BeechTalk - BT - Travel Air—>Baron—>MU2—>Citation

Username Protected · **Posted:** 25 May 2019, 19:16

So clearly I like 2 engines. The progression of higher, faster, farther (ok, not really farther with the Citation) is an alluring drug and my addiction still has hold of me.

I’ve worked out a trade with a terrific BT’er on a 501sp. We met in Florida last Saturday and flew a few legs for about 3 hours. The 501sp is easy to fly, comfortable and quiet. The plane has fresh HOTS and will be undergoing the GPS and ADSB upgrade shortly. I’ve contracted a guy to facilitate the RVSM LOA for me and that should be a month away. I deliver the MU2 next week and start my type rating on the 3rd. I’m going to dry lease a plane for the training while the one I’m buying has some work finished up. I should be able to fly in home at the end of the first week of June. The plane could use paint but the panel and interior are solid. I really like the old airline style avionics, sperry AP and flight director. Everything is easier on the Citation...starting especially. The V1 cut on a hot day was....yawn...nothing. It likes fuel for sure but the added costs are minimal when the speed, comfort and safety are factored in. I’m 23 months away from the next set of inspections and at that time I’ll contract with a low utilization option making the phase 1-4 every 3 years instead of 2 and the phase 5 every 6 years instead of 3. There’s a shop that handles Citations one hanger over from me so the 2-3 hour flights to TN, hotel and airfare for inspections are gone. I anticipated a step back in feel in terms of quality and structure coming from the MU2 but I don’t think that’s the case. There’s things to learn and make better on this plane which seems to be my calling. Most people convert to LEDS once. Me, this will be 4 times. Paint? Sure...#3. Who knows what other updates and upgrades will be around the corner. What I do know it that I’m looking forward to taking some trips with the family and topping weather at FL400. I’m looking forward to an east bound trip one day and catching 150knot push. I’m looking forward to seeing new parts of America from a different vantage point. I’ve always wanted to be a jet pilot.

Username Protected · **Posted:** 25 May 2019, 19:24

You don’t need to sell me. Lucky you!!

Username Protected · **Posted:** 25 May 2019, 19:43

Justification unnecessary...we all want to be jet pilots! Nice new ride!
(Secretly I want to be a DC3 pilot, but that isn’t happening!)

Username Protected · **Posted:** 25 May 2019, 19:48

Username Protected wrote:

I’ve contracted a guy to facilitate the RVSM LOA for me and that should be a month away.

Is that even necessary anymore once you add ADSB? :scratch:

https://nbaa.org/aircraft-operations/co ... s-opspecs/

Username Protected · **Posted:** 25 May 2019, 19:50

Cool Move! Would like to follow a similar path, but skip the TP. Actually bought a training manual for the 501, looking for a AFM. My idea would be get my 500 hrs Turbine time and then get the SP waiver for the 550.

Interesting training read: (jets are different)

https://www.ntsb.gov/investigations/Acc ... AR8002.pdf

Username Protected · **Posted:** 25 May 2019, 20:00

Username Protected wrote:

I’ve contracted a guy to facilitate the RVSM LOA for me and that should be a month away.

Is that even necessary anymore once you add ADSB? :scratch:

https://nbaa.org/aircraft-operations/co ... s-opspecs/

Username Protected · **Posted:** 25 May 2019, 20:04

Nice ride, James!

How bad is the fuel burn?
Does it have reversers?

Username Protected · **Posted:** 25 May 2019, 20:08

Experimental-->Bonanza-->Baron-->Jet-->P Baron--Jet-->MU-2!

I'm really excited about the MU-2 also. It has be one of the nicest ones out there and for my mission to go 450 miles and land at a 4,400 ft elevation on 2,800ft and then return 450 miles to a grass strip in a turbine without getting gas, it is probably the perfect airplane for me.

I'm not worried about flying the MU-2, I just need learn how to start it!

Username Protected · **Posted:** 25 May 2019, 20:11

Username Protected wrote:

Nice ride, James!

How bad is the fuel burn?
Does it have reversers?

Fuel burn at FL280 is 1100lbs per hour. FL380 should be 800lbs. No Reversers. Lighter and a little faster and after a few landings in it, I don’t think It needs them. More MX and something else to break.

Username Protected · **Posted:** 25 May 2019, 20:16

Username Protected wrote:

Experimental-->Bonanza-->Baron-->Jet-->P Baron--Jet-->MU-2!

I'm really excited about the MU-2 also. It has be one of the nicest ones out there and for my mission to go 450 miles and land at a 4,400 ft elevation on 2,800ft and then return 450 miles to a grass strip in a turbine without getting gas, it is probably the perfect airplane for me.

I'm not worried about flying the MU-2, I just need learn how to start it!

You’ll love it. It’s a hoot.

Username Protected · **Posted:** 25 May 2019, 20:21

So you traded your MU2 for an early SP citation?

Which is faster?

Username Protected · **Posted:** 25 May 2019, 20:26

Even though I a m a retired Cessna Engineer, I can't resist saying it:

If you wanted to be a jet pilot, why didn't you buy a real jet?

Username Protected · **Posted:** 25 May 2019, 20:36

Username Protected wrote:

So you traded your MU2 for an early SP citation?

Which is faster?

MU-2 is 260kts at 55gph, 501sp is 345kts at 115gph.

Username Protected · **Posted:** 25 May 2019, 20:38

Username Protected wrote:

Even though I a m a retired Cessna Engineer, I can't resist saying it:

If you wanted to be a jet pilot, why didn't you buy a real jet?

What's a real jet in your opinion? A Lear 23, Jetstar, or Sabreliner?

Username Protected · **Posted:** 25 May 2019, 20:40

I feel like I'm in a time warp between James and Michael. So very similar to each. I had a Mu2
for 15 years, transitioned to the Citation for 500 hrs and then a Falcon 10. Now I'm back to
to the Lancair 4p. Both planes are good for the mission and the $$$.Michael,as you know, nothing is cheaper than the 4p.Have fun and enjoy.