NEW MU-2 in HAMILTON
Join Date: Dec 2004
Location: Brisbane
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One of the major problems with the MU2 was the characteristic that ice would accumulate on the belly.
It would get heavier, the auto pilot would trim back to maintain altitude until
it eventually stalled and spun in with a tonne or more ice accretion underneath.
The Dash 8 has a similar exposure in certain flight regimes and in icing conditions to do the same.
A procedure exists to minimize the probability of picking up a lot more ice on a lot bigger belly.
Aviation is like that, it learns from experience and modifies procedures and designs.
A lot was learned from the WA MU2 that spun in with the pilot describing in detail all actions and the results.
Two significant A/D's were mandated to address the MU2 Icing Spin.
One was a fuselage Ice Detection Warning System and the other was an Autopilot mod to auto disengage if IAS dropped to 130kias.
To the best of my knowledge, the only two MU2 prangs in Australia were ice related.
The Cessna Caravan also has a tragic record in icing encounters, even if equipped with deicing. (more than 26 fatals).
Flight Safety teach Caravan drivers some deicing flight manoeuvres that assist in ice shedding.
With both aircraft, known icing encounters can be a challenging environment.
Both types respond well to serious training, particularly the little rice burner.
It is a pocket rocket, yet it didn't seem to kill the night freight drivers when it was the weapon of choice.
One factor there was that most had failed cabin pressure controllers and didn't venture into the flight levels.
NZ operations are more likely to have serious icing encounters, the A/D's should be a partial defence.
When it's not killing you, it's one hell of an exhilerating machine,
giving near jet performance.
Yes, it does ask a lot of it's drivers, just knowing the numbers and flying the numbers.
One of the two N registered ones at Essendon is owned by a private pilot who bought it when he had 300hrs total time.
He now has 1,100 hrs MU2 time, and goes to the States once a year for recurrent training.
It would get heavier, the auto pilot would trim back to maintain altitude until
it eventually stalled and spun in with a tonne or more ice accretion underneath.
The Dash 8 has a similar exposure in certain flight regimes and in icing conditions to do the same.
A procedure exists to minimize the probability of picking up a lot more ice on a lot bigger belly.
Aviation is like that, it learns from experience and modifies procedures and designs.
A lot was learned from the WA MU2 that spun in with the pilot describing in detail all actions and the results.
Two significant A/D's were mandated to address the MU2 Icing Spin.
One was a fuselage Ice Detection Warning System and the other was an Autopilot mod to auto disengage if IAS dropped to 130kias.
To the best of my knowledge, the only two MU2 prangs in Australia were ice related.
The Cessna Caravan also has a tragic record in icing encounters, even if equipped with deicing. (more than 26 fatals).
Flight Safety teach Caravan drivers some deicing flight manoeuvres that assist in ice shedding.
With both aircraft, known icing encounters can be a challenging environment.
Both types respond well to serious training, particularly the little rice burner.
It is a pocket rocket, yet it didn't seem to kill the night freight drivers when it was the weapon of choice.
One factor there was that most had failed cabin pressure controllers and didn't venture into the flight levels.
NZ operations are more likely to have serious icing encounters, the A/D's should be a partial defence.
When it's not killing you, it's one hell of an exhilerating machine,
giving near jet performance.
Yes, it does ask a lot of it's drivers, just knowing the numbers and flying the numbers.
One of the two N registered ones at Essendon is owned by a private pilot who bought it when he had 300hrs total time.
He now has 1,100 hrs MU2 time, and goes to the States once a year for recurrent training.
Sprucegoose
Join Date: Sep 2000
Location: Hughes Point, where life is great! Was also resident on page 13, but now I'm lost in Cyberspace....
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To the best of my knowledge, the only two MU2 prangs in Australia were ice related.
Anyone know the cause of that one? Inexperienced pilot perhaps?
Cheers, HH.
Join Date: Apr 2001
Location: Established.
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Lack of training is the problem, not the aeroplane.
Someone said earlier about its nasty stall characteristics, what a load of rubbish. The spoilers remained effective right throughout the stall and it stalled like a C150. With ice I'm sure it was a different story but I always aimed not to stall it when I got ice, which seemed to work.
Everyone I know who flew it thoroughly enjoyed every second of it as did I.
Someone said earlier about its nasty stall characteristics, what a load of rubbish. The spoilers remained effective right throughout the stall and it stalled like a C150. With ice I'm sure it was a different story but I always aimed not to stall it when I got ice, which seemed to work.
Everyone I know who flew it thoroughly enjoyed every second of it as did I.
Join Date: Sep 2003
Location: Not NZ anymore sadly!
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Moo 2
Love em, some of the most fun flying times. Agree training was prob.
Here's some facts
Wing area 177sq/ft - same as C177 Cardinal!
Max T/O 10,800lbs.
Wing load 61lbs-sq/ft!
The 'G' model I gunned had 665shp '-1-151A' Garretts and three bladers, later versions had 1000(derated 715) and 4 blades. The short bodies were very quik!
Marquise
Here's some facts
Wing area 177sq/ft - same as C177 Cardinal!
Max T/O 10,800lbs.
Wing load 61lbs-sq/ft!
The 'G' model I gunned had 665shp '-1-151A' Garretts and three bladers, later versions had 1000(derated 715) and 4 blades. The short bodies were very quik!
Marquise
