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Flying the MU2 - facts please.

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Flying the MU2 - facts please.

Old 1st Mar 2010, 04:52
  #81 (permalink)  
 
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TRF4EVR,

George had 2 very large qounset huts near Spartan A&P school, full of spares he bought up from San Angelo when the factory shut down, and had enough new major components to complete 10 airframes.

It was a vast complex that was spilt between Air 1St and I-jet on his death.

I don't remember that, I recall we hit a flock of mallards on descent into DFW took out Comm 1 Antenna, the L/h Gear Pod fairing, R/H tip light, both landing lights and a bird through the L/H engine. He came out and said Harley Davidson finance Corp. & the insurance co were gonna love his bill for the repairs. He might have depending on how full his red dixie cup was.

All spares owned by Sidney #1 Corp. (his cat) and sold to IBA. So the usual route was out the hangar loading bay a short trip across the road to the warehouse and since the warehouse was technically not a part of the shop. The mechanic just issued a 8130 for the new part he pulled out of storage and walked it across the road into service. He bought, sold and brokered by the parts manager's count 340 Mu-2 over the years.

I can remember sitting in his office, listening to him haggling with a seller about an airplane, finally he said " look you SOB i have owned that airplane about 8 times now and i'm not going to offer you more than X for it, you can keep it cause it needs a major inspection and i got all the parts here, all the other service centers are going to have to call me for the parts so its either sell it to me or take it to Dodson's or White's and part it out either way, I'll still own pieces of it in the end"

He reopened IBA in 1992 as living the retired life in Destin, Fl was getting to him and real estate wasn't his thing ( they developed condos on 200 acres of beachfront, his wife had a lovely little place on the beach with a 2000 sq ft master bedroom suite with elevator, he always down played it and the few of us that saw the place,he swore us to never mention it at work, and that was the least he could do after the fortune he had lost in the bankruptcy) He ended up going from 2 airplanes to 38 by his death in 2002.

Chuck was just as bad with sunflower seeds, man could he make a mess of a cockpit in just one night. i remember the cussing we got bringing a ship into MTC and the seat tracks where jammed full of seeds courtesy of Chuck ( he ate them in lue of his 2 1/2 pack a day cigarette habit).

Stinky flew us through an area of level 4 & 5's and stripped the paint off the nose & leading edges.

Last edited by Ag2A320; 1st Mar 2010 at 05:18.
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Old 1st Mar 2010, 05:44
  #82 (permalink)  
 
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First of all, you're breaking my heart with all the good George stories. Call me an eternal child, but I really would have liked to have been around for that stuff. I might even have been willing to be threatened with termination every night (so I'm told) just to see the Bad Old Days when Men were Men, etc etc.

Chuck was just as bad with sunflower seeds, man could he make a mess of a cockpit in just one night. i remember the cussing we got bringing a ship into MTC and the seat tracks where jammed full of seeds courtesy of Chuck ( he ate them in lue of his 2 1/2 pack a day cigarette habit).
Aahahhaa. Yeah, Chuck chewed a few sunflower seeds while he was watching over my dumb posterior the first few times I flew the route. But just between you, me, and the rest of the world, there was a guy who flew with me while they were making sure I wouldn't kill myself who made no apologies about lighting up once he knew I was a fellow cancer-addict. Think he's flying DC-10s now. Definitely had the attitude of "if you don't scare me, you're cool". D.R. are the initials, did you know him? I'll just say that those beautiful little 70s ashtrays in the mitsi were not unused...

Stinky flew us through an area of level 4 & 5's and stripped the paint off the nose & leading edges.
You could always tell how recently one of the RUF birds had been painted by how much of it had peeled off the nose/leading edge/etc. Never lasted long! Now, really, I think you owe us all an in depth explanation of the crew car brawl...and Stinky, too!
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Old 1st Mar 2010, 05:57
  #83 (permalink)  
 
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BTW, since we're talking all freightdoggy here and we're liable to start telling "there I was" lies . I had a fireloop go bad on an MU-2 once. Shut it down per checklist (engine was fine), flew where I was headed, landed without event. Easiest plane to fly on one engine ever invented, even for a relatively low time guy who is just this side of pooping his Pampers.
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Old 1st Mar 2010, 23:55
  #84 (permalink)  
 
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TRF4EVR

PM sent
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Old 2nd Mar 2010, 16:54
  #85 (permalink)  
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Taken off with condition levers in LOW (before SRL), de-iced the airframe by flying it around the patch, changed speed switches (located in the upper wing) while one engine running, operated in icing conditions with snow and ice protruding forward of prop spinners over one foot in length.
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Old 27th Jun 2010, 17:54
  #86 (permalink)  
 
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MU 2

bit like the typical young chap's slavering desire for an unattainably desirable woman of elegant ambiance.

Well I do not think that is limited to the young chaps, on any given day!

Always wanted to fly one of those birds, still do, maybe it's all those years of high altitude, and high bar stools, thinking about desirable woman , even if the were not elegant at the moment.
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Old 28th Jun 2010, 18:26
  #87 (permalink)  
 
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Well I almost flew an Mu2.....in a previous life I was tasked with finding a tprop to move up to...at that time I figured the boss was on a limited budget...so I looked at every $300k turboprop I could find...the MU2 kept coming up as an option...they didn't fly very high, but a solitaire will do 300kt...and they had the highest accident rate for PILOT ERROR, but the lowest accident rate for MECHANICAL ERROR...I did my homework, talked to guys that actually managed and flew them...the only gotcha seemed to be ice...just fly them fast 160kts+....to keep the ice off..

I later moved up into corporate jets....Ultras and Encores that I flew single pilot.....and honestly...they weren't fast enough for me...

I really do think one of the biggest limiting factors to improved aircraft designs are the lack of pilot abilities...people liking slow docile King Airs to little hot rods...that actualy get you there in a reasonable time vs some lumbering whale, banging around in the 20s through all the weather...

When they design a super sonic single pilot corporate jet, that the pilot can retract the wings back to go fast...the debutantes will really scream....

So my hat's off to the pilots that fly all the 'dangerous' planes...

Oh, yeah...positive rate....then gear up....right?? Always amazed me to see some guys throw the gear up right after the nose came up...now that's dangerous...a little time to make sure the plane is going up, never hurt anyone before putting the gear up.....
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Old 29th Jun 2010, 16:47
  #88 (permalink)  
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the only gotcha seemed to be ice...just fly them fast 160kts+....to keep the ice off..
Sorry to flame you, but it doesn't really sound like you know what you're talking about.

Please explain how it's the only gotcha, I have several years experience on all models in serious winter conditions, it's no more of a gotcha on this aircraft than any other, I have had ice formations extending forward on the spinners over two feet long.

The airplane was very typical for something equipped with pneumatic boots, if you try inflating too soon, your going to scr*w yourself. Fly fast, you mean like using this on final? I hope you're kidding.

The MU2 is very straight forward, it worked quite well in heavy winter conditions in Montana and Colorado, the only gotcha was making sure the ignitions were on when descending into the warm air, like so many other Garrett powered aircraft.
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Old 21st Oct 2011, 02:52
  #89 (permalink)  
 
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I love this con air guy, first a 40 year pilot, then work for the Marshal service then he's a NTSB investigator with inside information.

Did you fly the shuttle too?

I have owned a MU2 for 3 years and done several turns of training. The airplane climbs beautifully at 125 knots flaps 5 (800 or so fpm full gross K model).

Oh, yes I am an AA pilot. So I guess I belong along side you "aviator extraordinaire"
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Old 21st Oct 2011, 14:29
  #90 (permalink)  

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I love this con air guy, first a 40 year pilot, then work for the Marshal service then he's a NTSB investigator with inside information.
Hmm, from Texas I see, figures.

Oh, yes I am an AA pilot.
I'm very happy for you.

However, it was just a foorball game, you need to get over it.

Cheers.


Oh, and you forgot to criticize the 21,000 hours I have. Do try harder next time.


And one more time, let's hear it folks.........

MU-2s are POS.
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Old 21st Oct 2011, 15:23
  #91 (permalink)  
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And one more time, let's hear it folks.........MU2's are POS
Well I don't mean to disrespect your opinion Con, but from my recollection of corporate and charter operations in almost all the turbo-props in it's class, the MU-2 had a lot of bang for the buck, easy on maintenance, easy on batteries, easy on fuel, and fast.

One of the weakest parts of the MU2 was the Bendix A/P's that were installed, but hand flying it is enjoyable, my only other complaints were on the early models that were a bit weak on power and fuel controllers (Bendix again) were dodgy.

Out of all the other aircraft in the same class, like BE200, Cheyenne, CE441 and SWIII, the Solataire is my favorite, if I was a rich AA pilot, it would be my dream to own one! 
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Old 21st Oct 2011, 15:51
  #92 (permalink)  
 
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Strikes me that this "AA pilot" is the return of SSG 1.0 thru 9.0, including johns7022. Attitude is the same.

Just saying'

GF
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Old 21st Oct 2011, 16:13
  #93 (permalink)  

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Dream Land, no problem at all, I realize that some pilots like the MU-2 and to be honest, the later short models did have very good single engine performance for a turbo-prop. The early long bodied series I few were underpowered and had very poor performance (G, J and N). Along with a number of other problems, which I listed in an earlier post in this thread.

Never the less, there is a reason that MU-2 are not being built anymore and Kingair 200s still are. The last MU-2 was built in 1986. I never had a problem with the physical act of flying MU-2s, but I was already flying Jet Commanders and Lear 24/25s before I flew a MU-2. Also I did go to Flight Safety initial in Houston before flying a MU-2. Then there was no simulator, only a cockpit mock-up. We did all the flight training in the actual aircraft flying out of the Galveston, Texas (GLS) airport.

As I posted above I have 99% of my experience in the long series of the MU-2 and very limited in the short ones.

My favorite joke about the MU-2; every time you turn the auto-pilot on in an MU-2, it heads for Pearl Harbour.
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Old 22nd Oct 2011, 01:49
  #94 (permalink)  
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con-pilot, Yes I fully understand, I initially started flying the "J" sn549, not as weak as the G, I think the N was just a four bladed version of the J, anyway, you probably had Clem Kegler as your ground instructor as I did, I think FSI at Hobby did a great job.

A person like you would of really been able to appreciate the newer models with mods like 5 degree flap settings, glass windshields and 1000hp engines.

I think they were given a bad rap and if you look at the data, the BE200 has a pretty bad safety record in recent years, not sure why though.

Cheers, D.L.
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Old 22nd Oct 2011, 09:17
  #95 (permalink)  
 
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"Oh, and you forgot to criticize the 21,000 hours I have. Do try harder next time. "

i personally must say i had only rarely the opportunity to meet verified +20000 hours pilots sitting now leftseat in widebodies shortly before retirement. and none of them would join every day an open aviation forum spending hours for hours in argueing for aviation questions. no- in freetime they want to hear nothing about the damn aviation, they look for their family being mostly a grandfather...

in regard to the topic... without any experience on the MU2 i can only say something general- when you fly for a company which uses the mitsubishi you just go for it. every aircraft has it advantages and disadvantages and asks for following some procedures. when you own such a plane private and have just little experience its questionable and dangerous in any case to handle a twin engine turboprop alone. thats valid for a king air, a cheyenne and the MU2 .
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Old 22nd Oct 2011, 16:50
  #96 (permalink)  

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i personally must say i had only rarely the opportunity to meet verified +20000 hours pilots sitting now leftseat in widebodies shortly before retirement. and none of them would join every day an open aviation forum spending hours for hours in argueing for aviation questions. no- in freetime they want to hear nothing about the damn aviation, they look for their family being mostly a grandfather...
I'm retired. I do not argue unless attacked personally, which you are doing.

You doubt my career, fine, I could care less, as don't care what you think.

-----------------------------------------------------------------------------

Dream Land

I think they were given a bad rap and if you look at the data, the BE200 has a pretty bad safety record in recent years, not sure why though.
Quite correct on the BE-200 safety records, in fact there are none of the more 'traditional' turbo-props that have what one could consider a really good safety record. By traditional I mean the MU-2, Turbo Commander, Merlin II and the BE-200. Go to the NTSB website and you'll see what I mean.
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Old 22nd Oct 2011, 18:45
  #97 (permalink)  
 
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and none of them would join every day an open aviation forum spending hours for hours in argueing for aviation questions
You obviously haven't met many Ppruners .....

I remember C_P from his pre-retirement days, he has nothing to prove

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Old 22nd Oct 2011, 22:21
  #98 (permalink)  
 
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"You doubt my career, fine, I could care less, as don't care what you think."

noooo, what are you thinking about ? i just said i never met an +20000 hour pilot who has nothing better to do than spending hours and hours every day discussing aviation- like a fan, not more.

i think a friend of the topic starter has done the decision to buy a turboprop on more than discussing it at a forum, and i think he will follow more than forum opinions from multiple nicks which are to create in two minutes how to operate it in real life and not a forum.

i am just an general aviation guy who locks here from time to time and i am just stunned what experciended, multiple nick pilots are writing here. this discussion reminds me on an interesting thread some time ago -from a banned user you surely know.

in the meantime please keep us updated about the widowmaker MU2 .
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Old 23rd Oct 2011, 00:37
  #99 (permalink)  
 
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You are remarkably out of touch a77.



I know plenty of Airline Pilots (with well over 20000 hours) that still, happily will discuss all aspects of Aviation at great length, yes sometimes for hours, in person or on line.



It is one of our great passions and many of us live, breath and eat Aviation no matter how long we have been doing it.



I know because I am one !



I certainly have always enjoyed Con Pilots posts and this Professional Pilot looks forward to hearing more about his long and interesting professional career.
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Old 23rd Oct 2011, 02:56
  #100 (permalink)  
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in the meantime please keep us updated about the widowmaker MU2 .
Yes, I agree with stilton, I was flying the widow maker in 1979, now with over 20,000 hours and retirement still a long way away.
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