How does the MU2 cockpit compare to other TPs in terms of room and comfort?

That's what is wrong with YOUR MU2. :-)

Mine would be doing 240+.

The main thing wrong with the MU2 is that it is so fast, reliable, and low cost that trying to buy anything else after it is painful in at least one of those areas.

Mike C.

Having recently test flown Citations and Conquests, I have renewed appreciation for the MU2 cockpit. I'm 6'2" and I have no trouble getting in or out, or being comfortable on fairly long flights. I have yet to develop "Citation Yoga" in any meaningful way after several attempts, and the Conquest, while better, was not great either.

Both my front seats have the tracks extended. I ended up using the last factory notch so I didn't really need to do it on my side. On the copilot's side, having the ability to slide it back quite far helps with non pilot passengers so they don't foul the controls.

Mike C.

It’s pretty roomy for me. I’m 6’3” and have plenty of room. There is an STC mod that lengthens the seat tracks of the pilot seat(s), which mine has, and that’s helpful for legroom. But there is plenty of headroom too.

Mine is slightly unusual in that it has the autopilot control head in the panel - most have a drop-down bracket between the front seats for that. Mine makes the leg and feet room nice and spacious, when I’m single pilot I can stretch out my legs across the copilot area. I think mine was specially built and delivered that way from the factory, oddly enough.

I have a non-pilot friend who is 6’5”, and he doesn’t fit in my unmodified copilot seat, his knees interfere with the controls. I think if I did the seat track mod on that side it would be ok.

My calculations and experience in the MU2 say that when you are getting a 100 knot headwind in the mid 20s, then you have equal range roughly at any lower altitude but faster speed. So that's the break even speed. This exactly matches your 4 knots/1000 ft rule for range.

However, even with the wind at 50 knots, you can now go lower and go faster for not as much of a penalty, so consider doing it just for the time savings. You will burn more fuel, but you will put fewer hours on the engines and airframe, which somewhat pays back the fuel cost.

So my rough guideline is 0 to 50 knots, fly high, 50 to 100 decreasing penalty to fly lower so consider if you need range, or weather or other factors, greater than 100 knots, fly lower.

Mike C.

This is not a problem in my airplane, I never lower it, even for non pilot passengers sitting in the right seat.


Yes, it would. I did both, and it turns out that longer seat tracks on the right side is MORE important. Really improves that position for non pilots.

Mike C.

I watched a guy get really snarky with the ground guys fueling his MU2. He was rude and I felt sorry for the guys fueling it. 10 min later they opened the cap and dang near got blown from the ladder fueling it. It seems the tank has some sort of pressure build up. The owner just kinda laughed and the fuel guy was not happy.
You have to watch it very closely while putting fuel in it. It was leaning, and almost tipping over at one point. Back and fourth they went from one side to the other fueling this plane. I sat there thinking what a COMPLETE NIGHTMARE,, to fuel. I wouldn't own something like that, and I think that's why god made Pilatus.......

They don't have the fueling issue and they also seem to not kill people. IMHO...

Consider yourself warned.

What is wrong with an MU2:

They are noisy. Dealt with by ANR headsets.

They are annoying to fuel. Dealt with by full service, and the fact you are generally only filling the tips on most flights.

They have an SFAR. In reality, it adds nothing to my yearly type training required by insurance, so no real net effect.

They fly more like a jet than a turboprop. For example, use of flaps. Learn to do it right and there will be no problems.

Really, the only one that has any meaningful impact is the noise. I wish it were quieter. The rest are non issues.

I am finding it hard to find something better and I have the money for a jet.

Mike C.

This person is not representative of the typical MU2 owner I know.

I always provide guidance and help if the crew is not familiar. It really isn't that hard.

If I need < 90 gallons: put half in each tip tank.

If I need 90 - 180 gallons: for single hose, put 45 in one tip, fill half the other side, finish the first side, for dual hose, do it roughly evenly half in each tip.

If I need more, then fill mains (inboards), fill outers (outboards), then whatever is left follow the tip flow chart above.

It's not really that hard, just a bit more time consuming than a 2 holer like a Conquest.


Sounds like it was done wrong or the issues are exaggerated.


59 people killed in PC-12s since 2007, so perhaps not as few as you might expect.

Mike C.

In how many flight hours is that and how does that compare to the Mu2?

That's what is wrong with YOUR MU2. :-)

Mine would be doing 240+.

The main thing wrong with the MU2 is that it is so fast, reliable, and low cost that trying to buy anything else after it is painful in at least one of those areas.

Mike C.

Having recently test flown Citations and Conquests, I have renewed appreciation for the MU2 cockpit. I'm 6'2" and I have no trouble getting in or out, or being comfortable on fairly long flights. I have yet to develop "Citation Yoga" in any meaningful way after several attempts, and the Conquest, while better, was not great either.

Both my front seats have the tracks extended. I ended up using the last factory notch so I didn't really need to do it on my side. On the copilot's side, having the ability to slide it back quite far helps with non pilot passengers so they don't foul the controls.

Mike C.

I can't have your miserly F model slander the rest of the fleet with King Air speeds. :-)

Mike C.

I can't have your miserly F model slander the rest of the fleet with King Air speeds. :-)

Mike C.

Maybe he should have been snarkier; obviously they didn’t listen if the thing was tipping. I flew my MU2 plenty and loved every minute, but I had to watch the fueling process at places I didn’t know well enough to ensure it was fueled correctly.

Ever flown a MU2? How about any TP? I’ve owned four now, two Pratt powered and two Garrett. The Merlin I own now is by far the most versatile and useful bird I’ve flown, but the MU2 is a rocket and flies just as easy. I’ll always have a special place in my heart for it even if the Merlin makes more sense for my life right now. I loved my Aerostar too. Seems like the birds that are the biggest pain in the ass on the ground are the best in the air...

My point is, ask anyone who’s flown enough of these birds in this class and you’ll likely find that most prefer the Mits.