Requirements Fall Short Of Type Rating

After receiving numerous comments from both private and commercial operators of the Mitsubishi MU-2B turboprop -- as well as owner representatives, and the plane's manufacturer -- the FAA intends to go forward with its call for a Special Federal Aviation Regulation (SFAR) calling for new pilot training, experience, and operating requirements for the speedy aircraft.

The final rule mandates a comprehensive standardized pilot training program for the MU-2B. The regulation requires use of a standardized cockpit checklist and the latest revision of the Airplane Flight Manual. MU-2B operators also must have a working autopilot onboard except in certain limited circumstances. Owners and operators must comply with the SFAR within a year.

The FAA's requirements follow an increased accident and incident rate in the MU-2B over the past four years, and are based on a safety evaluation of the MU-2B conducted by the agency since July 2005. This SFAR mandates additional training, experience, and operating requirements to improve the level of operational safety for the MU-2B.

"The FAA studies enormous amounts of data looking for trends," said FAA Associate Administrator for Aviation Safety Nick Sabatini. "When we saw the rising accident rate for the MU-2B, we decided to take appropriate actions to bring the plane up to an acceptable level of safety."

In its original Notice of Proposed Rulemaking, the FAA proposed new requirements for ground and flight training that would apply to all persons who manipulate the controls or act as pilot-in-command (PIC) of the MU-2B. The proposed SFAR also would apply to those persons who provide pilot training for the Mitsubishi MU-2B.

Operational requirements -- including a requirement for a functioning autopilot for single pilot instrument flight rules (IFR) and night visual flight rules (VFR) operations, a requirement to obtain and carry a copy of the latest available revision of the airplane flight manual, and a requirement to use a new pilot checklist were part of the proposal -- where included in the NPRM, building on the current MU-2 requirements as spelled out in 14 CFR parts 61, 91, and 135.

The FAA proposed that all training conducted in the Mitsubishi MU-2B be done using the standardized Mitsubishi Heavy Industries training program and a checklist accepted by the FAA's MU-2B FSB. The requirements called for by the FAA fall short of a type-rating standard, which some have called for the MU-2 to have due to its unique operational characteristics compared to other multi-engine turboprops.

The FAA notes over 90 comments on the proposed SFAR were received -- and, generally, those weighing in on the proposed rule agreed with the FAA's assertion the MU-2B is a safe aircraft, if "flown by the book."

Some took issue with the FAA's call for an increase to the total number of program hours required for pilot training, or qualification as a flight instructor; others noted pilot proficiency should be the standard of judgment, not a set number of hours. The agency notes its hours-requirement should be considered a minimum standard, not the set limit.

Commenters were split on whether the SFAR would actually result in a drop in the number of MU-2B accidents. Several noted the majority of MU-2B accidents stem from lack of adequate pilot training (especially, it should be noted, in regards to the airplane's behavior in slow flight, and one-engine-out operations -- Ed.) while others felt the rule would do little to address accidents caused by poor pilot judgment -- an issue hardly unique to flying the MU-2.

The FAA originally called for a 180-day timeframe for operators to implement the new standards -- a schedule many felt was too short. The agency has since revised its compliance period to one year.

The Full, 216-page report -- including proposed graphics to aid pilots in emergency situations -- is available at the FMI link below.

FMI: Read The SFAR (.pdf)