Well... not exactly.

Like any twin, on engine failure the airplane will yaw and roll. Like any twin, you do NOT want to accept letting it get out of control. So rudder pedal as necessary (it'll be heavy press) and yoke as necessary to keep control of the airplane. Maintaining airspeed is also a given, just like any twin.

When the engine is secured (feathered, primarily), then you want to trim out the roll control so the yoke is level. This is done via a knob which electrically actuates trim ailerons at the trailing edge of the flaps.

Then trim out the rudder pressure with a few swipes on the rudder trim control wheel (which is manual, not electric). Trim as needed for pitch too, as with any airplane.

Flaps are an interesting question since unique to the MU2 is that they are full span fowler flaps. So blue line (Vyse) is 150 KIAS on the gauge, but that is the flaps up blue line (flaps up Vxse is 135 KIAS). There are Vyse/Vxse speeds for the flaps 5 (140/130 KIAS) and flaps 20 (130/125 KIAS) positions as well (both are allowed takeoff configurations). If you have just taken off with flaps 20 and are low to the ground, there is a good argument that you should not mess with the flaps until clear of obstacles (while you fly Vxse=125KIAS for flaps 20). And so on. But generally engine out as you clear obstacles and accelerate and gain airspeed in the climb, getting closer to the next flap setting's V speed you then raise the flaps to that next setting.

It takes longer to describe than to fly.

Jon,

That is interesting and thanks for the details.

Tim

You say that very authoritatively. Have you flown them?

My Garret powered King Air partner bought a -10 690b, got tired of the huge annuals and ADs and bought a Conquest II he says much improved on budget.

What about a B100 King Air? King Air advantages with direct drive engines.

Why pay more to go slower?

I understand. But I know of people who have perished in a Bonanza. And a Mooney. And a 182. Aviation is a somewhat unforgiving avocation.

Actually the SFAR training helped a lot, I think it weeded out the serious bottom feeder operators which were some of the problem. Not saying your friend was in this category, but there were plenty of those who were.


Yes, very dramatic, I am glad I was not them. I thought that overall given the apparent severity of the situation they were pretty cool customers to handle it as they did.

If I could afford it, I would have probably gone for a Cessna 441 Conquest II. Nice big airplane (seats 11), great nose baggage compartment, huge range. Higher maintenance bills than the Mits. SIDS are somewhat onerous on an ongoing basis. A lot more capital cost too, and my mission has no justification for the range other than it is cool to have.

For less money the Marquise will do almost all of it except the real long range. But marquise can seat 11 and carry a lot of stuff too.

Why pay more to go slower?

Why pay more to go slower?

A couple of MU2 questions;
What's the endurance/range amongst the models?
RVSM cert program available?
What are the calendar items and general comments on the maintenance program?

Thanks

I dont believe so. Service ceiling is 31k, it would only get you 3k so nobody has gone through the trouble of getting an STC.

I dont believe so. Service ceiling is 31k, it would only get you 3k so nobody has gone through the trouble of getting an STC.

I am in process of buying a Marquise right now. If all goes well, should have it in about 2 weeks.

There are no expensive, repetitive airframe AD's. Most everything on the airframe is "on condition".

The MU2 has the best factory support in the turboprop field. Since the SFAR, there has only been 1 fatal accident and that accident was a stall on the approach. It currently holds the distinction of the safest turboprop.

From my research, the MU2 is the best turboprop in terms of mx, speed, comfort and safety.

But, I know I am biased since I have money in escrow.

There is a rather pricey inspection at 15k or so. I have seen one taken apart for that, it's like they are building a new airplane .