BeechTalk - BT - Mitsubishi MU-2

Username Protected · **Posted:** 05 Jul 2016, 17:45

Stewart,

I drove a 700SS Aerostar for 4 years. Great plane, handles very well, climbed quick and even though it was very well maintained before I took it over, it still had many teething issues along the way. Flew mostly low 20's at 44gph, 230-240kts on average.

Since I'm new to the Solitare just purchased this spring, I'll let others with a track record weigh in on longer term operational costs, although I think James hit it well in his post. there are PLENTY of A* drivers who are now brothers in the MU2 community. What does that tell you?

So far I can say the MU2 is in a completely different class of transportation than the Aerostar was for me,- in light-years.

Best regards, Jerry

Username Protected · **Posted:** 05 Jul 2016, 18:10

I prefer not to know exactly how much it costs per hour, that way I can focus on enjoying flying without worrying about any given additional hour. That said, I have been flying mine for something like $100K per year for about 100 hours. That now includes hangars at two locations and some extra liability insurance, though a couple years ago I didn't have those but it was more biased toward fuel since fuel prices were higher.

I find it's more than the piston twin (I had a Cessna 340A previously) on a per hour basis, but perhaps not on a per mile basis. I have just found more trips are reasonable to go via GA, so I tend to fly more miles per year.

Username Protected · **Posted:** 05 Jul 2016, 18:14

I really love reading these Mits threads. I think it's the best turboprop twin out there. :btt:

Username Protected · **Posted:** 05 Jul 2016, 18:51

Username Protected wrote:

I don't qualify for having had the MU2 very long but here is what I can tell you. I have an F model that has about 1000 hours before TBO on each engine but 1400 and 1200 before HSI. To complicate things further, one of my engines is a 3600 hour TBO and the other is a 5400 TBO. On the 3600 hour engine, at 3600 I am required to do a GBI (gear box inspection) which will extend the TBO to 5400 hours. Some say that TBO on a twin turbine is required while others do not agree. I wont argue that point here but I will say that ALL inspections are required. I personally wouldn't overhaul an engine with a bunch of time remaining before the HSI was due. I have been told that the high end on a GBI is about $40k, low end $20k. Anyway I slice it I will incur large engine expenses in 10-12 years give or take. If something major breaks, it will be more sooner but that's a pretty slim possibility given the reliability of the turbines. It'll cost $100k per side in 10-12 years, maybe a bit more. I don't think an overhaul would ever be a financial consideration when you can swap an engine for one with a 1000 hours remaining or so for $75k installed which gives me another 10-12 years.
100 hour inspections are about $4k plus whatever is broken. I think $10k covers it easily.
Mine has 3 bladed props with no inspection required so $20k every 15 years maybe if that?
200 hour inspections are another $3k flat
600 hour inspections are another $4k flat

So....Numbers annually:

$20,000 (engine reserve)
$4100 Insurance
$9400 Hanger
$5000 Training
$10,000 MX avg.

Fuel is $3.50 x$ 65/hr. x 100 hours = ~ $23,000

Total = $71,500

Round up to $75k or $80k for stuff I left out and what your left with is:

Pressurization, AC, 260kts, FL200 - FL250 for 100 hours.
Lines up with everyone else estimate of $700-$800 per hour.

Here are the things that I have fixed on my plane so far this year.
Replaced wiper motor ($300)
Replaced auto climate controller ($500)
Repaired main door seal - no cost took about 30 minutes.

I have never owned a 421 or any other pressurized twin but its hard for me to imagine one could do it for much less. The MU2 is a tank. Its so robust its hard to explain. Just go sit in one and then go sit in anything else and you'll get it. Better yet, go fly in one through some turbulence. Its a blast to fly. Hope this helps. I'm sorry there are not more planes like mine out there and readily available for people wanting out of a Baron size plane.

I'm glad you chimed in. I seem to remember you had a meticulously maintained C55 so I expect you have budgeted similarly for your MU2. I appreciate the hard numbers.

What's your opinion of the air conditioning? I've heard some not-so-good things and the Houston area is a great test.

Username Protected · **Posted:** 05 Jul 2016, 18:57

I have no operational costs to share whatsoever, but I do have HSI estimates for my aircraft with -1 engines. Estimates are highlighted in yellow and are between $42K to 53K.

Username Protected · **Posted:** 05 Jul 2016, 20:31

Mu2 AC works fine once you get going, though a heat soaked plane on a hot day can be warm up front until lift off. Passengers have never complained though.

Username Protected · **Posted:** 05 Jul 2016, 20:44

Speaking of heat-soaked, I'm getting a lot of water droplets out of the right windshield lower vent when on full man-cold setting. Hadn't noticed this when the temps were in the 80's, but the a/c seems to do a good job all the time. Maybe its a Floridahumidity thing...

What am I doing wrong??

Username Protected · **Posted:** 05 Jul 2016, 21:05

Stewart,

Thanks for the kind words about the Baron. Just got a text from the new owner and he's really enjoying the plane. The MU2 is a different animal and I'm not sure I'll ever reach that pristine level with it as much as I would love to. I'm adjusting and tweaking things as I see them and when they come up, but honestly the damn thing just works. Knock on wood so far.

Cabin temps have never been an issue. Been comfortable every flight. I bump up the CLs slightly above taxi to cool the plane off on the ground when taxiing.

Jerry,
Mine spits ice chips or a drop of water occasionally too. Talked to Turbine Air and they said "it's working!" No way around that issue.

Does it work like the AC on my 2016 F150? No, but it's completely fine and way better than the AC I had on my last plane.

Username Protected · **Posted:** 05 Jul 2016, 22:30

Jerry,

Check the mink sock at the ACM outlet / cabin conditinioned air inlet; it might want to be cleaned. Usually any water spitting from the vents on our bird meant the sock wanted to be cleaned.

Regards,
Nigel

Username Protected · **Posted:** 05 Jul 2016, 22:36

Username Protected wrote:

I have no operational costs to share whatsoever, but I do have HSI estimates for my aircraft with -1 engines. Estimates are highlighted in yellow and are between $42K to 53K.

That's good info, Adam. I didn't realize the T wheels were life limited. I thought the point of the 'inspection' was to determine if they need to be replaced. The learning continues.

Username Protected · **Posted:** 05 Jul 2016, 22:58

Stewart,

The T-wheels on all models below the -10 are limited ( cycles / Condition; as they are manufactured as a blisk. The -10 and above can be rebladed and have a 12000 -24,000 cycle life .. Then have to be recertified.

Most of the earlier engines never make it to TBO with original T wheels.

Regards.
Nigel

Username Protected · **Posted:** 05 Jul 2016, 23:32

1st stage is always the one that gets beat up the most, and of course, is the most expensive. As the downstream dissipates energy, the later stages get less stress and cost less. There's also the stator vanes to consider - after each wheel there is a stator ring. If all T wheels are shot and all stator vanes, it's a pretty big expense.

Expect a brand new 1st stage T wheel to cost around $20K+. Used wheels can be had for less.

Username Protected · **Posted:** 06 Jul 2016, 10:33

Username Protected wrote:

Mu2 AC works fine once you get going, though a heat soaked plane on a hot day can be warm up front until lift off. Passengers have never complained though.

It can be a sweat box if the plane has been heat soaked outside. It isn't until you get the engines to 100% RPM before the AC really starts to work well, but then it does work pretty well.

Techniques to reduce this problem are to hangar until ready to go, use sun shields up front to block greenhouse effect, close curtains, leave door open while preflighting and loading to vent heat out, paint the plane a bright color, park with nose to the north, away from sun.

There are a tiny number of MU2s with electric AC. These can be run on GPU and pre cool the cabin. A friend has an F model with this feature and it is nice.

Mike C.

Username Protected · **Posted:** 06 Jul 2016, 10:36

Username Protected wrote:

Mine spits ice chips or a drop of water occasionally too. Talked to Turbine Air and they said "it's working!" No way around that issue.

Mine used to do that. The issue is the fit of the mink sock on the separator.

You can get yours fixed, too. It isn't supposed to do that. Next time you have it in the shop, have the mechanic check the separator and aspirator carefully.

Now I can fly into humid Florida and it doesn't spit water.

Mike C.

Username Protected · **Posted:** 06 Jul 2016, 22:19

Well, I started this thread over 3 years ago and have owned an MU2 almost 3 years. Everything I was told from within the MU2 community turned out to be true. Per NM, I think it is very close in ops costs to my C421. Maintenance is way less often. It just runs. My wife believes it costs less to run the MU2 than the C421 and she is far from a justifier. She also writes the checks.

Commit to training, flying and maintaining it like a pro and it will serve you very well!