Username Protected wrote:
I concur that pretty much all turbine parts are expensive but in 1700hrs (with 2 engines). I’ve only replaced compressor seals, a fuel pump due to seeps, two fuel shutoff valve for the same. I’ve never heard of an unscheduled hot section issue. I’m sure it’s occurred, but likely due to pilot caused over temp or lack of nozzle maintenance. The three MU2s I’ve owned required less maintenance than the pressurized piston twin I owned and were cheaper to operate per mile…and much faster with a larger cabin and more capable systems..
We had a surprise lightning strike on the 441 that I managed. At the teardown, the shop found a SB needed to be done and one should be done. That was $25k per engine that wasn't covered by the insurance. We also had a $6000 ignition box, a $5000 monopole sensor, and a $25k air cycle machine, all that were surprises.
You can tell us how much cheaper an entry level turbine airplane is than a high end piston airplane all you want, but the real fact is, the risk is much higher with the turbine airplane. Believe me, I'd love to be looking at similar purchase price MU-2's vs a 421C, but the financial risk is so much higher that I can't put my family in that situation. That's before you even look at higher insurance costs, higher training costs, higher landing fees, higher registration costs, higher hangar costs, etc. etc. etc....
