wing leading edge and approximately
11.0 inches (279 mm) outboard of the wing fuselage fairi ng.
4.
5.
3-2 -78
REISSUED
=
=
09-24-85
7-18
MITSUBISHI
MU-2B-60
SECTION 7
WEIGHT & BAlANCE
= Wl
+ W2 or Empty Weight
I N ore I
If the airplane is weighed with a partial or full
load, apply paragraph "Weight With Fuel Load. 1I
6.
fuel
7.
= Moment
=
(; n inches)
using
the
(C.G. - 191.5)
x 100
+ 22.0
60.6
WI
3-2 -78
REISSUED
09-24-85
7-19
MlTSlIBlSHl
MU-2B-60
SECTION 1
WEIGHT & BALANCE
1.
Detennine the
gravity.
fuel
density
Density (lbs/gal)
2.
= Specific
the
fuel
specific
Gravity x 8.3461
Detennine the fuel weight and moment (lb-in) of each fuel tank by using the
foll owi ng fonnul as:
ARM
TANK
GALS
Main
Outers
Tips
t()MENT
I N OlE I
The gallon quantities given are for full fuel loads.
Substi tute the actual fuel quanti ty for each tank when
weighing with a partial fuel load.
3.
Subtract the total fuel weight and moment from the actual weight (W1 + W2).
4.
Add the unusable fuel weight and moment to the results after step 3 to
establish the airplane ~lpty weight.
(Density x 12.6
= Weight)
x 198.6
= Moment
I N OlE I
12.6 is the unusable fuel
inches.
3-2-78
REISSUED
09-24-85
7-20
MITSUBISHI
MU-2B-60
SECTION 7
WEIGHT & BALAtl:E
OIL DRAINIIii
1.
2.
Feather the propeller to ensure maximum drainage of oil into the oil tank.
3.
4.
5.
FUEL DRAINING
1.
Place the airplane on level ground. Open the fuel drain valves located on
the bottom of the tip tanks, in the wing fillet and those located at the
bottom of the wi ng under each outboard and inboard tank. Drain fuel into
clean fuel type containers.
2.
3-2 -78
RE ISSUED
09- 24-85
7-21
MITSUBISHI
MU-2B-60
SECTION 7
WEIGHT & BALANCE
-..-,.....
Nomenclature
Part Number
Manufacturer
.Q!.Y
Weight
( 1b)
Arm
( in)
Code
CABIN EQUIPMENT
Pil at Seat
. Copil at Seat
Pi 1at Seat
Copilot Seat
Passenger Seats
\'i\LH Fwd Face
;,?)RH Fwd Face
\I)LH Aft Face
ll) RH Aft Face
Swivel Seats
RH Aft Face
RH Fwd Face
LH Aft Face
LH Fwd Face
\) 2 Pl ace Couch
3 Place Couch
Safety Belt
J
9002-1
9002-2
9002-11
9002-12
Tenryu
Tenryu
Tenryu
Tenryu
Ind.
Ind.
Ind.
Ind.
Co.
Co.
Co.
Co.
1
1
1
1
33.75
33.75
35.5
35.5
9001-1
9001-2
9001-11 e/ )
9001-12 .,/ )
Tenryu
Tenryu
Tenryu
Tenryu
Ind.
Ind.
Ind.
Ind.
Co.
Co.
Co.
Co.
AIR
AIR
AIR
AIR
23:5
23.5
25.0
25.0
1080-7 F/AHCST
1080-7 FHCST
1080-8 F/AHCST
1080-8 FHCST
935A-3001-( )
935A-3001-( )
960-18
Custom Products
Custom Products
Custom Products
Custom Products
Ward International
Ward International
American Safety
Flight System
AIR
AIR
AIR
AIR
AIR
AIR
AIR
52.0
52.0
52.0
52.0
32.0
57.0
6350-A4-CC-B
24552
28314-19
803201-05
802269-05
23499-( )
Scott
Scott
Scott
Scott
Scott
Scott
1
1
2
AIR
AIR
AIR
14.0
1.7
0.44
0.44
0.44
0.13
97.2
97.2
R
S
0
0
;!"32~'L
"' .. ..,..,
\(""..'1r,'",-~-,,,;,'-S
~'i
,~
(1').2-
S
S
0
0
0
0
0
0
R
OXYGEN SYSTEM
Cylinder
Regulator
Mask
Mask
Mask
Outlet
3-2-78
REISSUED 09-24-85
Aviation
Aviation
Aviation
Aviation
Aviation
Aviation
198.0
90.6
R
R
R
R
R
R
7-22
"-'~
_.. ---_.. _. __
.~-~._---"._----~~._,--_._._._,~_
..
_-
_. _.. _-.-
-_. __ .__
..
__._---_._.SECTION 7
WEIGHT & BAlANCE
MITSUBISHI
MU-2B-60
._------..
EQUIPfilENT NAfl'ES,
~IGHTS
Nomenclature
Part Number
Weight
(1 b)
Ann
( in)
Code
MAl
2.0
71. 7
Aerosonic
Aerosonic
1
1
1.0
71. 7
71. 7
R
R
Bend; x
2.1
71.7
MAl
MAl
Foxboro
2
2
2
0.97
0.75
0.6
71.7
71. 7
71. 7
R
R
R
MHI
MAl
Lewis
MAl
U. S. Gauge
MAl
U. S. Gauge
MHI
2
2
2
1
1
1
1
1
0.8
0.6
0.6
0.5
0.5
0.5
0.5
1. 75
71. 7
71. 7
71. 7
71. 7
71. 7
71. 7
71.7
71. 7
R
A
R
A
R
A
R
MHI
1.5
71. 7
MHI
1.5
71. 7
Foxboro
0.4
71. 7
u.S. Ga uge
Lewi s
1
1
1
0.55
0.55
1.4
71. 7
71.7
71. 7
R
0
R
Wakman
MAl
u.S. Gauge
1
2
1
1.0
0.75
1.0
71. 7
71.7
71. 7
S
R
S
MHI
1.17
71. 7
Aerosonic
1.0
71. 7
Manufacturer
INSTRUMENTS
960A-9501-1
Airspeed
I ndica tor
A-35-MA-10L
Al timeter
Ra te of Cl imb
RC-60-MS-10-3
Indicator
Turn & Bank
4099B
Indicator
935A-500l-3
Torque Meter
960A-9501-1
EGT Indica tor
Fuel Flow I ndi- AR-204A-1D
cator
035A-986418-3
Tachaneter
Oil Temp. Indi- 935A-6007-1
cator
147B31N
Oil Press Indi- 935A-6008-1
cator
SED-04A
935A-6009-1
Fuel Press
SED-03A
I ndica tor
030A-986403-9
Main Fuel Qty
I ndica tor
03 5A-986428-1
Ti p Fuel Qty
I ndica tor
Outer Fuel Qty
035A-986432-1
Indicator
AT -204-17
Fuel Consumption Total i zer
Magnetic ComC-5C
pass
AN5766T4
Free Air Temp
47B43
I ndica tor
W-33-7510-10
Clock
936A-9500-501
Vol t Arrme ter
AW1821AB14
Vacuum Gauge
Cabin Altitude Diff. Press.
035A-986404-1
Indicator
Cabin Ra te of Cl imb
RCM-60-AC
Indica tor
3-2-78
REISSUED
09-24-85
7 -23
MITSUBISHI
MU-2B-60
SECTION 7
Part Number
Manufacturer
Qty
Weight
( 1b)
Ann
Code
(in)
AVIONICS EQUIPMENT
VHF-20A Comm (#1)
622 -1879-002
Transceiver
VC10-126
Antenna
VHF -20A Conm (#2)
622-1879-002
Transceiver
Ta il Cap Ant.
Antenna
VI R-30A Nav (#1)
622-0876-001
Receiver
VT -10-02-1
Nav Antenna
OMN25-1
G. S. Antenna
935A-9051-1
Mkr Antenna
VIR-30A Nav (#2)
622-0876-001
Receiver
AO-3
Nav Antenna
Coupler
CI-503
G. S. Antenna
Coupl er
AOF-60A (#1)
622-2362-001
Receiver
ANT-60
Antenna
AOF-60A (#2)Opt.B 960A-8024
622 -2362 -001
Receiver
ANT -60
Antenna
777 -1493-003
Control Panel
960A-8740-1
Wi re Harness
Cabin
960A-8768-1
Wi re Harness
Aft
SPZ-500 Automatic Fl ight Control
4008519-942
AlP Computer
4018369-905
FlO Computer
4013241-901
ADC Computer
7000836-902
ADI, ,AD-500
(Pilot)
4027170-905
HSI RD-500
(Pilot)
4018285-901
Al ti tude Al ert
Controll er
4018368-902
Mode Sel ector
4018639-902
Controller
HSI, RD-44
2592920-044
(Copilot)
3-2-78
REISSUED
09-24-85
Coll ins
Collins
1
1
Coll i ns
1
1
Coll ins
Collins
Oorne &Morgolin
MAl
1
1
1
1
5.8
5.0
0.5
5.3
2.4
34.2
209.5
S
S
5.3
40.2
S
Pt. of Tailcap Wt. S
0.8
35.2
420.0
5.9
395.8
S
S
S
S
Collins
1
Antenna Oevelop Co.1
5.8
0.3
40.2
36.6
S
S
Comant Ind.
0.3
36.6
1
1
Total
1
1
1
1
4.3
3.1
12.7
4.3
3.1
1.1
3.2
336.2
142.0
242.7
336.2
274.0
71.6
181.5
S
S
A
A
A
A
Collins
Coll ins
MAl
Collins
Coll ins
Coll ins
MAl
MAl
1.0
326.2
Sperry
Sperry
Sperry
Sperry
1
1
1
1
6.0
5.7
9.0
6.2
30.5
33.8
37.6
67.8
S
S
S
S
Sperry
6.3
67.8
Sperry
1.5
67.8
Sperry
Sperry
Sperry
1
1
1
1.5
1.8
5.0
72 .8
82.0
67.8
S
S
S
7-24
----,/
MITSUBISHI
MU-2B~O
SECTION 7
WEIGHT & BALANCE
Part Number
Manufacturer
Qty
Wei ght
( 1b)
Ann
(i n)
Code
3-2 -78
REISSUED
09-24-85
4020571-901
Sperry
2.0
67.8
4015901-902
4006719-906
Sperry
Sperry
1
1
1.0
5.6
175.0
247.3
S
S
4006719-904
Sperry
5.6
365.0
4006719 -904
Sperry
5.6
362.0
4011097 -911
Sperry
5.5
381.9
4011097 -905
Sperry
5.5
363.0
622-1233-001
622 -3 916-001
Collins
Coll ins
1
1
7.3
0.9
340.9
70.1
S
S
935A-9502-1
960A-8028
622-1233-001
622 -3917 -001
MAl
MAl
Coll ins
Collins
1
0.4
Total Wt. 13.6
1
7.3
0.9
1
73.7
109.6
346.5
70.1
S
A
0
935A-9502-1
960A-8771-1
MAl
MAl
1
1
0.4
4.0
305.7
181.5
A
A
960A-8772 -1
(#1)
622-1270-001
935A-9502-1
(#2) Opt-A
622-1270-001
935A-9502-1
MAl
1.0
326.5
4.0
0.4
4.4
4.0
0.4
330.1
358
335.0
332.9
187.9
S
S
Collins
MAl
1
1
Total Wt.
1
1
Coll ins
Coll ins
Coll ins
Collins
1
1
1
1
5.6
1.4
1.4
0.7
346.8
225.8
260.2
70.1
S
S
S
S
2587193-43
2594484
2593379-001
Sperry
Sperry
Sperry
1
1
1
4.7
1.1
1.0
322.1
196.7
343.7
S
S
S
Coll ins
MAl
S
S
7 -25
MITSUBISHI
MU-2B-60
SECTION 7
WEIGHT & BALANCE
_ _,....w
Part Number
Manufacturer
Qty
Weight
( 1b )
Ann
( in)
Code
3-2 -78
REISSUED
09-24-85
2587193-43
2594484
7000622
Sperry
Sperry
Sperry
1
1
1
4.7
1.1
7.3
335.8
196.7
336.2
S
S
S
AIM300-14
AIM
2.7
70.1
G5716
Gabl es
10.3
70.1
Coll ins
1
2.6
Collins
1
2.6
Dorne & Morgol in
1
3.5
King
1
3.0
Ki ng
1
3.0
MAl
Total Wt. 33.4
70.1
70.1
353.0
26.5
15.2
35.3
S
S
S
S
S
MI-585222
RCA/Sperry
13.0
29.1
RCA/Sperry
7.5
67.8
936A-8318-7
MI -585224
960A-8702-1
MAl
MAl
MAl
1
1
1
1.1
7.8
2.0
17.1
10.1
37.5
A
A
A
960A-8736-1
MAl
2.0
47.5
960A-8012
MAl
39.3
MI-585222
RCA/Sperry
13.0
29.1
MI -585228-1
RCA/Sperry
13.1
67.8
936A-8318-7
MI -585224
960A-8702-1
MAl
RCA/Sperry
MAl
1
1
1
1.1
7.8
2.0
17.1
10.1
37.5
A
A
A
960A-8736-1
MAl
2.0
47.5
34.8
MI -585223-1
960A-8016
4000502-0101
Bendix
15.8
29.1
7 -26
--~'
MITSUBISHI
MU-2B-60
SECTION 7
WEIGHT & BAlANCE
Pa rt Number
Manufacturer
Qty
Weight
(l b)
Ann
(i n)
Code
3-2-78
REISSUED
09-24-85
Bendix
8.4
67.8
MAl
Bendix
MAl
1
1
1
1.1
8.0
2.0
17.1
10.1
37.5
A
A
A
MAl
2.0
47.5
37.8
MAl
RCA/Sperry
16.9
29.1
RCA/Sperry
MAl
RCA/Sperry
MAl
1
1
1
1
12.2
1.1
7.8
2.0
67.8
17.1
10.1
37.5
A
A
A
A
MAl
2.0
47.5
MAl
Total Wt.
7.8
51.8
MAl
1
1
1
3.3
0.5
2.5
70.1
16.0
37.5
A
A
A
MAl
1.5
47.5
40.9
King
MAl
Bendix
5.1
23.0
Bendi x
MAl
1
1
3.0
2.5
70.1
37.5
A
A
MAl
2.0
47.5
38.3
MAl
Foster Ai rDa ta
2.3
17.5
Foster Ai rDa ta
4.5
23.0
7 -27
MITSUBISHI
MU-2B-60
SECTION 7
WEIGHT & BAlANCE
Part Number
Manufacturer
Qty
Wei ght
( 1b)
Arm
(i n)
Code
17.5
70.1
70.1
37.5
A
A
47.5
3-2 -78
REISSUED
09-24-85
297.4
380.2
325.3
78.6
244.6
380.2
346.4
330.9
A
A
A
A
S
355.0
365.0
291.3
70.1
231.5
A
A
A
A
A
360.0
346.5
A
A
S
S
S
50.19
99.1
30.26
99.53
S
S
S
S
S
107.9
7-28
'-
Hitsubishi Model
MU-2B-60
"2.. .~
<L
--'----740 S.A.
N918MA
..
"".
Date
Registration No.
3-23-79
...,..,
Item
Part No.
Weight
(lb)
Serial No.
Antenna
DA-1203A
3519
8.0
AA-1212A
3812
0.1
IN-2021A
1157
7.8
RT-1201A
3388
15.0
5035P-P22
409r- J5J Z-
,~ F1ight Director
FDS-1l2V
691
I Vertical
VG-14
78117548-
RNAV Computer
KNC-610
3527:
3.3
Audio Am~lifier #1
KAA-455
2217
4.7
KA-35A
3487
0.2
KP,A-455
2289
Chimes Amp
MI-050S-2A
781230
G-5716A
8.3
RMI
#1
332C-I0
3958
2.8
RMI
#2
332C-I0
2.8
C-14
7675
b / ID 6fr
78109242 .
Flux Valve #1
2594484
78037428
1.3
HS Indicator #2
RD-44
78012498 .'
Directional Gyro #2
C-14
1?'111 6 l
,78119539
Flux Valve #2
2594484
78037430
1.3
Compass Corrector
DRC-l
78113594
1.0
960A-9500-3
T1566-6
2.5
960A-9500-3
T1567-6
2.5
Gyro:-Hori zon
AIM-300 ECF
4805
2.5
Radar
:Radar
lR adar Indicator
'~R
Encoding Altimeter
i!
~
!A ssy
Gyro
RH
oirectional
Gyro #1
;3o'3SIS L
5.:3
..
>.~4.
5.3
Arm
(in)
~-
MU-2B-60
Mitsubishi Model
2~'
3-23-79
740 S.A.
N918MA
Item
Date
Registration No.
Part No.
Serial No.
Weight
(lb)
Arm
(in)
1.4
RC60MS10-3
C3135
30260-0122
T1548-13
1800-0001
T1390-25
2.1
4099B
3864
2.1
5485A
1266
2.1
4100
4377
0.6
A/P Computer
5536F
2018
6.6
Rudder Servo
3013H
9166
6.0
Elevator Servo
3013H
9483
6.0
Spoiler Servo
3013H
3014M-2
1005
;,:',3.6
30140-2
3260
3.6
Rudder Capstan
2268A-1
9372
1.2
Elevator Capstan
2268A-1
9556
1.2
Spoiler Capstan
2268A-1
9558
1.2
Altitude Controller
2203-J
4960
1.6
AO-854A
1592
1.2
Mode Selector
5486A
1282
VC-10-126
210
2.3
VOR/NAV Antenna LH
VT-10-02
168
4.8
VOR/NAV Antenna RH
VT-10-02
169
4.8
VT-10-24
134
4.8
Glideslope Antenna
OMN25-1
1442
0.7
ATC Antenna
OMNI-70-3
540
0.4
,6,,0
."
"1\
Mitsubishi Model
MU-2B-60
2,.,3 &
AVIONICS EQUIPMENT WEIGHT AND BALANCE RECORD
Date
Registration No.
3-23-79
740 S.A.
N918MA
Part No.
Item
Weight
(lb)
Serial No.
OME Antenna
OMNI-70-3
451
0.4
Radome
30nX
551
6.0
Altimeter
A35-MA-10-LI
C578
1.5
ANT-60
3258
ANT-60
2498
VOR/ILS Receiver #1
VIR-30A
9a-69
11.6
VOR/ILS Receiver #2
VIR-30A
10808
11,6
VHF Transceiver #1
VHF-20A
606
5.0
VHF Transceiver #2
VHF-20A
6589
5.0
ADF Receiver #1
AOF-60
2907
AOF Receiver #2
ADF-60
2890
614L-11
4481
ATC Transponder #1
TOR-90
4854
3.5:
OME Interrogator
OME-40
6559
7.2
DME Indicator
339F-12A
1012
RT 8At>4S 0
\-.. ~~
(:'
' ..
1.8
1.,5 iI
...... ,,"
'.'
. . ' ; ,,\.~
'
Arm
(in)
.iN 1'/0$,4.
WEIGHT
ARM
Shadin
3.0
65.0
ADC-2000
Shadin
2.3
22.0
GC-360A
Bendix/King
3.9
81.0
Encoding Altimeter
KEA-130A
B!K (United)
1.9
71.0
Cooling Fan
AFC-328A
Sandia
1.0
60.0
Switch!Annunciator
AK-950-KLN90B
Ameri-King
1.0
71.0
GPS
KLN-90B
Bendix/King
6.3
70.0
Radar ART
ART-2000
Allied Signal
9.9
-4.0
Radar Indicator
IN-182
Allied Signal
9.6
66.0
Intercom
AA-80
NAT
1.4
86.0
Converters
631201
Shadin
Moving Map
5000
Argus
3.5
70.1
ITEM
PART NUMBER
MANUFACTURER
Altitude Serializer
9200T
MU-2B-60
SIN 740SA
N360RA
NAME
PART
NUMBER
MANUFACTURER
WEIGHT
ARM
GNS-530A Nav/Com/GPS
011-00835-00
Garmin
9.0
71.7
GA-56 Antenna
oI 1-00134-00
Garmin
1.0
98.4
011-00401-10
Garmin
2.0
71.7
011-00729-00
Garmin
3.0
350.0
CI-I08-1 Antenna
CI-I08-1
ComAnt
1.0
228.3
MITSUBISHI
MU-2B-60
WEIGHT
SECTION 7
& BAlAtl:E
Computed by
Date of Mfr
Weight
( 1b)
Arm
Moment
( 1b- in)
( in)
I
3-2 -78
RE ISSUED
09- 24-85
7-29
MITSUBISHI
MU-2B-60
SECTION 7
MARQUISE
Serial No.
Registration No.
Date
Compl eted By
REF
NO
ITEM
WEIGHT
30
MOMENT
5,277
ornpare elg t
om nt to ta e
or Divide Moment by Weight to
determine C.G. and lot on graph
BAGGAGE
FUEL LOAD
1---+------,
8
9
MAIN
OUTERS I - - - - - r - - - - - I
(Main Full)
TIPS I - - - - - r - - - - - I
(Main/Outers Full)
RAMP TAKEOff WEIGHT
(Subtotal 5 & 8)
CABINET
CONTENTS
x F. STA
FUEL
, - - - t - - - - - I 11
CONSUMPTION OUTERS 1 - - - - - - - 1 1 - - - - - 1
MAIN
UEL
(Subtota 1 )
TOTAL PAYLOAD
(To Li ne 4)
3-2-78
REISSUED
09-24-85
MITSUBISHI
MU-2B-60
SECTION 7
WEIGHT , BAlANCE
MOMENT DUE TO
GEAR RETRACTION
(-) 6556 IN-LBS
-t
MXIMlt\
11,500
P WEIGHT 11,625 L8
mJOOUOO
10,500
V'l
Cl
z::>
Cl
"-
10,000
'"w
r\'l'i.'\I.\C,,\'i.1;) \)~,-,
\I.'i.S'\ '\~~~
9,500
"'~\~
<C
-'
"0::
;;;
9,000
8,500
7,500
190
191
193
192
190.9
197
195
196
194
FUSELAGE STATION - INCHES
198
199
200
199.4
I-J.!22 ---l...-L-.....J......~..1....-::1::------1~----J...-:!;;----J-~
24
26
2B
30
32
34
I
21
J
35
, MAC
Datum:
6.69 in. (170 mm) aft of Nose or Forward 220.67 in. (5606 mm) from
front plane of wing rear spar-fuselage connecting frame.
MAC
LOADING LIMITATIONS
A1rplane I03d1ng, exclusive of fuel (ZFW), must remain within the Zero Fuel
Wei ght Envelope. The order of fuel loading must be Mains, Outers, and
Tips.
--
3-2-78
REISSUED
09-24-85
SECTION 7
WEIGltf .\ DAlAOCE
MITSUBISItl
M\I-2B-uO
MARQUISE
Reqistration No.
Da te
Computed by
De sc rip t ion
Uate of Mfr
Weight
(11))
A,rt:r.J-\o ~~
leos'S .c~\ 1t
6 ,\ '5et'\J \ <.e,J)
/CJ-/S-Cr1 RI9,v(;Ea HtJI'iTl
'1~~O
?K 10.
120 Q- ;;:J.brn)
GoQOf)"';' TA
",/JI/"O
RI9,..J(. e,e
I1v""".
wt:l6-"1 t\) @l
(~C.
jl.tL.c:;A/tf'c.
KI.1o'-'1o,(j}
,9lJc.
MOlllen t
( 1b- in)
Arm
(in)
IS~fD9~'
'C/~t:;~!
..
J.? -7/\
HE I ssm I)
WI-?IJ -Wi
"1 -2 9
Reg. Number
N360RA
Measurements:
NOSE
Date
15-Jun-2004
X1
MAIN
=]
X2=
1_48_._2
25.4
Weighed with full Main Tanks, drained Outer and Tip Tanks, full oil
Configuration
WEIGHT (Lbs.)
ARM (In.)
MOMENT (In-Lbs.)
Left Main
Right Main
4,060.00
N/A
N/A
4045.00
N/A
N/A
Both Mains
8105.00
217.30
1 761 216.50
935.00
43.70
40859.50
9,040.00
199.34
1,802,076.00
WEIGHT (Lbs.)
ARM (In.)
MOMENT (In-Lbs.)
9,040.00
199.34
1 802076.00
1,065.00
TOTAL
8,059.00
Nose
TOTAL
CHART II BASIC WEIGHT AND CG
ITEM
,L..-
217,793.00
16682.00
84.00
P_re-'--pa_re_d---OlBy,---:
198.66
1,600,965.00
ttIi7If!
Printed 6/15/2004
WElGHT
LBS ..
ARM
IN.
Main
1065
204.5
Outer
-0-
Drained
Tips
-0-
Drained
ITEMS
Fuel
1065
TOTAL
(CHART IV)
ITEMS TO ADD
ITEMS
Fuel
Unusable
WEIGHT
LBS.
MOMENT
IN - LBS
217793
217793
MOMENT
IN - LBS.
84
16682
TOTAL
84
REMARKS
16682
RE~lARKS
Form Approved
US Department
of Transporlation
Federal Aviation
Administration
ISTRUCTIONS: Print or type all entries. See FAR 43.9, FAR 43 Appendix B, and AC 43.9-1 (or subsequent revision thereof) for instructions
.._"d disposition of this form. This report is required by law (49 U. S.C. 1421). Failure to report can result in a civil penalty not to exceed $1,000
for each violation (Section 901 of Federal Aviation Act of 1958).
Model
Make
Mitsubishi
1. Aircraft
MU2B-60
Nationality and Registration Mark
Serial No.
N360RA
740SA
PO Box 11438
Lynchburg, VA 24506-1438
4. Unit Identification
Make
Unit
Model
Repair
Serial No.
AIRFRAME
Alteration
POWERPLANT
,..-
5. Type
.~OPELLER
Type
APPLIANCE
Manufacturer
6. Conformity Statement
B. Kind of Agency
u.s. Certificated Mechanic
C. CertifICate No.
IZ2R916K
D. I certify that the repair and/or alteration made to the unites) identified in item 4 above and described on the reverse or attachments hereto
have been made in aCcordance with the requirements of Part 43 of the U.S. Federal Aviation Regulations and that the information
furnished herein is true and correct to the best of my knowledge.
Sig'bi:uthoriZed Indiv~1
Date
'r] ~ 'J..?-
';)-6 t:)
1.1
d.- l k /
............
~.
Pursuant to the authority given persons specified below, the unit identified in item 4 was inspected in the manner prescribed by the
Administrator of the Federal Aviation Administration and is IE] APPROVED
o REJECTED
FAA Fit. Standards
Inspector
BY
FAA Designee
7- ~~- 9001f
FAA Form 337 (12-88)
Other (Specify)
Manufacturer
Inspection Authorization
Repair Station
Person Approved by
Transport Canada
Airworthiness Group
Certificate or
Designation No.
IZ2R916K
l'l.
ru /LL /k/
......,.... ~--r-L
NOTICE
Weight and balance or operating limitation changes shall be entered in the appropriate aircraft record. An alteration must be
compatible with all previous alterations to assure continued conformity with the applicable airworthiness requirements.
Model
Serial No
Reg. No
Date
Mitsubishi
MU-2B-60
740SA
360RA
29-Mar-2004
ITEM
WEIGHT
Positive.
INSTALLED:
31-0ct-2000
Moment
1547518.9
MOMENT
Arm
Positive
Negative
Negative
Positive
Autopilot Disconnect
3.00
180.00
Trim in Motion
5.50
368.00
Neaative
REMOVED:
1/
rt ffJ V
SUB TOTAL
lOAd/'
8.50
\
TOTAL
("
8)0
/ yy
1\ '1Al':
/'
/'
548.00
548.00
0.00
In-Lbs
\J ~8 .0 Lbs.
./1\}197. ~4
/ ' 1,548,066.9 In-Lbs.
Printed 3/29/04
....;.....;",,;;..;;~----
W.O.#:
Previous W & B
APOLLO 2001 GPS
3000 ALTITUDE SERIALIZER
AK-950-2001
UNUTED ENCODING ALTIMETER 5035P-P22
SHADIN 9200T SERIALIZER
SHADIN ADC-2000 AIR DATAl FUEL FLOW COMPUTI
BENDIX/KING GC-360A RADAR GRAPHICS COMPUT
B/K (UNITED) KEA-130A ENCODING ALTIMETER
SANDIA AFC-328A COOLING FAN
AMERI-KING AK-950-KLN90B
BENDIX/KING KLN-90B GPS
7197
Weight:
7810.00
-3.80
-0.35
-0.35
-1.80
Arm:
Moment:
198.07
86.00
60.00
71.60
71.00
#;;;;;;;;;;/i/i
0.30
2.30
3.90
1.90
1.00
1.00
6.30
65.00
22.00
81.00
71.00
60.00
71.00
70.00
-326.80
-21.00
-25.06
-127.80
0.00
19.50
50.60
315.90
134.90
60.00
71.00
441.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
O.
0.00
Moment:
Revisied Empty Weight:
1547518.9
y,~
Item
Orig. Aircraft Weight
Removed Brakes
Installed Brakes
Robert Huckabee
A&P 1858882 AI
~~~~.
'\
06/19/987:29 AM W&B.DOC 2
198.~
2~
~.6
oment
1562164
-15162
16678
1563680
Total Calculated
Signature '
Arm
Aircraft: MU2B-60
7/16/98
------
Arm:
Moment:
Date:
197.8
W.O.#:
1546862
By:
Removed:
DA-1203A BENDIX RADAR ANTENNA DRIVE
AA-1212A BENDIX RADAR ANTENNA
IN-2021A BENDIX RADAR INDICATOR
RT-1201A BENDIX RADAR RIT UNIT
Installed:
AA-80 INTERCOM INSTALLED ON WIO 4438 DATED 8-'
AA-80 INTERCOM INSTALLED ON WIO 4438 DATED 8-'
ALLIED SIG. ART-2000 RADAR RIT AND ANTENNA
ALLIED SIG. IN-182A RADAR INDICATOR
ALLIED SIG. CM-2000 CONFIG.MODUlE
10/15/99
6444
gordon
Moment:
-32.00
-0.80
514.80
345.00
0.00
0.00
0.00
0.00
0.70
0.70
9.90
9.60
0.10
86.00
86.00
-4.00
66.00
2.00
60.20
60.20
-39.60
633.60
0.20
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Weight:
7810.1
e.G:
198.07
Moment:
1546954.2
Tulsa, OK 74115
Phone 918/8348888
DATE WEIGHED
9 February ~<.
N360RA
740SA
-.
-.
....
C>
C>
- 1..<
II)
< --
t..... ;)
X
.~
(II'
()
\.
w,
X,
X,
W,
f~;Nmain I
:e1U
MEASUREMENT
AlC
~~~r
MEASURING POINT
LEFT
SP
~~,~
RIGHT MAIN
BOTH
f\
~1AINS
X2 =
ARM
~
\
___________
712
( J
(CHART II)
Item to
TOTAL
(from CH,(T I)
Ded~~(fr~HART III)
Item to Add
-----------
217.6
1721651
44.0
41624
199.1
1763275
v
BASIC WEIGHT AND C. G.
ITEM
Measureme~t
8858
Paint X
MOMENT
---------
NOSE
TOTAL
25.7
396 \
39 1
Xl= - -147.9
-----
(\.
n)iEIG T
~1AIN
aine~er
~'EASUREMENTS :
- V
(CHART I)
457 =ffi9)
WEIGHT
8858
ARM
199.1
~lOMENT
1763275
1065
217793
84
16682
7877
198.3
1562164
WEIGHT
LBS;
ARM
IN.
Main
1065
204.5
Outer
-0-
Drained
Tips
-0-
Drained
ITEMS
Fuel
1065
TOTAL
(CHART IV)
ITEMS TO ADD
ITEMS
Fuel
Unusable
WEIGHT
LBS.
MOMENT
IN - LBS
217793
217793
MOMENT
IN - LBS.
84
16682
TOTAL
84
REMARKS
16682
RHlARKS
TODAYS
FLIGHT
TOTAL
TIME IN
SERVICE
DATE
19_
RECORDING
TACH
TIME
TODAYS
FLIGHT
, 7
0?4~":"'-+----+----+--=--:"-~-+----------------7'-~~-----------
f2
db
.
-
MU-2 cn~r"l"''''
!
.'
..
T
f
,,
Form Approved
US Department
of Transportalion
Federal Aviation
'dmlnistratlon
JSTRUCTIONS: Print or type all entries. See FAR 43.9, FAR 43 Appendix B, and AC 43.9-1 (or subsequent revision thereof) for instructions
- and disposition of this form. This report is required by law (49 U.S.C. 1421). Failure to report can result in a civil penalty not to exceed $1,000
for each violation (Section 901 of Federal Aviation Act of 1958).
Model
Make
MU2B-60
Mitsubishi
Serial No.
1. Aircraft
740SA
N360RA
Address (As shown on registration certificate)
2. Owner
PO Box 11438
Lynchburg, VA 24506-1438
-----..
'j~~
'.co
by
j) -
~ -Ct]c.f L.-
uate
'IDL/f;'~ ~-J'.
'
Unit
5. Type
Model
Make
Serial No.
Repair
AIRFRAME
Alteration
POWERPLANT
PROPELLER
Type
APPLIANCE
Manufacturer
6. Conformity Statement
A. Agency's Name and Address
B. Kmd of Agency
u.s. Certificated Mechanic
C. CertifICate No.
IZ2R916K
D. I certify that the repair and/or alteration made to the unit(s) identified in item 4 above and described on the reverse or attachments hereto
have been made in accordance with the requirements of Part 43 of the U.S. Federal Aviation Regulations and that the information
fUll)ished herein is true and correct to the best fA my
71
/
DateO
I ~ - 2fJ~
L{
Sig~;e of A
lti
In~11
I ~j
r,,'p"
7. Appr;val for Return T6 SSfWce
Pursuant to the authority given persons specified below, the ~nit identified in item 4 was inspected in the manner prescribed by the
[] REJECTED
Administrator of the Federal Aviation Administration and is mJAPPROVED
FAA Fit. Standards
Inspector
BY
FAA Designee
/.Ja1U:' J-OV {
FAA Form 337 (12.a8)
Other (Specify)
Manufacturer
Inspection Authorization
Repair Station
Person Approved by
Transport Canada
Airworthiness Group
Certificate or
Designation No.
Sig7J27~ual
IZ2R916K
NOTICE
Weight and balance or operating limitation changes shaD be entered in the appropriate aircraft record. An alteration must be
compatible with all previous alterations to assure continued conformity vtith the appHcable airworthiness requirements.
_._---------------_..__._---
Form Approved
US Depa, biiiHll
d Tnmsportalion
Federal AvI8Uon
.dmlnIstrlltlon
INSTRUCTIONS: Print 01' type all entries. See FAR 43.9, FAR 43 Appendix B, and AC 43.9-1 (or subsequent revision thef'eof) far instructions
and disposition of this form. This report is requred by law (49 U.S.C. 1421). Failure to report can result in a civil penalty not to exceed $1 000
for each violation (Section 901 of Federal Aviation ktof 1958).
'
Make
Model
Mitsubishi
1;. Aircraft
MU2B-60
Serial No.
740SA
N360RA
PO Box 11438
Lynchburg, VA 24506-1438
\.
2. Owner
Make
---
AIRFRAME
5. Type
Model
Serial No.
Repair
Alteration .
POWERPLANT
..
.'
PROPelLER
Type
APPLIANCE
Manufactu"er
B.KRtrl A -
C. Cettilicat& No.
IZ2R916K
ManuIiIctlnr
D. I certify th8t the repair andfOl' ahration made to the Ia'lIiI(s) identified in item 4 above and described on the ~ 01' an.chrnents hereto
have been made in accordance with 1he requirementa ~ P.t 43 of the U.S. Federal Aviation Regulations and ttI8t the information
furnished herein is true and correct to the best of my knowledge.
Date
S77~4U8J
FAA Designee
Manufacturer
Inspection Authorization
Repair Station
PlnOI'l Approved by
Transport Canada
other (Specify)
Airwarthn.. Group
Date of Approval or Rejection
IJtktl1.J-Uoc.('
FAA Form 337 (12-88)
Certificate or
Designation No.
IZ2R916K
/Uw!//i#y~
J
NOTICE
Weight and balance or operating limitation changes shall be entered in the appropriate aircraft record. An alteration must be
compatible with all previous alterations to assure continued conformity with the applicable airworthiness requirements.
;s required, attach additional sheets. Identify with aircraft nationality and registration mark and date work completed.)
Installed wiring provisions for LifePort Patient Loading and Support System per STC SA4745NM and LifePort
Drawing 300-2201. EMS Inverter Circuit Breaker (50 Amp) is accessible thru the Aft Cabinet. EMS Power
Circuit Breaker (30 Amp) is located in the Main Circuit Breaker Panel. Switches "EMS PWR" & "EMS INV" are
located in the Pilots Sub-panel. EMS Power plug is located in the right armrest at approximate FSta 4210.
The PLUS System has not been installed and the EMI Tests have not been accomplished at this time. The
Plus installation and EM' tests are to be completed and recorded (FAA Form 337) to complete this LifePort
installation.
Calculated weight and balance changes and entered new data in the Aircraft Flight Manual.
Lifeport, Inc. Patient Loading and Utility System for Air Ambulance Operations Maintenance
Recommendations Document EGR-109 are part of this installation.
-------------------------------------------------------------------------------------------------------------------------------------------------
)
FAA APPROVED MODEL U
PO'
l"-
is)
ORIGINAL
TYPE
ITEM
MAICE
AIRCRAFT
MODEL
MITSUBISHl
Ml).2B-2S,
AIRCIlAFT
~TIFICA11
AlOSW
NUMBER.
CERTlFlCAnON
BASIS
FOR
ALTERAnON
CAR 3, baled 5115/56
MU2B-3S,
MU-2B-26,
FAASEAl.ED
DRAWINGI
DRAWINGUST
A.FM
NUMBER
Model 3001
REVISION NO.
SUPPLEMENT
NO. AND DATE
AND DATE
03/6/92
No. 6 llJ2JJ9J
II
It
Model 3003
Model300-S
SlO90So
..
E 111.9/93
Modcl300-1
03/6192
and
Model 300-3
Model 300-5
510-9050
E 1129193
MU-2B36
MU-2B26A.
MtJ-2B-36A,
MU-2B-l,
MU-2B-60,
MU-2B,
. MU,2B-l0,
MU.2B20.
MU-2B-15,
MU.2B-30,
MU2B~3S,
MU-2B-25,
MU-2B36,
MU2B-26
Page50f8
A2PC
"0.6 llJ23J93
II
._---
cSupplrmental
\lC~pc ~rrttfi(atf
SA4745NM
...
-7'/k
~~~~
Rlodel aircraft only. This approval should not be extended to aircraft of this mod~l on
which other previously approved modifications are incorporated unless it is determined
that the relationship between this change and, any other previously approved
modification, including changu in type design, will intt'oduce no adverse effect upon
the airworthiness of that aircraft. A copy of this Certificate and FAA Approved Model
List (AMl) No. SA4145NM, dated July 20, 1989, or later FAA approved revision, must be
~~ntained as part of the permanent records for the modified aircraft .
.7~,~y.:rC<t4...-n4"a. "tyYIt-rl::"r~t. ..~-41.~./..uo&i/~#,.,.-./..Jk1l~:.n.~~/.-../"~.J.4H'-~f'C4~~"""..J.c~..,..,._&:
...,,"",;,..~",~&..w.,,-a..~..cJt.H~.J'}"/k'~"'II*,/
...../'... ~d.
jt~~~.aU...,~~
~ri.t"':.M_~"
i.
&1=Jc=.1~~(~/,,{.
A", Illltr4ltill'l
if lit it t,,'i}~,/~
il
"u,,;tAo./~ ~I'
fi"" "1"'"
8NI H:!Od3.:1Il
Form Approved
US 0epaItmenl
rI Transportation
omce identification
Federal Aviation
~atIon
'ISTRUCTIONS: Print or type all entries. See FAR 43.9, FAR 43 Appendix B, and AC 43.9-1 (or subsequent revision thereof) for instructions
and disposition fA this form. This report is required by law (49 U.S.C. 1421). Failure to repartean result in a civil penalty not to exceecl $1,000
for each violation (Section 901 of Federal Aviation h::t of 1958).
Model
Make
MU2B-60
Mitsubishi
1. Aircraft
Serial No.
N360RA
740SA
2.Owner
PO Box 11438
Lynchburg, VA 24506-1438
5. Type
4. Unit ldentlflc:atlon
Unit
Serial No.
Model
Make
Repair
AIRFRAME
Alteration
POWERPLANT
rROPEllER
Type
APPLIANCE
Manufacturer
6. Conformity S1atement
B. KnI fA Agency
C. Certificate No.
IZ2R916K
D. I certify that the repair andIor alteration made to the unit(s) identified in item 4 above and deecribed on the reverse or attachments hereto
have been made in accordance with the requirements of Part 43 fA the U.S. Federal Aviation Regulations and that the information
furnished herein is true and correct to the best r:I my knowledge.
S~/ii~/7~
Date
Pursuant to the authority given persons specified below, the l.IliI identified in item 4 was inepectecI in the manner prescribed by the
REJECTED
Administrator of the Federal Aviation Administration and is iii APPROVED
FAA Designee
Manufacturer
Inspection Authorization
Repair Station
Person Approved by
Transport Canada
Other (Specify)
Airworthiness Group
Date of Approval or Rejection
:?-r)44;ttfl ~ ~(
FAA Form 337 (12-a8)
Certificate or
Designation No.
IZ2R916K
S~J7:r;;;;~
()
NOTICE
Weight and balance or operating limitation changes shall be entered in the appropriate aircraft record. An alteration must be
compatible with all previous alterations to assure continued conformity with the applicable airworthiness requirements.
~nitw ~tllt25
00 "'meriUl
~pnrtm.ent of '<1!rnnsportntion - Jffdkrn1l\&intion J\bministrntion
~ ~ SA00489WI
~ ~.Test Instrumentation,
Inc.
';'1-
.~~o.t"~,
~t~~"MU-2B-25,
',-
~ak
'o/Y'fi~"D.n. February
13, 1996
'~ ._A,b;~~m;V//~
-#5ejJ~
~
(Signature)
James M. Peterson
Associate ACO Mgr., Systems & Propulsion
Wichita Aircraft Certification Office
(Title)
Any alteration ofthis certificate is punishable by afine ofnot exceeding SI,OOO, or imprisonment not exceeding 3 years, or both
FAA Form 8110-2-1(10-68)
Form Approved
US DeparImenI
" TIlUISpOftatiorl
0fIlce identification
Federal Aviation
Administration
NSTRUCTIONS: Print or type all entries. See FAR 43.9, FAR 43 Appendix B, and AC 43J~1 (or subsequent revision thereof) for instructions
and disposition at this form. This report is required by law (49 U.S.C. 1421). Faikn to report can result in a civil penalty not to exceed $1,000
for each violation (Section 901 of Federal Aviation kt at 1958).
Model
Make
MU2B>
Mitsubishi
1. Aircraft
Serial No.
N360RA
740SA
2. Owner
POBox 11438
Lynchburg, VA 24506-1438
4. Unit identification
Unit
5. Type
Model
Make
Repair
Serial No.
AIRFRAME
Alteration
POWERPLANT
~OPELLER
Type
APPLIANCE
Manufacturer
6. Conformity Statement
at AQent;y
u.s. certificated Mechanic
B. Kind
C. Certificate No.
IZ2R916K
Manufac:twer
D. I certify that the repair ancUor alteration made to the unit(.) identified in item "' above and deecribed on the reverse or attachments hereto
have been made in accordance with the requirements of Part 43 of the U.S. Federal Aviation Regulations and that the information
furnished herein is true and correct to the best at my knowledge.
Date
. 9j}4)C[iJ 2(,1) Y
Sigrebx/t/Jd;;/U~
(j
Pursuant to the authority given persons specified below, the unit idenIified in iIem 4 was inepected in the manner prescribed by the
REJECTED
Administrator at the Federal Aviation Administration and is IBl APPROVED
BY
FAA Designee
Manufacturer
Inspection Authorization
Repair Station
Penson Approved by
Transport Canada
Other (Specify)
Airworthiness Group
Date of Approval or Rejection
27 ltI1f!tli 2(/p 1
(12~)
Certificate or
Designation No.
IZ2R916K
~gnaU~/Ma'
/
NOTICE
Weight and balance or operating limitation changes shaD be entered in the appropriate aircraft record. An alteration must be
com atible with al/ previous alterations to assure continued conformity with the applicable airworthiness requirements.
~niteb Jiltaus
Cf !Unerica
~epartment of 'mran1'liportation - JJreberal J\&iatian J\mnini1'litration
..n~ ~~
a'~~~;4k/~"n~d},~U!eU-?umn~o/~
3
...n~Uvu.
,;,,,
~ ude'/
o/#t.
J(;~
(Title)
Any alteration ofthis certificate is punishable by afine ofnot exceeding S/,OOO, or imprisonment not exceeding 3 years, or both.
FAA Form 8110-2-1(10-68)
.....-
._
-,_-.==
~'_-,-.-c~cc---------_-
~upplem(ntgl1C~p(
~
[crtifirete
SAl042S0
.~_d~.de~~./kr~r/k~~~./k~~~
~~~~~~ ../k~~0"'~~9~
~~
./k
Civil Air
For certification basis, see Type Certificate Data Sheets A2PC and AlOSW.
~9~-.~~.
A2PC, AlOS-vi
J~'
Mitsubishi
~~-rjt;,;;q~.~~.
-7L~~.a-nd.d,.~';'Y~~~~.Ik,./'tZ4~-rJOo~-va~~//._n.akno;",#-/~..d.<J.un-
~~/~,-,_~~~U.~~-<A/d.I~kr/k.$~,u.n~6NT/-''''-//A,.
c;-
,_/ _ .
Y~~~Wn-"
1;11'
.1 nv ..iurU/lOn of Ihu
,~rl~ricu/(
:j
punu;ltJb{~
bl" a rin~
0/
:m.orzjonfll~n/
not
(udln~
r~arj.
or
;U{/l.
0
__
Fonn Approved
OMB No. 2120-0020
'}. Department
Transportation
OffIce Identification
~=n
INSTRUCTIONS: Print or type all entries. See FAR 43.9, FAR 43 Appendix B, and AC 43.9-1 (or subsequent revision thereof) for instructions and
disposition ofthis fonn. This report is required by law (49 U.S.C. 1421). Failure to report can result In a civil penalty not to exceed $1000 for each
sueh violation (Section 901 Federal Aviation Act of 1958)
Model
Make
MIT~I
1. Aircraft
2. Owner
,....". II
UI'~OAn
--- -
:"""''''''.[1
/"Z/o;orrnlt~7Z7!!~
Date
FAMfispector
Make
Unit
SAT FSDO
4.UnttldenUftcadon
Model
5. Type
Repair
Serla' No.
Alteradon
Airframe
XX
-'werplant
'"
Propeller
Appliance
Type
Mntetr
6. Confonnlty Statement
B. Kind of Agency
A. Agency's Name and Address
C. Certificate No.
RANGER AVIATION ENTERPRISES INC.
U.S. Certificated Mechanic
FAA CRS ZB1R658K
RADIO CLASS 1/21L1MITED 3
PO BOX 61010
Foreign CertifICated Mechanic
INSTRUMENT
MATHIS FIELD
SPECIALIZED SERVICES
X Certificated Repair Station
SAN ANGELO, TEXAS 76904
Manufacturer
D. I certify that the repair and/or alteration t l...tbe. unit(s) identified in item 4 above and described on the reverse or
attachments hereto have been made in accordance with the requirements of Part 43 of the U.S. Federal Aviation
Regulations and that the information furnished herein is true and correct to the best of my knowledge.
/)
Date
OCT. 24,2000
GORDON TAYLOR
rtn~ A##Y\...
reate of
FAA Designee
APPlo~!r1~r
\-?~-O 1
Manufacturer
Inspection Authorization
Repair Station
Other (specify)
GORDON TAYLOR
~.I ~
~~1..Aj,~
"
NOTICE
Weight and balance or operating limitation changes shall be entered in the appropriate aircraft record. An alteration must be compatible with all
previous alterations to assure continued confonnity with the applicable airworthiness requirements.
--'
1. The following KLN-90B was installed on FAA FORM 337 and FAA Field
approved on Nov. 15,2000.
2. See FAA FORM 337 approved for return to service on Nov. 15, 2000 for details.
3. The airplane was flight tested in accordance with AlC 20-138, PARA. 8 a (2) Appendix 1-2
and found to be satisfactory.
4, King Pilot's Guide PIN 006-08773-000 have been made available to the pilot/owner.
lh~/
is required and has been
Aircraft Flight Manual Supplement Dated
'
made available to the pilot/owner for when usfriQ t eKing KLN-90B.,
5. The placard "GPS Limited To VFR Navigation Only" has been removed and replaced
with a placard stating "GPS Approved For IFR Navigation".
6. The King KLN-90B is approved for VFR,IFR ENROUTE, TERMINAL, and NON PRECISION
approach categories.
------------------------------------------------------------- END ----------------------------------------------------------
1Jv5~ ~
Form Approved
OMB No. 2120-0020
U.S. Department
of Transportation
Office Identification
Federal Aviation
Administration
INSTRUCTIONS: Print or type all entries. See FAR 43.9, FAR 43 Appendix B, and AC 43.9-1 (or subsequent revision thereof) for instructions and
disposition of this form. This report is required by law (49 U.S.C. 1421). Failure to report can result in a civil penalty not to exceed $1000 for each
such violation (Section 901 Federal Aviation Act of 1958)
Model
Make
MIT~I,ruC"-I~
1. Aircraft
2. Owner
f\J1II?R_Rn
._-~.
'Ll
//:;:;;:;8"1;2 ---
Date
nspector
Unit
Make
SAT FSDO
rS
/1
e..()
4. Unit Identification
Model
Serial No.
5. Type
Repair
Airframe
Alteration
XX
Powerplant
Propeller
Appliance
Type
Mnfctr
6. Conformity Statement
B. Kind of Agency
C. Certificate No.
A. Agency's Name and Address
RANGER AVIATION ENTERPRISES INC.
X U.S. Certificated Mechanic
A I' "S7MJ/t'l1"
PO BOX61010
Foreign Certificated Mechanic
MATHIS FIELD
Certificated Repair Station
SAN ANGELO,TEXAS 76904
Manufacturer
D. I certify that the repair and/or alteration tclthe. unit(s) identified in item 4 above and described on the reverse or
attachments hereto have been made in accordance with the reo..u.iLements of Part 43 of the U.S. Federal Aviation
Regulations and that the information furnished he~ and ~Ject to the best of my knowledge.
Date
/1 - ~ If-J(.c:,u;;
h--.
.--./
~ature~ho~~
.........-c::--
Pursuant to the authority given persons specified below, the unit identified in item 4 was inspected in the manner
prescribed by the Administrator of the Federal Aviation Administration and is _XX_Approved _ _Rejected
BY
Manufacturer
FAA Designee
Repair Station
Inspection Authorization
Other (specify)
I~' u{~;ransport
/ I-I"~- ,z on
FAA Form 337
Si
...
.f;::Y
----
~~
~
./
NOTICE
Weight and balance or operating limitation changes shall be entered in the appropriate aircraft record. An alteration must be .compatible with all
previous alterations to assure continued conformity with the applicable airworthiness requirements.
1",....a
r
Cu<1
Form Approved
u.s. Department
of TrenSpot1li1on
-'_.
0fIlce tdentlllC8tlon
f.~
A
INSiRUCllONS: Print or\ype all entrles. See FAR 43.9, FAA 43 Appendix B. end /I.e 43.9-1 (or subHquent rev"lon lhMIof) for instruetlona end
disposition of thIs form. This report Is requit'lld by law (49 U.S.C. 1421). Fa/ILlre to report can ,"ult In 8 civil penally not to exceed $1000 fbi' each
sucfl violation (Section 901 Federal Avletlon Act of 1858)
Model
Mel.
_ -
1. Aircraft
lUI'
Serial No.
2. Owner
.......... II
I~'
UI '~l"ll I!>"
,-
-y _ _
'"
Ind
/lIId1O ~LAu.f"t'? ~ ~
FAA InaDec:tor
Dale
Make
Un"
--..----.......-
Airframe
SATFSOO
SiAJ,,?
I. Type
4. Unit identification
Model
Repair
serial No.
Altel'ltlon
XX
Powerplant
Propeller
Appliance
Type
Mnfctr
6. ConformItY Statement
A. Agency's Name and Address
B. Kind of
C. Certificate No.
RANGER AVIATION ENTERPRISES INC.
U.S. Certificated Mechanic
FAA eRS ZBi R658K
PO BOX 61010
RADIO CLASS 1121ltMlTEO 3
Foreign Certificated Mechanic
tNSTRUMENT
MATHIS FIELD
SPECIALIZED SERVICES
X Certificated Repair Station
SAN ANGELO, TEXAS 76904
Manufacturer
D. I certify that the repair and/or alteration t UbI. unlt(s) identified in item 4 above and described on the reverse or
attachments hereto have been made in accordance with the requirements of Part 43 of the U.S. Federal Aviation
Regulations and that the information furnished herein is true and correct to the best of my knowledge.
Date
OCT. 24,2000
~~~
GORDON TAYLOR
BY
FMDesignee
Mamlfaetur.r
Inspection Authorization
Repair Station
cKftu
GORDON TAYLOR
,
Other (specify)
~ ~Ao. _~'L
NOTICE
Weight and balance or operating limitation changes shall be entered In the appropriate aircraft record. An alteration must be compatible with all
previous alterations to assure continued conformity with the applicable airworthiness requirements.
L--
--' .-
1. REMOVED APOLLO II GPS 2001 NMS, APOLLO A-33 ANTENNA, ICARUS ALTITUDE SERIALIZER, AND
AMERI
KING AK-950-2001/28VANNUNCIATOR AND RELAY.
2. INSTALLED THE FOLLOWING EQUIPMENT.
a. KING KLN-90B GPS
b. AMERt-KING AK-950-KLN90B/28V ANNUCIATOR/RELAY UNIT.
c. KA-91 GPS ANTENNA DER APPROVAL FAA 8110-3 R.M. HOWARD DER,DESIGNATION NO.#
DERT-710134-SW
d. PILOTS KLN-90B OPERATING GUIDE PIN 006-08773-0000.
3. USED THE FOLLOWING MANUALS AND DOCUMENTS FOR THIS INSTALLATION.
a. AMERI-KING INSTALL MANUAL IM-950
b. KLN-90B INSTALL MANUAL PIN 006-10521-0004 REV. 4, DATED 10-97
c. THIS IS A FOLLOW ON TO KING's STC SA00241W1-D FOR A MOONEY M20 SERIES AlC.
4. THE DEVIATIONS TO THE STC ARE,
a. THE INSTALL IS INTO A MITSUBISHI MU2B-60.
b. THE AUTOPILOT INTEGRATION IS INTO A BENDIX M-4C
c. THE ANNUNCIATORI RELAY IS AN AMERI-KING AK950.
.
5. THE KLN-90B IS APPROVED FOR VFR NAVIGATION ONLY.THE INSTRUMENT PANEL IS PLACARDED
"GPS LIMITED TO VFR NAVIGATION ONLY".
6. INSTALLATION WAS MADE lAW FAAAC 43-13.1B CHAPT.10, 12. AC43.13-2A CHAPT. 2, 3,
7. THE KLN-90B IS INTEGRATED INTO THE M-4D AUTOPILOT AND THE PILOTS HSI.
8. THE AlC WEIGHT AND BALANCE WAS REVISED TO REFLECT THE REMOVED AND INSTALLED
EQUIPMENT. AlC LOG BOOK ENTRY MADE.
9. THE INSTALLED EQUIPMENT DOES NOT ADVERSELY INTERFER WITH ANY OTHER EQUIPMENT
INSTALLED IN THE AlC AND THE OTHER EQUIPMENT DOES NOT ADVERSELY INTERFER WITH THE
KLN-90B.
------------------------------------------------------ END ---------------------------------------------------------
,
~Additional Sheets Are Attached
__
NC MFG.:MITSUBISln
NC MODEL:MU2-60
NC REG.#:N360RA
NC SIN:740SA
DATE: 10-24-00
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
Introduction: This document is to be attached to FAA form 337 dated 10-24-00 for the aircraft listed above. The
information contained in the document pertains to the continued maintenance for the major alteration as described in item #2
below.
Description: The KLN90B is a gps receiver/computer in a single panel mounted box. The KLN90B requires an external
GPS antenna GPS mode annunciators and navigation COl to complete the system.
Control and operation information: This equipment should be operated in accordance with the manufacturers operating
handbook. KING KLN-90B PILOTS OPERATING GUIDE PIN 006-08773000
Servicing information: This equipment is not field repairable and should be returned to an FAA approved facility for service.
Maintenance instructions: This equipment is not field repairable and should be returned to an FAA approved facility for
maintenance.
A: PREFORM ON AT LEAST A ANNUAL BASES, AN INSPECTION OF TIIE WIRING, RADIO MOUNTING TRAY,
CONNECTORS, HARDWARE, AND ANTENNA FOR CORRISION, CHAFFING, STRUCTURAL
STRESS,CRACKING,OR ANY OlHER OBVIOUS DEFECT.
Troubleshooting information: Refer to the equipment operating handbook for troubleshooting should a malfunction occur.
See paragraph 3 above and KING install manual pIn 00610521-0004.
Removal and replacement information: This equipment is not field repairable and should be removed from the aircraft by an
FAA approved service persormel. See install manual pIn 00610521-0004.
Diagrams: see install manual pIn 00610521-0004
Special Inspection Requirement: NIA
Application of protective treatments: NIA
Data: Acceptable install practices may be found with in the accepted industry practices contained within ac 43-13-1B and ac
43.13-2a and the manufacturers install manual pIn 00610.521-0004
List of special tools: NIA
Connnuter category information: NIA
Recommended overhaul periods: There are no recommended overhaul periods.
Airworthiness limitations: There are no airworthiness limitations.
Revisions: In order to revise this lCA and FAA form 337 and a copy of the revised ICA will be submitted to the local FSDO
for approval.
Assistance: When Flight Standards Inspectors' has any questions regarding lCA or needs assistance with ICA, they may
contact Ranger Aviation EnteJ]>rises, Inc. at the adress or telephone number listed above.
Implementation and Record Keeping: For major alterations performed in accordance with FAA field Approval policy, the
ownerloperator operating under part 91 is responsible for ensuring that the lCA is made part of the applicable sections 91.409
inspection program for their aircraft. This is accomplished when a maintenance entJy is made in the aircraft's maintenance
record in accordance with section 43.9. This entry records the mitior alteration and identifies the original ICA location (e.g.,
Block 8 of FAA Form 337, dated JfJ-14..()() along with a statement that the lCA is now part of the aircraft's
inspection/maintenance requirement.
10/31/00
141 002
AERODESIGN - R HOWARD
0010-67
u.s.
Department of Transportation
Da~e
Federal Avia~ion Administration
OCT 30 2000
STATEMENT OF COMPLIANCE WITH THE FEDERAL AVIATION REGULATIONS
Airor~f~ or AircrAft Component Id~ntification
Model No.
Type (Airplane,Radio,Helicopter, Name of Appliea.nt
Make
etc. )
Ml'l"SUBISHI
RANGER
MU2B-60
AIRPLANE
AVIATION
AIRCRAFT
LIST OF DATA
Title
Identification
ABRODESZGN
REPORT #3802-1,
'STRUCTURAL SUBSTANTIATION, GPS ANTENNA INSTALLATION MITSUBISHI AIRCRAFT MODEL MU2B-60 AIRCRAFT"
COP~
APPROVAL ONLY
c:::J
{oWe--)
The;cefore
s~gnature(s)
of Oesigna.ted
FAA
Form 8110-3
~gineering
~~i.J) rrtb~~.
DE:R.'r 710134 SW
Str-uc;tural
Form Approved
OMS No.212Q-0020
u.s. Department
aI TranspctIaIion
FodenIIA_
Office Identification
AdmtntstraDon
INSTRUCTIONS: Print or type aU entries. See FAR 43.9, FAR 43 Appendix B, and AC 43.9-1 (or subsequent revision thereof) for instructions
and disposition of this form. This report is required by law (49 U.S.C.1421). Failure to report can result in a civil penalty not to exceed $1,000
for each such violation (Section 901 Federal Aviation Act 1958)
1. Aircraft
Make
Model
MITSUBISHI
MU-2B-60
Serial No.
740SA
N360RA
jAddress (As shown on tegistraton cerfilcate)
312 HANGER RD. SUITE 201
LYNCHBURG, V A. 24502
2. Owner
Mar\(.
5.
4. Unit Identification
Unit
Make
Model
Serial No.
Type
Repair
AIRFRAME
Alteration
POWERPLANT
PROPELLER
Type
APPLIANCE
Manufacturer
6.
fA...
Conformity statement
B. Kind of Agency
C. Certificate No.
IzB1R658K
RADIO,iNSTRUMENT,SPEC...
pERV.
D. I certify that the repair and/or alteration made to the unit(s) identified in item 4 above and described on the reverse or attachments hereto
have been made in accordance with the requirements of Part 43 of the U.S. Federal Aviation Regulations and that the information
furnished herein is true and correct to the best of my knowledge.
Signature of Authorized Individual
Date
'11ru
10-15-99
.~u~A
.AI '"--
BY
110-15-99
FAA Fonn337
(12.a8)
Other (Specify)
Manufacturer
Inspection Authorization
Repair Station
Certificate or
Designation No.
ZB1R658K
LYJ.A
JJ. ~. . .
ALr
--0,
NOTICE
Weight and balance or operating limitation changes shall be entered in the appropriate aircraft record. An alteration must be
compatible with all previous alterations to assure continued conformity with the applicable airworthiness requirements.
3. UNITS WERE INSTALLED USING THE MANUFACTURERS INSTALLATION MANUAL AND FAA AlC 43-1B,43-2A.
REFERENCE MATERIAL USED AS.
INSTALL MANUAL 006-00643-0004 DATED 10/95
NC 43-18(12-25),NC 43-2A CHAP.2, NC 20-688.
4. IN-182A INDICATOR WAS INSTALLED IN THE SAME PANEL SPACE THE THE OLD RADAR INDICATOR WAS
REMOVED FROM. THE ART-2000 WAS INSTALLED IN THE SAME LOCATION AS THE OLD RADAR ANTENNA WAS
REMOVED FROM. THE CM-2000 CONFIGURATION MODULE WAS INSTALLED ON THE FORWARD AVIONICS BAY
2" AFT OF THE DATEM.
5. PREFORMED POST INSTALLATION CHECKOUT OF THE RADAR FOR PROPER OPERATION. SYSTEM
GROUND CHECKED SERVICEABLE WITH NO INTERFERENCE TO OR FROM EXISTING FLIGHT INSTRUMENTS.
6. MADE NC LOG BOOK ENTRY,UPDATED THE NC WEIGHT AND BALANCE AND EQUIPMENT LISTS.
ART-2000
~-
2
3
31
34
35
36
37
18
19
20
21
BULKHEAD CONN
LJ-----iT
'
)
MON/OFF
27
2
.J
1I
ee
31
19
~ 28V8amp
I
------
40
41
<--::
((
)I
--r
GND
.&
PITCH HI
PITCH LO
ROLL HI
ROLL LO
GYRO REF 2aVae
26Vae LO
b
f
453 TX A
453 TX B
37
16
17
29
LITE LO RETURN
rND STRAP
SVDC
8
11
14VDC
12
aa
bb w
.-
42
~
1N182A
--l-
30
~ ~e~-- ---f-J
lT
---
28VDC
20
ART-2000
PSOO1
AIRCRAFT: MU2-$O
WONo:
RA44
DRAWING No:
pwrgnd
2--{j--f )
f
6
7
8
9
{)
nle
eonftg to art data
--()
5v de pwr
------ -----+.::)
-----+:7-
nle
(~=)
50
48
49
45
48
47
RnR_"nnn
SIN:
DATE: 1fL,,-oo
REV No. 0
Form Approved
OMB No. 2120-0020
U.S. Department
of Transportation"
Federal"Aviation
Administration
INSTRUCTIONS: Print or type all entries. See FAR 43.9, FAR 43 Appendix B, and AC 43.9-1 (or subsequent revision thereof) for instructions
and disposition of this form. This report is required by law (49 U.S.C. 1421). Failure to report can result in a civil penalty not to exceed
$1000 for each such violation (Section 901 Federal Aviation Act of 1958)
Make
Mitsubishi
Model
1. Aircraft
Serial No.
2. Owner
J~
MU-2B-60
4. Unit Identification
Unit
5. Type
Model
Make
Serial No.
Repair
Alteration
Airframe
Powerplant
Propeller
Appliance
Type
Mnfctr
6. Conformity Statement
B. Kind of Agency
C. Certificate No.
Radio Class 1 & 2
ZB1R658K
D. I certify that the repair and/or alteration to the unit(s) identified in item 4 above and described on the reverse
or attachments hereto have been made in accordance with the requirements of Part 43 of the U.S. Federal
Aviation Regulations and that the information furnished herein is true and corr.ect to the best of my knowledge.
Signature of Authorized Individual
Terry A. Clair
-
Date
:.:::2.".
dL~
Pursuant to the authority given persons specified below, the unit identftied in item 4 was inspected in the manner
prescribed by the Administrator of the Federal Aviation Administration and is _X_Approved _ _Rejected
FAA Fit. Standards Inspector
BY
FAA Designee
Manufacturer
X Repair Station
ICertificate
or Designation No.
ZB1R658K
Inspection Authorization
Other (specify)
NOTICE
Weight and balance or operating limitation changes shall be entered in the appropriate aircraft record. An alteration must be compatible
with all previous alterations to assure continued conformity with the applicable airworthiness requirements.
Form Approved
OMS No. 2120-0020
Os DeporTment
Of Tron~porlotlon
~AvIatlon
Adn*>I,lratIon
~I--=----:""'~
-....L.....
----t
__
INSTRUCTIONS: Prim or type all entries. See FAR 43.9, FAR 43 Appendix S, and AC 43.9-1 (or subsequent revision thereof) for instructions
and disposition of this form. This report is required by law (49 U.S.C. 1421). Failure to report can result in a civil penalty not to exceed $1,000
for each such violation (Section 901 Federal Aviation Act of 1958)
Make
1. Aircraft
-----~---------I
Serial No.
2. Own,r
"
'.
:.~
\.
'
\
5. Type
4. Unit Identification
-------,
AIRFRAME
"~~,~~~,.,,,.,,.~oC",,.,,.
".".""
,,,.~,,~~,~~,~~
---I
h-
Manufacturer
A.
3oz:J
S"o.t\
<J:,.,,~on
~,..~c.\<
~l\~l~l "'~''10tf..
_._-+
B.
K~:~~~~:~~-~echanic
--.----=j C. Cee"nc,"
J=-j~:~~;:~:~~e;epalr
Station
".0....
D. I certify that the repair and/or alteration made to the unit(s) identified in item 4 above and described on the reverse or attachments hereto
have be.en made in accordance with the requirements of Part 43 of the U.S. Federal Aviation RegUlations and that the information
furnished herein is true and correct to the best of my knowledge.
Ib J ....\---
D",
8--------l
5i90" '01
'o,noe;"d b~
1------+-7""..",;".-r-'_ _
)( APPROVED
ma~~~res~~~ed by t~e-
!nA~~~tandard~TJ~~:ufa-c-tu~~-_-_+~'~-~.-tio-r-lA-u~-o-riz-~io~-.~~-:-rl-he-r-(-s-pe-C-if-Y-)
FAA Designee
'.
.
IRepair Station
S"jfti
NOTICE
Weight and balance or operating limitation changes shaJl be entered in the appropriate aircraft record. An alteration must be
compatible with al/ previous alterations to assure continued conformity with the applicable airworthiness requirements.
--
(If more space is required, attach additional sheets. Identily with aircraft nationality and registration mark and date work completed.)
\>(\eu..t'f\o-+~(..I
In5+6..1\
SROc\{-~~ WI)
5TC
b6..\G..\'~ E.
n,S
(!,,,
k\~
S~s-kr<'\
tJe':,c.e fOo,,.to"';""J
0..
+, ~ ~
IA\J
a,,,A,
ma.\('v~ef'\O."'c.e ~f'\!
--
--
--
EN~-
--
~-
i'C.''''.?.. .'.
..d.f. :
'tlwe;hi::;"''if,,-
_~
Form Approved
OMS No. 2120-0020
-t
TIONS: Print or type all entries. See FAR 43.9, FAR 43 Appendix S, and AC 43.9-1 (or subsequent revision thereof) for instructions
osition oflhis form. This report is required by law (49 U.S.C. 1421). Failure to report can rE>:,;ult in a civil penally notlo exceed $1,000
such violation (Section 901 Federal Aviation Act of 1958)
Model
Make
Mitsubishi
1. Aircraft
r I U2B-60
~-~~-.--------------------~------~--t------------------------~~~~--~-t
Serial No.
N360RA
740SA
2. Owner
P.O.
Inc.
Box 11438
VA 24506-1438
Lynchbur~,
4. Unit Idenlllication
5. _Type-_-.-
-I
t-""-""r-~~__t------------~-M~:--------J-~~---Mode~-----J~----serl~:---~_Re_p~r __+-_A_It_e_ra_ti_o_n-t
"""".,."",.,.",."
-.----------~-t------+----_I
-~._---------~~~--+-
PROPELLER
Type
APPLIANCE
Manufacturer
l---'-~~~~-~--
6. c:C?nfor'!'lty Statement
-ISX~K~i~e~;~::~:~Mec~~
bert Huckabee
25 YMCA Dr. 1159
Angelo, TX 76904
r'--~-.-------------.-_.-
--
___
---- -- -
-~ ~~ ge~tl~ic~!e N~..:
C.
__
Manufacturer
~~~----
-----
_
-
-----.
A&P 1858882
-------------------1
I certify that the repair and/or alteralion made to the unil{s) identified in item 4 above and described on the reverse or attachments hereto
h
been made in accordance with Ihe requirements of Part 43 of the U.S. Federal Aviation Regulations and thaI the information
r hed herein is true and cor reel to Ihe best of my knowledge.
~-------- - - - - ---- -- TS;g~ature o~f'-A""u~t;;:h~;:; ~~d::<i;;:v::id:<:u-:::a;;-I--- ----;;- ---.--- ----.----- ---------~
_________________
7._
~p_~c:J"~lorReturn
.~_. ~
To Servlce
to the authority given persons specified below, the Ii.nit identified in item 4 was inspected in the manner prescribed by the
Irator of the Federal Aviation Administration and is
~ APPROVED
0 REJECTED
~~:::~::"d' t:~:'::::~:Certificate or
Designation No.
1858882
1"-:-P';~~"'''iO"
O'he,
rs,ecl',)---
-----------
NOTICE
Weight and balance or operating limitation changes shall be entered in the appropriate aircraft record. An alteration
compatible with all previous alterations to assure continued conformity with the applicable airworthines~require
Removed B.F. Goodrich brakes and installed Cleveland brakes conversion kit part
number 199-101 in accordance with Parker Hannifin installation instructions and
drawings number 50-62 revision B, dated April 20, 1983. STC #SA648GL
Removed B.F Goodrich brakes
70 LBS.
at 216.6 inches
76.6 LBS.
at 216.6 inches
nIJ.s.r;.p.o.
Form Approved
OMB No. 2120-0020
IONS: Print or type all entries. See FAR 43.9, FAR 43 Appendix B, and AC 43.9-1 (or subsequent revision thereof) for instructions
osition of this form. This report is required by law (49 U.S.C. 1421). Failure to report can result in a civil penalty not to exceed $1,00
such violation (Section 901 Federal Aviation Act of 1958).
1. Aircraft
Make
Model
MISTSUBISHI
MU-2B-60
Serial No.
740SA
USA - N360RA
2. Owner
4. Unit Identification
Make
Unit
AIRFRAME
5. Type
Serial No.
Model
- - - - - - - - - - -
Repair
Alteration
POWERPLANT
PROPELLER
Type
APPLIANCE
Manufacturer
6. Conformit Statement
B. Kind of Agency
Gordan D. Bennet
3029 Canyon Creek
San Angelo, TX 76904
C. Certificate No.
456927714
D. I certify that the repair and/or alteration made to the unit(s) identified in item 4 above and described on the reverse or attachments hereto
have been made in accordance with the requirements of Part 43 of the U.S. Federal Aviation Regulations and that the information
furnished herein is true and correct to the best of my knowledge.
1".
Date
August
4, 1997
~.
,~,,:,,::---~
';1' . '
_.f\"..-.~
August
4, 1997
..AAJ:.F~.'
. . ,,7 (12-88)
F
.
fl
~L
..:~., ...... ~
Manufacturer
Inspection Authorization
Other (Specify)
Repair Station
Certificate or
Designation No.
456927714
__ =~-_ 1'\,'
NOTICE
Weight and balance or operating limitation changes shall be entered in the appropriate aircraft record. An alteration
compatible with all previous alterations to assure continued conformity with the applicable airworthiness requirem
'~J
"'~'''~,
*U.S.G.P.O. 1990-76
:)
Form Approved
OMB No. 2120-0020
u.s. Department
of Transportation
Feder. Avlatlon
Administration
INSTRUCTIONS: Print or type all entries. See FAR 43.9, FAR 43 Appendix B, and AC 43.9- 1 (or subsequent revision thereof) for instructions
and disposition of this form. This report is required by law (49 U.S.C. 1421). Failure to report can result in a civil penalty not to exceed $1,00
for each such violation (Section 901 Federal Aviation Act of 1958).
Make
,. Aircraft
2. Owner
Model
Mitsubishi
MU-2B-60
Serial No.
740SA
USA
N360RA
4. Unit Identification
Unit
Model
Make
-----------
AIRFRAME
5. Type
Serial No.
Repair
Alteration
POWERPLANT
,,
PROPELLER
Type
APPLIANCE
Manufacturer
6. Conformity Statement
B. Kind of Agency
C. Certificate No.
Gordon D. Bennet
3029 Canyon Creek
San Angelo, TX 76904
456927714
D. I certify that the repair and/or alteration made to the unit(s) identified in item 4 above and described on the reverse or attachments hereto
have been made in accordance with the requirements of Part 43 of the U.S. Federal Aviation Regulations and that the information
furnished herein is true and correct to the best of my knowledge.
Date
~V--4
(1 '1
"1
~-
Pursuant to the authority given persons specified below, the unit identified in item 4 was inspected in the manner prescribed by the
Administrator of the Federal Aviation Administration and is
RI APPROVED
REJECTED
Other (Specify)
Manufacturer
FAA Designee
Repair Station
Certificate or
Designation No.
BY
~ ~~ q~
456927714
Inspection Authorization
Gordon D. Bennet
9~~L~~:.~
ft
~-
NOTICE
Weight and balance or operating limitation changes shall be entered in the appropriate aircraft record. An alteration must be
compatible with all previous alterations to assure continued conformity with the applicable airworthiness requirements.
.8.----------------------------------.-,.
Description of Work Accomplishsd
(If more space is required, attach additional sheets. Identify with aircraft nationality and registration mark and date work completed.)
Replaced existing batteries with new Gill BB638/T series lead acid batteries in
accordance with STC SA 1042S0 and installation instructions approved Jan. 15, 1979
page No.6, drawing No.3. #1 battery SN G01670844 and #2 battery G01696339 (Model
G-6381E)
*U.S.G.P.O. 1990-761-753
Form Approved
OMS No. 2120-0020
US Department
of Transporlallon
\.--.------- - - - - - - - - - - 1
I---
Fedefal Aviation
Administration
INSTRUC110NS: Print or type all entries. See FAR 43.9, FAR 43 Appendix S, and AC 43.9-1 (or subsequent revision thereof) for instructions
and disposition of this form. This report is required by law (49 U.S.C. 1421). Failure to report can result in a civil penalty not to exceed $1,000
for each such violation (Section 901 Federal Aviation Act of 1958).
Make
Model
Mitsubishi
~-----..- - - - - - - - - - - - - . - - - - - - - - - - - - - - - f - - - '
1. Aircraft
USA
740SA
----.-----.-----
..
Inc.
3. For FAA
1-
N-360RA
2. Owner
MU2B-60
Serial No.
Use=-=0:.cn:.:ly~
____I
5. Type
4. Unit Identification
d,,,,ib,d in
~,::',
:~;:'#:~.#<o
,bo," J -.#,#,*',,#<0,....J>#>4'''##.*"#<ol'....:...:....
1
Alteration
Repair
--f-----"---+-----1
...
xxx
)-------+--.--------------~--------------_c___,-------------t__------+-----1
POWERPLAN~------.-------f__-------------_I_---.-----------+-
-1
----t
PROPELLER
--+'
Type
APPLIANCE
Manufacturer
1-
6 Conformity Sta_t_e_m_e_n_t
------ -------------t
C. Certifi~ate No_
~~~ency
In,,-.
~
US Certificated Mechanic
Foreign Cerllflcated Mechanic
~~ertlf,catedRepalrStalion
1--
D. I certify that the repair and/or alteration made to the unit(s) identified in item 4 above and described on the reverse or attachments hereto
have been made in accordance with the requirements of Part 43 of the U.S. Federal Aviation Regulations and that the information
furnished herein is true and correct to the best of my knowledge.
t----,-.------------------------------------------
Dol'
s,gnpLAfho: '":D~
04/11/ 9 7
I---------------~----------------"--~----_._----------------"-~---------------------
Pursuant to the authority given persons specified below, the unit identified in item 4 was inspected in the manner prescribed by the
Administrator of troe Federal Aviation Administration and is
~ APPROVED
0 REJECTED
~';-Flt Standar~:-r-T
- ~T----""
~Other(Sp~CifY)----------------"---I
I Inspector
Manufacturer
Inspection Authorization
BY
"'1
r---
,
I
--------+-~----~--
FAA Designee
04 11 1 /9 7
FAA Form 337
(12-88)
il
Xi
- --- -------------
I Repair Station
Certificate or
Designation No.
ZB1R658K
IJJ
I{~.u
()
. n
?.J. ~~
NOTICE
Weight and balance or operating limitation changes shall be entered in the appropriate aircraft record. An alteration must be
compatible with al/ previous alterations to assure continued conformity with the applicable airworthiness requirements.
I)
Installed II Morrow I Apollo 2001 GPS pin 430-0267-300, sin 95557, Apollo A-33 GPS antenna, Icarus
model3000U altitude serializer, and Ameri-King AK950-2001 NAV switching and annunciator panel.
II)
The Apollo 200 I GPS is mounted in the pedestal between the pilot and co-pilot seats, and the AK 9502001 is mounted adjacent to the pilot's HSI.
III)
The current installed sytem complies with requirements outlined in the Apollo 200 I I 210 1 NMS
Configuration Index pin 560-0919-00 dated March 18, 1996 and is comprised of the following:
1 each - Apollo 2001 GPS
I each - Apollo A33 GPS antenna
I each - Icarus 3000U altitude serializer
I each - Ameri-King annunciator I relay unit.
pin 430-0267-300
pin 590-1104
pin AK950-200 I
IV)
The II Morrow I Apollo NMS system was previously approved under TSO CI29 I CI15b Class A(l), B(l),
and C(I), and received initial airworthiness approval under FAA STC # SA00328SE dated April 19. 1996.
V)
VI)
Installation of this Apollo 2001 NMS system was done in accordance with the following II Morrow
installation manuals:
Apollo 2001 TSO 12001 GPS Install Manual
Apollo A-33 GPS Antenna
Apollo NMS System Configuration Index
pin 560-0161-00
pin 560-0949
pin 560-0919-00
VII)
The system is coupled to the pilot's HSI and auto-pilot system by means of the AK950-200 I annunciator I
switching relay unit.
VIII)
Aircraft structural and sheet metal work on this installation has been accomplished in accordance with AC
43.l3-IA, chp. 2 & chp. 5, and AC 43.13-2A, chp. 1.
IX)
Electrical wire and circuit protection was installed and electrical loads checked in accordance with AC
43.13-IA, chp. II, section 2,3,4,5,6, 7, and AC 43.13-2A, chp. 2, par. 27.
X)
Radio installations listed on this 337 Form were done in accordance with AC 43.13-2A, chp. 2, and
antenna installations in accordance with AC 43.13-2A, chp.3.
XI)
The installation listed on this 337 Form was done in accordance with AC 20-138 and meets the
requirements of AC 20-138, section 7, for GPS navigation systems limited to "VFR".
XII)
Aircraft equipment list, log book entries, and weight I balance data updated this date.
XIII)
A functional test of the equipment listed on this 337 Form has been performed in accordance with FAR
23.1301 and checked in accordance with FAR 23.1431 for satisfactory operation and DID NOT adversely
affect any other components in the aircraft.
XIV)
A flight test was conducted in accordance with AC 20-138, paragraph 7c(2)(iii) and found to comply with
reuirements of AC 20-138, paragraph 7c(l)(iv).
----------------------------------------------------------------END---------------------------------------------------------------------
1990-761-753
0
us
Form Approved
OMB No. 2120-0020
Depanment
01 TronsporfOllon
Federal Aviation
Admlnlltratlon
INSTRUCTIONS: Print or type all entries. See FAR 43.9, FAR 43 Appendix B, and AC 43.9-1 (or subsequent revision thereof) for instructions
and disposition of this form. This report is required by law (49 U.S.C. 1421). Failure to report can result in a civil penalty not to exceed $1,000
for each such violation (Section 901 Federal AViation Act of 1958).
Model
Make
Mitsubishi
1. Aircraft
MU2B-60
7L~OSA
USA
4. Unilldentification
--r-
f------r
I
L __
Make
AIRFRAME
Inc.
---
Unit
N-360RA
2. Owner
--
Serial No.
5. Type
Model
Serial No.
Repair
,.~.""".,.",#.
1
I-----t--
POWERPLANT '
f-----
PROPELLER
Type
Alteration
XXX
_ . _ - - - - - - r---.
i
I
- - I-----
- - f----
APPLIANCE
Manufacturer
6. Conformity Statement
A. Agency's Name and Address
B. Kind of Agency
C. Certificaie No.
._-_.-
- - t--
- - CRS If ZB1R658K:
In
Radio Class I & II,
D. I certify that the repair and/or alteration made to the unit(s) identified in item 4 above and described on the reverse or attachments hereto
have been made in accordance with the requirements of Part 43 of the U.S. Federal Aviation Regulations and that the information
furnished herein is true and correct to the best of my knowledge.
f-------------------------------
Date
r ----------------------------
._--------_.
OL~/11/97
k?-/.c,,-1
l--.J
!J
/,'
.~
'.
d--
_______._______________________~pproval...!orReturn To Service
---- - - - - - - - - _ . _ - - - - - - - - - . _ - - - - Pursuant to the authority given persons specified below, the unit identified in item 4 was inspected in the manner prescribed by the
Administrator of the Federal Aviation Administration and is
Xi APPROVED
0 REJECTED
BY
Inspector n
I
Manulilcturer
I Inspection Authorization
I
~------------t-~ f--------------f------~--.------ --~
FAA Designee
I i i X]
Date of Approval or Rejection
OL~/11/97
(12-88)
Repair Station
Certificate or
IDesignation No.
ZB1R658K
II
(2-LJ-.
tv
n,~
~
,-/.z.."
NOTICE
Weight and balance or operating limitation changes shall be entered in the appropriate aircraft record. An alteration must be
compatible with all previous alterations to assure continued conformity with the applicable airworthiness requirements.
I)
Removed existing King KNC-610 RNAV unit, Collins 614L-ll ADF control unit, and Collins ADF-60A
#2 ADF receiver.
II)
Installed Argus - 5000 moving map system in pilot's instrument panel at location previously occupied by
KNC-610 RNAV.
III)
The Argus - 5000 system was installed in accordance with installation data contained in Argus 5000
Installation Manual pin - 5003 revision 03.07, dated July 10, 1995.
IV)
The Argus - 5000 system is interfaced with an Apollo 2001 TSO GPS receiver, and receives ADF bearing
inputs from the #1 ADF-60A ADF system.
V)
The instrument is mounted in the pilot's instrument panel in accordance with AC 43.13-2A, chp. 1 & chp.
2, par. 23.
VI)
Electrical wire and circuit protection for this installation was installed and electrical loads checked in
accordance with AC 43.13-lA, chp. 11, section 2,3,4,5,6,7, and AC 43.13-2A, chp. 2, par. 27.
VII)
Aircraft structural & sheet metal work on this installation has been accomplished in accordance with AC
43.13-lA, chp. 2, & chp. 5, and AC 43 .13-2A, chp. 1.
VIII)
A functional test of the equipment listed on this 337 Form has been performed in accordance with Far
23.1301 and checked in accordance with FAR 23.1431 for satisfactory operation and DID NOT adversely
affect any other components in the aircraft.
IX)
Aircraft equipment list, log book entries, and weight I balance data was revised this date to reflect the
changes listed on this 337 Form.
------------------------------------------------------------------END-------------------------------------------------------------------
-o
1990-761-753
SERIAL NO.
7877
04/11/97
740 SA
REG. NO:
360RA
EQUIPMENT
WEIGHT
INSTALLED: (Previous)
7877.0
+
+
+
+
KNC-610 RNAV
AK-950 Annunciator
3000U Altitude Serializer
Argus 5000
ARM
MOMENT
198.3
1562164
3.80
86.0
.35
71.6
.35
60.0
3.50
70.1
+
+
+
+
245.4
3.3
70.1
231 .3
1.1
71 .6
78.8
4.3
336.2
7876.3
198.2
326.8
25.0
21 .0
REMOVED:
--_.~-
TOTALS:
1561026.4
04/11/97
lbs.
DATED:
in.
SIGNATURE:
lbs .
198.2
3748.7
1445.7
'3
u.s. Department
of Transportation
Federal Aviation
Administration
Form Approved
OMB No. 2120-0020
INSTRUCTIONS: Print or type all entries. See FAR 43.9, FAR 43 Appendix B, and AC 43.9-1 (or subsequent revision thereof) for instructions
and disposition of this form. This report is required by law (49 U.S.C. 1421). Failure to report can result in a civil penalty not to exceed $1,00
for each such violation (Section 901 Federal Aviation Act of 1958).
1. Aircraft
Make
Model
Mitsubishi
MU-2B-60
Serial No.
740SA
USA - N360RA
2. Owner
1lll1lATNJ_S_'_____
3. For FAA Use Only
AIRWORTHINESS REQUIREMENTS
IS APPRCMDONlYFOAlHEABOVI
Date
~~N;1~' irP}~ ~ A
IJ
. I;} - ;;;-.--..
4. Unit Identification
Unit
Make
Serial No.
Model
-----------
AIRFRAME
5. Type
Repair
Alteration
-----------
POWERPLANT
PROPELLER
Type
APPLIANCE
Manufacturer
6. Conformity Statement
B. Kind of Agency
C. Certificate No.
CRS II
ZB1R658K
Radio Class I & II
Limited DME, Xpndr
Instrument, Snecia ized
on~tfilrXv~,cforattachments hereto
D. I certify that the repair andlor alteration made to the unit(s) identified in item 4 above and described
have been made in accordance with the requirements of Part 43 of the U.S. Federal Aviation Regulations and that the information
furnished herein is true and correct to the best of my knowledge.
Signature of Authorized Individual
Date
;;:-!~J-
t...J. JDp-~
Manufacturer
Inspection Authorization
Repair Station
BY
FAA Designee
XX
APriL
d~ 1997
Other (Specify)
Certificate or
Designation No.
i!tJlt /:.sY fG
/J.
(lr!d
L)..J~
NOTICE
Weight and balance or operating limitation changes shall be entered in the appropriate aircraft record. An alteration must be
compatible with all previous alterations to assure continued conformity with the applicable airworthiness requirements.
I)
II)
III)
IV)
V)
VI)
APR 2 2
!S7
is
---------------------------------END--------------------------------------
*U.S.G.P.O. 1990-761-753
-"
Section8
Supplements
MITSUB ISH I
~U-2B-60
SECTION 8
SUPPLEMENTS
LOG OF SUPPLEMENTS
SERIAL NO.
-----'-'----
REGISTRATION NO.
--------
SUBJECT
DATE
AIRCRAFT SERIAL NUMBER 700SA ONLY CHANGES TO THE BASIC AIRPLANE FLIGHT
MANUAL
12-04-78
REISSUED
09-24-85
09-05-78
REISSUED
09-24-85
12-13-78
RE ISSUED
09-24-85
06-12-80
REISSUED
09-24-85
09-05-78
REISSUED
09-24-85
12-13-78
REISSUED
09-24-85
10
12-18-78
REISSUED
09-24-85
REVISION
DATE
Page 1
MITSUBISHI
MU-2B-60
SUPPLEMENT
NUMBER
SUB ..1ECT
SECTION 8
SUPPLEME'NTS
DATE
11
12-18-78
REISSUED
09-24-85
12
09-06-79
REISSUED
09-24-85
13
12-07-79
REISSUED
09-24-85
14
09-05-78
REISSUED
09-24-85
15
REVISION
DATE
12-04-78
REI~SUE-D
09-24-85
16
12-13-78
REISSUED
09-24-85
09-05-78
REISSUED
09-24-85
19
12-04-78
REISSUED
09-24-85
20
21
22
17
,
03-30-79
REISSUED
09-24-85
Page
MITSUBISHI
MU-2B-60
SUPPLEMENT
NUMBER
SECTION 8
SUPPLEMENTS
REVI SION
DATE
SUBJECT
DATE
01-02-80
REISSUED
09-24-85
09-05-78
REISSUED
09-24-85
Rev.1
03-05-93
25
Rev.1
03-05-93
28
29
,
...... . . Q9.~24-85
23
.
30
09-05-78
REISSUED
09-24-85
02-14-79
REISSUED
09-24-85
32
12-04-78
REISSUED
09-24-85
33
34
12-19-80
REISSUED
09-24-85
35
12-18-78
REISSUED
09-24-85
36
04-21-81
REISSUED
09-24-85
31
Rev.1
03-05-93
37
Page 3
MITSUBISHI
SECTION 8
SUPPLEMENTS
MU-2B-60
SUPPLEMENT
NUMBER
SUBJECT
REVISION
DATE
DATE
38
39
40
04-17-79
REISSUED
09-24-85
50
09-24-80
REISSUED
09-24-85
51
05-08-81
REI SSUED
09-24-85
52
05-28-92
53-
51f
~n .1Yl0.R. RDv-J
N M ~ ( 6P f)
K".lf.a Kl u .. qo ~
(; p~
s y 51 EN\
OLt-2c- i7
S,-/6TerA
f!)
1- to -- t!J I
,"'''-'
Page
Form Approved
"
US Department
of Transportation
Fedenli Aviation
""lnistnltlon
,,.....iSfRUCTIONS: Print or type all entries. see FAR 43.9, FAR 43 Appendix B, and AC 43.9-1 (or sUbsequent revision thereof) for instructions
and disposition of this form. This report is required by law (49 U.S.C. 1421). Failure to report can result in a civil penalty not to exceed $1,000
for each violation (Section 901 of Federal Aviation Act of 1958).
Model
Make
MU2B-60
Mitsubishi
1. Aircraft
Serial No.
N360RA
740SA
2. Owner
8726 Hanger Rd
San Angelo, TX 76904-3422
~.,-
;s.tfrw FAA'\lHp'rIly
The data identified herein complies with the applicable airworthiness requirements and is approved only for the above
described aircraft subject to conformity inspection by a person authorized in FAR 43, section 43.7.
DATEfEB
07 2005=AAINSPECTORSW-FSOO-150KC:
~-II' ........._(?~f,
....._. ~
__ -
Q-r-
/ /P1l
, .ype
4. Unit Identification
Unit
serial No.
Model
Make
Repair
AIRFRAME
Alteration
POWERPLANT
PROPELLER
Type
APPLIANCE
Manufacturer
8. Conformity Statement
B. Kind of Aaency
C. CertifICate No.
IZ2R916K
D. I certify that the repair and/or alteration made to the unit(s) identified in item 4 above and described on the reverse or attachments hereto
have been made in accordance with the requirements of Part 43 of the U.S. Federal Aviation Regulations and that the information
furnished herein is true and correct to the best of my knowledge.
Date
SignatM;r)~::J
7 ;;;62oC)j-
FAA Designee
7M 2a)J~
Other (Specify)
Manufacturer
Inspection Authorization
Repair Station
Person Approved by
Transport Canada
Airworthiness Group
CertifICate or
Designation No.
IZ2R916K
/Uvt
~4/~
(J
jI
,.'
. ,t.iOT:.CEj\ ~
i;.. : . ,.;-"
or operating limitation
d ,.
,;:;~
..'.
.. '
(If more s~e is ~uireq. atiach additionai sheets, Identify with aircraft jlatiOnality aird tegistratiori mark aM date Woriccompleted.) .
. '.
'"
MU2B-60SN 74'OSAN36'ORA
,,>
~AA Approved Flight Manual Supplement datef'EB07,,2005 is part of thjs installation and must be
The I~s~ructions for Continued Airworthiness of the original installation FAA Form 337 d~~~uQe(iJ!fli2"p&4
are still '" effect., q:
; .., , ; , l , ,~<Lj1'(,': '
,
,!
....
~~--"
..
",
'. ,~.
Fomi Approved
us Department
of Transportation
r;'
ASW~F8D(~, .~
Identification
Federal Aviation
lIministration
,I/STRUCTIONS: Print or type all entries. See FAR 43.9, FAR 43 Appendix B, and AC 43.9-1 (or subsequent revision thereof) for instructions
and disposition of this form. This report is required by law (49 U.S.C. 1421). Failure to report can result in a civil penalty not to exceed $1,000
for each violation (Section 901 of Federal Aviation Act of 1958).
Make
Model
Mitsubishi
1. Aircraft
MU2B-60
Serial No.
740SA
N360RA
Address (As shown on registration certificate)
PO Box 11438
Lynchburg, VA 24506-1438
2. Owner
=t -~l;O
Unit
by
'ApprJimq
"bJect
,nspait~ivv-r~~(
5. Type
4.UnHldentiflcation
Model
Make
Serial No.
Repair
AIRFRAME
Alteration
POWERPLANT
.-
PROPELLER
Type
APPLIANCE
Manufacturer
6. Conformity Statement
B. Kind of Agency
U.s. Certificated Mechanic
C. Certificate No.
IZ2R916K
D. I certify that the repair and/or alteration made to the unit(s) identified in item 4 above and described on the reverse or attachments hereto
have been made in accordance with the requirements of Part 43 of the U.S. Federal Aviation Regulations and that the information
fumished herein is true and correct to the best of my knowledge.
t ..JULf "leoti
Manufacturer
Repair Station
Other (Specify)
Inspection Authorization
Person Approved by
Transport Canada
Airworthiness Group
Certificate or
Designation No.
IZ2R916K
NOTICE
Weight and balance or operating limitation changes shall be entered in the appropriate aircraft record. An alteration must be
compatible with all previous alterations to assure continued conformity with the applicable airworthiness requirements.
REFERENCES: FAA Form 337 for the installation of the GNS 530 dated
Garmin Installation Manual 19Q-00181-02 RevG
Advisory Circular 20.138
D~II~/2.oo1.
A Flight Test was conducted using the references above: A Flight Manual Supplement was made for this
nd must be available to the pilot.
system dated . - Z - 0
Certificate Number:
2(~ ( .3Z(;
Date: Ot.
~/5-GIf
This document must be carried in the aircraft at all times. It describes the operating
procedures for the Garmin GNS 530 navigation system when it has been installed in
accor~~wWt.vaI..l!till Installation Manual 190-00181-02 Rev. L and FAA Form 337
datedtl:J1JLL.ZUUSnis updated Flight Manual Supplement data was approved on
FAA Form 337 dated February 7,2005.
The Information contained herein supplements or supersedes the basic Airplane Flight
Manual only in those areas listed herein. For limitations, procedures, and performance
information not contained in this document, consult the basic Airplane Flight Manual.
FAA APPROVED
Date:
FEB 072005
-------'--=-~'-----
FEB 072005
Page 1 of9
LOG OF REVISIONS
Revision
Number
Revision
Date
IR
Description
Initial Release
DATE:
-1-
)y D.!:J-
MU2B~ Sn 740SA
Table of Contents
SECTION
PAGE
GENERAL
LIMITATIONS
EMERGENCY PROCEDURES
_..__.._
NORMAL PROCEDURES
PERFORMANCE
FEB 072005
Page 2 of9
SECTION I
GENERAL
1. The GNS 530 System is a fully integrated, panel mounted instrument, which contains a
VHF Communications Transceiver, a VORlILS receiver, and a Global Positioning
System (GPS) Na\'igation computer and a Terrain Awareness and Warning System
(TAWS). The system consists of a GPS antenna, GPS Receiver, VHF VORILOC/GS
antenna, VORlILS receiver, VHF COMM antenna and a VHF Communications
Transceiver. The primaty function of the VHF Communication portion of the equipment
is to facilitate communication with Air Traffic Control. The primary function of the
VORlILS Receiver portion of the equipment is to receive and demodulate VOR.,
Localizer, and Glide Slope signals. The primary function of the GPS portion of the
system is to acquire signals from the GPS system satellites, recover oIbital data, make
range and Doppler measurements., and process this information in real-time to obtain the
user's position, velocity, and time. The primary function of the TAWS portion of the
system is to provide terrain situational awareness.
2. Provided the Garmin GNS 530's GPS receiver is receiving adequate usable signals, it has
been demonstrated capable of and has been shown to meet the accuracy specifications for:
FEB 0 7 2005
Page 3 of9
SECTION II
LIMITATIONS
1.
The Garmin GNS 530 Pilot's Guide, PIN 190-00181-00, Rev. C. dated April 2003 or
later appropriate revision must be immediately available to the flight crew whenever
navigation is predicated on the use of the system. In addition to the Pilot's Guide, the
4001500 Series Garmin Display Interfaces Pilot's Guide Addendum, PIN 190~0140-13,
Rev B, dated September 2004 also must be immediately available to the flight crew if
lightning detection, Traffic lnfonnation Service (TIS), or TAWS is interfaced to the
system or if primary means oceanic/remote navigation is conducted.
2.
The GNS 530 must utilize the following or later FAA approved software versions:
Function
Initial Approval
Traffic I Weather Interface
Primarv OceaniclRemote
TIS Interface
TAWS
Sub-System Version
Main
GPS
2.00
2.00
2.00
2.00
3.00
3.00
2.00
4.00
5.02
3.01
COM
1.22
1.22
1.22
1.22
6.00
VORILOC
1.25
1.25
1.25
1.25
3.01
GIS
2.00
2.00
2.00
2.00
2.03
The Main software version is displayed on the GNS 530 self test page immediately after
tum-on for 5 seconds. The remaining system software versions can be verified on the AUX
group sub-page 2, "Software I Database Versions".
1.
IFR enroute and tenninal navigation predicated upon the GNS 530's GPS Receiver is
prohibited unless the pilot verifies the currency of the data base or verifies each selected
waypoint for accuracy by reference to current approved data.
2.
Instrument approach navigation predicated upon the GNS 530's GPS Receiver must be
accomplished in accordance with approved instrument approach procedures that are
retrieved from the GPS equipment data base. The GPS equipment database must
incorporate the current update cycle.
(a) Instrument approaches utilizing the GPS receiver must be conducted in the
approach mode and Receiver Autonomous Integrity Monitoring (RAlM) must be
available at the Final Approach Fix.
Page 4 of9
(b) Accomplishment of lLS, LOC, LOC-BC, LDA, SDF, MLS or any other type of
approach not approved for GPS overlay with the GNS 530's GPS receiver is not
authorized.
(c) Use of the GNS 530 VORlILS receiver to fly approaches not approved for GPS
requires VORllLS navigation data to be present on the external indicator.
(d) When an alternate airport is required by the applicable operating rules, it must be
served by an approach based on other than GPS or Loran-C navigation, the aircraft
must have the operational equipment capable of using that navigation aid, and the
required navigation aid must be operational.
(e) VNAV information may be utilized for advisory information only. Use of VNAV
information for Instrnment Approach Procedures does not guarantee Step-Down Fix
altitude protection, or arrival at approach minimums in normal position to land.
1.
If not previously defined, the following default settings must be made in the "AUX
Pages, SETUP Page, UNITSIPOSITION" menu option of the GNS 530 prior to
operation (refer to the Garmin GNS 530 Pilot's Guide, PIN 190-00181-00, Rev. C, dated
Apri12003 or later appropriate revision for procedure if necessary):
(a)
(b)
(c)
(d)
dis, spd
. ~ (sets navigation units to "nautical miles" and "knots")
alt, vs
ft fpm (sets altitude units to "feet" and "feet per minute")
map datum .. WGS 84 (sets map datum to WGS-84, see note below)
posn
deg-min (sets navigation grid units to decimal minutes)
NOTE: In some areas outside the United States, datum's other than WGS-84 or NAD83 may be used. If the GNS 530 is authorized for use by the appropriate Airworthiness
authority, the required geodetic datum must be set in the GNS 530 prior to its use for
navigation.
2.
3.
To avoid giving unwanted alerts, the TAWS must be inhibited when landing at an
airport that is not included in the airport database.
4.
Pilots are authorized to deviate from their current ATC clearance to the extent necessary
to comply with TAWS warnings.
;FEB 0 7 2005
Page 5 of9
5.
(a)
NOTE: The area of coverage may be modified, as additional terrain data sources become
available.
SECTION ill
EMERGENCY PROCEDURES
ABNORMAL PROCEDURES
1.
If Garmin GNS 530 navigation information is not available or invalid, utilize remaining
operational navigation equipment as required. If the TAWS option is installed, TAWS
will not be available. A white 'TER N/A' or red 'TER FAIL' annunciator will be
displayed in the lower left comer of the GNS 530 display.
2.
If "RAIM position warning" message is displayed the system will flag and no longer
provide GPS based navigational guidance. The crew should revert to the GNS 530
VORlILS receiver or an alternate means of navigation other than the GNS 530's GPS
Receiver. If the TAWS option is installed, TAWS will not be available and a white
'TER N/A' status annunciator will be displayed by the GNS 530.
3.
4.
If" RAIM is not available" message is displayed while on the final approach segment,
GPS based navigation will continue for up to 5 minutes with approach cm sensitivity
(0.3 nautical mile). After 5 minutes the system will flag and no longer provide course
guidance with approach sensitivity. Missed approach course guidance may still be
available with 1 nautical mile cm sensitivity by executing the missed approach. If
flying a GPS based approach, execute the appropriate missed approach procedure. After
completing the missed approach procedure, refer to paragraph 3 above before using GPS
based navigation.
FEB 0 7 2005
Page 6 of9
5.
In an in-flight emergency, depressing and holding the Comm transfer button for 2
seconds will select the emergency frequency of 121.500 MHz into the II Active"
frequency window.
6.
If the white liTER NIA" status annunciator is displayed by the GNS 530, the system will
no longer provide TAWS alerting or display relative terrain elevations. The crew must
maintain compliance with procedures that ensure minimum terrain separation.
7.
If the red "TER FAIL" status annunciator is displayed by the GNS 530, the system will
no longer provide TAWS alerting or display relative terrain elevations. The crew must
maintain compliance with procedures that ensure minimum terrain separation.
8.
If a liTAWS has failed" message is displayed by the GNS 530, the system will no longer
provide TAWS alerting or display relative terrain elevations. The crew must maintain
compliance with procedures that ensure minimum terrain separation.
SECTION IV
NORMALPROCEDlmES
1.
2.
PILOT'S DISPLAY
The GNS 530 System data will appear on the Pilot's FD-112 Flight Director. The
source of data is either GPS or VLOC as annunciated on the display above the CDI key.
NOTE: It is the pilot's responsibility to assure that published or assigned procedures are
correctly complied with. Course guidance is not provided for all possible ARINC 424
leg types. See the GNS 530 Pilot's Guide for detailed operating procedures regarding
navigation capabilities for specific ARINC 424 leg types.
FEB 0 7 2005
Page 7 of9
3.
5.
6.
7.
8.
TERRAIN INIDBIT
The TAWS Forward Looking Terrain Avoidance (FLTA) and Premature Descent Alerts
(PDA) functions may be inhibited to stop alerting for acceptable flight conditions (such
as below glideslope maneuvers). For detailed operating instructions regarding the GNS
530 TAWS interface, refer to the 4001500 Series Garmin Display Interfaces Pilot's
Guide Addendum, PIN 190-00140-13, Rev B, dated September 2004 for the TAWS
System interface.
FEB 072005
Page 8 of9
SECTION V
PERFORMANCE
No change.
SECTION VI
WEIGHT AND BALANCE
See currenl weight and balance data.
SECTION VII
AIRPLANE & SYSTEM DESCRIPTIONS
See The Garmin GNS 530 Pilot's Guide, PIN 190-00181-00, Rev. C, dated April 2003
or later appropriate revision for a complete description of the GNS 530 system.
See the 400/500 Series Garmin Display Interfaces Pilot's Guide Addendum., PIN 19000140-13, Rev B, dated September 2004 for information pertaining to the Traffic
Information Service (TIS) Interface, the Weather Data Link Interface, and the Terrain
Awareness and Warning System (TAWS) Interface.
FEB 072005
FEB u ,uuo
Page 90f9
MITSUBISHI
MU-2B-60
SECTION 8
SUPPLEMENTS
MITSUBISHI MU-2B-60
FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT
FOR THE
SMITH'S ENCOOING ALTIMETER/ALERTER SYSTEM,
SERIES 1400
SERIAL NO.
-----------
REGISTRATION NO.
FAA APPROVED:
__
09-05-78
RE};iSlIEn ~::f::j<;
Alli7v~_
SUPPLEMENT NO. 8
Page 1 of 6
MITSUBISHI
MU-2B-60
SECTION 8
SUPPLEMENTS
--
CONTENTS
SECTION 1
INTRODUCTION
Page 2
SECTION 2
OPERATING LIMITATIONS
Page 2
SECTION 3
EMERGENCY PROCEDURES
Page 2
SECTION 4
ABNORMAL PROCEDURES
Page 3
SECTION 5
NORMAL PROCEDURES
Page 3
SECTION 6
PERFORMANCE
Page 6
SECTION 7
Page 6
SECTION 1
INTRODUCTION
This supplement must be attached to the FAA Approved Airplane Flight Manual
when the Smith1s Encoding Altimeter/Alerter System, Series 1400 is installed
in accordance with MAl Approved Data. The information contained herein supplements or supersedes the infonnation in the basic Airplane Flight Manual.
For limitations, procedures and performance information not contained in this
supplement, consult the basic Airplane Flight I~nual.
SECTION 2 OPERATING LIMITATIONS
PRIOR TO IFR FLIGHT
1.
Pllot's Encoding Altimeter ....... OPERABLE
2.
Alternate Barometric Altimeter .... REQUIRED AND OPERABLE
SECTION 3 EMERuENCY PROCEDURES
ENCODING ALTIMETER
1.
Power Fallure
2.
RED/HLACK
FLAG
VISIBLE
OVER
DISPLAY. SYSTEivl UNRELIABLE
a.
Altimeter Circuit Breaker ..... DISENGAGE. USE ALTERNATE ALTIMETER
Mal function
. RED/BLACK
FLAG
VISIBLE
OVER
DISPLAY. SYSTEM UNRELIABLE
DISENGAGE. USE ALTERNATE ALTIMETER
a.
Altimeter Circuit Breaker
SUPPLEt'o'lENT NO. 8
Page 2 of 6
MITSUBISHI
MU-2B-60
SECTION 4
SECTION 8
SUPPlEMENTS
ABNORMAL PROCEDURES
No Change
SECTION 5
NORMAL PROCEDURES
IN OTE I
The foll owi ng describes nonnal procedures for the encodi ng
altimeter and altitude alerter system.
Should the
encoding altimeter be installed without the altitude
alerter, omit procedural items pertaining to the alerter.
PREFLIGHT CHECK
2.
3.
OFF
SUPPLEMENT NO. 8
Page 3 of 6
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPlEMENTS
4.
BEFORE TAKEOFF
1.
ALT RPTG (Altitude
Swi tch
Reporting)
AS REQU IRED
IN OTE I
The altitude encodi ng function is i nopera tive
transponder ALT RPTG switch in the OFF position.
2.
3.
AFTER
1.
2.
3.
with
the
SUPPLtJIENT NO. 8
Page 4 of 6
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
2.
AS REQU IRED
AS REQUIRED
SYSTEM DESCRIPTION
GENERAL
The Smith's Encoding Altimeter/Alerter System, ~eries 1400, provides the
pilot with direct indication of altitude with respect to the barometric
pressure while alerting him of the airplane1s preselected flight altitude
and deviations (300 feet) after attaining that altitude.
ENCODING ALTIMETER
The encod"ing altimeter display is a five digit readout in increments of
20 feet with single pointer completing one revolution for each l,OUO feet
change in altitude. Black and white cross hatching is provided in place
of the first zero to command attention to altitudes below 10,000 feet.
The encoding altimeter includes two barometric pressure scales pennitting
pressure settings in millibars and inches of mercury by turning the
adjusting knob on the lower left of the indicator.
The altimeter incorporates output signals for connection with an altitude
alerting system. There is an altitude alert warning lamp (yellow) in the
upper left of the indicator which is illuminated in conjunction with the
a 1 erti ng sys tern.
ENCODING ALTIMETER
The encoding altimeter is capable of reporting the airplane1s altitude to
a ground sta ti on when connected to the transponder.
SUPPLEMENT NO. b
Page 5 of 6
MITSUBISHI
MU-2B-6U
SECTIUN 5
SECTION 8
SUPPlEMENTS
LIGHTING
The encoding altimeter and altitude alerter are internally illuminated.
Intensity is controlled by the PILOT FLT INST rheostat located in the
overhead console.
SECTIUN b
PERFORMANCE
.-'
No Change
SECTION 7
WEIGHT &BALANCE
No Change
SUPPLEMENT NO. ~
Page b of b
._...
MITSUBISHI
_---------_.
HlJ-2B-60
SECTION 8
SUPPLEMENTS
MITSUBISHI MU-2B-60
FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT
FOR THE
IDC ENCODING ALTIMETER/ALERTER SYSTEM
SERIAL NO.
-----------
REGISTRATION NO.
---------
RESSUED~
on P. Watson, Manager
Aircraft Certification Division
Federal Aviation Administration
Southwest Region,
Ft. Worth, Texas 76101
SUPPLEMENT NO. 9
Paqe 1 of 5
MITSUBISHI
MU-2B-60
SECTION 8
SUPPLEMENTS
--
CONTENTS
SECTION 1
INTRODUCTION
Page 2
SECTION 2
OPERATING LIMITATIONS
Page 2
SECTION 3
EMERGENCY PROCEDURES
Page l
SECTION 4
ABNORMAL PROCEDURES
Page 3
SECTION 5
NORMAL PROCEDURES
Page 3
SECTION 6
PERFORMANCE
Page 5
SECTION 7
Page 5
SECTION 1
INTRODUCTION
This supplement must be attached to the FAA Approved Airplane Flight Manual
when the IDC Encoding AltimeterjAlerter System is installed in accordance with
MAl Approved Data. The information contained herein supplements or supersedes
the information in the basic Airplane Flight Manual. For limitations, procedures and performance information not contained in this supplement, consult
the basic Airplane Flight ~~nual.
SECTION 2
OPERATING LIMITATIONS
OPERABLE
1.
SECTION 3
RE~UIRED
HIERGENCY PROCEDURES
ENCODING ALTIMETER
Power Fa i 1ure
1.
2.
a.
Altimeter Circuit Breaker
Malfunction
a.
AND OPERABLE
DIGIT OF
ALTIMETER
01 GlT OF
ALTIf'iIETER
FLAG
APPEARS.
2.
FLAG
APPEARS.
1.
SUPPLEMENT NO. ~
Page 2 of 5
MITSUBISHI
MU-2B-60
SECTION 4
SECTION 8
SUPPLEMENTS
ABNORMAL PROCEDURES
No Change
SECTION 5
NORMAL PROCEDURES
I N aTE
1.
2.
3.
Test Button
Dial Pointer
e.
f.
g.
h.
i.
j.
OFF
CHECK ENGAGED
VISIBLE, REPLACING 0 ON DIAL
VISIBLE
ON
CHECK ENGAGED
OUT OF VIEW
OUT OF VIEW. 0 VISIBLE ON DIAL
SET TO AMBIENT PRESSURE
INDICATES AIRPORT ELEVATION :- 30
FEET
PRESS AND HOLD
INCREASES APPROXIMATELY 300 FEET
ABOVE AIRPORT ELEVATION; ALERTiNG
TONE ~IAY BE AUOIBLE
REPLACES 0 ON DIAL
VISIBLE
RELEASE
RETlIRI~S TO AIRPORT ELEVATION 30
FEET
REPLACED BY 0 ON DIAL
OUT OF VIEW
AS REQU IRED
I
N aTE
SUPPLEMENT NO. 9
Page 3 of 5
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
b.
Al erti ng Tone ........... AUDIBLE FOR APPROXIMATELY 2 SECONDS
Approximately 300 feet below
preselected altitude ..... ALT LIGHT EXTINGUISHES
Airplane Altitude deviation approximately 300 feet
a.
All Li ght ............ ILLUMINATES
b.
Al erti ng Tone .............. AUDIBLE FOR APPROXIt-'IATEL Y 2 SECONDS
IN OTE I
All light will remain illuminated until the airplane is
within i: 30U feet of the selected altitude or a newaltitude is selected on the alerter.
IN OTE
AFTER LANDING
1.
2.
SYSTEM DESCRIPTION
GENERAL
The IDC Encoding Altimeter/Alerter System provides the pilot with direct
indication of altitude with respect to the barometric pressure while
alerting him of the airplane1s preselected flight altitude and deviations
( 300 feet) after attaining that altitude.
SUPPLEMENT NO.9
Page 4 of 5
-'
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
LIGHTING
The encodi ng al ti meter and al ti tude al erter are internally ill umi nated.
Intensity is controlled by the PILOT FLT INST rheostat located in the
overhead console.
SECTION 6
PERFOR~~NCE
No Change
SECTIUN 7
SUPPLEMENT NO. 9
Page 5 of 5
MITSUBISHI
MU-2B-60
SECTION 8
SUPPLEMENTS
MITSUBISHI MU-2B-60
FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT
FOR THE
IDC RADBAR ENCODING ALTIMETER AND ALTITUDE ALERTING SYSTEM
WITH
VOICE TERRAIN ADVISORY
(WITH KRA-405 RADIO ALTIMETER)
SERIAL NO.
REGISTRATION NO.
1-It! -<Sf
~-U;;-~-~-)
SUPPLEMENT NO. 10
Paqe 1 of 9
SECTION 8
SUPPLEMENTS
MITSliBISHI
MlI-2B-60
MARQUISE
-'
CONTENTS
SECTION 1
INTRODUCTION
Page 2
SECTION 2
OPERATING LIMITATIONS
Page
SECTION 3
EMERGENCY PROCEDURES
Page 3
SECTION 4
ABNORMAL PROCEDURES
Page 3
SECTION 5
NORMAL PROCEDURES
Page 3
SECTION 6
PERFORMANCE
Page 9
SECTION 7
WEIGHT
& BALANCE
SECTION 1
Page 9
INTRODUCTION
This supplement must be attached to the FAA Approved Airplane Fl ight Manual
when the IDC RADBAR Encoding Altimeter and Altitude Alerting System with Voice
Terra in Advi sory (wi th KRA-405 Radio Al timeter) are install ed in accordance
with !vIAl Approved Data.
The infonnation contained herein supplements or
supersedes the infonnation in the basic Airplane Flight Manual.
For limitations, procedures and perfonllance infonnation not contained in this supplement, consult the basic Airplane Flight Manual.
SECTION 2 OPERATING LIMITATIONS
Altimeter
Alternate Barometric Altimeter
During Back Course Approach
Opera tion Mode
During GO AROUND Operation MOde
OPERABLE
REQUIRED AND OPERABLE
VTA VO ICE - OFF
VTA VOICE - OFF
REQlIIRED PLACARD
VTA VOICE
o
OFF
ALTERNATE
PLACARD
If
VTA VOICE
ON
OFF
MUST BE OFF
FOR BC APP
&GA OPS
SUPPLEMENT NO. lu
Page 2 of ~
MITSUBISHI
MU-2B-60
SECTION 3
SECTION 8
SUPPLEMEt4TS
EMERGENCY PROCEDURES
ENCODING ALTIMETER
1.
Power Fallure
a.
b.
2..
~l
a.
b.
functi on
DIGIT
ON
AL TItvlETER
DIGIT
ON
ALTIMETER
ALTITUDE ALERTER
1.
2.
SECTION 4
APPEARS.
SYSTEM
APPEARS.
SYSTEM
ABNORMAL PROCEDURES
No Change
SECTION 5
NORtv~L
1 NOT
PROCEDURES
EI
PREFLIGHT CHECK
1.
OFF
VISIBLE, REPLACING 0 DIAL
VISIBLE
VISIBLE
SUPPLEMENT NO. 1U
Page 3 of 9
MITSUBISHI
MU-2B-60
SECTION 8
SUPPLEMENTS
MARQUISE
SECTION 5
I N aTE
ON
0N
CHECK ENGAGED
CHECK ENGAGED
AS REQUIRED
ON
3.
OUT OF VIEW.
OUT OF VIEW
ILLUMINATES
MINIMUM
ILLU~lINATES
ABOVE 0 FEET)
REPLACED BY 0 ON DIAL
(DH
SETTING MUST BE
Encoding Altimeter
a.
Barometric Pressure ....... SET TO AMBIENT PRESSURE
b.
Altitude Indication ......... AIRPORT ELEVATION 30 FEET
c.
Alti tude Al erter
SET TO NEAREST 100 FEET OF AIRPORT
ELEVATION
Red Test Button (Lower LH
d.
Corner of Altimeter) ..... PRESS AND HOL D
Dial Pointer
. INCREASES APPROXIMATELY JOO FEET
e.
ABOVE AIRPORT ELEVATION. ALERTING
TONE MAY BE AUDIBLE
Radio Altitude Display ...... ILLUMINATES DIGITS U8U
f.
Al timeter OFF Fl ag
. REPLACES 0 ON DIAL
g.
. VISIBLE
Alerter OFF Flag
h.
;.
Red Test Button
. RELEASE
VTA Announces ............... MINIMUM. (IF DECISION HEIGHT [DH]
j.
IS SET LESS THAN 30 FEET)
Dial Pointer .................. RETURNS TO AIRPORT ELEVATION 3U
k.
FEET
Radio Altitude Display ...... 888 DIGITS REPLACED BY 5U THEN 0
1.
DH Kn ob
.. PRESS.
RADIO ALTITUDE DISPLAYS DH
m.
(IF PREVIOUS SETTING WAS NOT 0
FEET)
RELEASE.
RADIO ALTITUDE DISPLAY
n.
DH Knob
RETURNS TO 0 FEET
NO. 10
Page 4 of 9
SUPPLE~IENT
MITSUBISHI
MU-2B-60
SECTION 5
SECTION &
SUPPLEMENTS
BEFORE TAKEOFF
1.
Al ti tude
IN 0 TE
2.
Encod"ing Altimeter
a.
Altitude Indication
b.
Radio Altitude Display
c.
Radio ALT Annuncia tor
d.
Decision Height Setting
with
the
IN 0 TE I
The DH knob may be pressed to check the decision height as
illuminated in the radio altitude digital display.
IVlomentary power interruption does not affect the DH setti ng.
3.
4.
Altitude Alerter
VTA VOICE Switch
FOR
VTA
LIP
IN 0 TEl
Above approximately 990 feet. the di splay has no i ndication.
2.
IN 0 TEl
Radio ALT annunciator will flash at flight
2.UOO feet AGL i f the terrain is rugged.
altitude
of
SUPPLEMENT NO. 1U
Page 5 of 9
MITSU8ISHI
MU-28"{)O
SECTION 8
SUPPLEMENTS
SECTION 5
I N OrE
I N OrE
RAD8AR ALTIMETER
1.
At and Below 2,UOO Feet AGL
2.
At 1,700 t lOU Feet and 1,000
Feet AGL
I N OrE I
Upon descending to approximately 1,000 feet AGL, the VTA
glide slope warning is automatically armed.
3.
SUPPLEMENT NO. 10
Page b of 9
tvllTSllBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
DESCENT/APPROACH (CONT)
RADBAR ALTIMETER (CONT)
4.
5.
At DH Setti ng
ANNOUNCES
EACH
100
FOOT
INCREMENT (i.e. 90U, 80U, ETC.)
II
VTA ANNOUNCES IIMIN IMUM
IN OT E I
VTA MINIMUM announcement has priority over any other voice
announcement.
6.
Glide Slope
a.
On or Above Glide Slope VTA GLIUE SLUPE VOICE SILENT
b.
Below Gl ide Slope at a Preset
Level (l Dot) VTA ANNOUNCES IIGL IDE SLOPE-GLIDE
II
SLOPE AT 2 SECOND INTERVALS
c.
Below Preset Gl ide Slope Level
(2 Dots)
VTA ANNOUNCES IIGLI DE SLUPE-GLI DE
SLOPE II AT 1 SECOND INTERVALS
At DH Setti ng
VTA
IIGLI DE
SLUPE-GLI DE
SLOPE"
d.
ANNOUNCE~IENT IS TE~IlNATED
11I
will
interrupt GLIDE
SLOPE-
AFTER LANDING
1.
2.
3.
4.
5.
6.
AS REQUIRED
AS REQU IRED
AS REQUIRED
AS REQUIRED
AS REQUIRED
OFF
SYSTEM DESCRIPTION
GENERAL
The IDC RADBAR Encoding Altimeter/Altitude Alerter with Voice Terrain
Advi sory (VTA) Systan provides the pilot with direct indication of
altitude with respect to the barometric pressure \'kIile alerting him of
the airplane's preselected flight altitude and deviations (:r 3UU feet)
after attaining that altitude.
The system also indicates digitally and
verbally Height Above Terra in up to 990 feet and with vi sible RADIO AL T
flag at altitudes up to 2,UUU feet AGL.
SUPPLEMENT NO. 1U
Page 7 of 9
MITSUBISHI
MU-2B-60
SECTION 5
NOR~~L
SECTION 8
SUPPlEMENTS
PROCEDURES (CONT)
output
signal s
interface
wi th an
al ti tude
The altitude alerter receives altitude signals fran the encoding altimeter. Upon nearing the preselected altitude ( 1,000 feet), the alerter
sends an electrical signal to a warning horn and light. The warning horn
will be audible for approximately two seconds.
The ALT warning light
remains illuminated to approximately 300 feet from the selected altitude.
The al erter activates the audio and vi sual warni ngs should the
airplane deviate 300 feet from the selected altitude.
LIGHTING
The encoding al timeter and al titude al erter are internally ill uminated.
Intensity is controlled by the PILOT FLT INST rheostat located in the
overhead console. The radio altimeter display brightness is controlled
by a rheostat located in the lower left of the instrument.
SUPPLEMENT NO. 10
Page 8 of Y
MITSliBISHI
MU-2B-60
SECTION 6
SECTION 8
SUPPLEMENTS
PERFORMANCE
No Change
SECTION 7
WEIGHT &BALANCE
No Change
SUPPLEMENT NO. 10
Page 9 of 9
MITSUBISHI
MU-2B-60
SECTION 8
SUPPLEMENTS
MITSUBISHI MU-2B-60
FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT
FOR THE
IDC ENCODING ALTIMETER/ALERTER SYSTEM
WITH
VOICE TERRAIN ADVISORY
(WITH AA-215 RADIO ALTIMETER)
SERIAL NO.
-----------
REGISTRATION NO.
RJ::~~
Don P. Watson, Manager
Aircraft Certification Division
Federal Aviation Administration
Southwest Region,
Ft. Worth, Texas 76101
SUPPLEMENT NO. 11
Page 1 of 9
MITSUBISHI
MU-2B-60
SECTION 8
SUPPLEMENTS
CONTENTS
SECTION 1
I NTRODUC TION
Page 2
SECTION 2
OPERATING LIMITATIONS
Page
SECTION 3
EMERGENCY PROCEDURES
Page 3
SECTION 4
ABNORMAL PROCEDURES
Page 3
SECTION 5
NORMAL PROCEDURES
Page 3
SECTION 6
PERFORMANCE
Page 9
SECTION 7
WEIGHT
SECTION 1
& BALANCE
Page 9
INTRODUCTION
This supplement must be attached to the FAA Approved Airplane Flight Manual
when the IDC Encodi ng Al timeter/ Al erter System wi th Voice Terra i n Advi sory
(with AA-215 Radio Altimeter) is installed in accordance with MAl Approved
Data.
The infonnation contained herein supplements or supersedes the
information in the basic Airplane Flight t"lanual. For limitations, procedures
and perfonnance infonnation not contained in this supplement, consult the
basic Airplane Flight Manual.
SECTION l
OPERATING LIMITATIONS
1.
2.
3.
4.
OPERABLE
REQUIRED AND
OPERA~LE
REQUIRED PLACARD
VTA VOICE
_ OFF
MUST BE OFF FOR
BC APP &GA OPS
ALTERNATE
PLACARD
VTA VOICE
ON OOFF
MUSTBE OFF
FOR BC APP
&GA OPS
SUPPLEMENT NO. 11
Page 2 of 9
MITSLIB ISH I
MU-2B-60
SECTION 3
ENCODING ALTIMETER
1.
2.
Power Failure
SECTION 8
SUPPLEMENTS
EMERGENCY PROCEDURES
.......................
ALTITUDE ALERTER
1.
Power Fallure
FLAG
APPEARS.
2.
FLAG
APPEARS.
ABNOR~1AL
PROCEDURES
No Change
SECTION 5
NORMAL PROCEDURES
PREFLIGHT CHECK
1.
2.
SUPPLEMENT NO. 11
Page 3 of 9
AIRPlANE FLIGHT
MARQUISE
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
MANUAL
f.
g.
h.
i.
j.
3.
be
audible
with
OUT OF VIEW.
OUT OF VIEW
VTA
VOICE
REPLACED BY 0 ON DIAL
ILLUMINATES
MIN IMUM
ILLUMINATES (OH
ABOVE 0 FEET)
SETTING
MUST
BE
Encoding Altimeter
a.
Barometric Pressure .. SET TO AMBIENT PRESSURE
b.
Altitude Indication . AIRPORT ELEVATION 30 FEET
c.
Al ti tude Al erter SET TO NEAREST 100 FEET OF AIRPORT
ELEVATION
Red Test Button (Lower LH
d.
Corner of Al timeter) PRESS AND HOLD
Di al Poi nter
. INCREASES APPROXIMATELY 30U FEET
e.
ABOVE AIRPORT ELEVATION.
ALERTING
TONE MAY BE AUDIBLE
VTA Announces
. MINIMUM
f.
. ILLUMINATES DIGITS ~B8
Radio Altitude Display
g.
Al timeter OFF Fl ag .. REPLACED BY 0 ON DIAL
h.
Al erter OFF Fl ag
. VISIBLE
i.
Red Test Button
. RELEASE
j.
Dial Pointer ...... RETURNS TO AIRPORT ELEVATION *" 3U
k.
FEET
Radio Altitude Display ......... B88 DIGITS REPLACED BY IUU THEN 0
1VTA Announces .... MIN IMUM~ IF DH IS SET LESS THAN 3U
m.
FEET
PRESS.
RADIO ALTITUDE DISPLAYS OH
n. DH Knob
(IF PREVIOUS SETTING WAS NOT 0
FEET)
O.
DH Knob
RELEASE.
RADIO ALTITUDE DISPLAY
RETURNS TO 0 FEET
SUPPLEMENT NO. 11
Page 4 of 9
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
BEFORE TAKEOFF
1.
AS REQU IRED
IN OTE I
The altitude encoding function is inoperative with the
transponder ALT RPTG switch in the OFF position.
2.
Encodi ng Al timeter
a.
Altitude Indication
b.
Radio Altitude Display
c.
RADIO ALT Annunciator
d.
Decision Height (DH) Setting
IN OTE I
The DH knob may be pressed to check the decision height as
illuminated in the radio altitude digital display.
Momentary power interruption does not affect the DH setti ng.
3.
4.
Al ti tude Al erter
VTA VOICE Swi tch
RADBAR ALTIMETER
1.
Radio Al ti tude Di splay
IN 0 TE I
Above approximately 990 feet, the display has no indication.
2.
IN OTE I
RADIO ALT annunciator will flash at flight altitude of
2,50U feet AGL if the terrain is rugged.
FAA APPROVED 12-18-78
REISSUED 09-24-85
SUPPLEMENT NO. 11
Page 5 of 9
SECTION 8
SUPPLEMENTS
MITSUBISHI
MU-2B-60
SECTION 5
IN OTE I
All 1ight will remain illuminated until the airplane is
wi thi n i: 300 feet of se1 ected a1 ti tude or a new a1 ti tude
is selected on the a1erter.
DESCENT/APPROACH
ALTITUDE ALERTER
1.
Altitude Approximately 1.000 Feet Above Preselected
a. All Li ght
ILLUMI NATES
b.
Alerting Tone
AUDIBLE FOR APPROXIMATELY 2 SECONDS
2.
Descent to Approximately 300 Feet Above Preselected Altitude
a. All Light
EXTINGUISHES
3.
Airplane Deviation Approximately 3UO Feet
a.
All Light
ILLUMINATES
b.
Alerting Tone
AUDIBLE FOR APPROXIMATELY 2 SECONDS
IN 0 TE I
All light will remain illuminated until the airplane is
wi thi n i: 300 feet of the se1 ected a1 ti tude or a new
altitude is selected on the a1erter.
RADBAR ALTIMETER
At And Below 2.500 Feet AGL
2.
At 2.000 lOu Feet and 1.000
Feet AGL
1.
SUPPLEMENT NO. 11
Page 6 of ~
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
DESCENT/APPROACH (CONT)
RADBAR ALTIMETER (CONT)
4.
5.
At DH Setti ng
.......................
VTA ANNOUNCES EACH 100 FOOT INCREMENT, I.E. (900, 800, ETC.)
VTA ANNOUNCES "MIN IMUM"
Glide Slope
a.
On or Above Glide Slope VTA GLIDE SLOPE VOICE SILENT
b.
Below Glide Slope at a Preset
Level (1 Dot) . VTA ANNOUNCES GLIDE SLOPE-GLIDE
SLOPE AT 2 SECOND INTERVALS
c.
Below Preset Glide Slope Level
(2 Dots) VTA ANNOUNCES GLI DE SLOPE-GLl DE
SLOPE AT 1 SECOND INTERVALS
d.
At DH Setting
VTA GLIDE SLOPE-GLIDE SLOPE
IS
TERMINATED
AFTER LANDING
ALT RPTG
1.
2.
3.
4.
5.
6.
will
Swi tch
VTA VO ICE Swi tch
Altimeter Circuit Breaker ....
Radio Altimeter Circuit Breaker
RADIO MASTER Switches .
Airplane 28VDC Power .
interrupt GLIDE
SLOPE-
AS REQUIRED
AS REQU IRED
AS REQUIRED
AS REQUIRED
AS REQUIRED
OFF
SYSTEM DESCRIPTION
GENERAL
The IDC RADBAR Encodi ng Al timeter/ Al ti tude Al erter wi th Voice Terrain
Advisory (VTA) System provides the pilot with direct indication of altitude with respect to the barometric pressure while alerting him of the
airplane's preselected flight altitude and deviations ( 300 feet) after
attaining that al ti tude. The system al so indicates digitally and verbally height above terrain up to 990 feet with vi sible RADIO ALT flag at
altitudes up to 2,500 feet AGL.
SUPPLEfvlENT NO. 11
Page 7 of 9
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
LIGHTING
The encoding altimeter and altitude alerter are internally illuminated.
Intensi ty is controll ed by the PILOT FLT INST rheostat located in the
overhead console. The RADIO ALT display intensity is controlled by the
rheostat located in the lower left of the instrument.
SUPPLEMENT NO. 11
Page 8 of 9
--
MITSUBISHI
MU-2B-60
SECTION
SECTION 8
SUPPLEMENTS
PERFORMANCE
No Change
SECTION 7
SUPPLEMENT NO. 11
Page 9 of 9
MITSUBISHI
~ ~-~---~~------------
._-----
MU-2B-60
SECTION 8
SUPPLEMENTS
MITSUBISHI MU-2B-60
FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT
FOR THE
IOC RADBAR ENCODING ALTIMETER AND ALTITUDE ALERTING SYSTEM
WITH
VOICE TERRAIN ADVISORY
(WITH ALT-50 RADIO ALTIMETER)
SERIAL NO.
-----------
REGISTRATION NO.
FAA APPROVED:
09-06-78
j:::~
SUPPLEMENT NO. 12
Page 1 of 8
MITSUBISHI
MU-2B-.bO
SECTION B
SUPPLEMENTS
CONTENTS
SECTION 1
INTRODUCTION
Page 2
SECTION 2
OPERATING LIMITATIONS
Page 2
SECTION 3
EMERGENCY PROCEDURES
Page 3
SECTION 4
ABNORMAL PROCEDURES
Page 3
SECTION 5
NORMAL PROCEDURES
Page 3
SECTION 6
PERFORt"IANCE
Page B
SECTlON 7
WEIGHT
SECTION 1
& BALANCE
Page B
I NTRODUCTI ON
This supplement must be attached to the FAA Approved Airplane Flight Manual
when the IDC Radbar Encoding Altimeter and Altitude Alerting System with Voice
Terrain Advisory (with ALT-50 Radio Altimeter) are installed in accordance
with MAl Approved Data.
The information contained herein supplements or
supersedes the information in the basic Airplane Flight Manual.
For
limitations, procedures and performance information not contained in this
supplement, consult the basic Airplane Flight Manual.
SECTION 2
OPERATING LIMITATIONS
Altimeter
Alternate Barooetric Altimeter ...
During Back Course Approach
Operation Mode ..........
During GO AROUND Operation Mode .........
OPERABLE
REQUIRED AND OPERABLE
VTA VOICE OFF
VTA VOICE OFF
REQUIRED PLACARD
VTA VOICE
OFF
MUST BE OFF FOR
Be APP &GA OPS
I"'-"'
ALTERNATE
PLACARD
VTA VOICE
ON
OFF
MUST BE OFF
FOR BC APP
&GA OPS
SUPPLEMENT NO. 12
Page 2 of 8
MITSUBISHI
MU-lB-60
SECTION H
SUPPLEMENTS
1.
a.
b.
2.
a.
b.
. DISENGAGE
. RED OFF FLAG REPLACES 0 DIGIT ON
DIAL. SYSTEM UNRELIABLE
. DISENGAGE. USE ALTERNATE ALTIMETER
Altimeter Circuit Breaker
Radio Altimeter Circuit Breaker. DISENGAGE
ALTITUDE AlERTER
1.
Power Fa il ure
APPEARS.
SYSTElvl
2.
APPEARS.
SYSTEM
ABNORMAL PROCEDURES
No Change
SECTION 5
NORMAL PROCElJURES
IN OTE
The foll owi ng descri bes normal procedures for the encodi ng
altimeter and altitude alerter system with Voice Terrain
Should the altimeter/alerter system be
Advisory (VTA).
installed without the VTA. omit items pertaining to the
VTA system.
The audio and visual indications of the RADBAR are powered
by the radio al till1eter receiver/transmitter. Therefore.
the Above Ground Level (AGL) indications are limited to
2.00U feet.
PREFLIGHT CHECK
I.
Alrplane Power
a.
Encoding Altimeter OFF Flag
b.
Encoding Altimeter RAD/UFF Flag.
c.
Altitude Alerter OFF Flag
2.
Airplane Power
a.
RADIO MASTER Switches
b.
Altimeter Circuit Breaker
c.
Radio Altimeter Circuit Breaker.
d.
ALT RPTG (Altitude Reporting)
Swi tch
FAA APPROVED 09-06-79
REISSUED 09-24-85
MITSllBISHI
MU-2B-60
MARQUISE
SECTION!:j
PREFLIGHT
e.
SECTION 8
SUPPLEMENTS
.-
CHECK (Cont)
ON
3.
Encoding Altimeter
a.
Barometric Pressure
b.
Altitude Indication
c.
Al ti tude Al erter
d.
e.
f.
g.
h.
i.
j.
k.
1.
m.
n.
DH Knob
o.
UH Knob
OUT OF VIEW.
OUT OF VIEW
REPLACED BY 0 ON DIAL
ILLLI~IINATES
MINIMUM
ILLU~IINATES
(DECISION HEIGHT [DH]
SETTING MUST BE ABOVE 0 FEET)
BEFORE TAKEOFF
1.
AS REQU IRED
SUPPLEMENT NO. 12
Page 4 of 8
MITSUBISHI
MU-2B-60
SECTION S
SECTION 8
SUPPLEMENTS
Altitude Alerter
VTA va ICE Switch
FOR
VTA
IN OTE I
Above approximately 990 feet, the display has no indication.
2.
~ECONDS
SUPPLEMENT NO. 12
Page 5 of B
AIRPLANE FUGtH
MARQUISE
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
tjt~\NUAL
IN OTE I
ALT light will remain illuminated until the airplane is
within t 30U feet of the selected altitude or a newaltitude is selected on the alerter.
RADBAR AlTIMETER
1.
At and Below 2,000 Feet AGL
2.
At Approximately 1,70U Feet and
1,000 Feet AGL
IN OTE I
Upon descending to approximately 1,000 feet AGL, the VTA
glide slope warning is automatically armed.
3.
4.
SUPPLEMENT NU. 1,
Page 6 of b
-----"._-----MlTSUBISHI
MU-2B-60
SECTION 5
NOR~~L
SECTION 8
SUPPLEMENTS
PROCEDURES (CONT)
DESCENT/APPROACH (CONT)
RADBAR ALTIMETER (CONT)
5.
I Nor E I
VTA MINIMUM announcements
voice announcement.
6.
have
priori ty
over any
other
Glide Slope
a.
On or Above Glide Slope .. VTA GLIDE SLOPE VOICE SILENT
b.
Below Gl ide Slope at a Preset
Level (1 Dot) ........ VTA ANNOUNCES "GLIDE SLOPE-GLIDE
SLOPE II AT 2 SECOND INTERVALS
c.
Below Preset Glide Slope
Level (2 Dots) .. VTA ANNOUNCES "GLl DE SLOPE-GLl DE
SLOPE" AT 1 SECOND INTERVALS
d.
At DH Setting
VTA
"GLI DE
SLOPE-GLI DE
SLOPE II
ANNOUNCEMENT IS TERMINATED
I
NOr E I
will
interrupt GLIDE
SLOPE-
AFTER LANDING
1.
2.
SYSTEM DESCRIPTION
GENERAL
The IDC RADBAR Encodi ng Al timeter/ Al ti tude Al erter wi th Voi ce Terrain
Advisory (VTA) System provides the pilot with direct indication of
altitude with respect to the barometric pressure while alerting him of
the airplane's preselected flight altitude and deviations ( 300 feet)
after attaining that altitude.
The system also indicates digitally and
verbally Height Above Terrain up to 900 feet and with visible RADIO ALT
flag at altitudes up to 2,000 feet AGL.
ENCODING ALTIMETER
The encodi ng al timeter di spl ay is a fi ve di git readout in increments of
20 feet with a single pointer conpleting one revolution for each 1,00U
foot change in altitude.
Black and white cross hatching is provided in
place of the first zero to command attention to altitudes below 10,OUU
feet.
SUPPLEMENT NO. 12
Page 7 of f:i
MlTSUBISHI
MU-ZB-60
SECTIUN 5
SECTION 8
SUPPLEMENTS
The altitude alerter receives altitude signals fran the encoding altimeter. Upon nearing the preselected altitude ( 1,UUO feet), the alerter
sends an electrical output signal to a warning horn and light.
The
warning horn is audible for approximately two seconds. The ALT warning
light remains illuminated to approximately 300 feet from the selected
altitude. The alerter activates the audio and visual warnings should the
airplane deviate t 300 feet from the selected altitude.
LIGHTING
The encoding altimeter and altitude alerter are internally illuminated.
Intensity is controlled by the PILOT FLT INST rheostat located in the
overhead console. The radio altimeter display brightness ;s controlled
by the rheostat located in the lower left of the instrument.
SECTION 6
PERFORMANCE
No Change
SECTION 7
SUPPLEMENT NO. 12
Page 8 of 8
MITSUBISHI
MU-2B-60
SECTION 8
SUPPLEMENTS
MITSUBISHI MU-2B-60
FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT
FOR THE
SPERRY AA-215 RADIO ALTIMETER
SERIAL NO.
REGISTRATION NO.
~=?T)F~
Don P. Watson, Manager
Aircraft Certification Division
Federal Aviation Administration
Southwest Region,
Ft. Worth, Texas 76101
SUPPLEMENT NO. 14
Page 1 of 4
SECTION 8
SUPPLEMENTS
MITSUBISHI
MU-2B-60
CONTENTS
SECTION 1
INTRODUCTION
Page 2
SECTION 2
OPERATING LIMITATIONS
Page 2
SECTION 3
EMERGENCY PROCEDURES
Page 2
SECTION 4
ABNORMAL PROCEDURES
Page 2
SECTION 5
NORMAL PROCEDURES
Page 3
SECTION 6
PERFORMANCE
Page 4
SECTION 7
WEIGHT
& BALANCE
SECTION 1
Page 4
INTRODUCTION
This supplement must be attached to the FAA Approved Airplane Flight I"'lanual
when the Sperry AA-215 Radio Altimeter is installed in accordance with MAl
Approved Data. The information contained herein supplements or supersedes the
infonnation in the basic Airplane Flight Manual. For limitations, procedures
and perfonnance infonnation not contained in this supplement, consult the
basic Airplane Flight Manual.
SECTION 2
OPERATING LIMITATIONS
The use of the Sperry AA-215 Radi 0 Al timeter System is approved for Category I
Opera ti on on1 y.
SECTION 3
EMERGENCY PROCEDURES
No Change
SECTION 4
A~NORMAL
PROCEDURES
No Change
SUPPLEMENT NO. 14
Page 2 of 4
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
NORMAL PROCEDURES
PREFLIGHT CHECK
2.
3.
System Power . ON
a.
Indicator Needle . MOVES BEHIND MASK
b.
Red OFF Fl ag DISAPPEARS FROIVI VIEW AFTER APPROXIMATELY 35 SECONDS
c.
Indicator Needle . INDICATES 0 ' 5 FEET AFTER ApPROXIMATELY 35 SECONDS
d.
DH Annunciator ILLUMINATES
Decision Height (DH) Selector . SET REFERENCE INDICATOR (BUG) TO bO
FEET
System Test
a.
TEST Button . PRESS AND HOLD
b.
Indicator Needle INDICATES 100 ' 20 FEET
c.
DH Annunciator
EXTINGUISHES
d.
Red OFF Flag . VISIBLE
TEST Button RELEASE
e.
f.
Indica tor Need1 e
RETURNS TO 0 ' 5 FEET
g.
DH Annunciator
ILLUMINATES
h.
Red OFF Flag .. UUT OF VIEW
IN 0 TE I
The DH sel ector may be set to 0 feet
deactivate the DH function and annunciator.
BEFORE TAKEOFF
1.
Deci sion Height (DH)
AFTER TAKEOFF/IN FLIGHT
1.
OH Annunciator
2.
below
to
or
UUT UF VIEW
OUT OF VIEW IF ABOVE 2,50U FEET AGL
SET TO 2UU FEET
PRESS AND HOLD
100 :I: 20 FEET
ILLUMINATES
VISIBLE
SUPPLEMENT NO. 14
Page 3 of 4
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
DESCENT
1.
2.
Indicator Needl e INDICATES HEIGHT ABOVE GROUND SURFACE BELOW 2,5UO FEET AGL
ILLUMINATES AT SELECTED DECISION
DH Annunciator
HEIGHT
SYSTEM DESCRIPTION
The Sperry AA-215 Radio Altimeter Systan is a height resolution, short
pul se radio al ti tude system whi ch detects the earl i est returned/ground
signals to establish a lock on.
Any signal loss places a range tracker
ina search sweep mode until the track is reestab 1i shed and a new lock on
signal is restored.
The systan consists of a transmitter/receiver unit, an indicator, and
dual antennas which provide accurate indications of the height above
ground 1evel from 0 to 2,500 feet wi thin the 1imi ts of pi tch and roll for
Category I operation.
To operate the Sperry AA-215 Radio Al timeter System, apply power to the
system.
Adjust the deci sion height (DH) as desired.
The systan may be
tested by pressing the TEST Dutton.
SECTION 6
PERFORMANCE
No Change
SECTION 7
WEIGHT
&BALANCE
No Change
SUPPLEMENT NO. 14
Page 4 of 4
MITSUBISHI
MU-2B-60
SECTION 8
SUPPLEMENTS
MITSUBISHI MU-2B-60
FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT
FOR THE
COLLINS FDS-112V FLIGHT DIRECTOR SYSTEM
SERIAL NO.
_.:-..l.;....fo_~_'
REGISTRATION NO.
_
_
R~SSUED~
IJ)~
Don P. Watson, Manager
SUPPLEMENT NO. 18
Page 1 of 8
MITSUBISHI
MU-2B-60
SECTION 8
SUPPLEMENTS
CONTENTS
SECTION 1
INTRODUCTION
Page 2
SECTION 2
OPERATING LIMITATIONS
Page 2
SECTION 3
EMERGENCY PROCEDURES
Page 2
SECTION 4
ABNORMAL PROCEDURES
Page 3
SECTION 5
NORMAL PROCEDURES
Page 4
SECTION 6
PERFORMANCE
Page 8
SECTION 7
Page 8
SECTION 1
INTRODUCTION
This supplement must be attached to the FAA Approved Airplane Flight Manual
when the Collins FDS-112V Flight Director System is installed in accordance
The information contained herein supplements or
with MAl Approved Data.
supersedes the information in the basic Airplane Flight Manual. For limitations, procedures and performance information not contained in this supplement, consult the basic Airplane Flight Manual.
SECTION 2
OPERATING LIMITATIONS
The use of the Collins FDS-112V Flight Director System is approved for Category I Operation only.
SECTION 3
1.
EMERGENCY PROCEDURES
SYSTEM FAILURE.
HEADING
AND COMMAND INFORMATION UNPRESS AP DISC SWITCH OR
MODE CONTROLLER BUTTON
N aTE I
The VOR/LOC and glide slope deviation displays remain correct for terminal operation.
SUPPLEMENT NO. 18
Page 2 of 8
MITSUBISHI
MU-2B-60
SECTION 3
2.
SECTION 8
SUPPlEMENTS
IN OTE I
Radio and heading infonnation remains reliable.
a.
3.
4.
COMMAND
IN OTE I
Altitude, heading, radio position, and glide slope information may be correct.
6.
IN OT E I
Remaining infonnation will be correct.
SECTION 4
ABNORMAL PROCEDURES
No Change
SUPPLEMENT NO. 18
Page 3 of B
MITSUBISHI
MU-2B-60
SECTION 5
NORMAL PROCEDURES
PREFLIGHT CHECK
1. E1 ectrica1 Power
2.
3.
4.
5.
6.
SECTION 8
SUPPLEMENTS
ON
ON
ENGAGE
ON. CMPTR FLAG MOVES OUT OF VIEW
ON. COMMAND BARS MOVE INTO VIEW
PRESS AND HOLD
10 LEFT
10 DOWN
VISIBLE
OUT OF VIEW
RELEASE
BEFORE TAKEOFF
1.
2.
3.
4.
IN 0 TE
ON
ON
AS REQU IRED
AS REQUIRED
I
The fl ight director presents nonnal attitude and hori zontal situation displays with the FID switch in the OFF
posi tion.
CLIMB
1.
CHECK 0 N
SUPPLEMENT NO. 18
Page 4 of 8
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
CLlfe'B (CONT)
2.
I N aTe I
Pressing PITCH SYNC button cancels glide slope, altitude
hold, and go around modes.
3.
4.
TEI
Crosswind correction is automatic after course capture.
SUPPLEMENT NO. 18
Page 5 of 8
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
APPROACH
1.
IN OTE I
The number of degrees between the selected COURSE and HDG
is the intercept angle.
If intercept angle is less than
45, the Fixed Intercept Approach method is recommended.
c.
d.
2.
3.
IN OTE I
Glide slope may be disengaged by 1) pressing the ALT hold
button. 2) adjusting the pitch command. 3) pressing the go
around (GA) switch or. 4) pressing the PITCH SYNC button.
4.
IN OTE
Manual glide slope
except go around.
FAA APPROVED 09-05-78
REISSUED 09-24-85
may
be
activiated
during
any
mode
SUPPLEMENT NO. 18
Page 6 of 8
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
APPROACH (CONT)
5.
Back Course Variable Intercept - Angle greater Than 45
a.
b.
IN OTE I
The number of degrees between the selected COURSE and HOG
is the intercept angle.
If intercept angle is less than
45, Back Course Fixed Intercept method is recommended.
c.
d.
6.
AFTER SHUTDO\14
1.
FlO $wi tch . OFF
2.
3.
SYSTEM DESCRIPTION
GENERAL
The Collins FDS-1l2V Flight Director System is an instrument panel mounted unit that displays symbolic, forward looking infonnation derived from
the automatic flight (autopilot) system control cooponents.
The system
combines a flight director and course indicator into one instrument. The
indicator displays attitude, heading, radio deviation and steering canmands for the pilot and the autopilot systan controller.
SUPPLEMENT NO. 18
Page 7 of 8
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
. SUPPLEMENTS
COURSE INDICATOR
The course indicator replaces the separate OBS and canpass indicators
with a combined course display.
SECTION 6
PERFORMANCE
No Change
SECTION 7
WEIGHT
&BAlANCE
No Change
SUPPLEMENT NO. 18
Page 8 of 8
MITSU8ISHI
MU-2B-60
SECTION 8
SUPPLEMENTS
MITSUBISHI MU-2R-60
FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT
FOR THE
SPERRY GH-14 FLIGHT DIRECTOR SYSTEM
SERIAL NO.
REGISTRATION NO. - - - - - - - - -
J~
SUPPLEMENT NO. 19
Page 1 of 8
MITSUBISHI
MU-2B-60
SECTION 8
SUPPLEMENTS
CONTENTS
SECTION 1
I NTRODUC TION
Page 2
SECTION 2
OPERATING LIMITATIONS
Page 2
SECTION 3
EMERGENCY PROCEDURES
Page 2
SECTION 4
ABNORMAL PROCEDURES
Page 3
SECTION 5
NORMAL PROCEDURES
Page 3
SECTION 6
PERFORMANCE
Page 8
SECTION 7
WEIGHT
SECTION 1
& BALANCE
Page 8
INTRODUCTION
This supplement must be attached to the FAA Approved Airplane Flight Manual
when the Sperry GH-14 Fl ight Director Systan is install ed in accordance wi th
MAl Approved Data. The information contained herein supplements or supersedes
the infonnation in the basic Airplane Flight Manual. For limitations, procedures and performance information not conta i ned in thi s suppl ement, consul t
the basic Airplane Flight Manual.
SECTION 2
OPERATING LIMITATIONS
The use of the Sperry GH-14 Flight Director Systan is approved for Category I
Operation only.
SECTION 3
1.
GS Flag Vi sibl e
EMERGENCY PROCEDURES
GLIDE SLOPE RECEIVER MALFUNCTION OR
UNRELIABLE
GLIDE
SLOPE
SIGNAL.
VERTICAL COMMANDS IN APPR t<10DE
UNRELIABLE
I N OrE I
Remaining operational modes will be correct.
SUPPLEMENT NO. 19
Page 2 of 8
-'
MITSUBISHI
MU-2B-60
SECTION 3
2.
SECTION 8
SUPPLEMENTS
COMMAND
IN OTE I
Altitude, heading, radio position, and glide slope information may be correct.
SECTION 4
ABNORMAL PROCEDURES
No Change
SECTION 5
NORMAL PROCEDURES
PREFLIGHT CHECK
1.
E1 ectrlca1 Power
a.
Command Bars ...............
b.
FD Flag
c.
G (Gyro) Flag .................
d.
Radio Al ti tude Bar
2.
Electrical Power ...................
a.
ATT (Attitude) and Associated
Circuit Breakers
b.
G (Gyro) Flag
c.
Radio Altitude Rising Runway
3.
Radio Master Switches
a.
Command Bars ...............
4.
AUTOPILOT CONT Breaker Switch
a.
FD Flag ......................
5. F/ D Switch
Command Bars
a.
VIEW
VIEW
VIEW
VIEW
VlEW
IN 0 TE I
DH
BEFORE TAKEOFF
1. AUTOPILOT CONT Breaker Switch
2.
3.
F/D Switch
Course
CHECK ON
CHECK ON
SET AS REQUIRED
SUPPLEMENT NO. 19
Page 3 of 8
MITSUBISHI
MU-2B-60
SECTION 5
4.
SECTION 8
SUPPLEMENTS
I N aTE I
The fl i ght di rector presents nOnTIal atti tude and hori zontal situation displays with the FlO swi tch in the OFF
position.
Cllfoti
1.
2.
I-N-O-T---'EI
Pressing PITCH SYNC button cancels glide slope, altitude
hold, and go around modes.
3.
4.
I N aTE I
The ALT button may be pressed at any time.
CRUISE
1.
Reading Change (If Required) . CHANGE HDG SELECTOR AS REQUIRED.
FLIGHT DIRECTOR COt-'IMANDS A FLY TO
THE NEW HEADING. BANK ANGLE IS
LIMITED TO APPROXIMATELY 22
2.
NAV VOR Variable Intercept and Track - Angle Greater Than 45
a.
VOR Course . SET AS REQUIRED
b.
HOG and NAV Buttons ... PRESS SIMULTANEUUSLY. FLIGHT DIRECTOR CUMMANDS A TURN TO THE SELECTED
HEADING FOR INTERCEPT
SUPPLEMENT NO. 19
Page 4 of 8
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
CRUISE (CONT)
c.
Deviation Needle Decreases
One Dot From Full
Deflection HEADING ON ANNUNCIATOR EXTINGUISHES. FLIGHT DIRECTOR COMMANDS A 45
INTERCEPT ANGLE AND TRACK
3.
NAV VOR Fixed Intercept and Track
a.
VOR Course SET AS REQU IRED
b.
NAV Button PRESS. FLIGHT DIRECTOR ASSUMES INTERCEPT ANGLE OF APPROXIMATELY 45
I N OrE
APPROACH
Variable Intercept - Angle Greater Than 45
a.
LOC Course SET INBOUND
b.
Headi ng (HOG) SET TO ESTABLISH DESIRED INTERCEPT
ANGLE
1.
The number of degrees between the sel ected COURSE and HOG
is the intercept angle.
If intercept angle is less than
45, Fixed Intercept Approach method is recommended.
c.
d.
2.
3.
I N OrE I
The number of degrees between the sel ected COURSE and
HOG is the intercept angle.
If intercept angle is less
than 45,
Back
Course
Fixed
Intercept method
is
recanmended.
FAA APPROVED 12-04-78
REISSUED 09-24-85
SUPPLEMENT NO. 19
Page 5 of 8
MITSLIBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
APPROACH (CONT)
c.
d.
4.
5.
IN OT E I
Glide slope may be disengaged by 1} pressing the ALT hold
button. 2} adjusting the pitch command. 3} pressing the go
around (GA) switch or. 4} pressing the PITCH SYNC button.
6.
IN OT E I
Manual glide slope
except go around.
7.
may
be activiated
during
any
mode
SUPPLEMENT NO. 19
Page 6 of 8
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPlEMENTS
APPROACH (CONT)
DH (Decision Height) Annunciator .... ILLUMINATES
8.
IN CONJUNCTION WITH
RADIO ALTIMETER DH ANNUNCIATOR
orE I
I-N-O-r-EI
AFTER SHUTDO'"
FID $wi tch
1.
2.
3.
OFF
AUTOPILOT CONT Breaker Switch
OFF
ATT (Attitude) and Circuit
Breakers ........................ AS DESIRED
SYSTEM DESCRIPTION
GENERAl
The Sperry GH-14 Fl ight Director System is an instrument panel mounted
unit that displays symbol ic, forward looking infonnation derived fran the
automatic flight (autopilot) system control components. The indicator
displays roll and pitch attitude and provides steering commands for the
pil ot and the autopil ot system controll er.
FLIGHT DIRECTOR
The flight director indicator is similar in appearance to the conventional gyro that displays the airplane's attitude. The flight director also
incorporates fl i ght control system commands by means of vertical and horizontal command bars.
The pitch attitude display is straight and conpletely linear up or down.
The roll display has an additional bank indicator at the top and a 180 0
capability with earth and sky indication at any attitude.
SUPPLEMENT NO. 19
Page 7 of 8
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
SECTION 6
PERFORMANCE
No Change
SECTION 7
---
SUPPLEMENT NO. 19
Page 8 of 8
MITSUBISHI
MU-2B-60
SECTION 8
SUPPLEMENTS
MITSUBISHI MU-2B-60
FAA APPROVEO AIRPLANE FLIGHT MANUAL SUPPLEMENT
FOR THE
SPERRY HZ-454 OR HZ-444 ATTITUDE DIRECTOR INDICATOR
WITH
ZC-200 COMPUTER/CONTROLLER
SERIAL NO.
-----------
REGISTRATION NO.
---------
]::JPJJ;};:S
SUPPLEMENT NO. 20
Page 1 of 9
SECTION 8
SUPPLEMENTS
MITSU8ISHI
MU-28-60
CONTENTS
--'"
SECTION 1
INTROOUCTI ON
Page 2
SECTION 2
OPERATING LIMITATIONS
Page 2
SECTION 3
EMERGENCY PROCEDURES
Page 2
SECTION 4
ABNORMAL PROCEDURES
Page 3
SECTION 5
NORMAL PROCEDURES
Page 3
SECTION 6
PERFORMANCE
Page 9
SECTI ON 7
Page 9
SECTION 1
INTRODUCTION
Thi s supplement must be attached to the FAA Approved Ai rp 1ane Fl i ght Manua 1
when the Sperry HZ-454 or HZ-444 Attitude Director Indicator with ZC-200 Computer/Controller is installed in accordance with MAl Approved Data.
The
information contained herein supplements or supersedes the information in the
basic Airplane Flight Manual. For limitations, procedures and performance
information not contained in this supplement, consult the basic Airplane
Flight Manual.
SECTION 2
OPERATING LIMITATIONS
The use of the Sperry HZ-454 or HZ-444 Attitude Di rector Indicator and HSI
with the ZC-200 Computer/Controller is approved for Category I Operation only.
SECTION 3
EMERGENCY PROCEDURES
......... ATTITUDE
ATTITUDE
1.
2.
UNUSABLE
FD (Flight Director) Flag Visible ABSENCE OF POWER OR COMPUTER/CONTROLLER INOPERATI VE. COMMAND CUE
PRESENTATION UNRELIABLE
EO}}]
Radio and heading information remains reliable.
3.
HEADING
SUPPLEMENT NO. 20
Page 2 of 9
MITSUBISHI
MU-2B-60
SECTION 3
4.
5.
SECTION 8
SUPPLEMENTS
NAV (Navigation) Flag Visible ABSENCE OF POWER, NAV RECEIVER MALFUNCTION OR UNRELIABLE NAV SIGNAL.
VOR OR LOC DEVIATION INFORMATION
UNUSABLE
GS (Glide Slope) Flag Visible GLIDE SLOPE RECEIVER MALFUNCTION OR
UNRELIABLE GS SIGNAL.
VERTICAL
COMMANDS IN APPR MODE UNRELIABLE
SECTION 4 ABNORMAL PROCEDURES
No Change
SECTION 5
NORMAL PROCEDURES
PREFLIGHT CHECK
1. Electrical Power ON (AC AND DC)
2.
Radio Master Switches ON
3. Flight Director and Associated
Circuit Breakers ENGAGED
I N aTE I
The autopil ot ci rcuit breaker must be engaged for the
remote (control wheel) PITCH SYNC switch to operate.
4.
5.
SUPPLEMENT NO. 20
Page 3 of 9
SECTION 8
SUPPLEMENTS
MITSUBISHI
MU-2B-60
SECTION 5
IN OTE I
The ADI and HSI present normal attitude and horizontal
situation displays when no modes are selected.
CLIMB
1. Pitch Attitude Trim
a. PAT (Pitch Attitude Trim)
Mode Switch PRESS.
[6IOTE)
Any previous vertical mode selected will be cancelled. No
other vertical mode can be used in conjunction with the
PAT mode selected.
SUPPLEMENT NO. 20
Page 4 of 9
MlTSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
CLI MB (CONT)
b.
HZ-454 ADI or Control Wheel
PITCH SYNC Button MOMENTARILY PRESS TO SYNCHRONIZE
FLIGHT DIRECTOR ATTITUDE
c. HZ-444 ADI Pitch Attitude Trim
Control ADJUST TO DESIRED PITCH ANGLE
2. Heading Change ADJUST REFERENCE
INDICATOR AS
REQUIRED
3. At Cruise Altitude PRESS ALT MODE SWITCH.
ADJUST
ENGINE POWER AS REQUIRED TO MAINTAIN DESIRED AIRSPEED
IN OTE I
The ALT mode switch may be pressed at any time.
CRUISE
Heading Change (If Required) CHANGE HEADING SELECTOR INDICATOR
AS REQUIRED
2.
NAV VOR/LOC Variable Intercept and Track
a. NAV Receiver TUNE OESIRED VOR STATION
b.
VOR Course SELECT COURSE AS REQUIRED
c. Heading Selector Indicator SET DESIRED INTERCEPT ANGLE
d.
HOG Mode Switch PRESS.
CUE COMMANDS A TURN TO
SELECTED HEADING FOR TRACKING
e. Deviation Needle Decreases to
One Dot (5) Deflection PRESS V/L (VOR/LOC) MODE SWITCH
1.
IN OTE I
Maintain command cue centered for VOR tracking. Monitor
VOR deviation information from HSI. Maintain track with
There is no crosswind
the HDG (heading) select mode.
washout in the V/L mode during VOR navigation.
APPROACH AND GLIDE SLOPE
FRONT COURSE
1.
NAV Receiver TUNE DESIRED LOCALIZER FREQUENCY
1
NOT E
SUPPLEMENT NO. 20
Page 5 of 9
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
GUISHES
HSI Heading Selector Indicator SET TO MISSED APPROACH HEADING
Glide Slope Captured GS ARM ANNUNCIATOR EXTINGUISHES; GS
ANNUNCIATOR ILLUMINATES
IN OTE I
Any previous vertical mode selected will automatically be
cancelled when the glide slope is captured.
6.
7.
BACK COURSE
1.
NAV Receiver TUNE DESIRED LOCALIZER FREQUENCY
2.
HSI Course SET REFERENCE INDICATOR TO INBOUND
COURSE
3.
HSI Heading SET REFERENCE INDICATOR TO DESIRED
INTERCEPT HEADING
4.
Course Deviation Bar Moves Inside
Second Dot PRESS REV MODE SWITCH AND MANEUVER
TO SATISFY ROLL COMMANDS
5.
PAT (Pitch Attitude Trim) Mode
Switch
PRESS.
PAT ANNUNCIATOR ILLUMINATES; MANEUVER TO SATISFY STEERING
COMMANDS
3.
SUPPLEMENT NO. 20
Page 6 of 9
-'
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
SUPPLEMENT NO. 20
Page 7 of 9
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
I N OrE I
Except for the GO AROUND mode, no commands are available
unless a horizontal mode and a vertical mode have been
selected. The GO AROUND mode commands a pitch up/wings
level attitude.
The nine mode select switches and the GS EXT annunciator
provide the following features when illuminated:
SBY (Standby) Mode Switch
The SBY mode switch has a dual function.
It places the system in a
standby (ready) attitude and also functions as an annunciator lamp test
when pressed.
GO AROUND Mode Switch
The GO AROUND mode switch cancels all other operation modes when pressed. It also provides a pitch up attitude of approximately 8.5 0 and a
wings level attitude through the command cue.
HDG (Heading) Mode Switch
The HDG mode switch provides for interception of a desired flight heading. The HSI reference indicator may be selected to the desired heading
(preferably not over 170 0 from the airplane heading).
ALT (Altitude Hold) Mode Switch
The ALT mode switch provides for accurately maintaining a desired altitude. Adjustment of power setting may be required to maintain a safe
airspeed.
PAT (Pitch Attitude Trim) Mode Switch/Annunciator
The PAT mode switch a11 ows the pil ot to select and fl y a des i red pitch
attitude. The desired pitch angle is selected by adjusting the pitch attitude trim knob on the face of the attitude director indicator.
V/L (VOR/Localizer) Mode Switch
The V/L mode switch provides for a fixed angle capture of a selected VOR
or LOC. There is no crosswind wash-out in VOR operation. Track must be
maintained with HOG. During LOC operation, crosswind wash-out is provided.
SUPPLEMENT NO. 20
Page 8 of 9
-'
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
PERFORMANCE
No Change
SECTION 7
SUPPLEMENT NO. 20
Page 9 of 9
MITSUBISHI
MU-2B-60
SECTION 8
SUPPLEMENTS
MITSUBISHI MU-2B-60
FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT
FOR THE
SPERRY HZ-454 OR HZ-444 ATTITUDE DIRECTOR INDICATOR
WITH
SERIAL NO.
.,
-----------
REGISTRATION NO. - - - - - - - - -
k~~
SUPPLEMENT NO. 21
Page 1 of 8
SECTION 8
SUPPLEMENTS
MITSUBISHI
MU-2B-60
CONTENTS
SECTION 1
INTRODUCTION
Page 2
SECTION 2
OPERATING LIMITATIONS
Page 2
SECTION 3
EMERGENCY PROCEDURES
Page 2
SECTION 4
ABNORMAL PROCEDURES
Page 3
SECTION 5
NORMAL PROCEDURES
Page 3
SECTION 6
PERFORMANCE
Page 9
SECTION 7
WEIGHT
SECTION 1
& BALANCE
Page 9
INTRODUCTION
This supplement must be attached to the FAA Approved Airplane Flight Manual
when the Sperry HZ-454 or HZ-444 Atti tude Di rector Indicator wi th Bendix M4D
Computer/Control 1er is install ed in accordance with MAl Approved Da ta.
The
i nfonna ti on conta i ned herein suppl ements or supersedes the infonna ti on in the
basic Airplane Fl ight Manual.
For 1 imitations, procedures and perfonnance
information not contained in this supplement, consult the basic Airplane
Fl ight Manual.
SECTION
OPERATING LIMITATIONS
The use of the Sperry HZ-454 or HZ-444 Atti tude Di rector Indicator and HSI
with the Bendix M4D Computer/Controller is approved for Category I Operation
only.
SECTION 3
1.
2.
EMERGENCY PROCEDURES
FD Flag Visible
ABSENCE
OF
POWER
OR COMPUTER/
CONTROLLER INOPERATIVE.
COMMAND
PRESENTATION UNRELIABLE
ATT Flag Visible .......... ATTITUDE REFERENCE SYSTEM FAILURE.
ATTITUDE AND COMtvlAND INFORMATION
UNUSA~LE
IN 0 TE)
Radio and heading infonnation remains reliable.
3.
SUPPLEMENT
Page
NO. 21
2 of 8
MITSUBISHI
MU-2B-60
SECTION 3
4.
SECTION 8
SUPPLEMENTS
GS Flag Visible
COMMAND
Attitude, heading, radio position, and glide slope information may be correct.
SECTION 4 ABNORMAL PROCEDURES
No Change
SECTION 5
NORIVIAL PROCEDURES
1.
2.
Electrical Power
a.
Radio Master Switches
b.
AUTO PILOT CaNT Breaker Switch.
c.
F/D Swi tch
Fl ight Director Indicator (ADI)
a.
Attitude Presentation
b.
c.
d.
e.
~
DO NOT USE FLIGHT DIRECTOR IF TEST IS UNSATISFACTORY.
SUPPLEMENT NO. 21
Page 3 of 8
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
BEFORE TAKEOFF
1-
2.
3.
4.
ON
AS DESIRED
AS REQUIRED
AS REQUIRED
The fl i ght di rector presents nonnal atti tude and hori zontal situation displays with the FID switch in the OFF
position.
CLUIl
N orE
slope,
3.
4.
22
SUPPLEMENT NO. 21
Page 4 of 8
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
CRUISE
1.
Heading Change (If Required) ........ SET HDG SELECTOR AS REQUIRED.
FLIGHT DIRECTOR COMIVIANDS A FLY TO
THE NEW HDG. BANK ANGLE IS LIMITED
TO APPROXIMATELY 22
2.
NAV VOR Variable Intercept and Track - Angle Greater Than 45
a.
VOR Course
SELECT COURSE AS REQU IRED
b.
HDG and NAV Buttons
PRESS SIMULTANEOUSLY.
FLIGHT
DIRECTOR COMMANDS A TURN TO THE
SELECTED HOG FOR TRACKING
c.
Deviation Needle Decreases
One Dot From Full
Deflection
HOG ON LIGHT EXTINGUISHES. FLIGHT
DIRECTOR COMMANDS A 45 INTERCEPT
ANGLE AND TRACK
3.
NAV VOR Fixed Intercept and Track
a.
VOR Course
SELECT COURSE AS REQU IRED
b.
NAV Button
PRESS. FLIGHT DIRECTOR ASSUMES AN
INTERCEPT ANGLE OF APPROXIMATELY
45
INOTEl
Crosswind correction is automatic after course capture.
APPROACH
1.
Variable Intercept - Angle Greater Than 45
a.
LOC Course
SET INBOUND
b.
Headi ng
SET TO ESTABLISH DESIRED INTERCEPT
ANGLE
The number of degrees between the sel ected course and HDG
is the intercept angle. If intercept angle is less than
45, the Fixed Intercept Approach method is recommended.
2.
c.
d.
e.
HDG ON Annunciator
Fixed Intercept
a.
LOC Course
b.
APPR Button
. PRESS SIMULTANEOUSLY
. COMMANDS A FLY TO THE SELECTED HOG
UNTlL THE DEVIATION NEEDLE IS ONE
DOT FROM FULL DEFLECTION
EXTINGUISHES. FLIGHT DIRECTOR COMMAND CUE COMMANDS A LOC COURSE INTERCEPT ANGLE OF APPROXIMATELY 45
SET INBOUND
PRESS. FLIGHT DIRECTOR COt'irv,ANDS A
LOC COURSE INTERCEPT ANGLE OF
APPROXIMATELY 45
SUPPLEMENT NO. 21
Page 5 of 8
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
APPROACH (CONT)
3.
I N OrE I
Glide slope may be disengaged by pressing the ALT hold
button, adjusting pitch command, pressing the go around
(GA) switch or pressing the PITCH SYNC button.
4.
NOr E I
SUPPLEMENT NO. II
Page 6 of 8
MITSLIBISHI
MU-2B-60
SECTION 5
SECTION B
SUPPlEMENTS
APPROACH (CONT)
c.
d.
7.
AFTER SHUTDO""
1.
2.
SYSTEM DESCRIPTION
GENERAL
The Sperry HZ-454 or HZ-444 Attitude Director Indicator wi th Bendix M4D
Computer/Control 1 er is an instrument panel mounted systen that di spl ays
symbolic, forward looking information.
1he system is canprised of two
units:
Attitude director indicator (AD!) and horizontal situation indicator (HSI). The ADI displays roll and pitch steer"ing canmands while the
HSI displays heading and radio deviation
SUPPLEMENT NO. 21
Page 7 of 8
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
SECTION 6
PERFORMANCE
No Change
SECTION 7
WEIGHT
& BALANCE
No Change
-'
SUPPLEMENT NO. 21
Page 8 of 8
MITSUBISHI
MU-2B-60
SECTION 8
SUPPLEMENTS
MITSUBISHI MU-2B-60
FAA APPROVEO AIRPLANE FLIGHT MANUAL SUPPLEMENT
FOR THE
COLLINS 329B-7R-2 FLIGHT DIRECTOR INDICATOR
AND 331A-6R COURSE INDICATOR
WITH
BENDIX M4D COMPUTER/CONTROLLER
SERIAL NO.
REGISTRATION NO.
&:eJf5kzI:::f
n
SUPPLEMENT NO. 22
Page 1 of B
MITSU8ISHI
MU-28-60
SECTION 8
SUPPlEMENTS
CONTENTS
-'
SECTION 1
INTRODUCT ION
Page 2
SECTIUN 2
OPERATING LIMITATIONS
Page 2
SECTION 3
EMERGENCY PROCEDURES
Page 2
SECTION 4
ABNORMAL PROCEDURES
Page 3
SECTIUN 5
NORMAL PROCEDURES
Page 4
SECTION 6
PERFORMANCE
Page 8
SECTION 7
Page 8
SECTION 1
INTRODUCTION
Thi s suppl ement must be attached to the FAA Approved Ai rpl ane Fl i ght Ivlanua1
when the Collins 329B-7R-2 Flight Director Indicator and 331A-6R Course
Indicator with Bendix M4D Computer/Controller are installed in accordance with
MAl Approved Data. The infonnation contained herein supplenents or supersedes
the infonnation in the basic Airplane Flight Manual.
For limitations,
procedures and perfonnance infonnation not contained in this supplement,
consult the basic Airplane Flight Manual.
SECTION 2
OPERATING LIMITATIONS
The use of the Collins 329B-7R-2 Flight Director Indicator and 331A-6R Course
I ndica tor wi th Bendix M4D Computer/Controll er is approved for Category I
Opera ti on onl y.
SECTION 3
EMERGENCY PROCEDURES
SUPPLEMENT NO. 22
Page 2 of 8
MlTSUBISHI
MU-2B-60
SECTION 3
SECTION 8
SUPPLEMENTS
2.
COMMAND
Altitude, heading, radio position, and glide slope information may be correct.
3.
4.
IN 0 TEl
Ranaining operational modes correct.
HORIZONTAL SITUATION INDICATOR WARNING FLAGS
1.
COMPASS Flag Visible
HEADING, POWER OR COMPASS MONITOR
2.
3.
MALFUNCTION.
HEADING DISPLAY AND
COMMAND INFORMATION UNUSABLE
VOR OR LOC SIGNAL WEAK, LOST OR
POWER MALFUNCTION. LATERAL DEVIATION AND ROLL COMMANDS UNRELIABLE
GLIDE SLOPE RECEIVER MALFUNCTION OR
UNRELIABLE GS SIGNAL.
VERTICAL
COMMANDS IN APPR MODE UNRELIABLE
ABNORMAL PROCEDURES
No Change
SECTION 5
PREFLIGHT CHECK
1.
2.
3.
Electrical Power
Radio iv1aster Swi tches
Autopilot Control Breaker Switch
NORMAL PROCEDURES
ON (AC and DC)
ON
ON, COMPUTER FLAG OUT OF VIEW
SUPPLEMENT NO. 22
Page 3 of 8
MITSU8ISHI
MU-28-60
SECTION 5
SECTION 8
SUPPLEMENTS
IN OT E I
There should be NO warning flags visible.
5.
6.
BEFORE TAKEOFF
1.
2.
3.
4.
ON
ON (IF REQUIRED)
SET AS REQUIRED
SET AS REQUIRED
IN OTE I
The flight director presents nonnal attitude and horizontal situation displays with the F/O switch in the OFF
position.
CLIfti
IN OTE ,
The flight director commands should be satisfied before
engaging the autopilot. Accomplish this by manually flying to al ign the command V bar with the fixed reference.
1.
2.
[NOTEI
Pressi ng P ITCH SYNC button cancel s 91 ide slope, a1 ti tude
hold, and go around modes.
3.
PRESS.
FLIGHT DIRECTOR CO~IMANDS A
FLY TO THE PRESET HEADING. BANK
ANGLE IS LIMITED TO APPROXIMATELY
22
SUPPLEMENT NO. 22
Page 4 of B
MITSUBISHI
MU-2B-60
SECTION 5
4.
PROCEDURES (CONT)
NOR~IAL
cure (CONT)
At Cruise Altitude
SECTION 8
SUPPLEMENTS
IN OTE I
The ALT button may be pressed at any time.
CRUISE
Heading Change (If Required)
1.
2.
IN OTE I
The number of degrees between the sel ected course and HDG
is the intercept angle.
If intercept angle desired is
45, use Fixed Intercept Approach method.
3.
a.
b.
VOR Course
Headi ng (HOG)
c.
d.
e.
HDG ON Annunciator
SELECT AS REQUIRED
SET TO ESTABLISH DESIRED INTERCEPT
ANGLE
PRESS SIMULTANEOUSLY
COMMANDS A TURN TO SELECTED HEADING
UNTIL DEVIATION NEEDLE IS APPROXIMATELY ONE DOT FROM FULL DEFLECTION
EXTINGUISHES. FLIGHT DIRECTOR COMMANDS NAV TRACK HEADING
SELECT AS REQUIRED
PRESS. FLIGHT DIRECTOR COMMANDS AN
INTERCEPT ANGLE OF APPROXIMATELY
45
SUPPLEMENT NO. 22
Page 5 of 8
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
APPROACH
1.
Variable Intercept - Angle Greater Than 45
IN OTe I
The number of deg rees between the sel ected course and HOG
is the intercept angle.
If intercept angle is less than
45, use Fixed Intercept Approach method.
a.
b.
2.
3.
IN OTe
[N OTe
SUPPLEMENT NO. 2(
Page 6 of 8
MITSUBISHI
MU-2B-60
SECTION 5
APPROACH (CONT)
5.
Back Course
SECTION 8
SUPPlEMENTS
6.
7.
AFTER SHUTDO""
1.
2.
SYSTEM DESCRIPTION
GENERAL
The Collins 329B-7R-2 Flight Director Indicator and 331A-6R Course Indica tor wi th Bendi x M4D Computer/Con troll er are panel mounted uni ts tha t
display symbolic, forward looking infonnation derived from the automatic
flight (autopilot) systan control components. The indicator displays attitude, heading, radio deviation, and steering commands to the pilot.
SUPPLEMENT NO. 22
Page 7 of B
MITSUBISHI
MU-2B-60
SECTION 5
NOR~~L
SECTION 8
SUPPLEMENTS
PROCEDURES (CONT)
SECTION 6
PERFORMANCE
No Change
SECTION 7
SUPPLEMENT NO. 22
Page 8 of 8
MITSUBISHI
MU-2B-60
SECTION 8
SUPPLEMENTS
MITSUBISHI MU-2B-60
FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT
FOR THE
SPERRY HZ-454 OR HZ-444 ATTITUDE DIRECTOR INDICATOR
AND RD-500 HORIZONTAL SITUATION INDICATOR
WITH
BENDIX M4D COMPUTER/CONTROLLER & RNS-3500 RNAV
SERIAL NO.
~
-----------
REGISTRATION NO. - - - - - - - - -
rl!Jl~:r
SUPPLEMENT NO. 23
Paqe 1 of 9
MITSUBISHI
MU-2B-60
SECTION 8
SUPPLEMENTS
CONTENTS
SECTION 1
INTRODUCTION
Page 2
SECTION 2
OPERATING LIMITATIONS
Page 2
SECTION 3
EMERGENCY PROCEDURES
Page 2
SECTION 4
ABNORMAL PROCEDURES
Page 2
SECTION 5
NORMAL PROCEDURES
Page 3
SECTION 6
PERFORMANCE
Page 9
SECTION 7
WEIGHT
& BALANCE
SECTION 1
Page 9
INTRODUCTION
This supplement must be attached to the FAA Approved Airplane Fl ight Manual
when the Sperry HZ-454 or HZ-444 Atti tude Di rector Indicator and RD-500 Horizontal Si tua ti on Indicator wi th Bendix M4D COOlputer/Controll er and RNS-3500
RNAV are install ed in accordance wi th MAL Approved Data. The information contained herein supplements or supersedes the information in the basic Airplane
Fl ight Manual.
For 1imitations, procedures and performance information not
contained in this supplement, consult the basic Airplane Fl ight t-'Ianual.
SECTION 2
1.
2.
-'
OPERATING LIMITATIONS
The use of the Sperry HZ-454 or HZ-444 Atti tude Di rector I ndicator and
RD-500 HSI with Bendix M4D Computer/Controller is approved for Category I
Operation only.
The Mode selector of the RNS-3500 Area Navigation System (if installed)
should be in the VOR/DME position during ILS approaches.
SECTION 3
EMERGENCY PROCEDURES
IN-FLIGHT OPERATION
1.
2.
3.
SUPPLEMENT NO. 23
Page 2 of <:1
MITSUBISHI
MU-2B-60
SECTION 3
SECTION 8
SUPPLEMENTS
EMERGENCY PROCEDURES
5.
ABNORMAL PROCEDURES
No Change
SECTION 5
NORMAL PROCEDURES
PREFLIGHT CHECK
1.
Electrical
Power
Radio Master Switches
Autopilot Control Breaker
Swi tch
c.
F/D Switch
Fl ight Director Indicator (ADI)
a.
Attitude Presentation
a.
b.
2.
b.
c.
d.
e.
BEFORE TAKEOFF
1.
Course AS REQUIRED
SUPPLEMENT NO. 23
Page 3 of 9
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
Readlng
AS REQUIRED
I N OrE I
The fl ight director presents nonnal attitude and horizontal situation displays with the F/D switch in the OFF
position.
1.
2.
3.
APPR
4.
I N OrE
CLIre
1.
2.
IN 0 TE
Pressing the PITCH SYNC button cancels glide slope, altitude hold, and go around modes.
-rOO
SUPPLEMENT NO. 23
Page 4 of 9
MITSUBISHI
MU-2B-60
SECTION 5
CLI ftti (CONn
3. Autopilot Heading (HDG) Button
SECTION 8
SUPPLEMENTS
4.
At Crui se Al ti tude
2.
10',
3.
I N aTE I
The Mode Selector of the RNS-3500 RNAV (if installed)
should be in the VOR/DME position during ILS approaches.
1.
SUPPLEMENT NO. 23
Page !:i of Y
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
--'
APPROACH (CONT)
b.
IN OT E
c.
d.
e.
2.
3.
. PRESS SIMULTANEOUSLY
. COMMANDS A FLY TO THE SELECTED HDG
UNTIL DEVIATION NEEDLE IS ONE DOT
FROM FULL DEFECTION
EXTINGUISHES. FLIGHT DIRECTOR CUE
COMMANDS LOC COURSE INTERCEPT ANGLE
OF APPROXIMATELY 45
HDG ON Annunciator
Fixed Intercept
a.
LOC Course
SET INBOUND
b.
APPR Button ................... PRESS.
FLIGHT DIRECTOR COfvlMANDS
LOC COURSE INTERCEPT ANGLE OF
APPROXIMATELY 45
Glide Slope Automatic Mode
The glide slope is automatically anned when the following conditions are
satisfied:
a.
b.
c.
d.
e.
NAV Receiver
TUNED TO LOC FREQUENCY AND TRACKING
Glide Slope Beam .............. BELOW BEAM 20 SECONDS (MINIMUM)
BEFORE INTERCEPTION
Area Na vi ga t i on ............... UF F
APP R Mode Butto n
ENGAGE
Glide Slope Pointer Centers
GS ARM ANNUNCIATOR
EXTINGUISHES.
FLIGHT DIRECTOR COMt-'iANDS RATE OF
DESCENT
I NOT~
Glide slope may be disengaged by 1) pressing the ALT hold
button, 2) adjusting pitch coomand, 3) pressing the go
around (GA) switch, or 4) pressing the PITCH SYNC button.
4.
IN OTE
PRESS GS BUTTON
I
SUPPLEfvlENT NO. 23
Page 6 of 9
MITSUBISHI
MU-2B-60
SECTION 8
SUPPLEMENTS
MA~ISE
SECTION 5
APPROACH (CONT)
5.
Radio Altimeter Rising Runway
IN OT E I
The radio al ti tude ri si ng runway bar is connected to the
radio altimeter and operates separately from the flight
di rector system.
6.
IN OT E
The number of degrees between the sel ected course and HDG
is the intercept angle. If intercept angle is less than
45, use the Back Course - Fixed Intercept method.
7.
c.
d.
PRESS SIMULTANEOUSLY
COMMANDS TURN TO SELECTED HDG UNTIL
DEVIATION NEEDLE IS APPROXIMATELY
ONE DOT FROM FULL DEFLECTION
EXTINGUISHED. FLIGHT DIRECTUR COMMANDS AN AUTOMATIC 45 INTERCEPT
ANGLE TO REVERSE LOC
e.
HOG ON Annunciator
Back
a.
b.
c.
OFF
OFF
SUPPLEMENT NO. 23
Page 7 of 9
MITSU8ISHI
MU-28-60
SECTION 5
SECTION 8
SUPPLEMENTS
SYSTEM DESCRIPTION
GENERAL
The Sperry HZ-454/444 Atti tude Di rector Indicator and RD-500 Hori zontal
Situation Indicator with Bendix M4D Computer/Controller are instrument
panel mounted units that di spl ay symbol ic, forward 1ooki ng infonnation.
The systan is compri sed of two units: atti tude di rector i ndi ca tor (ADI)
and horizontal situation indicator (HSI).
The ADI displays roll and
pitch steering commands and the HSI displays heading and radio deviation
to the pil ot.
ATTITUDE DIRECTOR INDICATOR (ADI)
The atti tude director indicator is similar in appearance to the conventional gyro that displays the airplane's attitude.
The ADI also incorporates f1 ight control system commands by means of a single cue inverted
Vbar (HZ-454) or cross pointers (HZ-444).
The pitch attitude displayed is linear from 0 to 80 up or down.
The
roll display has a full 360 capability with earth and sky attitude
indica ti on.
The glide slope deviation pointer and scale is located in the side of the
indicator and presents glide slope deviation only when tuned to an ILS
frequency and a valid glide slope signal is present.
The radio altitude bar presents height above ground level below approximately 200 feet and moves toward the symbol ic airplane during descent
toward the runway, contacting the botton of the symbolic airplane at
touchdown.
The expanded localizer display presents an amplified localizer signal for
use during the final portion of an ILS approach.
HORIZONTAL SITUATION INDICATOR (HSI)
The HSI replaces the separate OBS and compass indicators with a combined
course and heading display.
The course setting incorporates a digital
course display in the upper left corner in conjunction with the azimuth
card setting. A digital four digit distance (OIST) display is located in
the upper right corner of the indicator. The DIST display operates in
conjunction with the DME. The range being displayed is the distance to
the VOR station or the RNAV waypoint (with the RNS-3500 RNAV installed
and engaged). The distance displayed is that displayed by the DME or the
RNS-3500 RNAV system (if installed and engaged).
The DME selector must
be in the NAV 1 position and a valid signal present for a distance
SUPPLEMENT NO. 23
Page 8 of 9
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
If the RNS-3500 RNAV is not installed, the RIlAVannunciator will not illuminate and only the ENRT (Enroute) or
APPR annunciators will illuminate.
The HSI has three warning flags which come into view should a malfunction
occur. The HOG (Heading) warning flag indicates the absence or loss of
power, an invalid gyro signal or an error between the displayed heading
The VERT (Vertical) warning flag indicates
and signal being received.
the loss of a valid vertical deviation signal for both the altitude
select and the glide slope. The NAV (Navigation) warning flag indicates
the absence or loss of power to the NAV receiver, NAV receiver malfunction or unrel iable signal being received.
LIGHTING
The ADI and HSI a re internally ill umi nated. Intensi ty is controll ed by
the PILOT FLT INST rheostat located in the overhead console.
Illumination of HSI ONE distance display is controlled by the HSI DIM
rheostat located in the pilot instrument panel to the right of the
control col umn.
SECTION 6
PERFORMANCE
No Change
SECTION 7
SUPPLEMENT NO. 23
Page 9 of 9
MITSUBISHI
fo'.u-2B-60
SECTION 8
SUPPLEMENTS
MITSUBISHI MU-2B-60
FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT
FOR THE
BENDIX M-4D AUTO FLIGHT (AUTOPILOT) SYSTEM
WITH BENDIX PITCH TRIM AND AUTOMATIC RUDDER TRIM
t]
__'1_,_O__~..:--L1__
SERIAL NO. _ _
REGISTRATION NO. - - - - - - - - -
1-
s- 91
~RJ.41~
Manaqer-Wichita Aircraft Certification Office
Federal Aviation Administration
Central Reqion
Wichita, Kansas
SUPPLEMENT NO. 24
Paqe 1 of 19
MITSUBISHI
MU-2B-60
SECTION 8
SUPPLEMENTS
t~
CONTENTS
SECTION 1
INTRODUCTION
Paqe
SECTION 2
OPERATING LIMITATIONS
Paqe
SECTION 3
EMERGENCY PROCEDURES
Paqe
SECTION 4
ABNORMAL PROCEDURES
Page
SECTION 5
NORMAL PROCEDURES
Page
SECTION 6
PERFORMANCE
Page 18
SECTION 7
Page 19
SECTION 1
-",-
INTRODUCTION
This supplement must be attached to the FAA Approved Airplane Flight Manual
when the Bendix M-4D Auto Fliqht (Autopilot) System with Bendix Pitch Trim and
Automatic Rudder Trim are installed in accordance with MITSUBISHI Approved
Data. The"j nformat ion contai ned herei n suppl ernents or supersedes the i nformation in the basic Airplane Fliqht Manual. For limitations, procedures and
performance inforl13,tio!l not contained in this supplement, consult the basic
Airplane Fliqht Manual.
~;
SECTION 2
1.
2.
3.
4.
5.
ILS Approach
Coupled Approach, Minimum
Operatinq Limit
OPERATING LIMITATIONS
250 KCAS (Vmo)
0.57 MACH (Mmo)
DO NOT OPERATE AUTOPILOT AND
YAW DAMPER (DISENGAGE)
FLAPS 20
125 KCAS AND 300 FEET AGL
SUPPLEMENT NO. 24
Paqe 2 of 19
MITSUBISHI
MU-2B-60
SECTION 2
SECTION 8
SUPPLEMENTS
t - - - - - - - - I W A R N I N G~------~
00 NOT MANUALLY OVERRIDE THE AUTOPILOT AND YAW DAMPER SYSTEM DURING
FLIGHT. THE-AUTOPILOT WILL TRIM THE AIRPLANE TO OPPOSE THE PILOT'S
ACTIONS. THIS COULD RESULT IN A SEVERELY OUT OF TRIM CONDITION.
DO NOT ENGAGE THE AUTOPILOT IF THE AIRPLANE IS OUT OF TRIM.
DURING AUTOPILOT OPERATION, THE PILOT MUST BE SEATED AT THE CONTROLS
WITH THE SEAT BELT FASTENED.
IF ONE ENGINE BEC(Jo1ES INOPERATIVE, ADJUST THE ROLL TRIM TO C(Jo1PENSATE
FOR THE ASYMMETRIC POWER.
IN CASE OF EMERGENCY, THE AUTOPILOT MAY BE OVERPOWERED MANUALLY TO
CORRECT THE ATTITUDE, BUT THE AUTOPILOT MUST IMMEDIATELY BE DISENGAGED.
IF THE AUTOPILOT REMAINS ENGAGED, THE AUTOPILOT WILL TRIM THE AIRPLANE
TO OPPOSE THE PILOT'S ACTIONS. THIS COULD RESULT IN A SEVERELY OUT OF
TRIM CONDITION.
SECTION 3
EMERGENCY PROCEDURES
AUTOPILOT/TRIM MALFUNCTION
IWARNINGI
IN CASE OF EMERGENCY, THE AUTOPILOT CAN BE OVERPOWERED
MANUALLY TO CORRECT THE ATTITUDE, BUT THE AUTOPILOT MUST
IMMEDIATELY BE DISENGAGED. IF THE AUTOPILOT REMAINS ENGAGED, THE AUTOPILOT WILL TRIM THE AIRPLANE TO OPPOSE THE
PILOT'S ACTIONS. THIS COULD RESULT IN A SEVERELY OUT OF
TRIM CONDITION.
SUPPLEMENT NO. 24
Paqe 3 of 19
MITSUBISHI
MU-2B-60
SECTION 8
SUPPLEMENTS
NaT E I
The autapi lot is di senqaqed and the e1ectri c pi tch trim
system operation is interrupted while pressing AP
DISC/TRIM INTER switch to second detent.
I
2.
OFF
3.
4.
5.
6.
RELEASE
ADJUST TRIM MANUALLY
OFF
DISENGAGE
I NaT EI
After turni nq off autopi 1at ci rcui t breaker swi tch, the
electric pitch trim also becomes inactive.
SUPPLEMENT NO. 24
Paqe 4 of 19
MITSUBISHI
Ml:J-2B-60
SECTION 3
SECTION 8
SUPPLEMENTS
7.
ON
I N OrE I
1.
2.
3.
PITCH MALFUNCTION
Climb, Cruise, Descent
Two Enqine ILS Approach
One Engine ILS Approach
SUPPLEMENT NO. 24
Paqe 5 of 19
MITSUBISHI
MU-2B-60
SECTION 3
SECTION 8
SUPPLEMENTS
Position inverter switch to OFF momentarily and then return to original position.
!WARNINGl
SUPPLEMENT NO. 24
Paqe 6 of 19
..
MITSUBISHI
MU-2B-60
SECTION 3
SECTION 8
SUPPLEMENTS
ENGINE FAILURE
1.
In Fl,ght or Approach
ore
During Go Around
a. Autopilot
b.
Airplane Trim
c.
DISENGAGE
ADJUST TO COMPENSATE FOR ASYMMETRIC
POWER
AS DESIRED
Autopilot
IWARNING~
AUTOPILOT AND YAW DAMPER SHOULD BE OFF DURING TAKEOFF AND
LANDING.
SECTION 4
ABNORMAL PROCEDURES
No Change
SECTION 5
PREFLIGHT CHECK
1. Rad,o Master Switches
2. Autopilot Circuit Breaker Switch
(AUTOPILOT/CONT)
3. Associated Circuit Breakers
(AUTOPILOT/DC and AC)
4. Attitude and Directional Gyro
5. TURN Control
6. TEST Button
NORMAL PROCEDURES
ON
ON
ENGAGE
WARNING FLAGS NOT VISIBLE
CENTER DETENT POSITION
PRESS. ANNUNCIATORS ILLUMINATE
SUPPLEMENT NO. 24
Page 7 of 19
SECTION 8
SUPPLEME;NTS
MITSUBISHI
MU-2B-60
SECTION 5
IN 0 TEl
The yaw trim may run depending on the lateral inclination
of the airplane.
8.
Flight Controls
9.
10.
11.
c.
d.
IN 0 T E]
AP DISC/TRIM INTR switch has two detent levels. The first
level detent disenqaqes the autopilot/yaw damper.
And
when depressed and held to second level detent, the
electric pitch trim system operation will be interrupted.
~.
SUPPLEMENT NO. 24
Paqe 8 of 19
-------_.-_._
_.
__ ._
....
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
IWARNING~
00 NOT MANUALLY OVERRIDE THE AUTOPILOT AND YAW DAMPER
SYSTEMS DURING FLIGHT. THE AUTOPILOT WILL TRIM THE AIRPLANE TO OPPOSE THE PILOT'S ACTIONS. THIS COULD RESULT IN
A SEVERELY OUT OF TRIM CONDITION.
R
R
R
R
R
R
R
R
R
R
R
IN OTE I
Conditions exist for icinq when the outside air
temperature (OAT) on the qround is +10C or below or the
indicated OAT (RAT) in fliqht is +10C or below and
visible moisture in any form is present.
R
R
IWAR N I N G~
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
SUPPLEMENT NO. 24
Paqe 9 of 19
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
IN-FLIGHT OPERATION
DURING LANDING, DO NOT SELECT 40 FLAPS WHEN OPERATING IN
ICIN~ CONDITIONS.
THE FAA HAS DETERMINED THAT ICE
ACCUMULATIONS ON THE TAIL PLANE OF MANY AIRCRAFT MAY
RESULT IN A REDUCED DOWN FORCE ON THE HORIZONTAL
STABILIZER WHEN FULL FLAPS ARE USED. THIS REDUCED DOWN
FORCE MAY RESULT IN THE AIRCRAFT PITCHING NOSE DOWN.
R
R
R
R
R
R
I NOTE I
Automatic pitch trim and automatic yaw trim are provided
whenever the autopilot is engaged. To manually operate
any trim tab, the autopilot must be disengaged.
If the electric pitch trim is used with the autopilot
engaged , all autopi lot functions except the yaw damper
wi 11 di sengage.
ENGAGEMENT PROCEDURE
IWAR Nt N
Gt
Airplane Trim
MANUALLY ADJUST
TURN Cont ro 1 Swi tch
CENTER DETENT
PITCH SYNC Button .................. PUSH. ELEV TRIM INDICATOR CENTERED
I N OrE I
With pitch trim indicator centered, the autopilot has
synchronized to the airplane pitch attitude.
4.
5.
6.
7.
no
MITSUBISHI
HU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
IN 0 TEl
Pitch sync retains airplane attitude at the time of autopilot enqagement.
The yaw damper system may be engaqed without engaging the
autopil ot by press i ng the yaw button, however, automat i c
yaw trim will not be available.
8.
ROLL TR 1M Knob
(on autopilot controller)
ARE PROPERLY
ON AUTOPILOT
TURN CONTROL
LATERAL MODES
DISENGAGE PROCEDURE
IWARNINGt
PILOT SHOULD BE SEATED WITH HIS SEAT BELT ON.
1.
IN 0 TEl
If the autopilot fail s to disconnect, see section 3 of
this supplement for additional methods of disenqaqement.
IN 0 TEl
Check the aircraft trim and monitor the controls prior to
di senqaqement. The automati c pitch trim shoul d have the
aircraft properly trimmed.
FAA APPROVED 09-05-78
REISSUED 09-24-85
REISSUED 01-12-88
REVISION 1 03-05-93
SUPPLEMENT NO. 24
Paqe 11 of 19
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
(,
CLIMB
1.
Engaqe autopilot
established.
accordinq to
ENGAGE
attitude
PRESS.
NOTE
ON ANNUNCIATOR ILLUMINATES
At Cruise Altitude/
Altitude Hold
ON ANNUNCIATOR
I NOTE I
For smooth altitude capture, it is recommended that the
rate of climb be reduced before r~t3.chinq a desired altitude.
Adjust enqine power as required to maintain desired airspeed. The airplane will maintain the pressure altitude
established at the time the ALT button is depressed.
CRUISE
1.
DO
C1
~ITSU8ISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
CRUI SE ( CONT)
SELECT AS REQUIRED
SELECT AS REQUIRED
PRESS SIMULTANEOUSLY.
ATORS ILLUMINATE
ON ANNUNCI-
I N OrE I
Airplane will turn to and track the selected heading until
the deviation needle decreases to one dot from full
defl ect i on.
d.
3.
HOG ON LIGHT
EXTINGUISHES,
NAV ON ANNUNCIATOR
REMAINS
ILLUMINATED.
AIRPLANE WILL ROLL
OUT AND TRACK VOR COURSE
SELECT AS REQUIRED
PRESS. ON ANNUNCIATOR ILLUMINATES
I N OrE I
APPROACH
1.
Variable Intercept
a.
Approach Headinq
b.
HDG Button
c.
NAV Annunciator
MITSUBISHI
MU-2B-60
SECTION 5
SECTIQN 8
SUPPLEMENTS
APPROACH (CONT)
d.
e.
f.
q.
h.
i.
j.
k.
ALT Button
2.
Fixed Intercept
LOC Course
SET INBOUND COURSE
a.
b.
APPR Button
PRESS. ON ANNUNCIATOR ILLUMINATES
c. Airplane will assume an approximate 45 intercept angle to the
localizer.
3.
Glide Slope
GS ARM ANNUNCIATOR
a.
b.
4.
c.
d.
e.
ALT ON Annunciator
\ NOT E \
The autopilot will direct the airplane to capture and
track outbound on the front cours~ or inbound on the back
course at an intercept anqle less than 45.
5.
Go Around
Should a Go Around be required, proceed as follows:
a.
G/A Switch
PRESS.
GS ON ANNUNCIATOR EXTINGUISHES AND GA ANNUNCIATOR ILLUMINATES
SUPPLEMENT NO. 24
FAA APPROVED 09-05-78
Page 14 of 19
REISSUED 09-24-85
REISSUED 01-12-88
REVISION 1 03-05-93
MHSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
APPROACH (CONT)
b.
Airplane Attitude
I N OrE
SYSTEM
SELECT AS REQUIRED
PRESS. AIRPLANE MANEUVERS TO AND/
OR TRACKS SELECTED HEADING
I N OrE I
GA mode may be cance 11 ed by movement of PITCH command
wheel, pressinq PITCH SYNC or ALT buttons.
LANDING
'- .. ,
AFTER SHUTDOWN
AutOpllot Circuit Breaker Switch
(AUTOPILOT/CONT)
1.
2.
OFF
DISENGAGE
SYSTEM DESCRIPTION
GENERAL DESCRIPTION
The Bendix M-4D Auto Fliqht (Autopilot) System consists of an autopilot
and a fliqht director combined into an inteqrated system. This solid
state system features all anqle intercept, smooth station passaqe,
automatic qlide slope capture, pitch inteqration, pitch synchronization,
and independent yaw dampinq.
The complete system consists of 12 components. The pilot's instruments
are the push button controller, turn and bank indicator, director horizon, and a horizontal situation indicator (HSI). The computer, vertical
qyro, slip skid sensor, and altitude controller are remotely mounted in
the fuselaqe. Four servomechanisms are connected to the airplane's control surface cables to control roll, pitch, yaw and pitch trim.
SUPPLEMENT NO. 24
Paqe 15 of 19
'""
"'"-'"'----"--------'-.------....,,.l
MITSUB ISH I
MU-2B-60
SECTION 8
SUPPLEMENTS
YAW ON
HDG BUTTON
When the HOG button is pressed, the HOG ON annunciator will illuminate.
This mode commands the airplane to acquire the headinq indicated on the
HS 1.
The HOG on the HS I may be employed to i nit i ate a turn to a new
heading.
NAV BUTTON
When the NAV button is pressed, the NAV ON annunciator will illuminate.
The airplane is commanded to intercept and track a preselected VOR
radial.
The VOR course is selected by rotatinq the course knob on the
HS1.
APPR BUTTON
When the APPR button is pressed, the APPR ON annunciator will illuminate
and the airplane is commanded to intercept and track the inbound ILS or
VOR course.
Set the course knob on the HS I to the pub 1i shed inbound
course for an ILS or VOR approach. The airplane will assume an intercept
anq1e of approximately 45 to the localizer or VOR course.
NAV BUTTON
The NAV button incorporates an RNV annunciator to indicate the area naviqation system is in operation. When the RNV annunciator is illuminated,
the area naviqation is in operation and the automatic q1ide slope function is locked out.
REV BUTTON
When the RE V button is pressed, the REV ON and APPR ON annunci ators are
illuminated, thus indicatinq a reverse approach.
The localizer front
course, inbound course, must be selected with the course knob on the
HSI. The intercept anq1e must be less than 45.
DO
SUPPLEMENT NO. 24
Paqe 16 of 19
-~I'
MITSUBISHI
MU-2B-60
SECTION 8
SUPPLEMENTS
OPERATION (CONT)
GS BUTTON
The GS button contains two annunciators: GS ARM and GS ON. The GS ARM
annunciator will illuminate when the following conditions are satisfied:
(1) the NAV recei ver is tuned to a LOC frequency, (2) the APPR mode is
engaged and the airplane is tracking the localizer, (3) the area
navigation is not ON, and (4) the airplane has been below the qlide slope
beam for at least 20 seconds. The GS ON annunciator will illuminate when
the GS pointer centers. When GS ON illuminates, the autopilot has automatically captured the glide slope beam.
The GS may be activated
manually by pressing the GS button in any mode except Go Around.
ALT BUTTON
When the AL T button is pressed, the ALT ON annunci ator wi 11 ill umi nate
and the altitude hold mode will activate.
TURN CONTROL
The TURN knob is used to turn the airplane durinq automatic fliqht. The
knob has two positions each side of the center detent and is not
self-centerinq. The first detent turns the airplane at a bank angle of
approximately 15, while the second detent turns the airplane at a bank
angle of approximately 30. When the knob is turned, it disengages the
HOG, NAV, APPR, or REV mode of operation. The TURN knob must be in the
center detent prior to enqaqinq the AP button.
ROLL TRIM CONTROL
The ROLL TRIM knob allows the pilot to correct for any out of trim condition existing in the roll axis. The adjustment must be made in the basic
attitude mode with the TURN knob centered and the HDG/NAV modes disengaged. First, be certain the airplane is 'l1anually trimmed in each axis,
adjust ROLL TRII'1 for wings level indication, engage the autopilot and
readjust trim as required.
PITCH COMMAND CONTROL
The PITCH command controls the pitch attitude of the airpl ane during
The PITCH control knob is self-cente~inq upon reautomatic flight.
lease. The airplane will retain the newly acquired pitch attitude until
a new pitch attitude is comna~ded. The pitch anqle is determined by the
lenqth of time the knob is held in the command position. The rate of
pitch anqle chanqe is proportional to the amount of knob rotation. Moving the PITCH control will disenqaqe the GS, ALT, or GA mode of
operation.
EL.FV TRIM METER
The ELEV trim meter, when centered, indicates to the pilot that the autopilot has synchronized to the airplane pitch attitude.
The autopilot
pitch synchronization is provided for pitch chanqes of approximately 20.
FAA APPROVED 09-05-78
REISSUED 09-24-85
REISSIJErJ 01-12-88
REVISION 1 03-05-93
SUPPLEMENT NO. 24
Paqe 17 of 19
..
- _.. ~-.~------_
, '
('I: '.
'.
,
..
_._.-~--'---
SECTION 8
SUPPLEMENTS
'
,;,
,lURES (CaNT)
.~ t :'
i. .
,>
f;: >-'
II
,
,.
, 1
I,
I,
'\'
.\"It:'
't
'
.11:
xis
',\
'a;n~
..
,.
power 1ever.
Thi s
in APPR mode and the
'ding.
Pressinq the GA
y 1ssume a pre-set of
; ;t power settings to
ft
'
, '
'I' .
,'...
,'
"
;'"
",
',t"
)UPPLEMENT NO. 24
Paqe 18 of 19
MITSU8ISHI
MU-2B-60
SECTION 8
SUPPLEMENTS
SUPPLEMENT NO. 24
Paqe 19 of 19
pvr,~
flle
poV
BENDIX/KING
RDR 2000
RDR2000 WEATHER RADAR STSTEM
SECTION II I
OPERATION
.
3-1
3. 2
0 PERAT ION
3.2.1 OPERATING CONTROLS AND DISPLAY FEATURES
3.2.2 OPERATING PROCEDURES................................
3-1
3-1
3-5
3.1
GENERAL
LIST OF ILLUSTRATIONS
PAGE
FIGURE
3-1
3-2
3-3
3-4
IMRDR2000KLS.AAO
Rev 4 Octj95
Page
BENDIX/KING
RDR 2000
COLOR WEATHER RADAR SYSTEM
SECTION III
OPERATION
3.1 GENERAL
This section describes the controls and displays of the RDR 2000 Color
Weather Radar System when the system uses a IN 182A Color Radar Indicator.
When the system is installed in conjunction with EFIS, radar functions may be
accessed using the radar control panel. A more thorough explanation of the
operation and controls of the RDR 2000 can be found in the RDR 2000 Pilots
Guide PIN 006-08755-0000.
3.2 OPERATION
3.2.1
All control s
contained on
the display
described in
used to operate the RDR 2000 Color Weather Radar System are
the radar indicator or radar control panel. These controls and
features are identified in figure 3-1 and figure 3-2 and
this paragraph.
ADJUSTS
SCREEN
BRIGHTNESS
TRACK CURSOR
POSITION IN
DEGREES
TRACK
CURSOR
ANTENNA
TILT
POSITION
FUNCTION
SWITCH
PRESS TO
DECREASE
RANGE
PRESS TO
MOVE TRACK
CURSOR LEFT
ADJUSTS
RADAR
RECEIVER
GAIN IN
GND MAP
MODE
PRESS TO
MOVE TRACK
CURSOR RIGHT
TURN TO
ADJUST ANTENNA
TILT
INDICATES
SELECTED
MODE
FIGURE 3-1 OPERATING CONTROLS AND DISPLAYS, IN 182A COLOR RADAR INDICATOR
IMRDR2000KLS.AA2
Rev 4 Oct/95
Page 3-1
BENDIX/KING
RDR 2000
COLOR WEATHER RADAR SYSTEM
VERTICAL PROFILE
MODE ANNUNCIATION
DEGREES OF TRACK
FROM NOSE OF AIRCRAFT
1 STEPS UP TO 45
RIGHT OR LEFT
LEFT OR RIGHT
TRACK
ANNUNCIATiON
WEATHER/
WEATHER ALERT
SELECT BUTTON
VERTICAL
PROFILE
SELECT
BUTTON
RELATIVE ALTITUDE
REFERENCE LINE
MINUS THOUSANDS
OF FEET FROM
RELATIVE ALTITUDE
VP SCAN
ANGLE
FROM o
RANGE RINGS
FIGURE 3-2 ADDITIONAL CONTROLS AND DISPLAYS, IN I82A WITH VERTICAL PROFILE
CONTROL/DISPLAY
Page 3-2
FUNCTION
SRT control
Wx pushbutton
WxA pushbutton
IMRDR2000KLS.AA2
Rev 4 Octj95
BENDIX/KING
RDR 2000
COLOR WEATHER RADAR SYSTEM
VP pushbutton
MAP pushbutton
NAV pushbutton
Function selector
IMRDR2000KLS.AA2
Rev 4 Oct/95
1.
2.
3.
4.
5.
Page 3-3
BENDIX/KING
RDR 2000
COLOR WEATHER RADAR SYSTEM
TILT control
~
ua
RANGE increase
pushbutton
~
RANGE decrease
pushbutton
TRACK left
pushbutton
Clear~
indicator
time the
20), until
reached at
0
IIDI~
TRACK right
pushbutton
Page 3-4
IMRDR2000KLS.AA2
Rev 4 Oct/95
BENDIX/KING
RDR 2000
COLOR WEATHER RADAR SYSTEM
3.2.2
GAIN control
ROLL TRIM
OPERATING PROCEDURES
3.2.2.1 General
There are several system functions that the operator can perform or
select by using the controls on the indicator. The basic operational
procedures are described in the following paragraphs.
Some of the control functions are unique to the color radar
indicators. Operation of GAIN and TILT controls is s"imilar to the
controls on other airborne radar systems. In the Wx, WxA, VP, and
TEST modes, the ga in is preset to obta ina cali bra ted (magenta
display) function at a predetermined storm-cell level.
In the GND MAP mode, the GAIN control setting can be an operator
function (depending if the option is selected OPERATION
CONFIGURATION).
Thi s feature can be important in obtaining a
definitive picture during varying topographic conditions.
Operation of the TILT control is covered in the pilots' manual. This
control is important. Improper use can allow a potentially dangerous
For additional information, refer to
storm to remain undetected.
Bendix publ ication ACS-927, Airborne Weather Radar Antenna
Stabilization Criteria.
Momentary pushbutton controls are used on the indicator.
momentary switches return when the pushbutton is released.
function, the pushbutton types are as follows:
The
By
Pushbutton
Control Function
Wx (Weather)
WxA (Weather Alert)
Wx/WxA
VP
MAP
NAV
TRACK (left and right)
RANGE (up and down)
IMRDR2000KLS.AA2
Rev 4 Oct/95
Momentary
Momentary
Momentary
Momentary
Momentary
Momentary
Momentary
Momentary
Page 3-5
BENDIX/KING
RDR 2000
COLOR WEATHER RADAR SYSTEM
Turn the function switch from the OFF to the TST position. After
seven to eight seconds, a test pattern should appear on the
indicator display.
B.
D.
B.
Page 3-6
IMRDR2000KLS .AA2
Rev 4 Oct/95
BENDIX/KING
RDR 2000
COLOR WEATHER RADAR SYSTEM
3.2.2.4 Range Selection
A.
B.
C.
Observe that the distance to each of the other three range marks
is shown at the right side of each concentric range circle.
D.
E.
Press and hold the TRACK left button and a yellow track line will
appear. The position of the track line in degrees relative to
the nose of the aircraft is displayed in the upper left corner of
the screen. As the button is held down the line will move to the
left in 1 steps.
0
B.
Press and hold the TRACK right button and the track line will
move to the right in 1 steps.
0
C.
If neither button has been pressed for 15 seconds, the track line
will disappear.
D.
IMRDR2000KLS.AA2
Rev 4 Oct/95
Page 3-7
BENDIX/KING
RDR 2000
COLOR WEATHER RADAR SYSTEM
B.
C.
Page 3-8
IMRDR2000KLS.M2
Rev 4 Oct/95
BENDIX/KING
RDR 2000
COLOR WEATHER RADAR SYSTEM
@)
...
IJE1IDIX
BRT
STAB OFF
U 0.0
lOO
ON
Tsr
SBY
80
OFf
...:::::::..
RNG
'.'
Wx
WxA
. .. .. .
. ..
.
...
.60
'
MAP
RNG
4TRK
40
TRK ~
TEST
~.~20~
NAV
@)
UP
(
DN
GAIN
GREEN
YELLOW
RED
MAGENTA
GREEN
YELLOW
RED
MAGENTA
Page 3-9
MITSUBISHI
MU-2B-60
SECTION 8
SUPPLEMENTS
MITSUBISHI MU-2B-60
FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT
FOR THE
935A-2001 BAR & REFRESHMENT
CE~TER
INSTALLATION
SERIAL NO.
REGISTRATION NO.
---------
~-~[
Don P. Watson, Manager
Aircraft Certification Division
Federal Aviation Administration
Southwest Re~ion,
Ft. Worth, Texas 76101
SUPPLEMENT NO. 50
Page 1 of 3
MITSUBISHI
MU-2B-6U
SECTION 8
SUPPlEMENTS
CONTENTS
SECTION 1
INTRODUCTION
Page
SECTION 2
OPERATING LIMITATIONS
Page
SECTION 3
EMERGENCY PROCEDURES
Page
SECTION 4
ABNORMAL PROCEDURES
Page
SECTION 5
NORMAL PROCEDURES
Page
SECTION 6
PERFOR~IANCE
Page
SECTION 7
Page
SECTION 1
INTRODUCTION
This supplement must be attached to the FAA Approved Airplane Flight lV\anual
when the 935A-200l Bar & Refreshment Center Installation is installed in
accordance with l'4AI Approved Data.
The infonnation contained herein supplements or supersedes the infonnation in the basic Airplane Flight ~lanual. For
limitations, procedures and perfonnance infonnation not contained in this supplement, consult the basic Airplane Flight Manual.
SECTION 2
OPERATING
Ll~IITATIONS
REQUIRED PLACARD
ON BAR & REFRESHMENT CENTER
MAX CAPACITY
THIS CABINET 50 LBS
SECTION 3
EMERGENCY PROCEDURES
No Change
SECTION
A~NORMAL
PROCEDURES
No Change
FAA APPROVED 09-24-80
REISSUED 09-24-85
SUPPLEMENT NO. 50
Page 2 of 3
MITSUBISHI
MU-2B-60
SECTION 5
SECTION 8
SUPPLEMENTS
NORMAL PROCEDURES
SYSTEM DESCRIPTION
GENERAL
SECTION 6
PERFORMANCE
No Change
SECTION 7
APPROVED U9-24-~O
REISSUED 09-24-85
F~~
SUPPLEMENT NO. 50
Page 3 of 3
._--_._---------
MITSUBISHI
MU-2B-60
.-.---
--------------..
SECTION 8
SUPPLEMENTS
MITSUBISHI MU-2B-60
FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT
FOR THE
DUAL AC POWER SOURCE WHEN
MODIFI~D
BY SR034/24-002
SERIAL NO.
REGISTRATION NO.
tJ::})j;raJ::ji
Don P. Watson, Manager
Aircraft Certification Oivision
Federal Aviation Administration
Southwest Region,
Ft. Worth, Texas 76101
SUPPLEMENT NO. 51
Page 1 of 4
~,.
-----_.._----~-
~:'"~"
MlTSUBISHI
MU-28-60
SECTION 8
SUPPLEMENTS
CONTENTS
SECTION 1
INTRODUCTION
Page 2
SECTION 2
OPERATING LIMITATIONS
Page 2
SECTION 3
EMERGENCY PROCEDURES
Page 2
SECTION 4
ABNORMAL PROCEDURES
Page 2
SECTION 5
NORMAL PROCEDURES
Page 3
SECTION 6
PERFORMANCE
Page 4
SECTION 7
Page 4
SECTION 1
INTRODUCTION
This suppl ement must be attached to the FAA Approved Airplane Fl ight Manual
when the Dual AC Power Source Modified by SR034/24-002 is installed in accordance with MAl Approved Data. The information contained herein supplements or
supersedes the information in the basic Airplane Flight Manual. For limitations. procedures and performance ; nformation not contai ned in thi s suppl ement. consult the basic Airplane Flight Manual.
SECTION 2
OPERATING LIMITATIONS
No Change
SECTION 3
EMERGENCY PROCEDURES
No Change
SECTION 4
ABNORMAL PROCEDURES
ELECTRICAL FAILURE
INVERTER FAIL Annunciator Illuminates:
Inverter Swi tch ..................
2. Main Inverter POWER And CONT
Circuit Breakers ..............
3. 115VAC LH POWER Circuit Breaker .....
4.
26VAC LH POWER Circuit Breaker .....
1.
STANDBY
DISENGAGE
DISENGAGE
DISENGAGE
1.
SUPPLEMENT NO. 51
Page 2 of 4
---
MITSU8ISHI
MU-28-60
SECTION 4
SECTION 8
SUPPlEMENTS
ABNORMAL PROCEDURES
4.
5.
IN aTE I
The foll owi n9 equi pment 1i st gives the primary instrument
and its alternate:
a.
b.
PRIMARY
F/D ADI
HSI IS
c.
Pi 1 ot Al timeter
RMI's
d.
6.
ALTERNATE
Copilot Vacuum Attitude Gyro
Magnetic Compass (Center Windshield
Post)
Copilot Baronetric Altimeter
None
NORMAL PROCEDURES
No Change
SUPPLEtvlENT NO. 51
Page 3 of 4
MITSUBISHI
MU-2B-60
SECTION 6
SECTION 8
SUPPLEMENTS
PERFORMANCE
No Change
SECTION 7
'"
'1"
APPROVED 05-08-81
REISSUED 09-24-85
FAA
SUPPLEMENT NO. 51
Page 4 of 4
FAA APPROVED
AIRPLANE FLIGHT MANUAL SUPPLEMENT
FOR
MITSUBISHI MU2B-60
WITH
KLN 90B GPS NAVIGATION SYSTEM
Reg. NO.N360RA
Ser. No. 740SA
This supplement must be attached to the FAA Approved Airplane Flight Manual when the Bendix/King
KLN 90B GPS is installed in accordance with unit Installation Manual 006-10521-004 Rev. 4, October
1997 and FAA field approved form 337 dated 10-15-00. The information contained herein supplements
or supersedes the basic manual only in those areas listed herein. For limitations, procedures, and
performance information not contained in this supplement; consult the basic Airplane Flight Manual.
AcpprrNf!IJ:~
-3 __
Michael P. Garvin
Aviation Safety Inspector
SAT-FSDO
San Antonio, Texas
FAAAP~
DATE: ~
-'1
LOG OF REVISIONS
Revision
Number
'Ell
FAAAPPRO~
DATE:
~!
Revision
Date
l/D.!Dl
Description
Initial Release
ECO
Number
------
TABLE OF CONTENTS
Section
Description
GENERAL
II
LIMITATIONS
III
EMERGENCY PROCEDURES
IV
NORMAL PROCEDURES
PERFORMANCE
13
11111111
FAA APPROVED
DATE:
t/-l
J/tD i
SECTION I - GENERAL
The KLN 90B GPS panel mounted unit contains the GPS sensor, the navigation computer, a CRT display,
and all controls required to operate the unit. It also houses the data base cartridge which plugs directly
into the back of the unit.
The data base cartridge is an electronic memory containing information on airports, navaids,
intersections, SID's, STAR's, instrument approaches, special use airspace, and other items of value to
the pilot.
Every 28 days, Bendix/King receives new data base information from Jeppesen Sanderson for the North
American data base region. This information is processed and downloaded onto the data base cartridges.
Bendix/King makes these data base cartridge updates available to KLN 90B GPS users.
Provided the KLN 90B GPS navigation system is receiving adequate usable signals, it has been
demonstrated capable of and has been shown to meet the accuracy specifications of:
VFR/IFR en route oceanic and remote, en route domestic, terminal, and instrument approach (GPS,
Loran-C, VOR, VOR-DME, TACAN, NDB, NDB-DME, RNAV) operation within the U.S. National Airspace
System, North Atlantic Minimum Navigation Performance Specifications (MNPS) Airspace and latitudes
bounded by 74 North and 60 South using the WGS-84 (or NAD 83) coordin~te reference datum in
accordance with the criteria of AC 20-138, AC 91-49, and AC 120-33. Navigation data is based upon use
of only the global positioning system (GPS) operated by the United States.
NOTE
III Blm.
FAAAPPR~
DATE:
A.
The KLN 90B GPS Pilot's Guide, PIN 006-08773-0000, Rev. 1, dated May 1997 has been made
available to the flight crew for whenever navigation is predicated on the use of the system. The
Operational Revision Status (ORS) of the Pilot's Guide must match the ORS level annunciated on
the Self Test page.
B.
The system must utilize ORS level 20 or later FAA approved revision.
2.
The data on the self test page must be verified prior to use. Verify valid altitude data is
available to the KLN 90B prior to flight.
3.
IFR en route and terminal navigation is prohibited unless the pilot verifies the currency of
the database or verifies each selected waypoint for accuracy by reference to current
approved data.
4.
5.
(a)
The KLN 90B Memory Jogger, PIN 006-08785-0000, dated 12/94 has been
made available to the flight crew for instrument approach operations.
(b)
(c)
(d)
Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, and MLS approaches are not
authorized.
(e)
(f)
The KLN 90B can only be used for approach guidance if the reference coordinate
datum system for the instrument approach is WGS-84 or NAD-83. (All
approaches in the KLN 90B data base use the WGS-84 or the NAD-83 geodetic
datums.)
The aircraft must have other approved navigation equipment appropriate to the route of
flight installed and operational.
FAAAPPRO~~
DATE:
I
If the KLN 90B GPS information is not available or invalid, utilize remaining operational navigation
equipment as required.
B.
c.
If a "RAIM NOT AVAILABLE" message is displayed in the en route or terminal phase of flight,
continue to navigate using the KLN 90B or revert to an alternate means of navigation appropriate
to the route and phase of flight. When continuing to use GPS navigation, position must be
verified every 15 minutes using another IFR approved navigation system.
D.
Refer to the KLN 90B Pilot's Guide, Appendices Band C, for appropriate pilot actions to be
accomplished in response to annunciated messages.
OPERATION
Normal operating procedures are outlined in the KLN 90B GPS Pilot's Guide, PIN 006-087730000, Rev. 1, dated May 1997. A KLN 90B Memory Jogger, PIN 006-08785-0000 dated 12/94
containing an approach sequence, operating tips and approach related messages is intended for
cockpit use by the KLN 90B familiar pilot when conducting instrument approaches.
SECTION IV
NORMAL PROCEDURES
If misleading data is suspected. a
Direct-To operation to your desired
waypoint will clear any previous
OSS course, and cancel turn
anticipation.
NOTES
After the above Direct-To
operation, further reorientation
to the nearest ~of the active
flight plan mt Yr ~e accomplished
by pressing~J ~, lEN].
Refer to the Pilot's Guide section
4.2.2 for an explanation of
turn anticipation, and Appendix ANavigation Terms for the definition
of cross track error (XTK).
B. SYSTEM ANNUNCIATORS/SWITCHES/CONTROLS
(AMERI-KING AK950-KLN90B-28)
1.
HSI NAV presentation (NAV/GPS) switch annunciator - is used to select data for
presentation on the pilot's HSI; either NAV data from the number one navigation receiver
or GPS data from the KLN 90B GPS. Presentation on the HSI is also required for
autopilot coupling. NAV is green. GPS is blue.
2.
Message (MSG) annunciator - Will flash to alert the pilot of a situation that requires attention.
Press the MSG button on the KLN 90B GPS to view the message. (Appendix B of the KLN
90B Pilot's Guide contains a list of all of the message page messages and their meanings).
MSG is amber.
3.
Waypoint (WPT) annunciator - Prior to reaching a waypoint in the active flight plan, the
KLN 90B GPS will provide navigation along a curved path segment to ensure a smooth
transition between two adjacent legs in the flight plan. This feature is called turn
anticipation. Approximately 20 seconds prior to the beginning of turn anticipation the
WPT annunciator will flash, going solid upon initialization of the turn, and extinguishing
upon turn completion. WPT is amber.
W"U'Q.
FMAPPR~
DATE:
~(
SECTION IV
NORMAL PROCEDURES
4.
GPS omni bearing or leg (GPS CRS OBS/LEG) course switch/annunciator - Used to
select the basic modes of KLN 90B operation, either a) single waypoint with omni bearing course (OBS) selection through that waypoint (like a VOR) or b) automatic leg
sequencing (LEG) between waypoints. GPS CRS is white. OBS may either be white or
amber. LEG is green.
NOTE
Either LEG or OBS will illuminate during system self test
depending upon switch position.
5.
HSI course control (1)' knob - Provides analog course input to the KLN 90B in OBS when
the NAV/GPS switch/annunciator is in GPS. When the NAV/GPS switch annunciation is
in NAV, GPS course selection in OBS mode is digital through the use of the controls and
display at the KLN 90B. The HSI course control knob must also be set to provide proper
course datum to the autopilot if coupled to the KLN 90B in LEG or OBS.
NOTE
Manual HSI course centering in OBS using the control
knob can be difficult, especially at long distances.
Centering the dbar can best be accomplished by
pressing !--t~~ and then manually setting the HSI pointer
to the course value prescribed in the KLN 90B displayed
message.
I.
C.
6.
7.
RMI NAV presentation switch - May be used to select data for presentation on the RMI;
either NAV 2 data from the number two navigation receiver, or GPS data from the KLN
90B GPS.
PILOT'S DISPLAY
Left/right steering information is presented on the pilot's HSI as a function of the NAV/GPS switch
position. The KLN90B's Navigation and Waypoints are also displayed on both the Argus 5000 and
the IN182A Radar Indicator.
FAAAPPR~
DATE:
~W
SECTION IV
NORMAL PROCEDURES
D.
Prior to arrival, select a STAR if appropriate from the APT 7 page. Select an approach
and an initial approach fix (IAF) from the APT 8 page.
NOTES
2.
En route, check for RAIM availability at the destination airport ETA on the STA 5 page.
NOTE
FMAPPR~ED
DATE:
I.J;/or
._.
MODEL: MU2B-60
REG.: N360RA
AlC SIN: 740SA
SECTION IV
NORMALPROCEDLIRES
3.
4.
If receiving radar vectors, or need to fly a procedure turn or holding pattern, fly in
OBS until inbound to the FAF.
NOTE
OBS navigation is TO-FROM (like a VOR) without
waypoint sequencing.
wAtNING
FAAAPPRO~D
DATE:
.0~1
SECTION IV
NORMAL PROCEDURES
5.
6.
7.
8.
Do not descend.
Execute the missed approach.
Missed Approach:
a.
b.
Climb
Navigate to the MAP (in APR ARM if APR ACTV is not available).
NOTE
FAAAPPRO~
DATE:
~C
SECTION IV
NORMAL PROCEDURES
FAA APPROVED
DATE:
a/
MODEL: MU2B-60
REG.: N360RA
AlC SIN: 740SA
SECTION IV
NORMAL PROCEDURES
SECTION V - PERFORMANCE
No change.
FAAAPPRO~D
DATE:
~~
FAA APPROVED
AIRPLANE FLIGHT MANUAL SUPPLEMENT
OR
PILOTS OPERATING HANDBOOK SUPPLEMENT
MITSUBISHI
I,
r,
I
\
SERIAL NO.
"] "lD .s.:.A
This supplement must be attached to the approDriate FAA Approved Airplane Flight
Manual or Pilots Operating Handbook when Teledyne Gill BB638/T series lead acid
batteries are installed in place of nickel cadmium batteries in accordance with
STC SAl042S0. The information contained herein supplements or supersedes--the
information of the basic Airplane Flight Manual or Pilots Operating Handbook;
for 1imitati ons, procedures, and perrormance i nformati on not contained in thi s
supplement, consult the basic Airplane Flight Manual or Pilots Operating Handbook.
LIMITATIONS - Any limitations regarding nickel cadmium battery operations
are no longer
.
._ _applicable
_ 4_
_
NORMAL OPERATING PROCEDURES - Any procedures regarding nickel cadmium
battery operatioos are no longer applicable. _
EMERGENCY PROCEDURES - BATTERY OVERHEAT - The Battery Overheat Warning
System has been made inoperative with lead-acid batteries
installed in place of nickel cadmium batteries, and these
emergency procedures are no longer applicable.
PERFORMANCE DATA - No change.
*NOTE:
~~.J.- ~
Manufacturing Branch
Southern Region~ FAA
DATE January 15, 1979
...
--:..-------------------_...
__._-.~-- .. _------
(-
ASS!:M8LY
'
~:
-'
,0
. ',/'
r;';/~~/
I ;!..
.
~
'
~",
-~~10
TEL
t~o.
~.
1'.
T"I::
~,
c~~
.,
'
1.
2.
3.
f
I
0'
.
r, '
f' ,
I
'
",."
~.
j '~'
~f.
TEL tlo.
('
.~.
.11
a....
II
AJszz
SWITCH
Ineer"nel wlr-$ -
- - -
EKtef"'nf'jl Wil"'B -
- -_,"
2..:1 VOL'
CJ.C:POW~~
TIMEA
TERMINAL
SOLENO'D LOCt<
black
ASSEMBLY 2022
,..
PUMF=' 5108
TIMEFI 2oa;1'
..
TEL No.
'<'-
......
- - - - -..._-
SERVICE SWITCH
PUMP &
POWER TERMINAL
24 VOLT
D.C. POWER
/'
"
TIMGR
TERMINAL
~
SOLENOID t-OCK
ASSEMBLY 2022
JJ~MP
5108
....._-.--+-..
,,
...1
TEL
~lo.
"
./-
TEL No.
INDEX
PART
NO.
NUMBER
1
2
5003
5005
3
4
5006
5008
2614DP312
,.,
....5 - . . "
6
7
2009
5010
2012
9
10
5013
5075
..
""""
.. """
11
N4
12
2056
NOMENCLATURE
I\SSEMQLY
""
"
...
"
..
".""""
16
17
18
19
20
",""""
21
22
23
24
25
".""."".
,",""" """
5037
8 32~5/8
79-028..125...0625
8xJ/8
8
32)(1/4
.. "
.
8x1/2 100'
6 32)(118
28
8x1/2
29
6x1/4
"
"
.. "
"
Gear
Bowl Asy
"
" ..
..oil
" .. "
flapper Valve
Bowl
..... ,. Va 1ve Hous 1"9
Hand Strap
.........................................
1
I
1
1
................
1
Esna Pin
2
2
6
2
..
".""
1
1
1
Leaf Spring
Valve Spr1ng
Timer Asy
. .... 5038
26
..
20jO
2051
"
""
1
1
1
1
2
Gear B r a c k e t l
Actuator Shaft Asy
1
Linkage Asy
.1
2029
"""
" " " " " " " " .. " " " " " " " "
,. "
"""
2022
21
30
..
Nylon Clamp
Magnet Asy
l1nk Actuating Rod
13
5053
14
2020
155021
I
UNITS PER
"
5
5
3
2
.,
.r~~ ..
'"
Ilt::;e;
',j
]
i
TEL
~~o.
..,...
......
~~'I
'w'
FOR
CLEAN 1"LliSH TO} LETS
1.
If the pump does not work. remove it from the toilet and
hook it up directly to a 12vdc or 28vdc power supply.
(Check placard for appropriate voltage.) If the pump does not
operate order replacement. If the p~mp operates proceed to
other elect.rical
components
.
2.
It
~he
timer
~s
..
may be performed
on internal
A.
D.
C.
D.
E.
);'
c.
t)\""~h1
/I..
E.
~~';;';~l
1:8 pum.p
and tt\c
red timer terminal.
I
,~
1j.. Red timer terminal ~ 'one o f ' t . - . o l d tel: }nlnals.
c. irlhite 'timer termi.nal to the ..
no rmlnal.
D. White timer terminal to
nl.
F.
Check the
oet:'v~oo
SIN ? 2 0 ) . . '
owS1.C"'lt
~
nal.
qls altO..
TEL
~~o.
PART;; LIST
Indez
No.
Unit par
l'Io.
Assembly
1-
002-5
106
'
4:
2102
5108
7.
e.,
9.
10.
lL
12.
1).
14.
1;.
16.
,''- 17.
18.
19.
~".,
Part
2.
5.
6.
....
20.
21.
2109
2107
5011
2105
5110
210) .. '
N-)
Nylor, clamp
N-4
2116
2116
M5 JI0 2A lOS L4P
7117
7118
2106-5
2125
2124 .. 2
2124-3
6-J2x l/~
26.
AN)40;-6
AN36)(:6- )~l
, 27.
8 x 1/2
28:
AN9601: .. 6
JO.
)1.
J2.
JJ.
ANS0910R10
ANS0910Rll
4 x l/Z
2104
29.
1
1
1
1
1
1
1.
1
1
1
1
1\2
B2
1
1
1
screw--Blndef head
Screw- Binder head
Screw- Binder head
Screw- Pan head type A
Scr~w- Pan head
type A
Nut- plain
Nut- self locking
Washers
Plastic washers
Screw
42
4
B4
Screw
A Series
B Series
1
1
1
2'24..
2S
Power wire
6-;2 x J/S"
8-;2 x 1/2
8 x ;/8
22.
F1US~
.002-50
5.6.7,8.11.12
7 only
~o.
'-...._._.. I
type A
135. A9
B10. A14
B2
Il2
~niteb ~tntei5
JfJepartm.ent of 'Ci!ransportation -
f ~nt2ricn
JIfeb'era1l\&iation JUl'ministration
~~ SA00492WI
.~ ~~;4~ ~-d /0.' Test Instrumentation, Inc.
4809 116th Ave. S.E.
Bellevue, WA 98006
a.J.
d!e ~u' ~,,~, d!e ~mv'P /~ eMd' d!e Il:nM"/rdio,bJ- u./,a uvuUaevbJ0/ ,9tz.....r 3 0/d!e Ci v i 1 Air
.~~~.
't"
~,y:~ ~~"
MU-2B-25,
-26,
l.:c: ','
r~
v~t)~~,
. /I .
,
l li
j
fa
ames M. Peterson
Associate ACO Mgr., Systems & Propulsion
Wichita Aircraft Certification Office
"~"'.' '--
(Title)
Any alteration ofthis certificate is punishable by a fine ofnot exceeding $1.000. or imprisonment not exceeding 3 years. or both.
FAA Form 8110-2-1(10-68)
Section 8
Supplements
STC: SA00492WI
FAA APPROVED
AIRPLANE FLIGHT MANUAL SUPPLEMENT
FOR
MITSUBISHI MU-2B-25, -26, -26A, -40 AND MU-2B-35, -36, -36A, -60 AIRPLANES
EQUIPPED WITH
PNEUMATIC DE-ICE MONITORING SYSTEM
1~()~
This supplement must be attached to the MITSUBISHI MU-2B-25, -26, -26A, -40 and MU-2B35, -36, -36A, -60 FAA Approved Airplane Flight Manual when the Pneumatic De-Ice
Monitoring System is installed in accordance with Supplemental Type Certificate (STC)
SA00492WI. The information presented in this document supplements or supersedes the
basic manual only in those area listed. For Operating Limitations, Emergency Procedures,
Abnormal Procedures, Normal Procedures, and Performance information not contained in this
supplement, consult the basic Airplane Flight Manual. This supplement applies to airplanes
approved under FAA type certificate only.
FAA Approved:
Everett W. Pittman,
Manqger, Aircraft Certification Office
Federal Aviation Administration
Wichita, KS.
DATE: J/~trrz
Document: MU2-5003
Page 1 of 4
Section 8
Supplements
STC: SA00492WI
Log of Pages:
Pages
Rev.
1,2,3,4
None
1,2,3,4
FAA Approval
Revision
Initial Release
1/22/97
3/20/97
(Zf1~
CONTENTS
'''--
Section 1
Introduction
Page 3
Section 2
Operating Lirnitations
Page 3
Section 3
Emergency Procedures
Page 3
Section 4
Abnorrnal Procedures
Page 4
Section 5
Normal Procedures
Page 4
Section 6
Performance
Page 4
Section 7
Page 4
Document: MU2-5003
Page 2 of 4
Section 8
Supplements
STC: SA00492WI
SECTION 1: INTRODUCTION
This Pneumatic De-Ice Monitoring System is designed to inform the pilot that both wing and tail
pneumatic de-ice boot systems are receiving pressure when the WING DE-ICE switch is selected ON.
The wing de-ice light will illuminate only when pressure is applied to both the wing and tail boot
pneumatic lines. In automatic operation, the light will cycle approximately 6 seconds on and 3 minutes
off. If the wing de-ice system is selected ON and the light does not illuminate, it indicates one or both
systems are not receiving pressure and icing conditions must be avoided.
SEcnON4:ABNORMALPROCEDURES
ANY PHASE OF FLIGHT IN ICING CONDITIONS
1. If WING DE-ICE indicating light does not
illuminate on selection of WING DE-ICE
..
CAUTION
Tail boot operation cannot be checked in-flight. If ice is suspected
on the tail, land with flaps 20.
Document: MU2-5003
Page 3 of 4
,'I
Section 8
Supplements
STC: SA00492WI
NOTE
Tail boot operation cannot be checked from the cockpit.
To verify inflation of the tail de-ice boots prior to flight
the assistance of ground personnel is required.
SYSTEM DESCRIPTION
The Pneumatic De-Ice Monitoring System consists of two pressure switches located in the pneumatic
lines feeding the wing and tail boots. Since these lines are separate, a switch in each line is needed to
assure operation of both systems. In normal operation, the WING DE-ICE light will illuminate only when
both systems are operating properly. If the WING DE-ICE system is selected ON and the light does not
illuminate, it indicates that one or both systems are not receiving pressure and icing conditions must be
avoided. Each pressure switch is checked for failure in the closed position during regularly scheduled
maintenance (100 hr. inspection). Note that operation of the wing boots may be visually checked from
the cockpit but that ground personnel are required to check the tail boots.
SECTION 6 PERFORMANCE
No Change.
Document: MU2-5003
Page 4 of 4
STC: SA00492WI
Page 1 of 2
Maintenance Manual
Supplement
This supplement must be attached to the MITSUBISHI MU-2B-25, -26, -26A, -40 and MU-2B35, -36, -36A, -60 FAA Approved Maintenance Manual when the Pneumatic De-Ice Monitoring
System is installed in accordance with Supplemental Type Certificate (STC) SA00492WI. The
information presented in this document supplements or supersedes the basic manual only in
those area listed.
~..
The Pneumatic De-Ice Monitoring System consists of two pressure switches placed in the air
lines to the wing and tail de-ice boots. These switches are wired to the cockpit WING DE-ICE
light in the overhead panel. By wiring these switches in series, both wing and tail de-ice lines
must have at least 13 psi in-order to complete the circuit and illuminate the cockpit light.
Nominal pressure from the de-ice distributor valve is 15+-1 psi. The pressure switches are set
to close at 13+-.5 psi. Therefore, there should not be any nuisance warning as long as the deice system is functioning properly.
313
330 Above the LH rear
baggage
349
compartment
321, 348, 350-364, 366-39.0:1365,395-459
Document: MU2-5004
If
j- - - - - - - - - - - - - - -
1 and 2
2 and 3
-----_.
__._-_.. - - -
Maintenance Manual
Supplement
652
661
697-699, 701-730
700,731-799, 1501-1569
STC: SA00492WI
Page 2 of 2
Continuity Check
1 and 2
2 and 3
305 Just forward the
hell-hole access door
308 Just above the hell- 11 and 12 12 and 13
hole access door
1. Perform normal preflight checks from the AFMS. Verify operation of all de-ice boots using
ground personnel to observe.
If the system fails to function properly in the pre-flight check, conduct the following:
A. If the WING DE-ICE light fails to illuminate when the de-ice switch is selected:
1. Verify at least one engine is running at 96% RPM or greater. Increase the engine
power and select wing de-ice to see if the operation is normal with increased engine
power.
2. Cycle the 5 AMP WING DE-ICE circuit breaker.
3. Have ground personnel visually check the wing and tail de-ice boots for inflation and
deflation when the cockpit switch is selected.
4. If the de-ice boots are cycling normally:
a) Check wiring to the pressure switches.
b) Check operation of the pressure switches by pressurizing to 15 psi and
verifying continuity across terminals 1 and 2 (or 11 and 12), for the wing
pressure switch) and terminals 2 and 3 (or 12 and 13), for the tail pressure
switch. Replace and defective pressure switch.
5. If the de-ice boots are not cycling normally: Check the regulated pressure from the
de-ice distributor valve with a pressure gage. Replace valve if the pressure is less
than 15 +-1 psi. Conduct any other tests described in the maintenance manual.
B. If the WING DE-ICE light illuminates without corresponding inflation of one of the boots:
1. Repair the de-ice boot that is inoperative.
2. Replace the pressure switch monitoring that portion of the de-ice system.
Document: MU2-5004
Section 8
Supplements
STC SA00491WI
FAA APPROVED
AIRPLANE FLIGHT MANUAL SUPPLEMENT
FOR
MITSUBISHI MU-2B-25, -26, -26A, -40 AND MU-2B-35, -36, -36A, -60 AIRPLANES
EQUIPPED WITH
TRIM-IN-MOTION ALERT SYSTEM
1L/o:lf--
This supplement must be attached to the MITSUBISHI MU-2B-25, -26, -26A, -40 and MU-2B35, -36, -36A, -60 FAA Approved Airplane Flight Manual when Trim-In-Motion Alert System is
installed in accordance with Supplemental Type Certificate (STC) SA00491WI. The
information presented in this document supplements or supersedes the basic manual only in
those area listed. For Operating Limitations, Emergency Procedures, Abnormal Procedures,
Normal Procedures, and Performance information not contained in this supplement, consult
the basic Airplane Flight Manual. This supplement applies to airplanes approved under FAA
type certificate only.
FAA Approve.d:
/7ll~
r1'r1r. :
REVISION A
~/f 7
Document: MU2-1003
Page 1 of 4
Section 8
Supplements
STC SA00491WI
La ~ afP ages:
Pages
Rev.
1,2,3,4
None
1,2,3,4
Revision
FAA Approval
Initial Release
1/22/97
3/20/97
(J(YffL.-.
CONTENTS
Section 1
Introduction
Page 3
Section 2
Operating Limitations
Page 3
Section 3
Emergency Procedures
Page 3
Section 4
Abnormal Procedures
Page 3
Section 5
Normal Procedures
Page 3
Section 6
Performance
Page 4
Section 7
Page 4
Document: MU2-1003
Page 2 of 4
Section 8
Supplements
STC SA00491WI
SECTION 1: INTRODUCTION
The Trim-In-Motion Alert System is installed to provide an aural indication that the elevator trim is
operating in the airplane nose up direction. This system is designed specifically to warn of an
inadvertent slow down while in cruising flight with the autopilot engaged. The alerts will occur with
increasing frequency as the airspeed is reduced. The Trim-In-Motion aural tone sounds only when the
trim is operating in the nose up direction, and only when the flaps are UP.
SECTION 2: OPERATING LIMITATIONS
No change.
SECTION 3: EMERGENCY PROCEDURES
TRIM-IN-MOTION ALERT SOUNDS CONTINUOUSLY.
1. Control wheel
2.
..
Hold firmly.
WARNING
A trim runaway can result in a severely out of trim aircraft, which may
require large control forces to overcome.
3.
Verify no tone.
Verify no tone.
Document: MU2-1003
Page 3 of 4
Section 8
Supplements
STC SA00491WI
SYSTEM OPERATION
TRIM-IN-MOTION ALERT SYSTEM
IF TRIM-IN-MOTION ALERT SYSTEM SOUNDS FREQUENTLY:
Airspeed
WARNING
Do not extend flaps during cruise in icing conditions. Sustained flight in icing
conditions with flaps extended is prohibited except for approach and landing.
The minimum airspeed for sustained level flight in icing conditions is 180 KIAS.
SYSTEM DESCRIPTION
The Trim-In-Motion Alert System consists of a one-way clutch and cam arrangement keyed to the motion
of the elevator trim wheel. Electrical signals from a switch are converted to an impulse by a timing
circuit and sent to a small speaker located in the panel above the pilot. The circuit operates only when
the flaps are UP. Additionally, the one-way clutch arrangement provides alerting only when the elevator
trim is operating in the airplane nose up direction.
SECTION 6 PERFORMANCE
No Change
Document: MU2-1003
Page 4 of 4
Section 8
Supplements
STC SA00489WI
FAA APPROVED
AIRPLANE FLIGHT MANUAL SUPPLEMENT
FOR
MITSUBISHI MU-2B-25, -26, -26A, -40 AND MU-2B-35, -36, -36A, -60 AIRPLANES
EQUIPPED WITH
BENDIX M-4C OR M-4D AUTOPILOT AND
AUTOMATIC AUTOPILOT DISCONNECT SYSTEM
"--
1,/0iA-
This supplement must be attached to the MITSUBISHI MU-2B-25, -26, -26A, -40 and MU-2B35, -36, -36A, -60 FAA Approved Airplane Flight Manual when the Automatic Autopilot
Disconnect System is installed in accordance with Supplemental Type Certificate (STC)
SA00489WI on airplanes equipped with Bendix M-4C or M-4D autopilots. The information
presented in this document supplements or supersedes the basic manual only in those area
listed. For Operating Limitations, Emergency Procedures, Abnormal Procedures, Normal
Procedures, and Performance information not contained in this supplement, consult the basic
Airplane Flight Manual. This supplement applies to airplanes approved under FAA type
certificate only.
FAA
DATE:
Everett W. Pittman,
Manager, Aircraft Certification Office
Federal Aviation Administration
Wichita, KS.
?/dc/~7
Document: MU2-2003
Page 1 of 4
Section 8
Supplements
STC SA00489WI
Log of Revisions:
Page
1,2,3,4
Revision
Rev.
None
FAA Approval
~~
Initial Release
CONTENTS
"-
Section 1
Introduction
Page 3
Section 2
Operating Limitations
Page 3
Section 3
Emergency Procedures
Page 3
Section 4
Abnormal Procedures
Page 3
Section 5
Normal Procedures
Page 4
Section 6
Performance
Page 4
Section 7
Page 4
Document: MU2-2003
Page 2 of 4
Section 8
Supplements
STC SA00489WI
SECTION 1: INTRODUCTION
This Automatic Autopilot Disconnect System is designed to disconnect the autopilot when the airplane
slows to an airspeed below that for normal operation with flaps LIP. It is designed specifically to prevent
the airplane from being inadvertently stalled by the autopilot. It is operable only with the flaps UP. A
three second warning prior to the disconnect is provided by this system with additional hom and light.
Coupled approaches with flaps extended are still available.
For each model aircraft, a disconnect airspeed has been selected (see Table 1). The selected air speed
has been demonstrated to provide a large margin above stall. To engage the autopilot the airplane must
be accelerated at lease 10 knots above the table value.
Autopilot Disconnect
Airspeed (KIAS)
MU-2B-25
130
MU-2B-26, -26A, 40
135
140
WARNING
Do not extend flaps during cruise in icing conditions. Sustained flight in icing
conditions with flaps extended is prohibited except for approach and landing.
The minimum airspeed for sustained level flight in icing conditions is 180 KIAS.
Document: MU2-2003
Page 3 of 4
Section 8
Supplements
STC SA00489WI
2.
3.
4.
SYSTEM DESCRIPTION
The Automatic Autopilot Disconnect System consists of a pressure switch installed between the co-pilots
pitot and ships alternate static source, and wired through the existing Bendix autopilot disconnect
system. A logic system is installed to provide warning prior to disconnect (pre-warning). With the flaps
UP and the airspeed above approximately 150 KIAS, the switch will close and provide a ground path to
the autopilot engage circuit. If the airspeed decreases to the applicable airspeed shown in Table 1in
Section 1, and the flaps are LIP, the ground is removed from the circuit and the autopilot will disconnect.
A three second warning prior to the autopilot and yaw damper disconnect is provided by this system with
additional horn and light. After automatic autopilot disconnect the AP OFF light will remain illuminated.
The AP OFF light extinguished by depressing the AP TRIM DISC Button to second detent. To re-engage
the autopilot, airspeed must be approximately 10 KIAS above the disconnect speed listed in Table 1.
SECTION 6 PERFORMANCE
No Change
Document: MU2-2003
Page 4 of 4