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#11
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Your statement makes it sound like the training is mandatory. I am
curious why. Obviously, there are safety reasons to go, but if you don't have insurance I didn't think the FAA made you. I think he meant its pretty much *necessary* for safely flying this class of equipment... |
#12
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Okay, very useful information. For an airplane with a reputation for not breaking down, this seems like a lot of money to keep it flying 1200 hours. Totals $761K or about $140K/year to fly. I have a friend with a Solitare. What others have said about the training is absolutely true. You will be dangerous in it without the training. One acquaintence from long ago lasted about 20 hours in theirs. At the time, the need for training wasn't fully understood. On the other hand, it's a hell of an airplane... he routinely kept his at a 2200' strip in Canada. This airplane has 1000 hp/side. Yet if you mismanage an engine out, you can get in a situation where you can't climb. This is because the roll control is by spoiler... the ailerons are actually the trim tabs. So if you control adverse yaw with the stick the drag goes up and you are coming down. The more affordable ones have less horsepower. They cruise in the low 20s where the ice can be pretty bad. You must act like a professional to fly it safely. (You may grin during the time, however). Climbing thru 15,000 feet at Vy of 196 knots at 2000'/min is addicting. It's a real hot rod. An introduction to cruising at red-line! The engines have long tbo, etc. But you will get blindsided by all sorts of stuff. Like new fuel pump $10+K. When it fails, you have no choice but to replace it whereever whenever. You need to have ready access to the 10K. My friend didn't wince at this. Windshield, many thousands. He had the problem that the metallic paint stripes on his were generating static discharge at cruise speed and frapping all the radios. That took a lot to figure out. A big prop AD costed more than the price of a good piston single. He spent thousands getting an intermittent out of the very excellent spz500 autopilot. The feds will demand a progressive maintenance plan of some sort... one does not "annual" such an airplane. Of course, the shop rates will be higher. That's to amortize stuff like the monstor cabin leak testing setup that they have at International Jet in Tulsa. It's a different world. You eat up traffic like nobody's business, so you want TCAS, etc. $$$$. Be ready. In fact, if the idea of standing there & flushing $100 bills down the can one at a time causes any emotional response from you, you are not a candidate for an airplane like this. Bill Hale |
#13
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My dads good friend is putting a glass panel in his MU-2B. I think it is
going to turn out very good. I have a few hours in it, only in the right seat though. They are very fast. They repainted the bird and they got 15knts in cruise out of it. His pilot has 7000+ hours in a few types of the MU-2. He flew the IN & OUT executives in theres. Sad story what happend to them going it KSNA in a lear i think it was. I would have to say they are one of the nice turboprops out there. Lots better then the KingAir by far. Stay up on training, this plane can get ahead of you real quick. I know you can go to Simcom and Flight safety for the MU-2. I talked to a guy from Flight safety about the MU-2 and he said the are a pile of crap. The only reason they got such a bad rap is Hot Shot Pilots think they can fly anything, then they hop in one of these and crash them. They are a nice plane and you should have fun with it. Tony N8389P *** Sent via http://www.automationtools.com *** Add a newsgroup interface to your website today. |
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