Brief Overview
EXTERIOR
The MU-2B-60 Marquise is a high wing airplane powered by two Garrett Turbine Engine Co. TPE-331-10 turboprop engines, capable of 1000 thermodynamic horsepower, certified to 900hp, and flat rated to 715 SHP for the Marquise. Each engine drives either a four or five blade constant speed, full feathering, reversible pitch prop.
The fuselage is a stressed skin, semi-monocoque aluminum structure, and is pressurized except for the nose and tail volumes. The cross-section is approximately circular to minimize the stress of pressurization. Bulges to house the main landing gear are situated along the lower sides of the fuselage , extending aft of the main gear, to just behind the cockpit.
The wing is of conventional, two spar construction. The major components on the wing are the double-slotted fowler flaps, the spoilers and aileron style trim-tabs. The engines are suspended from the wing on each side and wing tip tanks are also fitted.
The elevators are hung on two hinges with external mass balancing and mechanically connected to the yoke via cables, pulleys and quadrants. Both the rudder and the elevators are also of conventional spar / rib / skin construction, mass balanced and connected to the yoke via cables/pulleys/quadrants.
The main cabin door lies behind the main gear bay on the left-hand side with a folding step which is connected through a linkage to the main door so as to retract automatically into the bulge as the door closes.
The main landing gear retracts into the bulges on the sides of the fuselage to avoid intruding into the cabin area. The nose gear retracts forward into the nose of the structure. The gear is electrically actuated with manual gear extension available. The gear doors are operated via electric motors and limit switches give indications of gear operation and gear door state in the cockpit.
Cable actuated spoilers are used for lateral control and extend almost full span outboard of the engines. By using spoilers, this allows for the installation of very large flaps which are effectively full span, increasing low-speed lift greatly.
Double slotted, full span flaps are operated electrically, with gears and torque tubes driving jackscrews to move the flaps. It is possible to stop the flaps at the UP, 5°,20° and 40° positions shown by indicator lights located below the selector. On the rear edge of the flaps are aileron style trim-tabs. The left and right trim-tabs are electrically actuated, each with its own motor and move in opposite directions to each other.
MAJOR SYSTEMS
The fuel system consists of five individual fuel tanks. The main fuel tank, which is located in the wing above the cabin contains three integral bays. Outboard of the main tank, on each side, are left and right outer wing tanks and on the end of the wings, tip tanks. Fuel is fed to the engines from the main tank. Fuel is transferred to the main tank from the tips and outer tanks to keep the main tank full.
DC electrical power is supplied by two 24 volt, nickel-cadmium batteries and two 28 volt engine driven DC starter-generators. An external power receptacle is also available for GPU connection. The batteries are nominally used for engine starts and standby power. Power is distributed via two cross-tied main busses, which feed two downstream feeder busses, which further feed equipment through circuit breakers.
AC electrical power is supplied by one of two 400 Hz single phase inverters available, a main and standby. The intervers are powered through the DC busses. Each AC system is independent of the other and provides power to a myriad of equipment.
The MU-2B-60 cabin is pressurized by engine bleed air up to 6.10 psi. At the maximum certificated altitude of 31,000 feet, the cabin altitude is approximately 9,850 feet. Cabin rate of climb control is available and capable of control between 50 and 2,000 feet per minute.
The airplane is equipped with ice protection systems and is certified for flight into known icing conditions. Pneumatic, bleed-air driven rubber boots cover the leading edges of the wing, vertical and horizontal stabilizers. Engine bleed air is also used for engine intake anti-icing and for defogging cockpit and cabin windows. Propellers, dual pitot tubes, dual static ports, stall warning vane and oil cooler air inlets are electrically heated.
Two retractable landing lights are installed in the nose of the aircraft. Two taxi lights are installed in the forward end of the tip tanks and are suitable for landing as well. The tip-tank lights have an optional wig-wag operating mode in addition to steady on via a switch. Rotating beacons are installed on the belly and on the top of the vertical stab. Nav and strobe lighting is conventional with nav/strobes mounted on the outboard side of the tip tanks and on the extreme tail of the aircraft.
CABIN
The interior cabin is executive style with 4 captain chairs facing a central settee table. The settees can be stowed when not in use. A divan for 2 passengers is situated longitudinally just aft of the cockpit bulkhead. Storage cabinetry is provided opposite the divan. In the aft cabin, a lavatory is available with extending privacy door. The extreme rear of the cabin contains a baggage area with a restraining net and immediately aft of the main cabin door is the electronics cabinet. Two toggle light switches are avail on the electronics cabin for turning on the cabin and cockpit lights when entering the cabin.
COCKPIT
The cockpit accommodates two pilots and is separated from the cabin by a bulkhead. Three panel configurations, shown previously, are available depending on the aircraft selected. The aircraft is fully equipped for VFR and IFR operation and incorporates a 3-axis autopilot with multiple operating modes to reduce pilot workload. The cockpit area, regardless of the panel configuration is divided into the following 11 major regions, which are referred to frequently throughout these documents. The instrumentation and controls within each region are discussed in more detail in the relevant Systems Descriptions Sections.
