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 Post subject: Re: Another Beech ---> MU-2 Guy
PostPosted: 09 Oct 2017, 19:40 
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Joined: 01/07/15
Posts: 173
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Location: KPDK
Username Protected wrote:
Matt, congrats!


The SFAR requirements are kinda odd IMO:

--You need at least 100 hrs multi to qualify.

--The MU2, OEI, handles completely differently (i.e., potentially dangerously, hence the SFAR) than a piston twin.

--The SFAR expects you to "unlearn" muscle memory responses to emergencies that you've spent 100 hrs + learning in a recip.

Do I have that right? Does this make sense to anyone besides the FAA? :scratch:


Just do the 100 hrs in the Mitts and you're golden.


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 Post subject: Re: Another Beech ---> MU-2 Guy
PostPosted: 09 Oct 2017, 22:33 
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Joined: 11/08/12
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Location: San Carlos, CA - KHWD
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Username Protected wrote:
The SFAR requirements are kinda odd IMO:

--You need at least 100 hrs multi to qualify.

--The MU2, OEI, handles completely differently (i.e., potentially dangerously, hence the SFAR) than a piston twin.

--The SFAR expects you to "unlearn" muscle memory responses to emergencies that you've spent 100 hrs + learning in a recip.

Really, it is not that different, there are minor differences but in the big picture the important stuff is the same. FLY THE AIRPLANE. Stop the yaw with rudder. Trim is important, roll trim more important than most airplanes but it is a natural thing to do because you really don't want to be flying around with the yoke askew. The NTS system takes care of most of the prop drag, which in my experience makes it easier to fly than a piston twin.

The differences, while there are a few, are over emphasized as an issue by those who haven't flown the airplane, IMHO.

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-Jon C.


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 Post subject: Re: Another Beech ---> MU-2 Guy
PostPosted: 09 Oct 2017, 22:45 
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Joined: 08/16/15
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Location: Portland, OR
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Username Protected wrote:
I'm likely selling my MU2 in the next 6-12 months as I step up.


Traitor :-)

Though I do look forward to your detailed analysis of the true ownership experience of a Citation or whatever else you are buying. Your MU2 analysis, has at least for me, been spot on.


Surely a vision jet. :D :hide: :duck:

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 Post subject: Re: Another Beech ---> MU-2 Guy
PostPosted: 10 Oct 2017, 00:38 
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Joined: 12/03/14
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Company: Ciholas, Inc
Location: KEHR
Aircraft: C560V
Username Protected wrote:
The SFAR requirements are kinda odd IMO:

--You need at least 100 hrs multi to qualify.

You need 100 hours multi to ACT as PIC in an MU2.

You don't need 100 hours multi to start SFAR training. You can fly an MU2 after SFAR training with another pilot who ACTs as PIC.

I wasn't subject to the 100 hour rule (my training was done per SFAR but predates the official requirements). In any case, by the time I soloed the MU2, I had about 90 hours in type and I had 10 hours piston twin time (basically get the rating time), so I met the rule without trying.

I have seen this part of the rule misinterpreted to mean you had to get 100 hours multi time BEFORE you can do SFAR training. That is NOT the case. If you are a pilot with minimal multi time, droning along in a piston twin does little to prep your for an MU2, so you might as well skip that.

Quote:
--The MU2, OEI, handles completely differently (i.e., potentially dangerously, hence the SFAR) than a piston twin.

Not really. The basics are pretty much the same. Fly the airplane, trim it out. The main difference is not to retract flaps so you fly it more like a jet in that one regard. There is actually less to do in some sense.

One thing piston pilots need to learn is to SLOW DOWN. I've seen piston twin pilots in the MU2 sim who react crazily fast to engine failure. Maybe you need that for a piston twin, but in the MU2, fly the plane first, then after you have it well under control, calmly identify the failed engine and feather.

Part of my standard teaching exercise for this in the sim is to have the piston pilot handle the engine out WITHOUT feathering at all. The plane climbs quite fine in this condition outside of extremes of heavy, hot, high. Only after they have that mastered do we add feathering to process. YOU MUST FLY THE PLANE FIRST. With NTS, feathering is not nearly as critical as it is in a piston.

If you grab for levers, you may grab the wrong one (seen it happen in the sim a few times), or you may compromise aircraft control in those first few seconds where it is most critical (see that a lot in the sim).

Quote:
--The SFAR expects you to "unlearn" muscle memory responses to emergencies that you've spent 100 hrs + learning in a recip.

I take it the precip has emergencies constantly in those 100 hours? How else would 100 hours cause muscle memory?

Again, the 100 hours are not required to be in the precip, they can be in the MU2. And if your precip is constantly providing you with emergencies in those 100 hours, you are better off in the MU2, IMO.

Mike C.

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Email mikec (at) ciholas.com


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 Post subject: Re: Another Beech ---> MU-2 Guy
PostPosted: 16 Oct 2017, 00:59 
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Joined: 02/25/17
Posts: 236
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Location: Winnipeg, Canada
Aircraft: P210 SE, C182
Hey Matt - Congrats on this aircraft - very nice! Hopefully i'll get to see it when i come to Columbus to pick up my bird.

Garth


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