Not entirely clear to me what I am talking about, but I think that was me mumbling about the missed approach. First part is climb to 2000 ("20" altitude), and it has a 20 degree leg in the hold.

It isn't about flaps.


Yes, AP switched from ALT to GS mode.

AP was clicked off shortly thereafter.


Buzzer is that I am 300 ft below set altitude (2000 ft, on the glideslope). I don't reset it after the FAF.

I check gear down, more than once. Another buzzer is the "CHK GEAR" one.

The "flaps 5" is wrong, just said the wrong thing, an indication most of my mental bandwidth is on flying, not talking. The video shows me that I babble a lot and not always saying correct things.

Mike C.

I’ve been researching the Virb ultra 30 zeroing the attitude, and there’s no easy solution unfortunately, so I misspoke earlier, apologies.

Murray

My favorite part of the video was after landing when one passenger says it was a little cold on descent. It cracked me up because you are flying a complex airplane, in difficult weather, barely breaking out before minimums. Some cheered and someone thought you could have adjusted the temperature a little higher.

Nice job Mike C.

I recently had some temperature control problems with my ACM system. So I had been asking the passengers how it was. Notice she delayed the report until we were on the ground. My ACM issues seem mostly fixed, though it can lag on takeoff and landing somewhat.


It really felt pretty routine. Wasn't concerned or anxious about it at all. This was a walk in the park compared to my sim sessions.


Thanks, but I can get better.

Mike C.

My wife points this out about me all the time.

It looks like you might have ducked under the glide slope when you got ground contact based on your touch down point.

Thank you for the very informative video.

Love the M U 2 !

I always ask my fellow cabin flyers to maintain silence during the approach and ideally silence until we arrive and shut down at the ramp.

Cabin passengers nonessential input can encourage the pilot flying to loose track of the stable decent profile and critical altitude awareness.

I try to stay on instruments until the Missed Approach Decision point or earlier only if it is very clear that the landing can be successfully made.

Once the pilot is heads-up from investigating the passengers excitement of seeing the ground..... well...given that moment of inattention...close to the ground ..this could cause the pilot to disengage from a stable approach.

I think that is partly the nature of the bypass valve and control loop.
At idle on the ground the valve is probably slewed fully open or closed, then the RPM comes up and the ACM spools up and the inlet goes to work but the feedback loop is a bit slow.

If I was smart enough I've occasionally remembered to go from AUTO to MANUAL in the descent and leave it that way until you are on the subsequent departure and the system will start from a bit of a closer position.

T

Stayed on glideslope until I called runway in sight, then switched to visual approach.

Runway 19 has an overrun (prerun?) of ~700 ft and a displaced threshold of ~800 ft, making the threshold appear to be ~1500 ft after the pavement starts. In the rain and not being familiar, I put it down on the numbers, 250 ft past the threshold, which seemed pretty far down the runway at the time (1750 ft from pavement start).

I never saw the PAPI, perhaps due to the rain, perhaps it was not on. Playing the video, I can't see them either.

Mike C.

T,
I know nothing about the ACM on the MU2 or the valves. Don’t the Garrett’s idle at approx 70%? The PT6 is idling much lower after start and for Taxi. Why wouldn’t the Garrett be able to make the necessary heat? PT6 does. Just asking to learn.

We actually, in winter , will turn heat up to max on the ground to “heatsoak” our TBM so that the interior is warm and will stay warm when reaching cruise in extreme cold temps and night flights in winter. We have a Legacy 850 and I believe the newer 910-30’s do not have some of our issues keeping the back seats warm in extreme cold temps. -40 and worse are usually the problem.
CET

Videos expose a lot. They have been a great tool for me to recognize my weaknesses. Keyboards are easy to fly. Roll the tape!

Thanks for posting.

In flight, they RPM is always between 96 and 100% RPM. On takeoff and approach, should be set to 100%.

Only on the ground do you go to ground idle which varies from 65% (fast turn models) to 78% (slow turn models).

The constant bleed air in fight means no cabin effects on power changes.

What does happen as you descend is that the bleed air volume goes up from thicker air, so the ACM works better, so you get colder air. The control system is necessarily slow to catch up. Or can it overreact sometimes.

Also, outside air temp goes up which transfers some impact to the cabin sensor, so the system may think the cabin warmed up and then request colder air.

I think I have a temperature logger trace of the ACM operation on this flight. I'll download it and see what happened.

Never any problem making heat, even it idle, on very cold days. The biggest problem is on a hot day at ground idle making cold. At 65%, doesn't quite cut it, but soon after go to 100% for takeoff, it works pretty well.

The Hamilton Sundstrand R70 ACM in the MU2 is used on many other models, including legacy Citations.

Mike C.

Cool video.

I haven’t seen an approach in a Mits in at least 12 years. I’ve only been in short bodies, and had no training and only a few hours in the right seat.

I remember it was fast, and easy to get PIOs close to the runway. Also, the nose loved to slam down on landing. Both of those were probably due to the loose nut behind the wheel in the right seat.

Whats a PIO?

Pilot induced oscillation