Here ya go...


http://www.controller.com/listingsdetai ... 357753.htm


Question is, how much will it cost you to go through the engines.

Appears to have a nice new(ish) panel.

And room for 10!

Options:

1. Overhaul engines. Figure $230K/side, $460K total.

2. Buy used engines, sell cores. Probably can find mid life engines for $180K/side, and sell the cores for $60K/side, net cost $240K. Pricing is very market dependent.

3. Get the engines on a program. Will be some hefty up front payment, then money per hour. Engines would be extended in time (funny, when they pay it is okay, sigh) and overhaul would be at no cost. I'd figure the entry price is about $350-400K.


Actually, it is old. It looks like a Chelton system from 10-12 years ago. Not too many around, bit of a rare thing to take care of.

Mike C.

I have considered the MU2 but didn't know what the maintenance would cost per year flying 100 hrs a year , as well as would that be enough hours to stay proficient in the MU2.

What is the TBO on the engines,

I want something to fly 1200-1500 more hrs in next 12-15 years and throw it away as it will be 45+ years old, not looking for return on investment. Just something I can do the upkeep and maintenance and have a safe aircraft as my person use aircraft at my disposal.

I understand the now training has basically eliminated the accident issues from early on

For the past 26 years I have ONLY owned Beechcraft products, this Cheyenne is a first, but it fits the bill best so far.

I have 6 years of records. I will post them at some point showing my costs. The MU2 has been very economical to maintain and doesn't break down hardly at all.


It isn't quantity of hours that matter most, it is quality of hours. You can stay proficient at 100 hours/year. Hand fly approaches as often as you can. Take good training. Get sim time.


5000 to 9000 hours depending on situation. Most part 91 guys are on one of these two plans:

1800: hot section
3600: hot section, gear box
5400: overhaul

Or

2500: hot section
5000: overhaul

I'm on the latter plan (which works only for -10 engines).

If you are on an engine program (power by the hour), they extend to 3500/7000 hours.

The costs are much lower and the intervals much longer than PT6. The fuel efficiency is also much higher such that the fuel the TPE331 saves pays for the overhaul as compared to a PT6.


Well, there are inexpensive MU2s with those kinds of engine times, if you are truly looking for a disposable aircraft.

But, in 45 years, the MU2 will still be viable. My plane is 39 years old now and it has LOTS of life left. A friend's F model is 46 years old and flying fine. The MU2 is way overbuilt, so the usual issues of fatigue and corrosion are not afflicting the fleet to any great extent.


Since SFAR training, 2 fatal accidents. In the equivalent time period prior to SFAR training, 20 fatal accidents. A 90% drop in accident rate.

The two fatals were a misconfigured stall in low IMC, and a pilot induced (probably) engine out that was mishandled by a pilot on his very first solo.


Mitsubishi and Beech are more related than you might know. Beech had a contract to support the MU2 back in the 1990s sometime (before Turbine Air got involved), and the Mitsubishi Diamond Jet became the Beech 400 jet.

Mike C.

Very good info Mike, would love to still have a viable aircraft for sure in 15 years, I PM'd you

I think I will check out the Blackhawk 135 conversion, results look good,

Gary,

The two aren't the same deal. Not even close. I've had both, lots of hours in both. The MU2 has to be flown to be believed. If you're ever in the north Midwest or the east coast, look me up. I'll show you.