Page 10 - Jan 20 TNT
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 experience grew. When I passed the 100-hour mark in MU2s, I began to feel comfortable in almost every situation. When I passed 250 hours, I’d take it anywhere in the world in some of the most demanding of situations.
So, do not romantically think you will get out of MU2 training and be “good to go” in any situation. Full- span f laps, spoilers, sloppy control feel, quirky aileron trim, narrow gear, fast speeds, high wing loading, low-to-the-ground sitting height, stiff gear, and incredibly responsive Gar- rett engines all make this airplane a handful for the uninitiated. This airplane takes time to make friends, but once the friendship is made, it is a great one. It provides impressive performance for the pilot that knows how to handle it.
The B100? Well, it is a King Air, and that means that it has less perfor- mance, but it has benign flight char- acteristics. It f lies differently than
the 200 or 300 series of King Airs, but it is still easy to fly.
Other Considerations
To me, the biggest difference between these two airplanes aside from f light characteristics is the air conditioning. The B100 has large gaspers and a good environmental system that heats and cools nicely. And, the B100 has the benefit of hav- ing the air conditioner compressor powered by an electric motor in the nose of the airplane. So, a GPU can be hooked up and the cabin can be cooled down prior to the passengers showing up.
The MU2? Well, there’s no air con- ditioning at all. So, the MU2 can be really hot on those summer days. I can remember sweating bullets on afternoon f lights until the air- plane climbed up through the teens. There was no air conditioning and not enough air movement. As a tried- and-true Texan, I especially appreci- ate air conditioning.
The Decision
Which one is right for you? To be forthright, I really like the B100 and I still f ly it regularly, while I do not f ly the MU2 anymore. When the MU2 sold, I still had a hangar full of other airplanes that kept me engaged in flying, so the loss of the MU2 from my management didn’t faze me at all. Could it be the right airplane for you? If you value efficiency, love performance, don’t mind sweating, and are willing to dedicate yourself to flying more than 100 hours per year, then the MU2 can be a great selection of airplane. You must train rigorously to ensure you keep your skills equal to the capabilities of the airplane.
If you are thinking about buying an older King Air 90, the B100 is a re- ally solid option. It’ll have equitable operating costs to the 90 model, and the cabin is the size of a 200. I think the B100 is a special airplane worthy of pursuing.
If you fly either an MU2 or a B100, you’ll be a part of a flock, but it’s a small and passionate flock. At the last King Air Gathering, out of the 35-plus airplanes on the ramp, there were two B100s in attendance with three qualified B100 pilots. All three of us B100 pilots found each other, had lunch and reveled in the love we have for the wonderful machines we fly. It is a close-knit community and the MU2 pilots are the same way. Birds of a feather flock together, and that is a good thing. Want to join the flock? The MU2 and the B100 flocks are super. Plus, no one will confuse you as part of the herd.
  Short n Numbers
   Joe Casey is an FAA-DPE and an ATP, CFI, CFII (A/H), MEI, CFIG, CFIH, as well as a retired U.S. Army UH60 standardization instruc- tor/examiner. An active instructor in the PA46 and King Air markets, he has accumulated 14,300-plus hours of flight time, with more than 5,200 dual-given as a flight instructor. Contact Joe at or 903.721.9549.
8 • TWIN & TURBINE / January 2020
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