How many hours since the nozzles were checked?

Read up on the Metro crash in Red Lake, Ontario. Engine failure traced back to bad nozzles IIRC. They reduced the overhaul interval in house after that.

Very interesting. I'll check but I believe about 400 hours.

Jim,

Not sure on the F model, but on the -10 planes (Solitaire/Marquise) you can see about a 10-15 kt variation in TAS based on OAT. Basically summer your TAS drops 10-15 kts, in winter, you get the speed.

WRT "Book speeds", my plane had tables for various OATs (relative to ISA) so that you could see what "book speed" was for a given altitude and temperature. I would expect your manual will have the same...and you'll see the huge difference temp makes in what you can get.

Best of luck with your new bird...you will love it!

Thanks Dave!
I'm really looking forward to it! If you're down south, look me up. I need a safety pilot for 35 hours!

Flew an N model for a couple of years. Actually a good airplane 260kts anything above FL200 and you have to step climb (didn't have -10s). You don't feel or hear it getting slow in the pattern so keep an eye on the AS. It stops great with REV. You'll never use brakes.
We had tip dumps which I liked, Great safety feature.
It is fun to fly and refuel if someone else does it :-)
I liked the real RADAR You'll like the speed.
Your IFR skills will crank up a notch with the speed in range on arrivals.
FOLLOW THE TRAINING PROGRAM TO THE LETTER EVEN AFTER TRAINING. IT WILL SAVE YOUR LIFE. iT IS A GREAT AIRPLANE BUT YOU HAVE TO FLY IT BY THE BOOK JUST LIKE A JET!
Watch out for the tip tank pressure when you open the cap, let it bled out before you turn the handle. Had one go 30 feet airborne when the lineman at LAX just flipped and turned the cap.
Unfortunately we had problems crop up-
Unfeathering pump failed after engine shutdown on SE training so I got a for real engine out landing unplanned.
Popped a side window at 22K and had to dump it down to 10K quickly (Make sure they are looked at with the proper "scope".)
Had 5 no flap landings over 6 months (worked on every time with no problems after testing but still failed in flight.) Actually does pretty good at 105 to 110 over the numbers no flap.
Blew a small brass bearing cage in the left engine necessitating a teardown.
Center tank boost pump failure.
You probably won't experience these issues. Maybe it was just me the airplane didn't like. You will like the plane however. Tough as a tanK

Cliff,

Ouch! None of those sound fun or cheap! Thanks for the PIREP. Looking forward to flying the plane!

Cliff,

Would you mind elaborating with dollar amounts?

Best,

its been a few years and I'd be hard pressed to give an accurate figure now
Suffice to say not fun.
BTW, you're supposed to notify your local FSDO that it is in their area and written notice of what approved maintenance program you will be following. You're now "multi=engine turbine" and you're in a whole new ball game for maintenance. Part 91 "options" do not apply.

Cliff,

Don't believe that is required for part 91. We did have to make a logbook entry referencing the maintenance program in effect at purchase and there were other things we had to notify the local FSDO about (utilizing the Icing AMOC, FCU AMOC, etc.) but the FSDO didn't care about what maint program the plane was under.

Other FSDO's may interpret this differently (we all know how much variation there is).

My experience was the same as Dave's.

A list of recurring issues and multiple failures is an uncommon scenario with the MU2. Dispatch rate on a well maintained Mitsubishi should be close to, if not 100%.

I've never heard of that requirement either.

James, did you buy an MU2?

Adam,

I have one under contract. Supposed to close next week after 100 hour is completed. They are putting the fuel nozzles back in tomorrow and then flying it Wednesday maybe.

When I was a line man, another line guy called me to help him...

>>>>and refuel if someone else does it :-)<<<

Lesson: Don't place the step ladder under the tip tank when you fuel...

(many years ago)

Granted that maybe our MU2 Mx experience was uncommon to the fleet even though we were sticklers to have it done right by some well known MU2 shops. Sometimes stuff happens. Our FSDO wanted the Mx program. Also as noted the other stuff like the AMOC etc.
Although my time in it was short I found it a fun airplane to fly. I would however recommend that any new MU2 driver really learn how to use the single engine climb chart. Learn it and use it for every takeoff so you realize just where you stand with plus or minus SE climb rate if you lose one after T/O.