Daniel

Come on in, the water is warm.

This picture was today, 390kts ground speed. (Just a little help from a tailwind though )

This was in our -10 MU2, the F model would likely have been 30-40 kts slower, but still 350kts does shift your universe.

If you can find a MU2 with good maintenance history and all else being equal, engines over TBO would honestly not bother me.

Hilgard

Wow! That left engine is about twice as efficient as the right one! That's fantastic!!!

You need to make the right engine just as efficient and you will have tremendous range!

Mike C.

I knew someone would pick up on that, no surprise it's you

The left fuel flow gauge gradually decreases as we gain altitude slowly moving to zero after about 45 minutes of flight. The colder it is the quicker it "freezes up". On descent it "warms up" and reads accurate before we land. Fuel flow on the GPS' transducer and Foxboro totalizer remains accurate, so it must be a faulty gauge. IJSC will have to look at it again and perhaps replace the gauge at the next service, as they could not give me an answer for this last time.

Hilgard

I knew someone would pick up on that, no surprise it's you

The left fuel flow gauge gradually decreases as we gain altitude slowly moving to zero after about 45 minutes of flight. The colder it is the quicker it "freezes up". On descent it "warms up" and reads accurate before we land. Fuel flow on the GPS' transducer and Foxboro totalizer remains accurate, so it must be a faulty gauge. IJSC will have to look at it again and perhaps replace the gauge at the next service, as they could not give me an answer for this last time.

Hilgard

The -10 EGT limit in the 441 is 450°, I wonder what the difference is?
520° would be nice!

As a counterpoint to keep the discussion grounded in reality, headwinds happen too

I knew someone would pick up on that, no surprise it's you

The left fuel flow gauge gradually decreases as we gain altitude slowly moving to zero after about 45 minutes of flight. The colder it is the quicker it "freezes up". On descent it "warms up" and reads accurate before we land. Fuel flow on the GPS' transducer and Foxboro totalizer remains accurate, so it must be a faulty gauge. IJSC will have to look at it again and perhaps replace the gauge at the next service, as they could not give me an answer for this last time.

Seems unlikely that the gauge inside the cabin is responding to an OAT that it isn’t exposed to. My bet is the signal conditioner. The reading you see on your GPS likely comes from an air/fuel data computer which gets it signal before the signal conditioner 9theynare all wired that way) Swapping gauges side to side is easy and will provide useful information to IJSC

Hilgard

I knew someone would pick up on that, no surprise it's you

The left fuel flow gauge gradually decreases as we gain altitude slowly moving to zero after about 45 minutes of flight. The colder it is the quicker it "freezes up". On descent it "warms up" and reads accurate before we land. Fuel flow on the GPS' transducer and Foxboro totalizer remains accurate, so it must be a faulty gauge. IJSC will have to look at it again and perhaps replace the gauge at the next service, as they could not give me an answer for this last time.



Hilgard

450 is just an index number, it's not a real temperature. You have to turn the fuel computers off (and use the EGT chart) to see closer to the real numbers.