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

Username Protected · **Posted:** 06 Jun 2016, 19:36

Username Protected wrote:

I learned today from talking to a engine shop that does the Super One conversion that essentially they remove the gearbox forward and replace with a -6 gearbox and compressor which takes the compressor from 60 cubic ft/sec to 80 cubic ft/sec.

Yes, it is essentially a -5/-6 compressor section mated to a -1 turbine section.

Quote:

Another interesting statement he made was that the engine components would go through less thermal distress because of improved cooling with increased airflow which would reduce costs at inceptions as a by product of not running the engines right up to the limits. This sound great on paper but I thought these engines were designed to be operated right up to the limits without causing more "thermal distress".

The whole point of the conversion is to generate more HEAT at the same TEMPERATURE. That is how you get more power. To do that, you need more mass flow, that is, more air.

So I don't think the Super 1 actually experiences meaningfully different temperatures, which means similar thermal "distress".

BTW, AWI (alcohol water injection) also can be used to increase power with no more heat. It does this by the heat of vaporization of the fluid which causes expansion and more power but with less temperature. Then you can increase the fuel flow to get back to the same temp, but now with more power. This is used on some models (Merlins) to provide for increased power during an engine out emergency. MU2s don't have it.

Mike C.

Username Protected · **Posted:** 08 Jun 2016, 09:24

$80k per engine is the cost of the conversion. That doesn't include any inspections, SB's or anything else. One owner who has an F says 25-30 knot increase and much better climb through 18,000.

Username Protected · **Posted:** 08 Jun 2016, 10:30

Username Protected wrote:

$80k per engine is the cost of the conversion. That doesn't include any inspections, SB's or anything else. One owner who has an F says 25-30 knot increase and much better climb through 18,000.

That's not beyond the pale. I thought it might be more, perhaps a lot more. Could make sense for a guy attached to his airframe for one reason or another.

Username Protected · **Posted:** 08 Jun 2016, 10:36

Username Protected wrote:

$80k per engine is the cost of the conversion. That doesn't include any inspections, SB's or anything else. One owner who has an F says 25-30 knot increase and much better climb through 18,000.

That's not beyond the pale. I thought it might be more, perhaps a lot more. Could make sense for a guy attached to his airframe for one reason or another.

Username Protected · **Posted:** 08 Jun 2016, 18:44

I'd love to make my plane a 285-290 knot plane. Dumping $160k into to do it, not so much...
I don't think I could get much of that back out of it if I needed to sell it. I feel pretty safe in my plane for the money I have in it.
need to stop thinking about it....

Username Protected · **Posted:** 08 Jun 2016, 20:04

Paying money for better ground support will be a cheap way to shave/save 15 minutes per leg.

Username Protected · **Posted:** 08 Jun 2016, 20:44

James, did you see anything about a temp compensation to the OAT guage reading?

Username Protected · **Posted:** 08 Jun 2016, 22:58

Username Protected wrote:

James, did you see anything about a temp compensation to the OAT guage reading?

Haven't been to the airport yet. Will check this weekend.

Username Protected · **Posted:** 09 Jun 2016, 00:24

Username Protected wrote:

I don't think I could get much of that back out of it if I needed to sell it. I feel pretty safe in my plane for the money I have in it.

Sell F for $X, add $160K to that for "Super 1", add expected HSI costs looming on your -1, then how close to buying a -10 far from HSI are you?

Quote:

need to stop thinking about it....

You never will. :-)

Mike C.

Username Protected · **Posted:** 09 Jun 2016, 00:27

Username Protected wrote:

I'd love to make my plane a 285-290 knot plane. Dumping $160k into to do it, not so much...
I don't think I could get much of that back out of it if I needed to sell it. I feel pretty safe in my plane for the money I have in it.
need to stop thinking about it....

You would be better off moving closer to the airport!

Username Protected · **Posted:** 09 Jun 2016, 01:29

Username Protected wrote:

I'd love to make my plane a 285-290 knot plane. Dumping $160k into to do it, not so much...
I don't think I could get much of that back out of it if I needed to sell it. I feel pretty safe in my plane for the money I have in it.
need to stop thinking about it....

No you could not get your money back. But, it's also cheaper than an upgrade (maybe). So it depends if you plan on keeping it and making it your forever plane, which, is not often the case… :stir:

Username Protected · **Posted:** 09 Jun 2016, 08:59

Username Protected wrote:

I don't think I could get much of that back out of it if I needed to sell it. I feel pretty safe in my plane for the money I have in it.

Sell F for $X, add $160K to that for "Super 1", add expected HSI costs looming on your -1, then how close to buying a -10 far from HSI are you?

Quote:

need to stop thinking about it....

You never will. :-)

Mike C.

Username Protected · **Posted:** 09 Jun 2016, 15:04

James:

I've got about 1,000 hrs to decide what to do about overhauls on my -10's (with a bit of luck, good ops and maintenance habits). I plan to enjoy things as they are and make that decision a few years down the road. it sounds like you can too. Why not give it a year or 2 and see how you feel about making changes then? I know there are several Mu-2 operators who have traded up from an F model after several years of ownership. Who knows, that may be in the cards for you, or your may be a CN-550 guy by then.

If it really gets under your skin in the meantime, try Crown Royal, sex or Ativan.

Best regards,
Jerry

BTW: the pic you took of my bird in Smyrna is still my screen saver. -Thanks!