The difference on takeoff and landing is minimal, less than 10% different than a Commander. ILS for me is 135 knots, touch down at about 95 or so. Commanders probably do the ILS at 120 and touch down at 90 or so.

With the MU2, I find the highest workload to be the first 5 minutes after takeoff in a busy terminal area. At the end of those 5 minutes, you will be 20 nm away from the airport, passing 10,000 ft, going 200+ knots, had three altitudes, 2 vectors, 3 frequency changes, multiple traffic callouts, and possibly a route amendment.

The Commander will be no different as the above has nothing to do with being an MU2 but being a high performance airplane.

By comparison, an instrument approach is relatively less busy.

Mike C.

It was not an emergency.

This was at KSLN, a very wide 12,000 ft runway.

I personally think it is very beneficial to land an ME plane with one feathered during training so the first time you experience that is NOT for real.

Mike C.

I guess I'll just have to leave you stewing in your ignorance since you defend it so vigorously.

You had better not fly in a Boeing. You know, they leave flaps out when an engine fails.


Amusingly, the same for an MU2. Weird.

Mike C.

Exactly.

Vxse is there to clear any obstacles you might encounter after an engine failure. Angle is more important than rate.

Once clear of obstacles, then you can accelerate to Vyse, or further as you see fit.

The fallacy being displayed here is that flaps hurt your climb performance. For most light planes, that is true. It is not true for MU2 and most jets in the post takeoff scenario. This change happens when you reach a certain wing loading.

Mike C.

Lighter wing loading means slower speeds for the wing to be most efficient. Where the wing is most efficient is where the climb rate is best.

Heavier wing loading means the wing is more efficient when going faster. To enable low speed maneuvering, the small wing needs really good flaps. On the MU2 it covers nearly the entire wing and looks like something a Boeing would have, being double slotted.

Airplanes are a trade off.

Mike C.

Lighter wing loading means slower speeds for the wing to be most efficient. Where the wing is most efficient is where the climb rate is best.

Heavier wing loading means the wing is more efficient when going faster. To enable low speed maneuvering, the small wing needs really good flaps. On the MU2 it covers nearly the entire wing and looks like something a Boeing would have, being double slotted.

Airplanes are a trade off.

Mike C.

Exactly.

Vxse is there to clear any obstacles you might encounter after an engine failure. Angle is more important than rate.

Once clear of obstacles, then you can accelerate to Vyse, or further as you see fit.

The fallacy being displayed here is that flaps hurt your climb performance. For most light planes, that is true. It is not true for MU2 and most jets in the post takeoff scenario. This change happens when you reach a certain wing loading.

Mike C.

I guess I'll just have to leave you stewing in your ignorance since you defend it so vigorously.

You had better not fly in a Boeing. You know, they leave flaps out when an engine fails.


Amusingly, the same for an MU2. Weird.

Mike C.

Lighter wing loading means slower speeds for the wing to be most efficient. Where the wing is most efficient is where the climb rate is best.

Heavier wing loading means the wing is more efficient when going faster. To enable low speed maneuvering, the small wing needs really good flaps. On the MU2 it covers nearly the entire wing and looks like something a Boeing would have, being double slotted.

Airplanes are a trade off.

Mike C.

The difference on takeoff and landing is minimal, less than 10% different than a Commander. ILS for me is 135 knots, touch down at about 95 or so. Commanders probably do the ILS at 120 and touch down at 90 or so.

With the MU2, I find the highest workload to be the first 5 minutes after takeoff in a busy terminal area. At the end of those 5 minutes, you will be 20 nm away from the airport, passing 10,000 ft, going 200+ knots, had three altitudes, 2 vectors, 3 frequency changes, multiple traffic callouts, and possibly a route amendment.

The Commander will be no different as the above has nothing to do with being an MU2 but being a high performance airplane.

By comparison, an instrument approach is relatively less busy.

Mike C.

There is no blue line on my MU2 airspeed indicator (some models do have flaps 0 Vyse marked). Vyse depends on flap position. Flaps 20 = 130, flaps 5 = 140, flaps 0 = 150.

Jets don't typically mark a blue line, either, for the same reason.


They didn't.

Mike C.

The Commander wins on OEI performance. No debate on that.

The MU2 wins on all out speed and turbulence ride. No debate on that.

That does not mean the MU2 is unsafe when an engine fails as has been stated here.

Or, to be more precise, if a pilot uses Commander OEI procedures on an MU2, then yes, they are unsafe and should buy a Commander. Every MU2 owner hopes they do.

Mike C.

Hey Steve,

Funny how were were just having this conversation a few hours ago! Thank you for giving me Bruce Byerly information so I can learn more about Twin Commanders. So let's get back to the OP regarding the more information about these aircraft.

So Bruce can you give us some detailed linage of the TC aircraft ? Also what are required intervals such as the props/gear. Also the SPAR inspections and STC to end those? Throw some numbers at us here....

P.S. Let me know if your going to do a supply runs to the Bahamas in the next few weeks. I'll help out with my 421( Steve B old plane)

There is no blue line on my MU2 airspeed indicator (some models do have flaps 0 Vyse marked). Vyse depends on flap position. Flaps 20 = 130, flaps 5 = 140, flaps 0 = 150.

Jets don't typically mark a blue line, either, for the same reason.


They didn't.

Mike C.

Agreed, and I just noticed the OP is my neighbor!! Need to get him up in the 980 when it gets back.