The ad says it's a B model. ??

Yeah, it's not. It's an F model. Here's the confusion. The original MU-2 was the MU-2A. That plane had different engines (TurboMecas vice Garretts) and did NOT have tip tanks. MU-2A never went into production, it was just the prototype. The production model was the MU-2B, with Garretts and tip tanks.

The first ones built were the MU-2B-10 (called the "B" model) in 1967. S/Ns 6-38
In 1968, they rolled out the MU-2B-15 (called the "D" model) S/Ns 101-119.
In 1969 they rolled out the MU-2B-20 (F Model) which was produced until 1972. Biggest difference was they went from a TPE-331-25AA to a TPE-331-1-151A increasing SHP from 575 to 665. All of these were short body airplanes.

So ALL MU-2s (long or short body) are MU-2Bs with the part coming after the "2B" being the specific model. The letter designations continued climbing up until the final two models which didn't get a letter...The MU-2B-40 was the final short body model and called a Solitaire, the MU-2B-60 was the final long body model and called a Marquise.

I know forums hate tables, but here's a rough listing of models

Short bodies:
MU-2B-10 - B Model - 1967
MU-2B-15 - D Model - 1968
MU-2B-20 - F Model - 1968-1972
MU-2B-25 - K Model - 1972-1974
MU-2B-26 - M Model - 1975-1976
MU-2B-26A - P Model - 1977-1978
MU-2B-40 - Solitaire - 1979-1985

Long bodies:
MU-2B-30 - G Model - 1970-1971
MU-2B-35 - J Model - 1972-1974
MU-2B-36 - L Model - 1975-1976
MU-2B-36A - N Model - 1977-1978
MU-2B-60 - Marquise - 1979-1985

Basically the given short and long body equivalents in the same years were identical except the fuselage and engine rating (short bodies had a greater derating due to the shorter distance to the tail, shorter arm to counter engine out).

B,D models had -25AA engines (575 SHP)
F, G Models had -1-151A engines (665 SHP)
K, M, J and L models had -6-251M engines (665 SHP)
P and N models had -5-251M or -5-252M engines (665 SHP in the short body, 715 in the long)
Solitaire and Marquise had -10-511M engines (665 SHP in the short, 715 in the long but the -10s are derated 1000 SHP engines so they temp out at a much higher altitude). Solitaire and Marquise also had the single piece wing and additional fuel capacity.

Probably a longer answer than you wanted but hope it helped....

David - how do we know it doesn't have the 25AA engine? Isn't that a 2000hr TBO engine with no HSI?

In any case, if it has Century engines, just the 151A engines would be worth about $30/hr. And since they have roughly 3800-4000hrs left on them, the engines alone are worth around $200-240K. Add the G600 system and just right now this plane could probably be parted out for same money.

I say it's a great deal.

It is the straight – one engines. No super one conversion.

I looked at this one hard. I found one cheaper with less airframe time and over 1200 hours until HSI on both engines. It was a trade off but in the end I decided on less pretty and no G600 for more time before any major inspections. This is a good buy but at 225-250 it'd be a great buy.

If this plane is in good shape, it's a steal! Great avionics and low time engines. Yes it will need a 7500 hr inspection and a hot soon, so what. The hot on a low time engine should not be bad. This plane will give someone a relatively inexpensive to operate 260-270 kt plane.

Also, at $275k it's dirt cheap. The market has greatly improved on MU2s. A cheap Solitaire will cost over $400k.

Slightly on (off) topic.....

How does one get from a flying a complex single (and having a low hour twin rating) to flying one of these without doing it for a living as in having had someone else, military or otherwise pay for the upbringing ?
I would imagine the insurance/self insure answer will be different. It might cost so much in insurance that self insure or at least no airframe coverage would be the only way.
Assume a prospect did not have buckets of $$$ where any expense is fine. I'm not talking about aircraft maintenance etc, only pilot stuff, being legal etc.

I do have some twin time, but not a lot compared to corporate guys etc. I have almost zero turbine time. I was shocked when liability came back at $1385/year for my new Turbo Commander. Thought it would be a lot more than that. So, I'll fly it like that for a year or so, then up the premium and maybe add hull. So that's one way to do it if you don't mind the slightly higher initial risk.

I transitioned from a Cessna T210 to an MU2. My MU2 was my first pressurized, first twin, first turbine, first known ice, first cabin class airplane. I have 10 hours of piston multi time, all in a Seminole at ATP to get my ME rating.


You would be surprised. I was insured from day one on a $600K hull. The insurance market is WAY more friendly to transitioning pilots than it was say 10+ years ago.

My insurance in 2008 was $15K including full hull coverage. They required 30 hours mentoring time. Do NOT ask for an insurance quote now, that starts your file at the underwriters. You want to improve your credentials first.

Here was my plan:

1. Get ME rating. I did ATP in 2 days.

2. Fly copilot on as many MU2s as I can. I found a number of folks who were doing day trips and I became the "human autopilot". Log this time as PIC.

3. I found an MU2 to rent and an instructor to give me the SFAR training in it while doing literally a cross country flight.

4. Found an airplane to buy, THEN quoted my insurance. By this time, I had passed the SFAR and had ~40 hours in type.

5. Bought my plane, did another SFAR initial. 15 more hours in type.

6. Did my 30 hours mentoring. Ended up about 90 hours in type when I soloed (which was an IMC day with icing, no less).

Now there is a complication with the above plan. The SFAR, being stupid, requires 100 hours ME time before ACTING as PIC in an MU2. It also prohibits manipulating the controls if not SFAR qualified (even if ME rated). The net upshot is that the human autopilot option is hard to do now.

That being said, I'd get my ME rating, find an airplane, buy and insure it, and then train and fly with a mentor until you get the 100 hours. I was at 90 hours in type, so not particularly less. This means that for the first year or so, you have a copilot along to help you. After that year, you can go solo. All told, your first 100 hours might cost $150/hr more than the rest, but this is a one time startup cost.

Many times you can find an MU2 pilot who is willing to be copilot for free. I had a mentor pilot like that, and a paid one when needed.

Mike C.

Thanks Mike
Great info (even though it doesn't have a chute )
More related questions but I don't need to turn the thread. I may start another.

Tony
If you are serious about moving up to an MU2, there are several MU2 owners in the Atlanta area. You may want to contact Dr. Alan Kozarsky, I think he flies out of Cartersville, VPC. www.atlantaame.com

Then you should attend PROP, a conference and safety seminar for the MU2 held every 2 years.

They are coming up in mere weeks at three locations and dates:

http://turbineair.com/prop-2016/

I will be attending the Cincinnati one as well as the weather radar course prior to it.

Attendance is free, entire program is paid for my Mitsubishi. It is one of the best operator conferences there is.

Mike C.

Thanks guys,
I started another thread.

viewtopic.php?f=7&t=120140&p=1618135#p1618135

I transitioned from a Malibu to an mu2 recently. All my twin time was specific to meeting sfar requirements. Sent you a PM with details.

Bottom line is, get a turbine. It's amazing and you can always make more money to pay for it. And specifically, look hard at mu2s. Trust people who own them. Every post from an owner I have read is spot on. The majority of posts from people who do not own seem disconnected from my experiences in the plane.

The build quality of the mu2 is so high, I wouldn't hesitate to own one of the vintage this post is about.

Ohhh, based on a little reading, this MU2 and some others were assembled and painted by Mooney. That MUST be some kind of sign LOL