MU-2 Guys,

I am upgrading from a turbo aztec and had been considering a higher performance twin (think Cessna 340/421, Aerostar). My goal is to step-up speed, potentially load capabilities and dispatch reliability. My 80% mission will be 300-600 nm typically with 2-4 people 150 hours per year. From perusing threads I feel that an MU-2 is as efficient on a cost-per-mile basis as these other birds with somewhat more predictable reliability.


Couple questions:

1.)what are the major hiccups in maintenance? The gotchas ? Is it gear, windshields, pressurization, etc?

2.)stupid question here, but where is the baggage compartment on the short body?

3.) who do I call to help me find a good one?

Thank you,

Tommy

Call Mike Laver at Air1st

Baggage compartment is behind cabin door and another unpressurized on opposite side. Holds a surprising amount between them.

MU-2 Guys,

Not a lot of “Gotchas” in maintenance that you can’t see coming, but like any aircraft, there can be some. I have a -10 K model and when I bought it, the plane had a heated glass pilot’s side windshield and a plexiglas copilot’s windshield. The plexiglass cracked in half in the flight levels on my way home from inspection that included the glass (so you won’t necessarily see that coming on an inspection). We replaced the right side with heated glass and all has been well. The 7500 hour inspection is wings off, gear off, NDT testing and it’s pretty costly (mostly labor). Only one bolt failed NDT so not many parts to purchase. I had two Aerostars prior to the MU-2 and I never looked back. While the MU-2 might be slightly more expensive than the pressurized piston twins (mainly due to 100hr inspection requirement vs annual regardless of hours on the piston twins) the DOC was comparable if not slightly better for the MU-2. But the main feature of the MU-2 is that it generally operates from inspection to inspection with nary a squawk and virtually never a critical failure (my windshield crack was the only one in 8 years other than a couple flat tires). It also has twice the horsepower and excellent performance in icing, contaminated runways and deep snow. 24” prop clearance has allowed operations on unplowed taxiways and runways that other planes (like my hangar neighbor’s TBM 850) couldn’t accommodate.

The Baggage compartments are very large. The heated/pressurized one behind the door on left side is the full width of the plane. The unpressurized one on the right side has a pretty small door but is very tall and can fit long pieces of luggage standing upright.

Agree on Mike Laver from Air 1st. That’s where I bought mine. He said it was squawk-free and he was correct. Based on his reputation, I didn’t even do a pre-purchase inspection and was not disappointed. He will stand by the planes he sells.

HSI cost is a dependent on a host of variables. It could be just an inspection and new gaskets or (unlikely) everything could be junk and need to be replaced. There are always options that can increase the cost. There is a new combustor can which produces less carbon and will extend the life of the T wheels and stators which was about $18,000 last I heard

That ended my realistic interest in owning a turbine airplane.

I think it’s safe to say the Bendix APs have “aged” out already. Nothing new about them but they are serviceable.

There are still vendors that can completely go through them.

If the autopilot truly became unsupported, I have a hunch Mitsubishi would step in somehow.

I’m still hopeful Garmin and Mitsubishi can make up and get the GFC600 released

I’m still hopeful Garmin and Mitsubishi can make up and get the GFC600 released