Awesome, Hilgard! Congrats!

How noisy is the MU2 during cruise?

louder than a 340? (that felt pretty loud).

anybody measure it?

This was one of the biggest surprises when I got my MU2, how not loud it is inside. I was expecting a much louder plane inside based on how loud it is outside on the ground. I can't compare it to many other planes, but it is quieter than a P337 inside. I am told that the front seats are the loudest, but folks in back often don't use headsets. The prop speed on the F model is ~2000rpm, so faster than a 421, plus you are going faster than a 421 so my guess is that it will be louder inside than a 421. I do use noise cancelling headsets and have them available for 3 of the back seats for when I have passengers.

Jeff Axel
N228WP

I measured my MU 2 (Solitaire - 4 blade model) once at 85-88 db in the cockpit using the NIOSH app on iPhone. App didn’t exist when I owned a 340 so I don’t really know, but I believe 340 was a bit louder but not a lot. FWIW, Piaggio cockpit, which is very quiet, measures between 72-75 db depending on altitude.

So MU2 was not super quiet inside, but I never felt it was loud. My pax used. (Bose X) headphones, but a few people didn’t mind taking them off at least for some stretches.

Exterior noise on the ground is a different thing, but doesn’t really affect interior noise.

Big difference between the cockpit and the back seats in my rig. The cockpit is pretty loud with prop noise/air vents etc. Bose A20 does the trick. You do not need a headset on the back couch....crazy how different it is in the back. Who knows if those Db contraptions are calibrated but it looks like 80-85db when my buddy checked. Mine is probably a little quieter than an F model since it is a Solitaire with 4 blade props....Marquise with MT props should be even quieter...I will let someone else chime in on that.

About 7-8 years ago, I tried and failed to import an MU2 into Canada.

I had successfully imported a P210 15 years ago, and typically, the process is straightforward if the airframe is unmodified. However, any modifications or STCs need approval from Transport Canada (TC).

Most US STCs on US-built airplanes are accepted, but TC considers the MU2 a foreign aircraft because the original MU2s had a Japanese Type Certificate. This changed later, I believe from the P model onward, which were built under what TC considered a US Type Certificate.

On a 40-50-year-old airframe, there were several STCs, especially for updated avionics, including a G600. A major issue was the M4D autopilot; the original type certificate included a different autopilot, and Mitsubishi added the M4D through a US STC. However, Transport Canada would not accept this. I was told I would need to go through an STC familiarization process, which I proceeded to do.

After many months of emails, obtaining additional documentation, and drawings from MHI, the STCs were rejected. Essentially, I would have had to develop my own Canadian STC for the M4D autopilot. And remove certain radios, even though they were old Collins radios.

If you’re interested, I’ve attached the rejection letter from Transport Canada that highlights a few of the challenges of that ordeal.

Additionally, at that time, only one Canadian insurer would cover me, but they required 100 hours dual. The SFAR was also not accepted, meaning I would have had to work with a flight school to develop a type certificate type training.

Lastly, the 604 regulations required the equivalent of a commercial operating certificate to operate a twin turboprop in Canada.

I also inquired about Canadian registered MU2s, as there were about 12-14 on the register at that time. None were privately registered though; all of them operated under a commercial certificate. When I reached out to the one operator in Manitoba to ask if I could fly right seat in an MU2 to build time, they wanted me to have an ATP instead of my commercial license. I never got a clear answer on how they got their M4Ds accepted by TC. They were simply not interested in helping.

In the end, I gave up

Hilgard

And thanks for your emails, info and taking my call!

Hilgard

About 7-8 years ago, I tried and failed to import an MU2 into Canada.

I had successfully imported a P210 15 years ago, and typically, the process is straightforward if the airframe is unmodified. However, any modifications or STCs need approval from Transport Canada (TC).

Most US STCs on US-built airplanes are accepted, but TC considers the MU2 a foreign aircraft because the original MU2s had a Japanese Type Certificate. This changed later, I believe from the P model onward, which were built under what TC considered a US Type Certificate.

On a 40-50-year-old airframe, there were several STCs, especially for updated avionics, including a G600. A major issue was the M4D autopilot; the original type certificate included a different autopilot, and Mitsubishi added the M4D through a US STC. However, Transport Canada would not accept this. I was told I would need to go through an STC familiarization process, which I proceeded to do.

After many months of emails, obtaining additional documentation, and drawings from MHI, the STCs were rejected. Essentially, I would have had to develop my own Canadian STC for the M4D autopilot. And remove certain radios, even though they were old Collins radios.

If you’re interested, I’ve attached the rejection letter from Transport Canada that highlights a few of the challenges of that ordeal.

Additionally, at that time, only one Canadian insurer would cover me, but they required 100 hours dual. The SFAR was also not accepted, meaning I would have had to work with a flight school to develop a type certificate type training.

Lastly, the 604 regulations required the equivalent of a commercial operating certificate to operate a twin turboprop in Canada.

I also inquired about Canadian registered MU2s, as there were about 12-14 on the register at that time. None were privately registered though; all of them operated under a commercial certificate. When I reached out to the one operator in Manitoba to ask if I could fly right seat in an MU2 to build time, they wanted me to have an ATP instead of my commercial license. I never got a clear answer on how they got their M4Ds accepted by TC. They were simply not interested in helping.

In the end, I gave up

Hilgard

Congrats.

Looking for a MU2 magic carpet ride myself, my wife is wanting a jet but I like the efficiency of the MU2.

When you get it up to Ponoka I would like to come and let my wife sit in it to show her the size isn’t too small. We are just south of Calgary

Cheers

Absolutely, you are welcome to stop by anytime! I plan on bringing it to CEH3 in the next 2-3 months. I am doing training in August, thereafter the 600 hour inspection is due in September.

Hilgard

How does an MU-2 compare to a Twin Cessna (340,414)?

It is a lot faster.
It climbs faster and higher.
It is a lot more robust and reliable.
Things happen a bit faster so training is important ( and mandated).
It will probably cost more but not a ton more.

Overall I was super happy with my move from the 340 to the Solitaire.

It doesn't. It is a different class of plane. Your question is similar to comparing a Piper Malibu to a Meridian, both single engine prop planes, but in a totally different class in my opinion. Turbines are just much better planes than pistons, more reliable engines, better systems, better performance, more capable. In the case of the MU2, it was designed from the outset to be a turboprop and this is apparent when you see one and how it is built, as opposed to a piston design adapted to turbine power. Single engine performance is in a whole different league on any twin turboprop compared to a piston twin as well. I didn't appreciate these differences until I flew the MU2, it really is a much more capable and reliable plane than any piston twin. Go fly one and it will be apparent. Re read what Jon said above too, he owned both.

Jeff Axel
N228WP

Absolutely, you are welcome to stop by anytime! I plan on bringing it to CEH3 in the next 2-3 months. I am doing training in August, thereafter the 600 hour inspection is due in September.

Hilgard

It is a lot faster.
It climbs faster and higher.
It is a lot more robust and reliable.
Things happen a bit faster so training is important ( and mandated).
It will probably cost more but not a ton more.

Overall I was super happy with my move from the 340 to the Solitaire.