Page 14 - February 2015 Volume 19 Number 2

are certificated to fly as high as 31,000 feet, RVSM certification is normally not pursued for the limited benefit it provides.Inflight workload is light; there are no boost pumps, cowl flaps or tank switching to be handled. Fuel is fed from a center tank, refilled from the bleed-air pressurized tip tanks and outboard wing tanks, which are auto-fed on some models. Fuel capacity began as 280 usable gallons, increasing to 366 gallons in later airplanes, and to 403 gallons in the last models, which had wet wing tanks. The job of the MU-2 is to carry 1,000 pounds of payload with full fuel at 300 to 350 mph; accordingly, its handling is transport-like, not aerobatic. Trimmed up, it stays where it’s put and rides through bumps like a steamroller with its 65-lb/sq.ft wing loading. With the spoiler system, there is no adverse yaw.As with all high-performance airplanes, the MU-2 must beflown by the numbers, in proper configuration for the phase of flight. Flap extension lowers stall speed by as much as 25 knots; a 20-degree takeoff setting is normally used. The 40-degree flap setting is reserved for maximum-performance short-field landings. The nosegear comes down as soon as the maingear touches at 85 knots or so; the MU-2 is immediately done flying.Normal takeoff procedure is to rotate to about 7.5 degrees nose- up at 99-103 knots, looking for a single-engine climb speed of 125 knots, with 20-degrees flaps. Gear- up requires about a 15-second cycle;flaps come up above 140 knots and a typical cruise climb is at 180 knots. Descent management is easy, thanks to the drag provided by the big three-blade props turning at 2,000 rpm (1,591 with four blades). Setting up for an approach works well at about 175 knots, the retractable landing lights speed limit, with gear extension permitted below 160 or 170 knots, depending on the model. With 20-degree flaps deployed, an ILS can be flown at 120 knots.With the proper training, the MU-2’s can safely deliver more bang forthe buck than just about any otheraircraft between big piston twinsand light jets. And with factorysupport from service centerslike Intercontinental Jet ServiceCorporation, there are no surprisesin its well-known maintenance. TheICJS Limited Edition upgrade willtocome.T&T •keep it competitive for many yearsB/E Aerospace, Inc. Half Page4/C Ad12 • TWIN & TURBINEFEBRUARY 2015