Japanese PAX Jet??

Van_Hoolio said:
The whole point is that 'identify with dead foot' and 'verify by closing the throttle' is not necessarily going to tell you which engine just took a dump in a MU-2.
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Now you're just talking crazy talk. If you vertify the dead engine by pulling the throttle back to idle and you don't get any change in heading on your DG, you identified the correct engine. If you didn't, you're going to have a bunch of yawing action going on and you're going to start dropping like a rock.
 
jtrain609 said:
Now you're just talking crazy talk. If you vertify the dead engine by pulling the throttle back to idle and you don't get any change in heading on your DG, you identified the correct engine. If you didn't, you're going to have a bunch of yawing action going on and you're going to start dropping like a rock.
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Did you read what I wrote in reply number 12? We're not talking about a failure like in a piston twin.
 
You're saying that if you reduce avaible thrust two zero on both engines when you had full thrust being produced on at least one engine that it will not produce a yawing movement?

I'm gonna call BS.
 
OK, let me simplify it for you. You're flying a MU-2, a twin engine turboprop. The right engine is critical, so let's say that engine is going to be the one to fail. Let's say the fuel control unit (FCU) fails such that it sends a • ton of fuel into the right engine. The engine starts to run in an overspeed, overtorque and overtemp condition. It's only a matter of time until the right engine fails. With the right engine running overspeed, the airplane will yaw to the left. Since the airplane is yawing uncontrolably, you suspect an engine failure. You are correcting for the yaw by using a lot of right rudder. Your left foot is the dead foot so you decide to verify by closing the left throttle (old piston habit). Depending on the phase of flight, you may be out of control already. I'm not sure because I am not an MU-2 pilot. Let's say the airplane stays under control. It will still have power because the right engine is still working for the moment, and because of this you will suspect the left engine has failed so you shut it down and it make it go to feather.

So now your good left engine is shut down and feathered, and it it only a matter of time until your right engine fails and you're screwed, wondering what best glide is in an MU-2 if you were lucky enough to keep it under control in the first place.


Mike
 
In your scenario pulling the left engine will increase the yaw because it is still producing power. So the prudent pilot will take a moment to think before they feather the engine. I don't know if you have ever experienced an overspeed before, but it is pretty apparent. I had one in a seminole and even though the overspeed was only 200 to 300 over red line, you could hear it no problem. This was not severe enough to cause much yaw, but you didn't even have to look at the gauges to know what the problem was. The important thing with the MU-2 is to get excellent training. Even if you are on your game, it is a tricky airplane.

Sadly, I think we will only see more accidents in the future, now that MU-2's are so cheap. People are buying them based only on the low price. The average private owner has no business in an airplane like that.
 
What Japanese cars did you guys own? That sounds very far fetched. If they make bad cars...tell Ford and GM that; they certainly are worried and could use some comforting words.

Wait....let me stop before the thread gets hijacked. :)

Neil
 
WestIndian425 said:
What Japanese cars did you guys own? That sounds very far fetched. If they make bad cars...tell Ford and GM that; they certainly are worried and could use some comforting words.

Wait....let me stop before the thread gets hijacked. :)

Neil
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Dude, get a clue! We're talking about Mitsubishi's.:) Yes, we know and agree, most Japanese cars are great.:insane:
 
LOL....I can't believe I didn't pick that up. Maybe it's because of the news about BWIA that's got me like this. Oh well. :)

Neil
 
jtrain609 said:
And I mean come on dude, if you're at 300' and you lose an engine it's not that big of a deal. If you get full power up on your good engine you MIGHT descend at 300' per minute. That leaves you one full minute to run the rest of your flow and shut down the engine.
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Not in Nogales, AZ in the middle of summer... ;)

In the underpowered mighty Seminole, that is... Trust me on that one. :)

Bob
 
S'alright Bob!

I was all over Google trying to figure out how I could live next door to NM and not know they had a Nogales too! :)
 
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