@Flymarines091 Normal procedure is to retract the gear and bring the flaps from 20 to 5 @ 120 kts, then retract flaps from 5 to 0 @ 140 kts. Whatever you do, don't retract flaps in a turn after takeoff in an MU2. Because the flaps provide so much lift compared to most other airplanes, if you're not careful the airplane will drop out from under you, and it doesn't take much effort to get an accelerated stall. That's why type specific training is so important.
In turboprop aircraft, there are two ranges behind flight idle. Beta, the first, allows the pilot direct control of the blade angle and is used to slow the aircraft and for taxi and reduces wear on the brakes. Reverse pitch is behind beta and allows additional power for the "equivalent of reverse thrust" you mentioned. Except for short runways like this one, reverse pitch is usually not required.
Great video on the MU-2. Keep 'em coming. I've always loved this aircraft. Never flown one, but would love to own one. I wish they were still in production. Thanks again for sharing these.
Love the Rice Rocket. An owner I knew in the late 70s called it that. He was a great pilot and landed it over power lines on a soft field, shorter runway than this! It was AWESOME
You did a great job describing and showing the aircraft to the viewers; I certainly hope that others use your videos as a model for informative aviation videos in the future. Thanks Again.
Absolutely loved the 3 part series. Flown a few sticks back in the day and the Marquise was always one of my favorites, but never had the chance to see one up close except for a brief ramp encounter or fly one. Gorgeous looking airplane and nice short field work too. Again, great job on the videos. Please keep recording.
These are so nice. Always did like them. A great video. Very nice place where T.O. was initiated. Amazing how fast it slowed on landing. A very versatile aircraft. Thanks for sharing it.
The insurance companies like to see 1000 total time, 500 multi-engine and some turbine experience and some actual instrument time. Assuming you have something like this level of experience, initial SFAR school is about 1 week, and annual recurrent is 2 days. If you don't have any MU2 or other Garrett engine (e.g. Turbo Commander, King Air B100) time, they may want up to 25 hours supervised PIC before letting you go solo.
I ended up loving this airplane in a simulator, looking forward to flying the real thing when I get the rating/tickets, if its still around in a few years.
It was also a nice DOWNHILL takeoff. The gradient far outweighs the wind. No one takes off uphill from this airport. Also, if you had watched my Intro to the MU2 #1 video, you would know that the wing loading of an MU2 in the takeoff configuration is the same as a King Air's.
The plane does fly more like a jet than a typical turboprop, and the lack of standardized training was an issue in the past. Search RU-vid for "MU2 SFAR" and watch that video to learn more. There hasn't been a serious MU2 accident in several years.
@1Gaumer Yeah when I was a line guy at HXD I hated seeing them too. They were a pain to refuel, and they are painfully loud! but as a pilot, I too, would love to fly one! Funny how that works
@gregmink and @bromschwig. Nice one Greg! Loved your article in Twin & Turbine btw. Thanks for being such a great suporter for the MU2. Great video, very nice looking -60 and nice short field demo. bromschwig, stick to your Seneca buddy, in fact, you might look into RC airplanes in wide open empty fields.
I haven't flown the MU-2 for many years now. Very small wing surface. That plane proves one thing. Even a barn door will fly, if you put enough power to it.. :-)
Bryan Lilly Well the wing surface gets like twice the size when the flaps are extended. Which is what allows it to land at such low speeds yet cruise at such high speeds.
Two reasons: 1) It let's the oil out of the prop hubs quicker after the props are on the stops and the engines are shut down and 2) It makes it easier to get in/out of the pilot seat. Good question, Thanks
It does have some challenges, but an on-speed, on-target short field approach in an MU2 results in a ground roll of 1000 ft/300m. Normally the airplane is stopped in the first half of the runway. If you properly commit yourself to a go-around early in the approach if required, the risk is manageable.
How about you and Greg Mink get some friendly MU2 Video competition going ? Gotta tell you....Hearing those engines light up and watching the tachs climb really got me going! Nice job.
Much more. Gotta get cfi done and build some time before u can even get the chance to fly one. Plus multi commercial of course. And u gotta find an operator using them
Cool Video. I'm really starting to like the MU-2. When you takeoff with flaps 20, do you retract flaps all at once or in sequence during climb out? Also, since this is a Marquise, what switches are on the overhead panel?
Hmmm, why did you takeoff WITH the wind? (saw the windsock) Does that strip configuration force all departures from one way? Great video. It is a great airport - there are other videos here on RU-vid on this airstrip. The most nervous part for me was the last turn on taxi ... right on the edge of the cliff. A foot slip or two, and ... down you go!
This is awesome. Awesome aircraft, awesome airfield. That cool little voice at the start I've heard in the cockpit before (just the runway number). What systems test was it???
I think you’re talking about “TAWS System Test - OK”. That’s the Terrain Awareness and Warning System. It’s a slightly less sophisticated version of a Ground Proximity Warning System (GPWS).
hey, Whats the fuel burn do you get on that thing and whats the maximum range you can get? How reliable is it? did you have any failures you had to deal with yet? Thanks
The crashes, are most of which appeared to be pilot errors, seem to be related to the fact that the MU-2 needs more training than what the give it credit for.
when you pull levers back to position reverse blade angle thus acheiving the Equivalent of Jet Aircraft Thrust Reversing, would that be called "Beta" range, or am i confusing that term with just a very low-to-idle power setting?
Bonjour from France.was used to talk with MU2 freight dog guys when I was flying cargo out off Dallas love field. They loved it , but told me it could be tricky when losing an engine on take off.....do you agree. Beautiful looking plane.and the sound is so great.all the best
it gets sketchy if you are operating at maximum weight and/or high density altitude with obstacles in front of you. but it will continue climbing or maintain level flight if the engine is feathered immediately, and once past 120knots or so it cleans up and you hardly notice the engine is gone.
Hello Friend nice vid. as a MU2 co-pilot i had to notice 2 thing. no check-list readings and get a co-pilot to syncronize those props for ya. passengers will have a much more confortable flight without those unsycronized props noises
No, I've only used one a couple of times, ususally when the FBO just hooks one up to be nice. Since you can't run the air conditioning off the GPU prior to engine start, one of the main benefits (at least in the south) of a GPU unfortunately isn't there on an MU2...It's about my only complaint about the airplane.
An MU2 crashed in Canada back in 2016. Landing approach was too slow/too low so the pilot pilot suddenly accelerated and the aircraft rolled to the right, pilot lost control and crashed.
oh and i have a question why you leave the power levers on take off position when parked? also noticed that on your previous vid. we dont do that here. thanks
After you start a turboprop engine and are warming it up, then later, waiting for clearance to move, what percent RPM is the engine at and what percent RPM is the engine when in flight? Does the engine always run at a high RPM even when there is no load on the propellers, like when you are waiting in line to take off? Is there a minimum RPM needed to keep the engine cool or to keep it running?
The Marquise runs with the engines at a constant 77% rpm when the condition levers are in taxi mode (on the ground). Just prior to taking the runway for departure, you advance them to takeoff mode which puts them at 96% rpm when the throttles are at ground idle. As you advance out of Beta, this puts them at 100% rpm for takeoff (or landing). Once airborne, you can run them anywhere between 96-100% rpm when in flight.
Yes. If you can see it, there's a little triangle on the EGT at 770. That's the redline for engine start. The normal operating redline is at 650. The MU2 Marquise (and also the Solitaire) has -10 engines with an SRL (single red line) system. This presents the pilot with a corrected EGT based on outside temp and pressure. Otherwise you would have to constantly be referring to charts to determine what the redline actually is.
This is probably a right dumb ass question but can these be flown at low level (say 3,000-6000 ft) at medium power settings (sacrificing speed for economy)? and without any long term repercussions for the airframe or engines? I have a certain mission in mind. I know we'd be burning more fuel than a piston but I think that's false economy compared to the workshop costs associated with say a 421 or 414. Anyone?
I’m not aware of any problems that would arise from that. If you wanted to fly at 175 kias you would be burning about 300 lbs per side at those altitudes.
+ROCKSTARCRANE This is a long body (Marquise). The short bodies are a bit more of a challenge to land nicely since the main gear is behind the center of lift; the long bodies do not have that problem.Also, the accident rate of the MU2 since implementation of SFAR 108 about 8 years ago (requiring essentially a type rating) has greatly improved and is on par with similar high-performance aircraft. It was always a training problem; the airplane is a dream to fly. But, it must be respected.Thanks for watching!
Know that field as I flew out of KCAE during 80s/90s. Anyways, For me and many others they were cursed.Yes, once its bad habits,flap raise on lost eng ex, were no longer word of mouth and actually part of training the accidents slowed dramatically but the bad rep never did. Major pita to fuel because of imbalance issues,the tip tank when you opened the cap especially during the summer it could blow your sunglasses off. I witnessed a mech walk into the #1 engine full power. Made a mess of the ex blue Seaworld Mu2. We would climb in 1st and then the freight would seal us in. If/when there was a fire you were trapped so we had a mutiny and a gullwing crew door was added so you could cram your ass in. Had a few actually fly off in flight. At gross in the summer made men.Coming from Turbo Commanders it was a turd but a fast turd which was needed. Saw one at KCAE engine out with a stiff X wind flip over at flare which was very ugly. To many stories to list. This was all early-mid 90s. These things still flying?? Hell, I only knew of one corp at KCUB. And I hated that loud little sob a marq.
not any more than anything else at this point once the dangerous pilots were properly trained. Everything has its quarks. I also have to say that ham fisted pilots certainly make the airplane look worse than it is. My preference though is still a Merlin if you want a small wing and comfort.
The normal procedure is as you describe. The airplane had just been in a static air show, and I had raised/lowered the flaps, etc., depleting the batteries. That plus the airport elevation and lack of GPU made me want to be sure I was going to spin up before introducing the fuel. It was probably unnecessary, but seemed to make some sense at the time.
