I know you asked specifically about the MU-2 (great planes) so forgive me, but you did say your buddy wantd to get a twin that can handle his airfield, so I thought I'd just mention the Turbo Commanders. Not trying to dissuade if he's got his eyes set on a MU-2. Everything a MU-2 can do a Turbo Commander can also do. Gravel, grass, short takeoff.

Look under Aircraft Models - Turbo Models and you'll get all the performance data. You'll see that a 690 will do about 2200ft - that's at max gross, no flaps. With less payload, and with flaps, you're looking at a lot less.


http://twincommander.org/aircraft-models/turbo/model-690a/

Well, except:

Land as short.
Takeoff as short.
Fly as slow.
Fly as fast.
Fit in a smaller hangar.
Not visit the mechanic as often.

Otherwise, pretty similar. :-)

In reality, I (and Commander pilots) don't routinely operate anywhere near the edges of the envelope, so both of them carry you from nice long paved runway to another nice long paved runway most of the time.

Mike C.

Well, except:

Land as short.
Takeoff as short.
Fly as slow.
Fly as fast.
Fit in a smaller hangar.
Not visit the mechanic as often.

Otherwise, pretty similar. :-)

In reality, I (and Commander pilots) don't routinely operate anywhere near the edges of the envelope, so both of them carry you from nice long paved runway to another nice long paved runway most of the time

Mike C.

Well, except:

Land as short.
Takeoff as short.
Fly as slow.
Fly as fast.
Fit in a smaller hangar.
Not visit the mechanic as often.

Otherwise, pretty similar. :-)

In reality, I (and Commander pilots) don't routinely operate anywhere near the edges of the envelope, so both of them carry you from nice long paved runway to another nice long paved runway most of the time.

Mike C.

In the MU-2 you don't do anything ground related without flaps. But... why does that matter? It's just using the airplane as designed, if the Commander doesn't need flaps it's because it was designed differently.

Oh, BTW, the MU-2M (at least Mike's) will do about 320 ktas. Mike does have -10 engines.

I removed that comment because I'm unsure if the later models did publish a flap t/o performance chart. I only know my POH doesn't.

The -10's are an upgrade though. But I'll concede this point. The fastest Commander do about 300kts. Listen - I like the MU-2's! I would have gotten one had I not found this one to slum around in for chump change!

Commander 690 is 384 usable, MU2 M is 366, so a wash since the MU2 goes a touch faster.

My full fuel range is 1200 nm with 1 hour reserve.


The MU2 does pretty well, but the Commander lower wing loading probably wins this one, though I'd like to see an OEI climb chart to be sure.


MU2s can be upgraded to G600 and this is fairly common these days. There is no G950, G1000 style option.


True. I've had no trouble keeping my M4D running, but having access to a modern autopilot would be a nice touch. Maybe someday.


No option for an MU2. The MU2 wing is not too good above FL280 due to high loading, so not much benefit to RVSM regardless. Only the very latest models were certified over FL280, so not much market pull for RVSM. Not clear the hassle for RVSM is worth it for the Commanders for a seemingly small benefit.


Yes they are! They represent some of the best values in personal transport right now with the low cost TPE331 engines, high efficiency, and high speed.

Mike C.

What is the distance from the nose of a short-body MU2 to the trailing edge of the tip tank?

aka - Can I fit this thing fit in my hangar

:hide:

Commander 690 is 384 usable, MU2 M is 366, so a wash since the MU2 goes a touch faster.

My full fuel range is 1200 nm with 1 hour reserve.


The MU2 does pretty well, but the Commander lower wing loading probably wins this one, though I'd like to see an OEI climb chart to be sure.


MU2s can be upgraded to G600 and this is fairly common these days. There is no G950, G1000 style option.


True. I've had no trouble keeping my M4D running, but having access to a modern autopilot would be a nice touch. Maybe someday.


No option for an MU2. The MU2 wing is not too good above FL280 due to high loading, so not much benefit to RVSM regardless. Only the very latest models were certified over FL280, so not much market pull for RVSM. Not clear the hassle for RVSM is worth it for the Commanders for a seemingly small benefit.


Yes they are! They represent some of the best values in personal transport right now with the low cost TPE331 engines, high efficiency, and high speed.

Mike C.

Searching for my "dimensions" sheet I made before we bought a short body.
We figured out a 690 wouldn't fit in a big municipal hangar due to nose / flaps distance.
The Mu2 can taxi-in the same hangar and turn around...(it actually can't but the story is better in the long-tooth form). I made a sheet comparing the 2 planes with those dimensions and then lost it.

My brain ponders the actual TBO-TBO cost of Pt6 vs 331 and part of me bets they are probably close. One must factor in the $30k in SOAP samples of a 331, the 2 hots and a gearbox inspection (or the 1 hot & gearbox for -10). I've heard multiple cases of $10k PT6 hots. But this off topic discussion is for another day and Mike C is probably going to rip me a new one for even standing near a keyboard with an internet connection..

20 feet. I think it's actually 19' 9", maybe 19' 10", but many have a trailing static wick there anyway. If you are really down to that last inch, you can get a soft/flexible static wick instead of a stiff one, I suppose.

If you have 20' in the wing box of a T hangar, you can make it work. All other dimensions are easy, wingspan 39' 2", length 33' 3", height 12' 11".

The Ag guys say the save $400K over the lifetime on a TPE vs a PT6. It's a big difference these days. Probably wasn't always like that but since PT6 became the only kid in town, they take you to the cleaners.

SOAP applies to PT6. The TPE331 SOAP kit includes the filter and seals.

The -10 engine has 5000 TBO, 2500 HSI, and *NO* gear box. Well kept engine HSI is about $35K, overhaul is $220K. Net result is 5000 hours for $250K, $50/hour.

When on an engine program, intervals increase to 7000 TBO, 3500 HSI. Exactly how the engine knows to last longer if you sign checks is beyond me.

The TPE331 saves 20% fuel for the same power over a PT6. That's an extra 8 GPH per engine, or $28/hour which pays for most of the HSI and overhaul.

Mike C.