I would love to, too! Do you need about 265 pounds of dead weight in the back?

I will spill the beans and post pics once it’s a done deal. It’s currently in pre-buy/100-hour. I did find a ferry pilot and I did get to fly it up with him It was a fun flight. 291 knots TAS! I have plenty of twin and turbine time, but it was still like no plane I’ve flown before. I look forward to my initial training. Thanks for all the tips y’all. Will post results soon!

Are they doing SOAP samples as part of the PRE-buy?
Does it have “dash 3” Torque sensors?
Ram Air circuit breaker service bulletin?
Flap nut life?

Just trying to think of a few items that would be high on my list (not knowing the S/N).

Jeff
You will love the F model. It's a very economical and reliable plane. It's a different experience than a C210. Take a lot of extra time getting comfortable flying it. Aileron Trim needs to become second nature. If you ever feel like you're having to muscle the plane, think "I'm out of trim." Also, learn to land it as slow as you can with some power still on.
If you pull power to idle it will drop like a rock. I went 4 years always landing with 20' of flaps, I now use 40' and love the lower speed and angle of attack. Good Luck!

Our M definitely didn’t drop like a rock.
There is some wiggle room in the Flight Idle Fuel Flow (checked annually).
We only did flaps 20 for a decade as well but I think 40 would have been good to play with. I bet slow and landing assured with 40 you can stop yesterday.

It’s been a very long time since I used all of the runway at home base (this is KSQL). Usual landing is runway 30. My hangar is even with taxiway C and I usually have to add power to get to it. Have made the exit at E once or twice with aggressive braking... but it’s not very comfortable...

My F with flaps 40 stops in 1600 ft with no braking until the very end

We used Flap 40 for all Landings in our short body, didn’t use 20 till I started flying 135 MU freighters.

Routinely flew into 2000ft Ag Strips with the P. We kept that airplane better part of 20 years. Bought new brakes in 1993, when purchased subsequently sold airplane with same brakes new in box.

MU-2’s will go through Tyres and wear paint faster on the prop blades than brake pads.

Great photos!

The PMA brake pads and rotors are cheap if your have the newer wheels And brakes. Chuck always told us the flap jack nuts wore more using 40 so we didn’t.

Plus if you abide by the “new” book flaps 40 Vref there is no point.

Old timers tell of flaps 40 takeoffs in a pinch ...
I was a %#$@# with the Mitz and just did the book drill every single time which gives consistent good results.

Tom,

Was that Chuck Beresford? Yeah, we were shown the 40 takeoff technique. I’ve never had to but do know someone that used it to get out of an Ag strip that was flooding down to 1300ft available distance.

Nigel

I did the flaps 40 take off once at my grass strip. Horrifying experience it popped off at 60kts and bobbled nose low like a helicopter and accelerated. But I know that if drug dealers are chasing me I can escape a 1000 ft strip

I did a few flaps 40 takeoffs when light. It’s much more like a helicopter than an airplane. I swear the mains came off first.

The mu2 is such a beast of a plane. Once you get comfortable in it, it can do some amazing things.

Only plane I have been at ~8000agl and 250kts on entering a downwind and a normal on speed landing was possible. High wing loading and a lot of drag levers are magical things. It’s breathtaking how fast it can descend and how much speed you can dump in a high g turn with it. I loved flying that plane so much. Every time when I shut it down I thought ‘that was awesome’

Twice, ATC called me out flying the MU-2. Once was “racing” my Cousin in a B727 in to Kingston - was kept high because he’s the “Jet” and I’m just in a lowly Turboprop. Kept advising approach, we were closer but here the National Airline always got preference.

So, I get the field in sight at 15,000 feet and 9 DME - cancel IFR pull to flight idle and run up to the Barber poll - he’s stuck on the ILS flying with 155 pax - I’ve got 4 pilots onboard and won’t pass up a chance to get one in on our Cousin.

The Mits came right into the slot at 1.5 miles - we landed and taxied to apron and waited for the 727 to block in with silly grins.

The other was a night flying back from O’Hare and Rockford gave us a late crossing restriction- asked if we could make it ; no traffic below but we were about to cross a gate for O’Hare and he needed us down ASAP.

Again Flight Idle and run up to the barber pole - met the restriction with ease. ATC comes back : “You boys about gave me a heart attack, thought another MU2 went down. One sweep you were at 23,000ft the next, I see a rate of descent that’s over 9000ft”. Well boss you did ask us to hurry on down. He laughed and cleared us present position directly to Tulsa.

Sorry to be a Debbie Downer, but these types of approaches didn't work out too well for our friend Pascal Gosselin.