Aircraft model
MITSUBISHI MU-2B-60
Everything here is true of every aircraft of the type, not of any one aircraft.
The Mitsubishi MU-2B-60 Marquise is the final and best-developed MU-2: a pressurised turboprop twin that cruises at 300 knots on Garrett TPE331s, which is faster than a King Air 200 for less money than almost anything comparable. It is also the most misunderstood aeroplane in general aviation.
It has no ailerons — roll is by spoilers — full-span flaps, a small high-loaded wing and handling that is entirely conventional once learned and entirely unlike anything else until then. A poor accident record in the 1980s, driven largely by pilots transitioning without proper training, led the FAA to impose SFAR 108: a mandatory, specific training and currency programme that anyone acting as pilot in command must complete, regardless of ratings. With that training the type's safety record is good. Without it, do not buy one.
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Put MITSUBISHI MU-2B-60 side by side with up to two other models.
- MITSUBISHI MU-2B-60
What it is
| Seats | 9 |
|---|---|
| Landing gear | tricycle |
| Engines | 2 |
| Engine | Garrett TPE331-10 |
| Horsepower | 727 hp |
| Fuel | JetA |
| Certification basis | FAR23 |
| Production start | 1979 |
| Production end | 1986 |
| Endorsements required | complex;high-performance;multi-engine;pressurized/high-altitude |
Performance
| Cruise speed | 300 KTAS |
|---|---|
| Range | 1,500 nm |
| Service ceiling | 29,000 ft |
| Climb rate | 2,300 ft/min |
| Stall speed (Vso) | 82 KCAS |
| Takeoff over 50 ft | — |
| Landing over 50 ft | — |
Load and fuel
| Seats | 9 |
|---|---|
| Useful load | 4,375 lb |
| Full-fuel payload | 1,802 lb |
| Max takeoff weight | 11,575 lb |
| Empty weight | 7,200 lb |
| Usable fuel | 384 gal |
| Fuel burn at cruise | 92 gal/h |
Cost of ownership
| Price, low | $450,000 |
|---|---|
| Price, high | $750,000 |
| Prices as of | 2026 |
| Engine TBO | 5,400 h |
| Overhaul cost, low | $300,000 |
| Overhaul cost, high | $450,000 |
The fleet and its record
| Registered, all time | 141 |
|---|---|
| Active fleet | 50 |
| Median year built | 1981.0 |
| NTSB events, last 10 years | 4 |
| Fatal events, last 10 years | 3 |
| Events per 1,000 active, last 10 years | 80 · thin base (low)1 |
| Personal-flying events per 1,000 active | 60 · thin base (low)2 |
| Ownership transfers, last 24 months | 15 |
| Transfers per 100 active | 30 · thin base (low)3 |
| Airworthiness directives | 15 |
| Directives, last 5 years | 0 |
| Rate confidence | low |
- Events per 1,000 active, last 10 years: per 1,000 active aircraft · base 50 active.
- Personal-flying events per 1,000 active: per 1,000 active aircraft · base 50 active.
- Transfers per 100 active: per 100 active aircraft · base 50 active.
Peer scores6
| Peer class | Fixed wing multi-engine, turbo-prop, 2 engines, 7+ seats |
|---|---|
| Accident record | —1 |
| Severity | —2 |
| Access | 4.3 of 103 |
| Support | 4.9 of 104 |
| Liquidity | 9.5 of 105 |
- Accident record: class median 12.71 · 22 models in class.
- Severity: class median 29.17.
- Access: class median 7,501.5.
- Support: class median 51.
- Liquidity: class median 24.79.
- Each of the five categories places the model within its peer class, from 0 (the worst of the class) to 10 (the best): a position among comparable models, not a grade. The overall score is the sum of the categories shown that are scored, out of 10 for each (50 when all five are); it is given only when at least 4 of the five are scored, and it can be set against another model's only when both are in the same peer class and scored on the same categories.