Time for an update.

We finally got the F model back from the shop after its 100/200/600/1200-hour and ten-year inspection.

I have about 110 hours total in the MU-2—roughly half in the F model and the rest in our P model. I still have a HUGE grin on my face every time I fly either of these planes. They are simply incredible, and for anyone contemplating moving into a turboprop, I would HIGHLY recommend the MU-2.

After 100 hours, I am very comfortable in the plane and do not find it hard to fly at all. I mention this because I’ve read reports stating that the MU-2 is demanding to fly, which I now disagree with. I will readily admit, though, that I didn’t feel this way after 20–30 hours—at that point, it felt like drinking from a fire hose, and I wondered if I would ever tame the beast.

We did SimCom training last week, and I would strongly recommend it. It really built my confidence. There are many emergency scenarios that can be practiced quickly in the sim but would be difficult to replicate in the plane.

Back to the F model—it trues out around 260 knots, with a fuel flow of about 60 GPH in the low twenties.

Attached are some pictures:

Man it's hard to beat those steam gauges, somehow they just 'make sense'.
We spend crazy amounts of money on the latest glass whatever, but this panel is perfect.

Hilgard, which ASI do you trust, the right or left?

I trust the left, as the stall speeds on that side corresponded with book values. I would love to upgrade this to a glass panel, however in a plane of this value it does not make sense. I asked the shop to install two GI 275's during the annual, but they could not fit me in. Since it has to be Class III that would probably be $15K for the equipment alone, not sure it's worth it since this panel is indeed fully functional.

I will admit though that the glass panel on our other MU2 is very nice, it certainly provides much better situational awareness. But I saw a quote though for a panel like that - 250K. Ouch!

Hilgard

I love these threads. Hilgard, thanks for following up. It provides really good feedback to how a particular mission is fulfilled.

Now I’m just waiting for an F model to hit the market! Ha

Be warned, it's a serious addiction!

Once you buy an MU2 you will spend every waking and sleeping moment, thinking, dreaming, scheming, planning, excusing and justifying reasons to go and fly it.

Hilgard

Once you get used to an MU2, all other planes pale in comparison. It is just such a beast, it just take a bit to learn how to take it.

This last year I have moved from bonanzas and barons to an Aerostar 601B and recently purchased a Super 700.

Reading this whole thread I really want to move to a MU2. I feel like I could possibly break even.

Just the amount of money I spend on oil, oil changes, and chasing small issues. It seems there is always something.

With the older MU2 is there still a running squawk list?

Is the 100 and 200 hour inspection mandatory? How long does it take? I currently fly 300 hours a year and would hate to have 3 mini annuals.

Congrats btw!

The plane is great and usually can make it from inspection to inspection without having to screw with much. The inspections are mandatory..I flew a lot of hours and I got sick of flying to Tulsa for inspections. Living in Tennessee will help your cause with maintenance options. There are some guys that are good and cheap but take a while to do the inspection and there are others that are good and fast but expensive. The service centers can get you in on a Monday and out on a Friday…at a cost.

I am 4 1/2 years into MU2 ownership. My plane has had only one unscheduled maintenance event during that time, took a day and a half to fix. Other than that, it has only seen the shop for scheduled maintenance. Inspections are mandatory unfortunately, but 100/200 inspections take a week and have averaged around $11K, the 600hr takes 2-3 weeks and the last one was $16K. Since you are in Tennessee you have good choices close by. Chuck Walton in Dickson has been my choice, but the service center in Aiken SC is good as well. For my old F model Chuck is good because he has lots of serviceable parts for them although I haven't needed to take advantage of that. I am not sure how much longer Chuck will be working though, so that could be a factor. He is a wealth of MU2 knowledge. Turbines are simply in another class than pistons, they are usually working airplanes and designed for good dispatch reliability. The MU2 is especially good in this regard because it was designed to be a turboprop from the outset, not a piston plane modified to be a turboprop. For example, you can remove an engine from an MU2 in about an hour, something that took a week for my P210. My guess is you will break even, or better with an MU2 vs an Aerostar, and you will have a better more capable plane for your money. Quite a few MU2 owners moved up from Aerostars for this very reason.

will all of the short-body -10 conversions do 300+ knots?

Yes

Moved from an Aerostar to a MU2 K model & flew it for 10 years . You won't regret the move.

As you can see from the attachment, we’ve been flying this Mootoo a lot! Honestly, I can say there haven't been any new squawks since we bought it. It's a 60-year-old plane, though, and it hadn’t seen much love before we picked it up. It needed some fixing—but compared to my 421, it’s in a different class when it comes to maintenance issues popping up after almost every flight.

Our second MU-2 was maintained at a factory service center and has only had one minor squawk: the right landing gear "down" light wouldn’t come on due to a dirty contact, which just needed cleaning. It’s flown about 60 hours since I bought it in January and has been great.

You’ve got two very good MU-2 shops near you in Tennessee, as well as a Garrett engine shop. Support is always a major consideration and in your case this would be a great asset.

As with all planes, buy the best MU-2 you can afford—and you’ll never look back.

Hilgard

We got rid of the oxidized paint, not bad for a 55+ year paint:
Attached is some before and after pictures.