(b) A person, who does not meet the requirements of this SFAR, may
manipulate the controls of the Mitsubishi MU-2B series airplane if a
pilot-in-command meeting the applicable requirements of this SFAR is
occupying a pilot station, and the flight is being conducted for one of
the following reasons--
    (1) The pilot-in-command is providing pilot training to the
manipulator of the controls, and no passengers or cargo are carried on
board the airplane;
    (2) The pilot-in-command is conducting a maintenance test flight
with a second pilot or certificated mechanic, and no passengers or
cargo are carried on board the airplane; or
    (3) The pilot-in-command is conducting simulated instrument flight
and is using a safety pilot other than the pilot-in-command who
manipulates the controls for the purposes of 14 CFR 91.109(b), and no
passengers or cargo are carried on board the airplane.
    (c) A person is required to complete Initial/transition training if
that person has fewer than--
    (1) 50 hours of documented flight time manipulating the controls
while serving as pilot-in-command of a Mitsubishi MU-2B series airplane
in the preceding 24 months; or
    (2) 500 hours of documented flight time manipulating the controls
while serving as pilot-in-command of a Mitsubishi MU-2B series
airplane.
    (d) A person is eligible to receive Requalification training in
lieu of Initial/transition training if that person has at least--
    (1) 50 hours of documented flight time manipulating the controls
while serving as pilot-in-command of a Mitsubishi MU-2B series airplane
in the preceding 24 months; or
    (2) 500 hours of documented flight time manipulating the controls
while serving as pilot-in-command of a Mitsubishi MU-2B series
airplane.
    (e) A person is required to complete Recurrent training within the
preceding 12 months. Successful completion of Initial/transition or
Requalification training within the preceding 12 months satisfies the
requirement of Recurrent training. A person must successfully complete
Initial/transition training or Requalification training before being
eligible to receive Recurrent training.
    (f) Successful completion of Initial/transition training or
Requalification training is a one-time requirement. A person may elect
to retake Initial/transition training or Requalification training in
lieu of Recurrent training.
    (g) A person is required to complete Differences training if that
person operates more than one MU-2B model. Differences training between
the K and M models of the MU-2B airplane, and the J and L models of the
MU-2B airplane, may be accomplished with Level A training. All other
Differences training must be accomplished with Level B training.
Persons that are operating two models of the MU-2B airplane are
required to receive 1.5 hours of Differences training. Persons that are
operating three or more models of the MU-2B airplane are required to
receive 3.0 hours of Differences training. An additional 1.5 hours of
Differences training is required for each model added at a later date.
Differences Training is not a recurring annual requirement. Once a
person has received Differences training between the applicable
different models, no additional Differences training between those
models is required.
    3. Required Pilot Training. (a) Except as provided in section 2
paragraph (b) of this SFAR, no person may manipulate the controls, act
as pilot-in-command, or act as second-in-command of a Mitsubishi MU-2B
series airplane for the purpose of flight unless--
    (1) The applicable requirements for ground and flight training on
Initial/transition, Requalification, Recurrent, and Differences
training have been completed, as specified in this SFAR, including
Appendices A through D of this SFAR; and
    (2) That person's logbook has been endorsed in accordance with
paragraph (f) of this section.
    (b) No person may manipulate the controls, act as pilot-in-command,
or act as second-in-command, of a Mitsubishi MU-2B series airplane for
the purpose of flight unless--
    (1) That person satisfactorily completes, if applicable, annual
Recurrent pilot training on the Special Emphasis Items, and all items
listed in the Training Course Final Phase Check as specified in
Appendix C of this SFAR; and
    (2) That person's logbook has been endorsed in accordance with
paragraph (f) of this section.
    (c) Satisfactory completion of the competency check required by 14
CFR 135.293 within the preceding 12 calendar months may not be
substituted for the Mitsubishi MU-2B series airplane annual recurrent
flight training of this section.
    (d) Satisfactory completion of a Federal Aviation Administration
sponsored pilot proficiency award program, as described in 14 CFR
61.56(e) may not be substituted for the Mitsubishi MU-2B series
airplane annual recurrent flight training of this section.
    (e) If a person complies with the requirements of paragraph (a) or
(b) of this section in the calendar month before or the calendar month
after the month in which compliance with these paragraphs are required,
that person is considered to have accomplished the training requirement
in the month the training is due.
    (f) The endorsement required under paragraph (a) and (b) of this
section must be made by--
    (1) A certificated flight instructor meeting the qualifications of
section 5 of this SFAR; or
    (2) For persons operating the Mitsubishi MU-2B series airplane for
a part 119 certificate holder within the last 12 calendar months, the
14 CFR part 119 certificate holder's flight instructor if authorized by
the FAA and if that

flight instructor meets the requirements of section 5 of this SFAR.
    (g) All training conducted for the Mitsubishi MU-2B series airplane
must be completed in accordance with the applicable MU-2B series
checklist listed in table 1 of this SFAR or an MU-2B series airplane
checklist that has been accepted by the Federal Aviation
Administration's MU-2B Flight Standardization Board.

                      Table 1 to SFAR 108.--MU-2B Series Airplane Manufacturer's Checklists
----------------------------------------------------------------------------------------------------------------
                                                                           Cockpit checklist         Date the
                                                                     ----------------------------  checklist was
                  Model                        Type certificate                                     accepted by
                                                                           MHI document No.           the FSB
----------------------------------------------------------------------------------------------------------------
MU-2B-60................................  A10SW.....................  YET06220C.................       2/12/2007
MU-2B-40................................  A10SW.....................  YET06256A.................       2/12/2007
MU-2B-36A...............................  A10SW.....................  YET06257B.................       2/12/2007
MU-2B-36................................  A2PC......................  YET06252B.................       2/12/2007
MU-2B-35................................  A2PC......................  YET06251B.................       2/12/2007
MU-2B-30................................  A2PC......................  YET06250A.................        3/2/2007
MU-2B-26A...............................  A10SW.....................  YET06255A.................       2/12/2007
MU-2B-26................................  A2PC......................  YET06249A.................        3/2/2007
MU-2B-26................................  A10SW.....................  YET06254A.................        3/2/2007
MU-2B-25................................  A10SW.....................  YET06253A.................        3/2/2007
MU-2B-25................................  A2PC......................  YET06248A.................        3/2/2007
MU-2B-20................................  A2PC......................  YET06247A.................       2/12/2007
MU-2B-15................................  A2PC......................  YET06246A.................        3/2/2007
MU-2B-10................................  A2PC......................  YET06245A.................        3/2/2007
MU-2B...................................  A2PC......................  YET06244A.................        3/2/2007
----------------------------------------------------------------------------------------------------------------

    4. Aeronautical Experience. No person may act as pilot-in-command
of a Mitsubishi MU-2B series airplane for the purpose of flight unless
that person holds an airplane category and multi-engine land class
rating, and has logged a minimum of 100 flight hours of pilot-in-
command time in multi-engine airplanes.
    5. Instruction, Checking and Evaluation. (a) Flight Instructor
(Airplane). No flight instructor may provide instruction or conduct a
flight review in a Mitsubishi MU-2B series airplane unless that flight
instructor meets the requirements of this paragraph.
    (1) Each flight instructor who provides flight training in the
Mitsubishi MU-2B series airplane must meet the pilot training and
documentation requirements of section 3 of this SFAR before giving
flight instruction in the Mitsubishi MU-2B series airplane.
    (2) Each flight instructor who provides flight training in the
Mitsubishi MU-2B series airplane must meet the currency requirements of
paragraphs (a) and (c) of section 6 of this SFAR before giving flight
instruction in the Mitsubishi MU-2B series airplane.
    (3) Each flight instructor who provides flight training in the
Mitsubishi MU-2B series airplane must have a minimum total pilot time
of 2,000 pilot-in-command hours, 800 pilot-in-command hours in
multiengine airplanes.
    (4) Each flight instructor who provides flight training in the
Mitsubishi MU-2B series airplane must have--
    (i) 300 pilot-in-command hours in the Mitsubishi MU-2B series
airplane, 50 hours of which must have been within the preceding 12
months; or
    (ii) 100 pilot-in-command hours in the Mitsubishi MU-2B series
airplane, 25 hours of which must have been within the preceding 12
months, and 300 hours providing instruction in a FAA-approved
Mitsubishi MU-2B simulator or FAA-approved Mitsubishi MU-2B flight
training device, 25 hours of which must have been within the preceding
12 months.
    (b) Flight Instructor (Simulator/ Flight Training Device). No
flight instructor may provide instruction for the Mitsubishi MU-2B
series airplane unless that instructor meets the requirements of this
paragraph.
    (1) Each flight instructor who provides flight training for the
Mitsubishi MU-2B series airplane must meet the pilot training and
documentation requirements of section 3 of this SFAR before giving
flight instruction for the Mitsubishi MU-2B series airplane.
    (2) Each flight instructor who provides flight training for the
Mitsubishi MU-2B series airplane must meet the currency requirements of
paragraph (c) of section 6 of this SFAR before giving flight
instruction for the Mitsubishi MU-2B series airplane.
    (3) Each flight instructor who provides flight training for the
Mitsubishi MU-2B series airplane must have--
    (i) A minimum total pilot time of 2000 pilot-in-command hours and
800 pilot-in-command hours in multiengine airplanes; and
    (ii) Within the preceding 12 months, either 50 hours of Mitsubishi
MU-2B series airplane pilot-in-command experience or 50 hours providing
simulator or flight training device instruction for the Mitsubishi MU-
2B.
    (c) Checking and Evaluation. No person may provide checking or
evaluation for the Mitsubishi MU-2B series airplane unless that person
meets the requirements of this paragraph.
    (1) For the purpose of checking, designated pilot examiners,
training center evaluators, and check airmen must have completed the
appropriate training in the Mitsubishi MU-2B series airplane in
accordance with section 3 of this SFAR.
    (2) For checking conducted in the Mitsubishi MU-2B series airplane,
each designated pilot examiner and check airman must have 100 hours
pilot-in-command flight time in the Mitsubishi MU-2B series airplane
and maintain currency in accordance with section 6 of this SFAR.
    6. Currency Requirements and Flight Review. (a) The takeoff and
landing currency requirements of 14 CFR 61.57 must be maintained in the
Mitsubishi MU-2B series airplane. Takeoff and landings in other
multiengine airplanes do not meet the takeoff landing currency
requirements for the Mitsubishi MU-2B series airplane. Takeoff and
landings in either the short-body or long-body Mitsubishi MU-2B model
airplane may be credited toward takeoff and landing

currency for both Mitsubishi MU-2B model groups.
    (b) Instrument experience obtained in other category and class of
aircraft may be used to satisfy the instrument currency requirements of
14 CFR 61.57 for the Mitsubishi MU-2B series airplane.
    (c) Satisfactory completion of a flight review to satisfy the
requirements of 14 CFR 61.56 is valid for operation of a Mitsubishi MU-
2B series airplane only if that flight review is conducted in a
Mitsubishi MU-2B series airplane. The flight review for Mitsubishi MU-
2B series airplanes must include the Special Emphasis Items, and all
items listed in the Training Course Final Phase Check of Appendix C of
this SFAR.
    (d) A person who successfully completes the Initial/transition,
Requalification, or Recurrent training requirements, as described in
section 3 of this SFAR, also meets the requirements of 14 CFR 61.56 and
need not accomplish a separate flight review provided that at least 1
hour of the flight training was conducted in the Mitsubishi MU-2B
series airplane.
    7. Operating Requirements. (a) Except as provided in paragraph (b)
of this section, no person may operate a Mitsubishi MU-2B airplane in
single pilot operations unless that airplane has a functional
autopilot.
    (b) A person may operate a Mitsubishi MU-2B airplane in single
pilot operations without a functional autopilot when--
    (1) Operating under day visual flight rule requirements; or
    (2) Authorized under a FAA approved minimum equipment list for that
airplane, operating under instrument flight rule requirements in
daytime visual meteorological conditions.
    (c) No person may operate a Mitsubishi MU-2B series airplane unless
a copy of the appropriate Mitsubishi Heavy Industries MU-2B Airplane
Flight Manual is carried on board the airplane and is accessible during
each flight at the pilot station.
    (d) No person may operate a Mitsubishi MU-2B series airplane unless
an MU-2B series airplane checklist, appropriate for the model being
operated and accepted by the Federal Aviation Administration MU-2B
Flight Standardization Board, is accessible for each flight at the
pilot station and is used by the flight crewmembers when operating the
airplane.
    (e) No person may operate a Mitsubishi MU-2B series airplane
contrary to the MU-2B training program in the Appendices of this SFAR.
    (f) If there are any differences between the training and operating
requirements of this SFAR and the MU-2B Airplane Flight Manual's
procedures sections (Normal, Abnormal, and Emergency) and the MU-2B
airplane series checklist specified in section 3(g), table 1, the
person operating the airplane must operate the airplane in accordance
with the training specified in section 3(g), table 1.
    8. Credit for Prior Training. Initial/transition or requalification
training conducted between July 27, 2006, and April 7, 2008, using
Mitsubishi Heavy Industries MU-2B Training Program, Part number YET
05301, Revision Original, dated July 27, 2006, or Revision 1, dated
September 19, 2006, is considered to be compliant with this SFAR, if
the student met the eligibility requirements for the applicable
category of training and the student's instructor met the experience
requirements of this SFAR.
    9. Incorporation by Reference. You must proceed in accordance with
the Mitsubishi Heavy Industries MU-2B Checklists as listed in Table 1
of this SFAR which are incorporated by reference. The Director of the
Federal Register approved this incorporation by reference in accordance
with 5 U.S.C. section 552(a) and 1 CFR part 51. The Mitsubishi Heavy
Industries MU-2B Checklists are distributed by Turbine Aircraft
Services, Inc. You may obtain a copy from Turbine Aircraft Services
Inc., 4550 Jimmy Doolittle Drive, Addison, Texas 75001, USA. You may
inspect a copy at U.S. Department of Transportation, Docket Management
Facility, Room W 12-140, West Building Ground Floor, 1200 New Jersey
Ave., SE., Washington, DC 20590-0001, or at the National Archives and
Records Administration at NARA, call<PHONE_NUMBER>, or go to: http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html
.

    10. Expiration. This SFAR will remain in effect until further
notice.

Appendix A to SFAR 108--MU-2B General Training Requirements

    (a) The Mitsubishi MU-2B Training Program consists of both
ground and flight training. The minimum pilot training requirement
hours are shown in Table 1 of this appendix for ground instruction
and Table 2 of this appendix for flight instruction. An additional
ground training requirement for Differences Training is shown in
Table 3.
    (b) The MU-2B is certificated by the Federal Aviation
Administration (FAA) as a single pilot airplane. No training credit
is given for second in command (SIC) training and no credit is given
for right seat time under this program. Only the sole manipulator of
the controls of the MU-2B airplane, Flight Training Device (FTD), or
Level C or D simulator can receive training credit under this
program.
    (c) The training program references the applicable MU-2B
airplane flight manual (AFM) in several sections. There may be
differences between sequencing of procedures found in the AFM's
procedures sections and the checklists, procedures, and techniques
found within this training program. The FAA's Mitsubishi MU-2B SFAR
requires that if there are any differences between the AFM's
procedures sections (Normal, Abnormal, and Emergency) and the
training and operating requirements of the Mitsubishi MU-2B SFAR,
the person operating the airplane must operate the airplane in
accordance with the training specified in the SFAR and this MU-2B
training program.
    (d) Minimum Programmed Training Hours

                    Table 1 to Appendix A of SFAR 108
------------------------------------------------------------------------
                           Ground instruction
-------------------------------------------------------------------------
     Initial/transition          Requalificaton           Recurrent
------------------------------------------------------------------------
20 hours....................  12 hours............  8 hours.
------------------------------------------------------------------------

                    Table 2 to Appendix A of SFAR 108
------------------------------------------------------------------------
                           Flight instruction
-------------------------------------------------------------------------
     Initial/transition          Requalification          Recurrent
------------------------------------------------------------------------
12 hours with a minimum of 6  8 hours Level C or    4 hours at Level E,
 hours at Level E.             Level E.              or 6 hours at Level
                                                     C.
------------------------------------------------------------------------

                    Table 3 to Appendix A of SFAR 108
------------------------------------------------------------------------

------------------------------------------------------------------------
                          Differences training
------------------------------------------------------------------------
2 models currently.....................  1.5 hours at Level A or B.
More than 2 models currently...........  3 hours at Level A or B.
Each additional model added............  1.5 hours at Level A or B.
------------------------------------------------------------------------

    (e) Definitions of Levels of Training as Used in This Appendix
    (1) LEVEL A Training--Training that is conducted through self
instruction by the pilot.
    (2) LEVEL B Training--Training that is conducted in the
classroom environment with the aid of a qualified instructor who
meets the requirements of this SFAR.
    (3) LEVEL C Training--Training that is accomplished in an FAA-
approved Level 5, 6, or 7 Flight Training Device (FTD). In addition
to the basic FTD requirements, the FTD must be representative of the
MU-2B cockpit controls and be specifically approved by the FAA for
the MU-2B airplane.
    (4) LEVEL E Training--Training that must be accomplished in the
MU-2B airplane, Level C simulator, or Level D simulator.

Appendix B to SFAR 108--MU-2B Ground Training Curriculum Contents

    All items in the ground training curriculum must be covered. The
order of presentation is at the discretion of the instructor. The
student must satisfactorily complete a written or oral exam given by
the training provider based on this MU-2B Training Program.
I. Aircraft General
    A. Introduction
    B. Airplane (Structures/Aerodynamics/Engines) Overview
    1. Fuselage
    2. Wing
    3. Empennage
    4. Doors
    5. Windshield and Windows
    C. Airplane Systems
    1. Electrical Power
    2. Lighting
    3. Fuel System
    4. Powerplant
    5. Environmental
    6. Fire Protection
    7. Ice and Rain Protection
    8. Landing Gear and Brakes
    9. Flight Controls and Trim
    10. Pilot Static System/Flight Instruments
    11. Oxygen System
    D. Operating Limitations
    1. Weights
    2. Center of Gravity and Loading
    3. Airspeeds
    4. Maneuvering Load Factors
    5. Takeoff And Landing Operations
    6. Enroute Operations
    E. Required Placards
    F. Instrument Markings
    G. Flight Characteristics
    1. Control System
    2. Stability and Stall Characteristics
    3. Single Engine Operation
    4. Maneuvering and Trim
    5. Takeoff and Landing
II. Electrical Power
    A. General Description
    B. DC Electrical System
    1. DC Power Generation
    2. DC Power Distribution
    3. Battery System
    4. External Power System
    C. AC Electrical System
    1. AC Power Generation
    2. Controls and Indicators
    3. AC Power Distribution
    D. Limitations
    1. General Limitations
    2. Instrument Markings
III. Lighting
    A. Exterior Lighting System
    1. Navigation Lights
    2. Anti-Collision Lights
    3. Wing Inspection Lights
    4. Taxi Lights
    5. Landing Lights
    6. Rotating Beacon
    7. Operation
    B. Interior Lighting System
    1. Flight Compartment Lights
    2. Passenger Compartment Lights
    C. Emergency Lighting System
    1. Cockpit Emergency Lighting
    2. Aircraft Emergency Lighting
    D. Procedures
    1. Normal
    2. Abnormal
    3. Emergency
IV. Master Caution System
    A. System Description and Operation
    1. Master Caution Light and Reset Switch
    2. Annunciator and Indicator Panels
    3. Operation Lights
    4. System Tests
    B. Procedures
V. Fuel System
    A. Fuel Storage
    1. Refueling/Balancing
    2. De-Fueling and Draining
    3. Tank Vent System
    B. Fuel Distribution
    1. Fuel Transfer
    2. Fuel Balancing
    3. Boost Pump Operation
    C. Fuel Indicating
    1. Fuel Quantity
    2. Low Fuel Warning
    D. Fuel System Limitations
    1. Approved Fuels
    2. Fuel Anti-Icing Additives
    3. Fuel Temperature Limitations
    4. Fuel Transfer and Fuel Imbalance
    5. Fuel Pumps
    6. Refueling
    7. Capacity
    8. Unusable Fuel
VI. Powerplant
    A. Engine Description
    1. Major Sections
    2. Cockpit Controls
    3. Instrumentation
    4. Operation
    B. Engine Systems
    1. Lubrication
    2. Fuel
    3. Ignition
    4. Engine Starting
    5. Anti-Ice
    C. Propeller System
    1. Ground Operations
    2. In-Flight Operations
    3. Synchronization
    4. De-Ice
    D. Ground Checks
    1. Overspeed Governor
    2. SRL and Delta P/P
    3. NTS and Feather Valve
    4. Supplementary NTS
    E. In Flight Post Maintenance Checks
    1. NTS In-Flight
    2. Flight Idle Fuel Flow
    F. Limitations
    1. Powerplant
    2. Engine Starting Conditions
    3. Airstart Envelope
    4. Engine Starting
    5. Oil
    6. Fuel
    7. Starter/Generator
    8. External Power
    9. Instrument Markings (as applicable)
    a. TPE331-10-511M
    b. TPE331-5/6-252/251M
    c. TPE331-1-151M
    G. Engine Malfunctions and Failures
    1. Propeller Coupling
    2. Torque Sensor
    3. Engine Overspeed
    4. Fuel Control Spline
VII. Fire Protection
    A. Introduction
    B. Engine Fire Detection
    1. System Description

    2. Annunciator
    C. Portable Fire Extinguishers
VIII. Pneumatics
    A. System Description
    B. System Operation
    1. Air Sources
    2. Limitations
    C. Wing and Tail De-Ice
    1. System Description
    2. Controls
    D. Entrance and Baggage Door Seal
    1. Air Source
    2. Operation
IX. Ice and Rain Protection
    A. General Description
    B. Wing De-Ice
    1. System Description
    2. Operation
    3. Controls and Indications
    C. Engine Anti-Ice
     1. System Description
    2. Operation
    3. Controls and Indications
    D. Window Defog
    1. Controls
    2. Operation
    E. Tail De-Ice
    1. Horizontal Stabilizer De-Ice
    2. Vertical Stabilizer De-Ice
    F. Pitot Static System Anti-Icing
    1. Pitot Tube Heating
    2. Static Port Heating
    3. AOA Transmitter Heating
    G. Windshield De-Ice/Anti-Ice
    1. System Description
    2. Controls and Indications
    H. Windshield Wiper
    1. System Description
    2. Control and Operation
    I. Propeller De-Ice
    1. System Description
    2. Controls and Indications
    J. Ice Detector
    1. System Description
    2. Controls and Indications
    3. Operation
    K. Limitations
    1. Temperatures
    2. Cycling
X. Air Conditioning
    A. System Description and Operation
    1. Refrigeration Unit (ACM)
    2. Air Distribution
    3. Ventilation
    4. Temperature Control
    5. Water Separator
    B. Limitations
XI. Pressurization
    A. General
    B. Component Description
    1. Cabin Pressure Controller
    2. Altitude Pressure Regulator
    3. Ram Air
    4. Outflow Safety Valves
    5. Air Filters
    6. Manual Control Valve
    7. Pneumatic Relays
    8. Venturi
    C. System Operation
    1. Ground Operation
    2. Takeoff Mode
    3. In-Flight Operation
    4. Landing Operation
    D. Emergency Operation
    1. High Altitude
    2. Low Altitude
    E. Limitations
    1. Maximum Differential
    2. Landing Limitations
XII. Landing Gear and Brakes
    A. General Description
    1. Landing Gear Doors
    2. Controls and Indicators
    3. Warning Systems
    4. Emergency Extension
    B. Nosewheel Steering
    C. Landing Gear/Brakes/Tires
    D. Limitations
    1. Airspeed (with flaps)
    2. Emergency Extension
    3. Tire Speed
    4. Brake Energy
XIII. Flight Controls
    A. Primary Flight Controls (Elevator/Rudder/Spoilers)
    1. Description
    2. Operations
    B. Trim Systems
    1. System Description
    2. Roll Trim
    a. Normal Operation
    b. Emergency Operation
    3. Rudder Trim
    4. Pitch Trim
    a. General
    b. Operations
    c. Trim-in-Motion Alert System
    C. Secondary Flight Controls
    1. System Description
    2. Flaps
    D. Limitations
    1. Instrument Markings
    2. Placards
    E. Flight Characteristics
    1. Control Systems
    2. Stability and Stall Characteristics
    3. Single Engine Operation
    5. Maneuvering and Trim
    6. Takeoff and Landing
XIV. Avionics
    A. Pitot-Static System
    1. System Description
    2. Pilot's System
    3. Co-Pilot's System
    4. Alternate Static
    B. Air Data Computer
    C. Attitude Instrument Displays (EFIS and Standard)
    1. EADI
    2. Standard Attitude Gyro
    D. AHRS
    1. System Description
    2. Controls and Indications
    E. Navigation
    1. Nav Systems Descriptions
    2. Compass System Descriptions
    3. Display Systems
    4. Terrain Awareness System
    5. Traffic Avoidance System
    F. Communications
    1. VHF Communications Systems
    2. Audio Control
    G. Standby Flight Instruments
    1. System Description
    2. Controls and Indications
    H. Automatic Flight Control System
    1. Controls and Indications
    2. Yaw Damper
    3. Trim-in-Motion Alert System
    4. Autopilot Automatic Disconnect
    5. Aural Alert System
    I. Angle of Attack (AOA) System
    1. System Description
    2. Controls and Indications
    J. Limitations
XV. Oxygen System
    A. System Description
    B. Crew Oxygen
    1. Oxygen Cylinder Assembly
    2. Pressure Gauge
    3. Outlet Valves
    4. Duration
    C. Passenger Oxygen
    1. System Description
    2. Duration
    D. Limitations
XVI. Performance and Planning
    A. Takeoff Performance Charts
    1. Runway Requirements
    2. Normal and with One Engine Inoperative
    B. Climb Performance
    1. Normal and with One Engine Inoperative
    2. Obstacle Clearance
    3. Power Assurance Charts
    C. Cruise Performance
    1. Power Charts
    2. Maximum Practical Altitude
    3. Cruise Speeds/Engine Health
    4. Buffet Boundary
    D. Landing Performance
    1. Runway Requirements
    a. Dry Runway
    b. Wet Runway
    2. Go-Around
    a. One Engine Inoperative
    b. All Engines
XVII. Weight and Balance
    A. Aircraft Loading Procedures
    B. Limitations
    1. Weight Limits
    2. C.G. Limits
    C. Plotter
    1. Description
    2. Use
    D. Calculations
    1. AFM Procedures
    2. Examples
XVIII. General Subjects
    A. Controlled Flight into Terrain Awareness
    B. CRM/SPRM
    1. Crew Resource Management
    2. Single Pilot Resource Management
    C. MU-2B Flight Standardization Board Report

Appendix C to SFAR 108--MU-2B Final Phase Check and Flight Training
Requirements

(I) MU-2B Final Phase Check Requirements

    (A) Completion of the MU-2B Training Program in this appendix
requires successful completion of a final phase check taken in the
MU-2B airplane or a Level C or D simulator for Initial/Transition
training. The final phase check for Requalification or Recurrent
Training may be taken in the MU-2B airplane, a Level C or D
simulator, or in a Level 5, 6, or 7 FAA-approved MU-2B Flight
Training Device (FTD). The final phase check must be conducted by a
qualified flight instructor who meets the requirements of the MU-2B
SFAR. Simultaneous training and checking is not allowed for Initial/
Transition training.

    (B) For pilots operating under 14 CFR part 135, checking must be
done in accordance with applicable regulations. For the purpose of
recurrent testing in 14 CFR 135.293(b), the MU-2B is considered a
separate type of aircraft.
    (C) The final phase check must be conducted using the standards
contained in the FAA Commercial Pilot--Airplane Multi-Engine Land,
and Instrument Rating--Airplane Practical Test Standards (PTS).
    (D) The final phase check portion of the training is comprised
of the following tasks for all airmen (instrument rated and non
instrument rated). An (*) indicates those maneuvers for Initial/
Transition training which must be completed in the MU-2B airplane,
or a Level C or D simulator.
    (1) Preflight Check.
    (2) Start and Taxi Procedures.
    (3) * Normal Takeoff (X-Wind) (Two Engine).
    (4) * Takeoff Engine Failure.
    (5) Rejected Takeoff.
    (6) * Steep Turns.
    (7) * Approach to Stalls (3) (must include Accelerated Stalls).
    (8) * Maneuvering with One Engine Inoperative--Loss of
Directional Control (Vmc).
    (9) Abnormal and Emergency Procedures--To include MU-2B
operation in icing conditions without the autopilot or without trim-
in-motion or automatic autopilot disconnect.
    (10) * Precision Approach (One Engine Inoperative).
    (11) Go Around/Rejected Landing.
    (12) Normal Landing (X-Wind).
    (13) * Landing with One Engine Inoperative.
    (14) * Landing with Non-Standard Flap Configuration (0 or 5
degrees).
    (15) Postflight Procedures.
    (E) The following additional tasks are required for those airmen
who possess an instrument rating. An (*) indicates those maneuvers
for Initial/Transition training which must be completed in the MU-2B
airplane, or a Level C or D simulator.
    (1) Preflight Check.
    (2) Unusual Attitudes.
    (3) Abnormal and Emergency Procedures.
    (4) Basic Instrument Flight Maneuvers.
    (5) Area Arrival and Departure.
    (6) Holding.
    (7) Precision Approach (Two Engine).
    (8) * Non-Precision Approaches (2)--Must include a Non-Precision
Approach with One Engine Inoperative.
    (9) Missed Approach from either Precision or Non Precision
Instrument Approach (Two Engine).
    (10) Landing from a Straight-In or Circling Approach.
    (11) Circling Approach.
    (12) Postflight Procedures.
    (F) A form titled ``Training Course Final Phase Check'' has been
included in this appendix for use in creating a training and final
check record for the student and the training provider.

(II) MU-2B Required Flight Training Tasks

    (A) General Flight Training Requirements: All flight training
maneuvers must be consistent with this training program and the
applicable MU-2B checklist accepted by the FAA. The maneuver
profiles shown in Appendix D to this SFAR No. 108 are presented to
show the required training scenarios. Profiles conducted in flight
require planning and care on the part of both the instructor and
student in order to provide the highest level of safety possible.
The maneuver profiles shown in Appendix D to this SFAR No. 108 do
not account for local geographic and flight conditions. The
instructor and student must consider local conditions when
performing these maneuvers in flight.
    (B) Special Emphasis Items: Certain aspects of pilot knowledge,
skills and abilities must be emphasized and evaluated during the
training and checking process of the MU-2B Training Program.
    (1) Accelerated stall awareness and recovery procedures with
emphasis on configuration management. Awareness of the margin to
stall in all flight operations and configurations must be emphasized
throughout training.
    (2) Vmc awareness and early recognition must be
trained and checked. Minimum airspeeds for one engine inoperative
must be emphasized in all configurations.
    (3) Airspeed management and recognition of airspeed
deterioration below recommended speeds and recovery methods in this
training program must be emphasized throughout training and
checking.
    (4) Knowledge of icing conditions and encounters must be
emphasized throughout training and checking including: Equipment
requirements, certification standards, minimum airspeeds, and the
use of the autopilot and other applicable AFM procedures.
    (5) Airplane performance characteristics with all engines
operating and with one engine inoperative must be emphasized.
    (C) MU-2B Flight Training Program Proficiency Standards.
    (1) Each pilot, regardless of the level of pilot certificate
held, must be trained to and maintain the proficiency standards
described below.
    (a) General VFR/IFR.

(i) Bank Angle-- 5 degrees of prescribed bank angle
(ii) Heading-- 10 degrees
(iii) Altitude-- 100 feet
(iv) Airspeed-- 10 knots

    (b) Instrument Approach--Final Approach Segment.

Precision Approach

(i) Heading-- 10 degrees
(ii) Altitude-- 100 feet
(iii) Airspeed-- 10 knots prior to final
(iv) Airspeed-- 10 knots after established on final
(v) Glide Slope (GS)/Localizer Deviation--Within \3/4\ scale--not
below GS

Non-Precision Approach

Straight In

(vi) Initial Approach Altitude-- 100 feet
(vii) Heading-- 10 degrees
(viii) Altitude (MDA)-- + 100, -0 feet
(ix) Airspeed-- + 10 knots
(x) Course Deviation Indicator--Within \3/4\ scale or
10 degrees on RMI

Circling Approach

(xi) Maximum Bank--30 degrees
(xii) Heading--Within 10 degrees
(xiii) Altitude-- +100, -0 feet
(xiv) Airspeed--Within 10 knots but not less than Vref

    (c) In all cases, a pilot must show complete mastery of
the aircraft with the outcome of each maneuver or procedure never
seriously in doubt.
    (D) Maneuvers and Procedures. All flight training maneuvers and
procedures must be conducted as they are applicable to the MU-2B and
each type of operations involved.

Preflight

    (1) Preflight Inspection--The pilot must--
    (a) Conduct an actual visual inspection of the exterior and
interior of the airplane, locating each item and explaining briefly
the purpose of inspecting it; and
    (b) Demonstrate the use of the appropriate checklist,
appropriate control system checks, starting procedures, radio and
electronic equipment checks, and the selection of proper navigation
and communications radio facilities and frequencies prior to flight.
    (2) Taxiing--this maneuver includes taxiing in compliance with
instructions issued by the appropriate ATC facility or by the person
conducting the check.
    (3) Pre-Takeoff Checks--The pilot must satisfactorily complete
all pre-takeoff aircraft systems and powerplant checks before
takeoff.

Takeoff and Departure

    (1) Normal--One normal takeoff, which for the purpose of this
maneuver, begins when the airplane is taxied into position on the
runway to be used.
    (2) Instrument Takeoff--Takeoff with simulated instrument
conditions at or before reaching an altitude of 200 feet above the
airport elevation and visibility of 1800 RVR.
    (3) Crosswind--One crosswind takeoff, if practical, under the
existing meteorological, airport and traffic conditions.
    (4) Powerplant Failure--One takeoff with a simulated failure of
the most critical powerplant at a point after Vlof. In the MU-2B
airplane, all simulated powerplant failures must only be initiated
when the person conducting the training or checking determines that
it is safe under the prevailing conditions. The instructor must
assure that the power lever does not move beyond the flight idle
gate.
    (5) Rejected Takeoff--A rejected takeoff performed in an
airplane during a normal takeoff run after reaching a reasonable
speed determined by giving due consideration to aircraft
characteristics, runway length, surface conditions, wind direction
and velocity, brake heat energy, and any other pertinent factors
that may adversely affect safety or the airplane.
    (6) Area departure--Demonstrate adequate knowledge of departure
procedures, establishing appropriate ATC communications and
following clearances.

Flight Maneuvers and Procedures

    (1) Steep bank turns--Each steep turn must involve a bank angle
of 50 degrees with a heading change of at least 180 degrees but no
more than 360 degrees.
    (2) Approaches to stalls--Must be performed in each of the
following configurations; takeoff, clean, and landing. One approach
to a stall must be performed in either the takeoff, clean, or
landing configuration while in a turn with a bank angle between 15
degrees and 30 degrees.
    (3) Accelerated stalls--must be done in the flaps 20 and flaps 0
configurations.
    (4) Recovery procedures must be initiated at the first
indication of a stall.

Normal and Abnormal Procedures and Operations

    (1) Runway trim.
    (2) Normal and abnormal operations of the following systems:
    (a) Pressurization.
    (b) Pneumatic.
    (c) Air conditioning.
    (d) Fuel.
    (e) Electrical.
    (f) Flight control.
    (g) Anti-icing and de-icing.
    (h) Autopilot.
    (i) Stall warning devices, as applicable.
    (j) Airborne radar and weather detection devices.
    (k) Other systems, devices or aids available.
    (l) Electrical, flight control and flight instrument system
malfunction or failure.
    (m) Landing gear and flap system malfunction or failure.
    (n) Failure of navigation or communications equipment.

Flight Emergency Procedures

    (1) Powerplant failure.
    (2) Powerplant, cabin, flight deck, wing and electrical fires.
    (3) Smoke control.
    (4) Fuel jettisoning, as applicable.
    (5) Any other emergency procedures outlined in the appropriate
AFM or FAA-accepted checklist.

Instrument Procedures

    (1) Area departure.
    (2) Use of navigation systems including adherence to assigned
course and/or radial.
    (3) Holding procedures.
    (4) Aircraft approach category airspeeds.
    (5) Approach procedures: Each instrument approach must be
performed according to all procedures and limitations approved for
that facility. An instrument approach procedure begins when the
airplane is over the initial approach fix for the approach procedure
being used and ends when the airplane touches down on the runway or
when transition to missed approach configuration is completed.
    (a) ILS, ILS/DME, approach.
    (i) A manually controlled ILS with a powerplant inoperative;
occurring before initiating the final approach course and continuing
to full stop or through the missed approach procedure.
    (ii) A manually controlled ILS utilizing raw data to 200 feet or
decision height (DH).
    (iii) An ILS with the autopilot coupled.
    (b) Non-precision approaches.
    (i) NDB, NDB/DME approach, straight in or circle.
    (ii) VOR, VOR/DME, straight in or circle.
    (iii) LOC, LOC/DME, LOC backcourse.
    (iv) GPS approach (If the aircraft/FTD/flight simulator has a
GPS installed, the applicant must demonstrate GPS approach
proficiency.)
    (v) ASR approach.
    (c) Missed approach procedure: One missed approach procedure
must be a complete approved missed approach procedure as published
or as assigned by ATC.
    (i) From a precision approach.
    (ii) From a non-precision approach.
    (iii) With a simulated powerplant failure.
    (d) Circling approach.
    (i) The circling approach must be made to the authorized MDA and
followed by a change in heading and the necessary maneuvering (by
visual reference) to maintain a flight path that permits a normal
landing on the runway.
    (ii) The circling approach must be performed without excessive
maneuvering and without exceeding the normal operating limits of the
airplane and the angle of bank must not exceed 30[deg].

Landings and Approaches to Landings

    (1) Airport orientation.
    (2) Normal landings with stabilized approach.
    (3) Crosswind landings.
    (4) From a precision instrument approach.
    (5) From a precision instrument approach with a powerplant
inoperative.
    (6) From a non-precision instrument approach.
    (7) From a non-precision instrument approach with a powerplant
inoperative.
    (8) From a circling approach or VFR traffic pattern.
    (9) Go Around/Rejected landings--a normal missed approach
procedure or a visual go-around after the landing is rejected. The
landing should be rejected at approximately 50 feet and
approximately over the runway threshold.
    (10) Zero flap landing.
    (a) Runway requirements.
    (b) Airspeeds.

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Appendix D to SFAR 108--MU-2B Maneuver Profiles

    (A) The Maneuver Profiles are provided to develop pilot
proficiency with the procedures and techniques contained within this
MU-2B Flight Training Program.
    (B) Though constructed for use in the airplane they may also be
used in the Flight Training Device (FTD). When an FTD is used, a
maneuver may be performed at lower altitudes or carried to its
completion. When training is conducted in the MU-2B airplane, all
maneuvers must be performed in a manner sufficient to evaluate the
performance of the student while never jeopardizing the safety of
the flight.
    (C) The maneuvers profiles are broken down into three sections
by similar aircraft model groups. The three sections of this program
are:
    (1) Marquise (-60), Solitaire (-40), N (-36A), P (-26A)--Figures
A-1 through A-28
    (2) J (-35), K (-25), L (-;36), M (-26)--Figures B-1 through B-
28
    (3) B, D (-10), F (-20), G (-30)--Figures C-1 through C-28
BILLING CODE 4910-13-P

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]

[[pp. 7083-7132]] Special Federal Aviation Regulation No. 108--Mitsubishi MU-2B
Series Airplane Special Training, Experience, and Operating
Requirements

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]

[[pp. 7133-7167]] Special Federal Aviation Regulation No. 108--Mitsubishi MU-2B
Series Airplane Special Training, Experience, and Operating
Requirements

[[Continued from page 7132]]

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BILLING CODE 4910-13-C
    (D) Each MU-2B profile in its respective section follows the
outline below.
    (1) Normal Takeoff (5- and 20-degrees flaps).
    (2) Takeoff Engine Failure (5- and 20-degrees flaps).
    (3) Takeoff Engine Failure on Runway or Rejected Takeoff.
    (4) Takeoff Engine Failure after Liftoff--Unable to Climb
(Classroom or FTD only).

    (5) Steep Turns.
    (6) Slow Flight Maneuvers.
    (7) One Engine Inoperative Maneuvering/Loss of Directional
Control.
    (8) Approach to Stall (clean configuration/wings level).
    (9) Approach to Stall (takeoff configuration/15- to 30-degrees
bank).
    (10) Approach to Stall (landing configuration/gear down/40-
degrees flaps).
    (11) Accelerated Stall (no flaps).
    (12) Emergency Descent (low speed).
    (13) Emergency Descent (high speed).
    (14) Unusual Altitude Recovery (nose high).
    (15) Unusual Altitude Recovery (nose low).
    (16) Normal Landing (20- and 40-degrees flaps).
    (17) Go Around/Rejected Landing.
    (18) No Flap or 5-degrees flaps Landing.
    (19) One Engine Inoperative Landing (5- and 20-degrees flaps).
    (20) Crosswind Landing.
    (21) ILS and Missed Approach.
    (22) Two Engine Missed Approach.
    (23) One Engine Inoperative ILS and Missed Approach.
    (24) One Engine Inoperative Missed Approach.
    (25) Non-Precision and Missed Approach.
    (26) One Engine Inoperative Non-Precision and Missed Approach.
    (27) Circling Approach at Weather Minimums.
    (28) One Engine Inoperative Circling Approach at Weather
Minimums.

Engine Performance

    (A) The following should be considered in reference to power
settings and airspeeds:
    (1) Power settings shown in italics are provided as guidance
only during training and are not referenced in the AFM. Power
setting guidance is provided to show the approximate power setting
that will produce the desired airspeed or flight condition. Actual
power settings may be different from those stated and should be
noted by the instructor and student for reference during other
maneuvers. Power settings in the profiles are stated in torque or
PSI and will vary with aircraft model, engine model, weight, and
density altitude. Power settings are based on standard atmospheric
conditions.
    (2) Some pilots prefer to set power initially using fuel flow,
because the fuel flow system is not field adjustable. Fuel flow
settings refer to engine operations only. If fuel flow is used to
set power for takeoff, check torque and temperature after setting
fuel flow and adjust torque or temperature, whichever is limiting,
for maximum takeoff power prior to liftoff.
    (3) Improperly adjusted torque or improperly calibrated
temperatures are a safety of flight issue and must be checked and
corrected prior to conducting flight training.
    (4) The pilot should refer to the performance section of the
airplane flight manual to determine actual speeds required for his/
her particular model and specific weight for any given operation.

In Flight Maneuvering

    (A) Maneuvers conducted at altitude such as stalls and steep
turns must always be preceded by clearing turns and at least one
crew member must continually clear the flying area during the
maneuver. The instructor must emphasize the importance of clearing
the area, even if the maneuvers are being done in an FTD or
simulator. This will create the habit pattern in the pilot to clear
the area before practicing maneuvers.
    (B) During stalling maneuvers and upon recognition of the
indication of a stall, the pilot must call the ``stall'' to the
instructor and then proceed with the recovery. In addition, during
training, the pilot must announce the completion of the stall
recovery maneuver. Instructors must exercise caution when conducting
stall maneuvers and be prepared to take the controls if the safe
outcome of the maneuver is in doubt.
    (C) During accelerated stall maneuvers, it is important that the
instructor pay close attention to the position of the ball
throughout the maneuver and recovery so as to maintain coordinated
flight. Stall recognition and recovery is the completion criteria,
and it is not necessary to continue the stall beyond the stick
shaker to aerodynamic buffet.
    (D) When demonstrating a loss of directional control with one
engine inoperative, the engine failure must only be simulated.
During the slowing of the aircraft to demonstrate loss of
directional control, the instructor should use the rudder block
method to allow the student to experience the loss of directional
control associated with VMC, at a speed of approximately 10 knots
above actual VMC.

    Note: To accurately simulate single engine operations, zero
thrust must be established. The zero thrust torque setting will vary
greatly from model to model. It is important to establish to zero
thrust torque setting for your aircraft. This requires that the
aircraft be flown on one engine to establish the zero thrust
setting. This is accomplished by establishing single engine flight
with one propeller feathered and noting the performance with the
operating engine at maximum torque or temperature. It is suggested
that two airspeeds be established for zero thrust power settings.
They are 120 kts, flaps 20, gear up for takeoff and 140 knots, flaps
5, gear up for in-flight and approach maneuvering. Once performance
has been established and recorded for each airspeed, restart the
other engine and find the torque setting that duplicates the
performance (climb or descent rate, airspeed) as was recorded with
that propeller feathered. This torque setting will be zero thrust
for the simulated inoperative engine. The student/pilot should note
that the performance experienced with one engine operating at flight
idle, may produce greater performance than if the engine were
stopped and the propeller feathered.
    Pre-maneuver briefings for any maneuver that requires either an
actual engine shutdown or a simulated engine failure must be
undertaken when using an aircraft. In the case of an actual engine
shutdown, a minimum altitude of 3,000 ft above ground level (agl)
must be used and done in a position where a safe landing can be made
at an airport in the event of difficulty.

Takeoff and Landing

    (A) When using the profiles to establish the procedure for
configuring the aircraft for takeoff or landing, it is important to
understand that each task for the procedure, as noted on the
procedure diagram, establishes the point at which each task should
have been completed and not the exact point at which the task should
be accomplished unless otherwise stated in the task box. Numbers
which represent performance such as descent rates or other
maneuvering information that is not contained in the aircraft flight
manual are shown in italics.
    (B) In all takeoff profiles the prompt for the gear to be
retracted is ``No Runway Remaining, Gear Up''. This should set the
decision point for making a landback after an engine failure and
should normally be reached at altitudes of less than 100 ft AGL. It
is impractical to attempt a landback from above 100 ft AGL, because
it can require distances up to 10,000 ft from the beginning of the
takeoff run to bring the aircraft to a stop. But, even on very long
runways, landback will not be necessary above 100 ft AGL and above
Vyse for the flap configurations, if the single engine climb
capability found in the POM charts, with the gear up, is positive
(250 fpm or better) and obstacles clearance is not an issue.
    (C) The manufacturers FAA-accepted checklists and checklist in
Appendix C to this SFAR No. 108 describe a procedure for the
discontinuance of flight following an engine failure after takeoff
and the realization that the aircraft cannot climb. The
corresponding flight profile in this training program is ``Takeoff
Engine Failure, Unable to Climb''. This maneuver must not be
attempted in the aircraft, but must be the subject of a classroom
discussion or be demonstrated in the FTD.
    (D) The focus of all landing procedures, whether two engine or
engine out, is on a stabilized approach from an altitude of 500
feet. This will not be possible for all approach procedure
maneuvering, especially during non-precision or circle to land
approaches. Approach procedures for these two approaches should be
stabilized from the point at which the pilot leaves the Minimum
Descent Altitude for the landing.
    (E) When performing one engine inoperative approaches, landings
or missed approaches, the instructor must be prepared to add power
to the simulated failed engine at the first sign of deteriorating
airspeed or other situation that indicates the student's inability
to correctly perform the maneuver.
    (F) While maneuvering in the pattern or during instrument
approach procedures with one engine inoperative, a 30[deg] bank
angle must not be exceeded. This will become especially important
when executing non-precision and circle to land approaches.

Emergency and Abnormal Procedures

    (A) During training, either in the FTD or in the aircraft, the
performance of emergency and abnormal procedures is critical to the
completion of the training program. All emergency and abnormal
procedures should be simulated when training in the MU-2B airplane.

    (B) When presenting emergency scenarios to the student, the
instructor must not introduce multiple emergencies concurrently.

Scenario Based Training (SBT)

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

PART 135--OPERATING REQUIREMENTS: COMMUTERS AND ON DEMAND
OPERATIONS AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT

0
5. The authority citation for part 135 continues to read as follows:

    Authority: 49 U.S.C. 106(g), 40113, 41706, 44701-44702, 44705,
44709, 44711-44713, 44715-44717, 44722, 45101-45105.

0
6. Add SFAR No. 108 to part 135 to read as follows: SPECIAL FEDERAL
AVIATION REGULATION NO. 108.

    Note: For the text of SFAR No. 108, see part 91 of this chapter.

    Issued in Washington, DC, on January 23, 2008.
Robert A. Sturgell,
Acting Administrator.
[FR Doc. 08-398 Filed 1-28-08; 8:45 am]

BILLING CODE 4910-13-P


[Federal Register Volume 86, Number 75 (Wednesday, April 21, 2021)]
[Notices]
[Pages 20683-20684]
[FR Doc No: 2021-08130]

-----------------------------------------------------------------------

DEPARTMENT OF ENERGY

Federal Energy Regulatory Commission

[Docket No. AD21-9-000]

The Office of Public Participation; Notice of Virtual Spanish
Listening Session

    The Federal Energy Regulatory Commission (Commission) staff will
convene, in the above-referenced proceeding, a virtual Spanish
listening session on Tuesday, May 4, 2021, from 3:00 p.m. to 4:30 p.m.
Eastern time, to solicit public input on public participation and
engagement, language justice, and issues facing environmental justice
communities by Commission proceedings in order for the Commission to
establish and operate the Office of Public Participation (OPP).
    The listening session will be open to the public and audio-only.
Call-in information, including preregistration, can be found on the OPP
website. The listening session will have consecutive Spanish
translation, the operator will be bilingual, and an audio recording and
transcript will be posted on the OPP website after the event. For
questions about the listening session, please send an email to
<EMAIL_ADDRESS>    The listening sessions will be accessible under section 508 of the
Rehabilitation Act of 1973. For accessibility accommodations, please
send an email to<EMAIL_ADDRESS>or call toll free 1-866-208-
3372 (voice) or<PHONE_NUMBER> (TTY), or send a FAX to<PHONE_NUMBER> with
the required accommodations.

Kimberly D. Bose,
Secretary.

Los Estados Unidos de Am[eacute]rica Comisi[oacute]n Reguladora De
Energ[iacute]a Federal

La Oficina de Participaci[oacute]n P[uacute]blica
Legajo No. AD21-9-000

Anuncio De Sesi[oacute]n Virtual Para Escuchar En Espa[ntilde]ol

(14 de Abril, 2021)
    Personal de la Comisi[oacute]n Reguladora de Energ[iacute]a Federal
(Comisi[oacute]n) convocar[aacute], en el procedimiento referido
arriba, una sesi[oacute]n virtual para escuchar

en espa[ntilde]ol el martes 4 de mayo del 2021 desde las 3:00 p.m.
hasta las 4:30 p.m., hora del este, para solicitar aporte
p[uacute]blico sobre participaci[oacute]n y compromiso p[uacute]blico,
justicia de lenguaje, y asuntos de justicia ambiental enfrentados por
comunidades afectadas por procedimientos de la Comisi[oacute]n para la
Comisi[oacute]n establecer y operar la Oficina de Participaci[oacute]n
P[uacute]blica (OPP).
    La sesi[oacute]n virtual para escuchar estar[aacute] abierta al
p[uacute]blico y ser[aacute] solo audio. Para mayor informaci[oacute]n,
incluyendo el proceso de pre-registro, puede ir al sitio web de la OPP.
La sesi[oacute]n para escuchar tendr[aacute] traducci[oacute]n
consecutiva, el operador ser[aacute] biling[uuml]e; y posterior al
evento, la grabaci[oacute]n de audio y transcripci[oacute]n
estar[aacute]n disponibles en el sitio web de la OPP. Por favor dirigir
preguntas sobre la sesi[oacute]n virtual para escuchar, al correo
electr[oacute]nico<EMAIL_ADDRESS>    Las sesiones virtuales para escuchar estar[aacute]n accesibles de
acuerdo con la secci[oacute]n 508 del Acta de Rehabilitaci[oacute]n de
1973. Para ayuda con accesibilidad, por favor enviar un correo
electr[oacute]nico a<EMAIL_ADDRESS>o llamar gratis al 1-866-
208-3372 (voce) o<PHONE_NUMBER> (TTY), o enviar FAX al<PHONE_NUMBER> con
las acomodaciones requeridas.

    Dated: April 14, 2021.
Kimberly D. Bose,
Secretaria.
[FR Doc. 2021-08130 Filed 4-20-21; 8:45 am]
BILLING CODE 6717-01-P