I can't diagnose that in 30 seconds before MDA.

If I can't get it back, then I'm no worse off.


Unlikely given that I now have hundreds of runways in range to choose from.

If the weather is changing so rapidly that 8 minutes to come around for another approach puts us below minimums, then that likely means better weather within range. Rapidly changing weather means conditions differ over the area.


On this approach, we know 400 wasn't getting us in, so that's one data point.

But in your highly contrived and unlikely case that the only chance I had to get in was the one approach I missed, then you would be right. The odds of that are microscopic. The decision to go around is all about taking the path of least risk, but that's not going to be perfect.


You are missing the point with this literal interpretation. One obviously has to fly the plane first and keep it under control. This is also true for a jet.

Mike C.

The stop and feather was the part I was trying to point out to Mike, before winding any watches, and that's also a part jets don't have to contend with.

I can't diagnose that in 30 seconds before MDA.

If I can't get it back, then I'm no worse off.


Unlikely given that I now have hundreds of runways in range to choose from.

If the weather is changing so rapidly that 8 minutes to come around for another approach puts us below minimums, then that likely means better weather within range. Rapidly changing weather means conditions differ over the area.


On this approach, we know 400 wasn't getting us in, so that's one data point.

But in your highly contrived and unlikely case that the only chance I had to get in was the one approach I missed, then you would be right. The odds of that are microscopic. The decision to go around is all about taking the path of least risk, but that's not going to be perfect.


You are missing the point with this literal interpretation. One obviously has to fly the plane first and keep it under control. This is also true for a jet.

Mike C.

Jets do require meaningful control inputs when an engine fails and they have engine failure checklists to be performed, so they are not totally without need for immediate action on engine failure.

The point is to find the time to consider your next decision rather than rush it.

Mike C.

If you get some experience in a twin turboprop, it will help you understand what my experience has taught me.

Mike C.

If you get some experience in a twin turboprop, it will help you understand what my experience has taught me.

Mike C.

If you get some experience in a twin turboprop, it will help you understand what my experience has taught me.

Mike C.

Jets do require meaningful control inputs when an engine fails and they have engine failure checklists to be performed, so they are not totally without need for immediate action on engine failure.

The point is to find the time to consider your next decision rather than rush it.

Mike C.

The NTS will reduce 85% of the drag. The MU2 will maintain altitude if not climb easily provided flaps 20 and gear up and not under approach speed of 130 knots. Once you’ve trimmed and gone through the checklist you can feather the failed engine. We are taught specifically to “eat a banana” when an engine fails. It’s misinformation to say there’s immediate, critical need to feather the engine on an MU2 once it’s failed.

Yes, it will.


Hmm, my training is inadequate, apparently. Must be using the wrong fruit.


I have the opportunity to introduce the MU2 to piston twin pilots in the simulator. Without exception, the piston twin pilots grab and pull levers too damn fast. Often, the pull the wrong one. I've seen it happen.

As an exercise, I take them through a sequence to deprogram that a bit.

Phase 1: engine fails, just fly. Don't feather, don't secure, do nothing but FLY. Get it under control, right amount of rudder, attitude right, etc. The plane WILL climb out in this condition.

Phase 2: only AFTER phase 1 is being handled smoothly, now have the pilot FLY the plane first, then calmly identify and feather. The emphasis is on FLY first. Levers can wait for you to have the plane under control.

Phase 3: now add securing and checklist, speed up, flaps retraction, etc.

Phase 4: put it all together and practice it until you smoothly go through all of it with reasonable speed.

It is amazing how much better the plane is under control once you FLY first. After you do that a few times, the feathering is still happening within 5 seconds or so, but without rush and carefully considered. You cannot stop flying and go for levers as the first thing or the plane is all over the place when you get back to it.

Even though the MU2 is way faster, heavier, and more powerful than the piston twin they had been flying, it doesn't require super fast reflexes, indeed, the opposite, be slow and careful.

Mike C.

You guys are assuming a perfect NTS response. Don’t be left out of the loop that is your airplane.

NTS works or it doesn’t for the most part. The NTS gear twists when negative torque is present and the gear moves the beta tube and dumps the oil pressure to the hub. A clogged tube perhaps could inhibit effectiveness but IF you have an engine failure on a super reliable TPE331 AND you have an NTS system not working properly, perhaps it’s just not your day.

It will be recognized immediately. ( As you know)
I tested the NTS on a Merlin IIb and it failed, there was no doubt that it had failed. Until I feathered we were turning and descending.

An engine failure with inoperative NTS is definitely attention getting. Requires quick feathering.

If it happens below 400 AGL on takeoff, may not survive it.

To my knowledge, never been an engine failure and NTS failure at the same time in the MU2. Been a few cases the inflight NTS test failed, however, like the one you described, so it is possible.

If the NTS test fails at start, I ain't flying. Period.

Mike C.

My old girl has NTS, but there's no way of testing it on the ground or in the air except shutting it down. But I've stopped worrying about it now, if it happens I just need to be on my A game.