Originally Posted by
Mach E Avelli
It has been many moons since I flew the MU2 and I never had the benefit of simulator on that type, so I will defer to those with greater experience on type.
My point is that some manufacturers of light turbines recommend rotation speeds that are sometimes implied to be equal to a V1, when in fact they are such thing. In fact using the term Vr is something of a misnomer too, as by definition Vr can only be equal to, or greater than V1.
The MU2 was touted as being semi STOL, rough field capable and was indeed a good bush aeroplane in the right hands, but the big split between recommended ‘unstick’ or Vlof (more appropriate terms?) and blue line meant there was a short period when you could be airborne but seriously compromised if an engine failed.
Well yes, it was a dogs breakfast of misinformation.
We know that V1, Vr and V2 give guarantees, at least on paper, of achieving certain abilities to stop, go and climb out at required gradients and are calculated for each and every take off and for a current set of conditions. Aircraft below 12,500lbs (5700kgs) however had only one guarantee and that was at sometime it had been demonstrated that it could achieve a 1% climb gradient at 5000' at ISA with one engine inoperative to achieve certification. P charts were provided to calculate take off and landing distances with all engines operating.
In the case of the MU2 many speeds were published like Vs, Vmca, TOSS and Blueline. TOSS (110kts) only meant acceptable margins above VS and Vmca for T/O configuration, it didn't mean much else. Blue line speed (152kts) was best climb speed, clean, at Max TOW, it didn't mention best rate or best angle of climb
It was unfortunate that sim training was not easily available for all MU2 pilots, at least once. An new MU2-B-60 was over a $1m USD in 1980, insurance around $40K per year yet $ 3000 was considered too much to send a pilot off for a week to Flight Safety, it would have been the best investment operators could make. Thats GA though, I was in it for long enough.
Centaurus, I am not sure of certification requirements for military aircraft. But I imagine an ejector seat negates any serious considerations.