>Hi Paul - do you mind confirming - do these hours include other required maintenance throughout the year? No, just the annual.

I've had years vary from $9K to $135K.
Typical is $12K all in.
Its been trending down as I've gotten things fixed.

This is flying 50 to 120hrs a year.

This year 2025 was a big year:
Pre paint cleanup: 3.5K (flight shop fixed leaking rivets)
Paint 27K.
Fix a leaking strut and misc post paint cleanup 3.6K (again zero hours from me)
Annual 9K.


Stuff I did this year (I have my A+P):
Turbo 7.5K (Major pain in the A##)
I also recovered the glareshield,<$100
Fixed a broken seat. One bolt .
Fixed the A/C blower. Lots of hours 60+
I reengineered the blower and fabricated new housing from scratch not much cost < $250
Cleaned up flap position pot.

Agreed,

But until you have fixed what was missed on prebuy (high speed trim motor inop…$70k on me Avanti) and the once in five year or maybe lifetime expensive AD. Avanti is a bit different and more potential outlay than MU2 though.

Never flow a MU2 or 421. Between these two and an Aerostar I would bet over the next ten years the MU2 would cost the least.

I went from 1700 hours in Columbia 350 to Aerostar 700. Bought plane from Jim Christy two days before passing my multi. If you are serious about training and flying I would not be worried. Get to 100 hours in new airplane in the first 6 months if not sooner.

DO NOT GET SLOW accidentally IN AEROSTAR in the pattern.
Once you have some time in her she warns you plenty early.

I spent 20k or a bit more last two years in a row I had mine…2019&20.
Masters aviation in Danbury Conn..great shop.
First year it was some catch up and expecting less the next year but still spent 20k.

When one analyzes the cost versus ability and freedom ALL of these airplanes are a bargain.

If piston is your choice You mentioned your family did not really need the extra room 421 has then I would be Aerostar hands down as long as you have a shop to work on it.

Speed needed then 700 with higher pressurization and aux fuel tank and higher gross weight and glass avionics and winglets. Winglets would be last on my list but still beneficial.

Extra ~25 knots not needed then 601P or 602P for better efficiency.

Mine was dialed in nice but without full glass avionics. I could not see spending the money after a bit when I was itching for a turbine.

Good input and comments. Thanks Paul for the numbers you posted. Decisions, decisions,....

On the maintenance side, Brad mentions "as long as you have a maintenance shop to work on it". I've seen this comment many many times in various threads, not only applicable to Aerostars, but other complex planes as well. Same for twin Cessnas, and likely MU2's too. I am based out of a remote small community in central Canada and there are no applicable specialty shops around, even in the larger city near us. Flying a plane 3-4 hours for maintenance doesn't work for me. My mechanic lives in the small community where I'm based and works on my aircraft in my hangar which I find very convenient, particularly when I want to assist which he welcomes. He's taken factory training on 421's and other twins, has worked on Saab 340's and King Airs and many helicopters / turbines. He's very meticulous and doesn't seemed bothered to work on anything I bring him.

In the event I went the Aerostar route, or any specialty aircraft for that matter, between his experience and being able to lean on the factory and possibly other people like AOA, etc., is this still a concern?

Garth

Garth,
You might try to get a hold of Hilgard Goosen. He also lives in your neck of the woods and owns 3 MU2s, including an F model he just bought from me. He takes them to Jet Air in Green Bay for maintenance. He is a member here. FWIW, in 5 1/2 years of MU2 ownership, the most I spent on maintenance in a year was $16K, most years it was ~$10K.

Jeff Axel
N54PC
N927SJ