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  #16  
Old 07-12-21, 05:48 PM
Timcote1960 Timcote1960 is offline
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MU2 v P337

Been turning this one over in my mind. Contacted your friend and yes, it's a pretty bird. I love the idea of 9 moving parts in my engine instead of 300+.
But that MU2 is flown by a professional pilot, not some 61yo physician with 800hrs that began 7yrs ago.

Think I'm stepping back to my original plan of owning two 337s as a means to have one flyable all the time. Pouring $s into #1 engines, a P337G with every electronic thing imaginable; and have several candidate #2s also P337Gs from Bill Crew's stable and elsewhere.

The pilot is the most fragile, failure-prone part of the whole air safety system. Might be best to spend my next 10yrs flying just to getting to know this one aircraft inside out.

NB: I was gonna get my CFI. Last February, two days before my checkride in a C150 contaminated with ice-then-water, I had an engine out at 300' with nothing but an oak forest in front of me. We stopped treetops at 70' for 0.5 sec, then descended to the forest floor. Yet I and my CFII (she 32 and 7.5mo pregnant) escaped without a scratch. But two of the three were deeply changed on the inside.

Tim
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  #17  
Old 07-12-21, 06:05 PM
JeffAxel JeffAxel is offline
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FWIW, I am a 62yr old physician! The MU2 is my first turbine, and yes it was a big learning curve. I figured if I was going to get an MU2, better do it before my brain was too fossilized to learn anything new! I do have 4000 hours over almost 40 years, plus a lot of IFR time in the Pacific Northwest. You don't have to be a professional pilot to fly an MU2, but you do have to think like one and fly with the flows and checklists you will be taught. The MU2 is definitely a by the numbers airplane, but if operated using those numbers it is wonderful. As to getting older, the 5.0 pressure differential gives you a lower cabin altitude and I notice I arrive feeling better than in the P210 or P337 FWIW, plus I get where I am going a lot faster. Going from a 200mph plane to a 300mph plane makes a big difference, especially into the wind.
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  #18  
Old 07-12-21, 06:38 PM
rrolland rrolland is offline
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Interesting thread. And going into a lot of different directions and possibilities.

I was surprised by Tim's descriptions of the issues on his P337. The aircraft clearly needs some work, A well maintained P 337 will be a reliable airplane.

Having two airplanes to look after will add to the expenses while not necessarily solving the reliability issue. What guarantee is there that the additional airplane will prove more reliable? At one point I owned three P337's at the same time (N39288, N78C and N289). Difficult to maintain. I sold 39288 and ended up with two P337's. In the end, I kept one and ensured that it would be a reliable aircraft. One is all I really need.

Considerable money was already spent on 639GC recently to include a new paint job.

My current P337 cost me a significant amount of money once I bought it to bring up to a good standard. My first annual was painful. I ended up overhauling the rear engine as well as fixing a number of issues on the electrical system, AC, fuel tanks etc.

I added an Aspen PFD (Max) and a GTN 750xi plus a second certified AI.

Now I have a well equipped reliable aircraft. Which is what I think Tin is looking for.

Richard
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  #19  
Old 07-12-21, 06:54 PM
Timcote1960 Timcote1960 is offline
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Money and 337s

Thanks Richard. Your empathy soothes the wounds.

The paint job was the easiest bill to swallow. $17.5K in Mena Arkansas, quite an adventure to get a plane there and back, yes. But nice wow factor, I'm sure she's worth that paint. The big bills are coming---new front engine, new rear cylinders, reworking all the gauges. Holes in the pressurization, turbo woes, snapped heating control cables. If I can escape with under another $70K for this year, it will feel good. But baby has got a pretty dress on....on boats they say a good coat of paint can hide a whole world of sin. Hope that works for planes too.

She does have two 650s, onboard radar, AC, STEC 65 AP, etc. But with three engine outs (admittedly, in the safest aircraft in which to have an engine out), 4 alternators, a couple vacuum pumps, an intercooler broken, two turbos and 70% on the ground time during the 3 years I've owned her, it's seems everything has broken except my will. I've handed her over to a very experienced 337 mechanic with a loose checkbook to make her reliable. But it will REALLY kill me if after all the above is done (October? November?) I still find myself driving 11hr days DC to New England (airlines won't take the dog). That's why the duplication...

I won't ever own three though!

Tim
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