what DB does the app read for your plane?

what DB does the app read for your plane?

Note of caution.

I used a sound meter app on my phone and it registered the exact same dB levels in my MU2, a 441, and a Citation 501. Uh, no.

Maybe your app is better, but I'd be careful using the data. The microphone circuits can have auto leveling gain which fool the apps, particularly in loud situations.

Mike C.

I have a couple hundred hours in a 421C, and I've never seen a passenger wear a headset unless they wanted to listen to the radio. I don't know what reading the DB app shows.

Ironically, earlier this week, the cockpit of a 747-400 measured 84 DB, and a 767 was 72... The 421C was definitely quieter than the 747...

Jason

The 747 is a loud, small flight deck. I would sell a gonad for the chance to fly one, but they're not quiet. The mighty L-1011....now THERE is a flight deck! Whisper quiet, even when rocketing along at .86 !!

You may tell L1011 stories for eternity and never lose my interest.
Still one of my earliest childhood memories, being taken on a family trip in one from LAX and that iconic shape simply etched itself into my Memory. None in my family were really into Aviation (at that time), but it has never left me.

Anyone here have a J model? Likes, dislikes, things to look out for?

"J is a long K" if memory serves. So -6 fast turn motors with 5psi cabin.
Could have had either ACM system installed depending on S/N.
Being something like 1000lbs heavier than a K (Short body of same vintage) and with similar power the performance isn't really stunning. -10s change the game though.

A few questions for MU-2 owners:

Is the mailing list (http://mu-2aopa.com) still alive, or is it dead? The website hasn't been updated in a while.

Have PROP seminars stopped completely?

Is the rear bench seat in a Solitaire easy to remove? Can it be done without tools?

web site is alive, but it is best is to get on the MU2 owners e mail list. It is quiet for a while, then clogs up your in box when something comes up, MU2 owners do express their opinions! Contact Dave Klain to get on the list, Dave Klain <dave@klain.net>

PROP seminars have changed, now called Max RPMS, the next one is set for next fall (2024), contact Nicole Jeffords <nicolemjeffords@gmail.com> for information.

Not sure about the Solitaire, but the bench seat in my F model is bolted in so tools are needed, but it is removable. Not that difficult.

Does anyone have a Solitaire manual they're willing to share?

From what I've seen the hot and high performance numbers are less than stellar. I'd like to look at the performance charts to see how bad it really is. I have a Marquise manual, but I'd like to see the Solitaire numbers.

They couldn't be that bad. Same airplane as the F model with a twice upgraded engine.

They couldn't be that bad. Same airplane as the F model with a twice upgraded engine.

That's not really an option for me. It's -10s or nothing.

A nice BT'er shared his manual with me. A gross weight Solitaire will climb out in the summer OEI, but not well. With two turning, it'll climb about 1,000 fpm slower than the B200.

BTW, the Solitaire is also limited to 8,000ft airports according to the limitations section - so it's not an engine power issue. If you look at the tire speed limitations chart and extrapolate for 10,000 ft, you'd get into speed limits very easily at Leadville if you chose to go there.

I can give you my M model AFM/POH.

https://drive.google.com/file/d/1GEYk50 ... sp=sharing

That is based on -6 engines, but you can kind of correct for -10 engines if you look at the chart.

(Click to get a bigger view)


The runway numbers on MU2s are severely pessimised. When they redid the numbers in the mid 1980s, they manipulated them to be much longer than actual. I ran experiments and could beat the numbers with no particular effort by a lot, often 1000 ft better.

The -10 engines make full power to well into the teens, so lack of power won't be the issue, just the thin air itself aerodynamically.

The chart revisions in the mid 1980s was to remove their pretty crazy takeoff profiles which had you liftoff and do initial climb at Vmc. That method gave you really short runway numbers for sure, but no safety margins. I used to have the original sales brochure for the Solitaire showing that profile and numbers, but I sent that away with the buyer of MU2.

On the left panel is the temp and altitude lines and you can clearly see when we reach temp limit on the -6 by the inflection on the altitude lines. Just straighten them out and now you have -10 performance. The M model won't be exactly the Solitaire (3 versus 4 blade props) but pretty close.

You can clearly see how this chart was manipulated. For example, the commandment was "nothing less than 2500 ft" which explains why a wind variation of 0 to 30 knots makes no difference in runway requirement at that length. That is obviously not physics.

You might ask Jon Carlson. He flew his Solitaire at KSQL, 2600 ft. If the takeoff chart was truly correct, there's no way he could have done that.

I suspect when using AFM numbers, my Citation V always beats the MU2 on runway usage. In real life, they are probably close on takeoff and the MU2 is better on landing.

Mike C.