Well that sucks.
Are there no options for a curtained or enclosed potty in the back?

It's a pilots potty!

He can take care of business and still be close to the cockpit in case he needs to fly the airplane!!

On a serious note, the potty does suck. As far as I know there's no good fix. The airplane truly is a pilot's airplane. Passengers like it less than pilots.

The door is next to the pilot seat, so is the potty.

It's quieter up front than in the back.

IMHO it's more fun to fly than any airplane except for a Walter Extra 300!

The maintenance on a Gulfstream Commander would be less than a MU2... they were probably comparing the MU2 with the Rockwell airplanes.

I never like it when people use the potty anyway.

I'll wager it's been used to that effect more times than anyone can count.

We use to say "when it's packed full of cocaine you couldn't get to the potty if it were anywhere else!"

Mine has.


What does an MU2 pilot have to do that a Commander one doesn't?

Engines are the same, so feather, beta follow up are the same.

Plane has to be trimmed.

Shutdown list will be similar with generator, bleed air, etc.

So, what am I doing that you are not?

Just curious.

Mike C.

Steve,

How much turbine time/twin time did you have to get a premium that low for that much coverage? Just got a quote back for my first twin that was considerably higher and half the liability and hull value. Who did you use to write your coverage?

What about taxiing the AC690, I've seen many owner saying "oh it's special to taxi a Turbo Commander".
What's special ? is it rudder steering or a steering tiller ?

Nosewheel steering is controlled through the top portion of the rudder pedals for the first bit of travel on top of the rudder pedals which is also the brakes for the rest of the travel.
Movement of the full range of motion of the full rudder pedals moves only the rudder, which is huge and prone to being blown around, especially with a gusting strong crosswind, so, when taxiing you need to keep your legs flexed, holding the rudder pedals even with weight through your heels to keep the rudder pedals even and in a neutral position, then you use your toes to activate the nosewheel steering on the top bit of the pedal. The first bit of travel of the top portion of the pedals activates the nosewheel steering or, if more action is needed, activated the brakes if you need to use differential braking.
It takes some time to get used to, especially if you are accustomed to nosewheel steering being the exact same control as rudder. It takes some getting used to and can be difficult, as a beginner, to not hunt around left and right of centerline when taxying, especially at low speeds.
The hardest bit may be describing the mechanics, maybe, as my convoluted text above must demonstrate... In practice, I believe once you have some time, the taxiing becomes second nature. I have days where it is a piece of cake, some days when it isn't...

Neither, it's hydraulic, you use your toes to steer, almost like differential braking. Once you get use to it you'll like it... but it is different.

All MU2 owners should love Commanders... what exactly do you think they copied to build the MU2?

Nosewheel steering is controlled through the top portion of the rudder pedals for the first bit of travel on top of the rudder pedals which is also the brakes for the rest of the travel.
Movement of the full range of motion of the full rudder pedals moves only the rudder, which is huge and prone to being blown around, especially with a gusting strong crosswind, so, when taxiing you need to keep your legs flexed, holding the rudder pedals even with weight through your heels to keep the rudder pedals even and in a neutral position, then you use your toes to activate the nosewheel steering on the top bit of the pedal. The first bit of travel of the top portion of the pedals activates the nosewheel steering or, if more action is needed, activated the brakes if you need to use differential braking.
It takes some time to get used to, especially if you are accustomed to nosewheel steering being the exact same control as rudder. It takes some getting used to and can be difficult, as a beginner, to not hunt around left and right of centerline when taxying, especially at low speeds.
The hardest bit may be describing the mechanics, maybe, as my convoluted text above must demonstrate... In practice, I believe once you have some time, the taxiing becomes second nature. I have days where it is a piece of cake, some days when it isn't...

Cedric, it is pretty simple but I'm suspecting my explanation has made it seem more complicated. With the system movement of the rudder is not directly connected to the nosewheel, which allows you to isolate movement of the rudder with interior and exterior rudder locks being installed, but still move the nosewheel around to tow the aircraft. It is a little different but reasonably intuitive to use once you are accustomed. Look, Chip managed to explain it in a few words and I used multiple paragraphs...

get it:
rudder is rudder, no action on steering. Steering will be on top of rudder, close to brake, you push top left to steer to left ?
Still a weird system.

Yes, the system itself is very simple... less complicated than many nose wheel steering systems.

It is also necessary... that rudder is big. That rudder is why losing an engine on a Commander is not a challenge... you have plenty of control... but I wouldn't want it attached to the nosewheel, lest the tail wag the dog.

You mentioned refueling? An issue there?