BeechTalk - BT - The verdict is in.....MU-2

Username Protected · **Posted:** 01 Feb 2015, 22:35

James,

Glad you like 18BF, i remember it with the orange stripes, think was a write up on it in Plane & pilot 1998-2001 or so.

Best of luck.... sending you a Pm.

Nigel

Username Protected · **Posted:** 01 Feb 2015, 23:27

Username Protected wrote:

Start up was very cool for a piston guy and a little intimidating.

It is one of the harder things to learn. It will take a while before you become comfortable with it. You have to watch a dozen things all at once.

Quote:

Temps seemed good although one engine started hotter than the other.

Don't read too much into this. One engine might have a stronger starter, or more aggressive start fuel flow profile. The proper use of fuel enrich on start tends to even out the situation.

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Having a working knowledge of what my engines, props and other controls are doing is something I have taken for granted until now and I can see how not having that understanding can be a real safety concern. I didn't like not knowing what was happening and why. I will have to learn a lot more and there is a lot more to learn.

Understanding how the engine and prop all work is complex stuff. There is a TPE331 engine course that is offered, take it if you can. I've been through it twice.

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Getting used the power settings without the audible cues associated with the pistons power changes will take some getting used to.

Yes, very much so. Do NOT use sound for power or airspeed cues. You MUST look at the airspeed indicator. The MU2 is very much an airplane where you fly specific airspeeds for specific situations.

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The nose gear goes down fast because the the CG is behind the mains and there's not enough elevator to keep it up like on the Baron. With some practice I can see it being easy to land.

On the short body, it will never be a consistent greaser. Navy pilots are right at home. There is never any ambiguity about being in the air or on the ground in an MU2. It very clear when the transition occurs in both directions.

Mike C.

Username Protected · **Posted:** 01 Feb 2015, 23:35

CG behind the mains ?? :eek:

Username Protected · **Posted:** 01 Feb 2015, 23:46

Username Protected wrote:

CG behind the mains ?? :eek:

Actually the CG is in front of the main landing gear on the short body. As a result, on touchdown, it is hard to keep the nose from coming down quickly and, without proper technique, some have a tendency to have a "carrier" arrival. On the long body aircraft, the CG is farther aft (and similar to most other tricycle gear planes) making it easier to hold the nose up when the mains touchdown.

Username Protected · **Posted:** 02 Feb 2015, 01:37

Pay dirt!

I knew there was a reason I :popcorn:

'd this thread. Looks awesome James. :thumbup:

Username Protected · **Posted:** 02 Feb 2015, 09:18

Username Protected wrote:

CG behind the mains ?? :eek:

I got it backwards...CG in front of mains...sorry for confusion.

Username Protected · **Posted:** 02 Feb 2015, 09:52

The CG for all airplanes in between the main wheels and the 3rd wheel. Otherwise they would rest on a non-wheeled part.

Username Protected · **Posted:** 02 Feb 2015, 10:03

Username Protected wrote:

The CG for all airplanes in between the main wheels and the 3rd wheel. Otherwise they would rest on a non-wheeled part.

Didn't say it was behind the mains for other aircraft (including the long body MU-2s) said it was farther aft (closer to the main gear). This prevents helps prevent an "over rotation in the negative direction) on touchdown. On the short body MU-2s, the CG is much farther forward. As a result, when the mains touch down, the upward force from the touchdown on the mains is far enough behind the CG to cause a correlating rotational movement around the CG and the nose tends to come down quite abruptly unless the pilot is ready for it and catches it.

Hope that makes sense.

Dave

Username Protected · **Posted:** 02 Feb 2015, 10:27

It is perhaps simpler to say the main wheels are further aft on the short body than the long one.

The CG is in the same place on both relative to the wing. That's just the way it has to be for aerodynamics.

The further aft wheels on the short body means touchdown produces a greater nose down moment. The technique is to put in up elevator at the moment the main wheels touch to counter it. It is an acquired skill.

https://www.youtube.com/watch?v=vaE0-LLDkLQ

Mike C.

Username Protected · **Posted:** 02 Feb 2015, 18:34

Username Protected wrote:

Is it bad to be low in a turboprop or is it simply the fact that they burn a lot of fuel down low?

I fly my Thrush with a Garrett at 3to4 ft AGL NORMALLY 99 to 100% power burns about 52G / Hr. Love it!

Username Protected · **Posted:** 05 Feb 2015, 17:11

Username Protected wrote:

I have decided to buy an MU2. I have narrowed down to 3 possible aircraft. I registered for the initial training and the Fed-Ex with all the study material arrives today. The annual is complete on the Baron and it came through with shining colors. I listed it on BT but will hand over the duties for selling it to a well known BT'r next week sometime. I am supposed to take a ride with one of the sellers in his plane early next week so I will report back after that flight. Stepping up to this level of plane is beyond anything I thought I'd ever be able to do and I am humbled by the fact that I get to embark on such an exciting process. I have the insurance all but handled as well as the hanger arrangements. Although not ideal its workable in a community hanger at KTME. This is going to be fun....

James, you are my hero! My two favorite airplanes, I call them "a pilot's airlplane" are the Beech D18 and any of the MU-2's. I've got some P & J time and loved every second of it. Something about it just felt "right"... noisy little 'B', but the look of the MITs on the ramp, even screaming like it does, it just gives me the grins.... especially with full tips and the wing droop that goes with it. Let me know when you get that baby in your hangar, I'll buy your lunch one day for left seat flash back... just in the hangar of course! :drool:

Username Protected · **Posted:** 05 Feb 2015, 19:28

Hmmm, Katy , TX right....
Hmm.....

Username Protected · **Posted:** 06 Feb 2015, 20:26

James,
I had now idea this is how you are rolling now...congratulations!
I thought you and I shared the Duke lust decease?
No laz?
No matter, I could not be happier for you.
Take care.
Carlos

Username Protected · **Posted:** 10 Feb 2015, 04:29

Ooh, pretty !

I was told that the 3-blade prop is the one to have because it is not subject to some expensive AD that affects the 4-blade variety.

Username Protected · **Posted:** 10 Feb 2015, 05:23

Username Protected wrote:

Temps seemed good although one engine started hotter than the other. (One has 2600 hours versus 4500 hours).

They should start at the same temperature, which is manually controlled if it isn't a SRL/VRL engine (I don't believe they are off the top of my head). We had -10 engines (Metroliners), and I think we always used 690 EGT for starting. ITT may be something different if you're in that configuration.

Keep in mind that with either configuration, the EGT (or ITT if it has that) is not a real indication, it's a (maintenance) compensated temperature to make the pilot think things match..

The course that Helmet Eggling teaches is really good from what I understand (I always seemed to be out flying when he was around). C&D also gave us an one day abbreviated maintenance course adapted for pilots that was great.

Jason