This is the moment when it all starts. On my left is Jim Christy, Vice President of Aerostar Aircraft Company. I am handing him my wallet with nearly every penny I have, in exchange for the airplane in the background!

I bet I could fly circles around a TBM after we both shut down an engine.

Two, I can't buy a MU2 equipped like my plane

If I had a MU2, I'd neeed a reason to go somewhere to justify cranking it up and going.

Four, no one talks about TBM performance at low altitudes.....

folks who used to own MU2s or KAs or Navajos, don't have the same commitment. Those planes are just stuff, an Aerostar isn't just stuff.

I've flown a MU2, a KA variant (1900 B&C) and both a 310 Navajo and a Chieftain.

Of the bunch, the MU2 was the least fun to fly.

No governor problems in this quarter- I just passed my second year of ownership with my MU2 this past November and here's what I've had to do in two years and 700 hours:

- goofy ass slip ring on the right side delaminated and needed to be replaced for the prop heat to work. Part showed up next day, took about 45 minutes to install (thanks Sensenich!), off I went. $3500

- a part in the landing gear snapped on a perfectly normal landing; part showed up next day, took two hours to install. $5000

- fuel pump. Part showed up next day, three hours install. $2500

- various brushes for starter generators, grease for jack screws, miscellaneous at inspections. Inspections run ~$12.5k all in.

I loved my A*. It's a wonderful airplane. But the Mits is a far more capable machine. Also worth note- my A* was constantly having some issue or another, and I didn't skimp on MX or defer MX at all- ever. It just has a lot of moving parts. It's true the Mits has more expensive parts, but you a) generally replace them proactively during inspections, and b) the systems are just more robust on turbine aircraft propulsion systems. I use my bird to work. It's not like the A* was always busted, but it didn't have near the dispatch reliability that the MU2 has.

I feel like the airframe of the A* is built well, I think it's just the propulsion that causes it to be a bit of a pain. Of course, my Mits with fresh P and I, upgrade panel, and fresh engines is a $700k machine and you can get in a similarly top notch A* for half that, so there's no free lunch.

Also, Forrest is quite right. The Mits flys like a dump truck, lol. But it's rock solid in turbulence and I wouldn't trade mine for anything. One last thing- turbine propulsion reliability and copious compressed air mean much more reliable ice protection. Couple that to a far more aggressive climb rate and you're launching with confidence into a lot more ice. Also, being at FL280 often has meant for me looking out the window and seeing clear blue around and the storm below, especially if I use my head and launch in the AM.

A SPIN!!!! in an MU2. I'd pay to see that

A SPIN!!!! in an MU2. I'd pay to see that

We have seen BTers who used to own Aerostars struggle with the decision to sell, and they still show up to throw in their $.02, folks who used to own MU2s or KAs or Navajos, don't have the same commitment. Those planes are just stuff, an Aerostar isn't just stuff.

I hate to say it, but I'm with Forrest on this one. I loved my A*- wrenched on it, tweaked timing, dreamed about flying it, absolutely loved the thing. The MU2 is absolutely incredible and outperforms the A* in every way, and I've owned and flown both extensively; the MU2 is cheaper to run, or at least has been for me. Still, I hated giving it up, it was about as much fun as putting down a dog. The MU2, well, when there's something that makes more sense I'll just move on.

MU2 is a serious all WX travel machine. The A* is a lifestyle.

A SPIN!!!! in an MU2. I'd pay to see that :D

Would any of you A* guys operate out of a 3400' paved runway? No obstructions. About a 600' grass overrun on one end, same on the other but with a deep ditch about 50' from the end of the pavement.