AOPA Turbine Pilot Magazine - May 2011 - T-11

(the servo tabs on the flaps that work like ailerons) to trim away the spoiler input. A spoiler raised on the wing of the operating engine doesn’t help your climb rate. Testing verified that it reduces single-engine climb by about 50 fpm. Once cleaned up, a fully loaded MU–2 can expect to climb 500 fpm on one engine. Support For an airplane that’s been out of production for 26 years, MU–2 owners are treated to fantastic factory support. Responders to Aviation International News’ survey of support have ranked Mitsubishi tops in its category for the past eight years. And Mitsubishi’s assistance doesn’t end in the maintenance shop. Mitsubishi, SimCom, and Honeywell host the free Pilot’s Review of Proficiency (PROP), a two-day safety seminar held in various locations around the country. Intercontinental Jet in Tulsa, Oklahoma, is a Mitsubishi authorized service center and holder of the Dash-10 engineconversion STC. Turbine Air Services provides support to MU–2 owners and operators and, in concert with the FAA and other MU–2 training facilities, was a player in establishing the common flight training manual and checklists that are required per SFAR 108. Why MU–2? For operating economy, you can’t beat an MU–2. To cruise at 300 KTAS on 70 gph, use almost any airstrip, and enjoy a spacious cabin with room for up to 11, you’d think you have to spend more than $1 million. When you consider block-toblock times, the MU–2 is essentially as fast as a jet on trips of 400 nm or less. The MU–2 can compete with the efficiency of cabin-class piston twins. On an 800-mile trip, the MU–2 will arrive about an hour earlier and will have burned 200 gallons of Jet-A, compared to about 150 gallons of 100LL. Compare the Honeywell engines’ TBO of 5,400 hours to a maximum of 2,000 for a highpowered piston engine and things really begin to even out. Finally, the MU–2 is dimensionally about the same size as cabin-class piston twins, allowing it to fit in large T-hangars. Insurance-wise, MU–2 owners will find reasonable premiums following completion of any of the programs that meet the mandatory training requirement of SFAR 108. Since hull values are low, premiums are often in line with any
AOPA PILOT • T–11 • MAY 2011

other airplane in this class—or lower. Over the 11 years Burton has owned his airplane, premiums have ranged from $10,000 to $26,000 a year. The MU–2 won’t win any beauty contests, but its solid build and impressive performance allow its owners to find its inner beauty. The controversy over the type is largely undeserved. After several official reviews of the design’s performance, handling, systems, and training, it has come out largely unscathed. It’s a unique

airplane that rewards precise flying and awareness of its design characteristics. We can see how pilots stepping up from a forgiving light twin or complex single can get themselves in trouble with an MU–2, but with the training requirements and loyal support, any pilot respectful of the type should be comfortable in 50 hours or so. Pete Bedell is a first officer for a major airline and co-owner of a Cessna 172 and Beechcraft Baron.

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AOPA Turbine Pilot Magazine - May 2011

Table of Contents for the Digital Edition of AOPA Turbine Pilot Magazine - May 2011