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How to Buy a Mitsubishi MU-2 / Marquise / Solitaire: Buyer's Guide
A fast, efficient twin turboprop with strong Garrett engines and a demanding reputation, rewarding for trained pilots and unforgiving for casual ones.
Updated October 2026 · Market data from 12 live fyiAero listings, the FAA registry and NTSB records
Overview
The Mitsubishi MU-2 is a high-wing, pressurized twin turboprop powered by Garrett (now Honeywell) TPE331 engines. It was designed in Japan in the 1960s, and most US-market airplanes were assembled in Texas. It was built to go fast on a small wing. Full-span double-slotted flaps and spoilers for roll control, instead of conventional ailerons, give it near-jet cruise speeds with reasonable approach speeds. Owners love it for speed per dollar. It earns its reputation only when flown exactly by the book.
The family splits into short-body and long-body airplanes. The final short-body version was the Solitaire, and the final long-body version was the Marquise. Most of the market sits in the late 1970s and early 1980s. Right now fyiAero shows 12 MU-2s for sale, from a 1970 model to a 1981, with asking prices from $105,500 to $849,000 and a median of $575,000. Marquise listings are the most common. The rest are a scattering of letter-model airplanes (B, J, K, N, P) and one Solitaire.
The FAA registry shows 176 MU-2s on the US register, so this is a small, tight-knit market. Good airplanes are often sold through owner networks and specialist shops before they are widely advertised. Expect to travel for a pre-buy. Expect to pay attention to logbook history as much as to paint and panel.
Who it's for. The MU-2 suits an owner-pilot or small company flying 300 to 1,000 nm trips who wants turboprop speed and pressurization at a lower purchase price than a King Air or Conquest. It is not a step-up airplane for a low-time multi pilot. Every pilot who acts as pilot in command must complete the FAA's MU-2-specific training program under SFAR 108, with initial and recurrent training, and must fly with the standardized checklist. Insurers will typically want meaningful multi-engine and turbine time, completed SFAR training through a recognized MU-2 training provider, and sometimes mentor time. Low-time or turbine-transition pilots should get quotes before making an offer. Pilots who take training seriously and fly regularly tend to love the airplane. Infrequent flyers who let currency slip are the ones it bites.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| Early MU-2A/B and short-body MU-2D, F, K, P | 1965-1977 | The original short fuselage, progressively upgraded with more powerful TPE331 variants, better systems and higher weights. Early examples like the 1970 airplane listed on fyiAero at $105,500 sit at the bottom of the market, and engine version and maintenance status drive value more than year. |
| Long-body MU-2G, J, L, M, N | 1970-1978 | A stretched cabin added seating and baggage space at the cost of some speed and runway performance. These are the value entry into a roomier MU-2, and they price below the Marquise depending on engine model and avionics. |
| Solitaire (short body, final version) | 1978-1986 | The last short-body airplane, with upgraded TPE331-10 series engines, four-blade props and refined systems. It is the fastest and most sought-after short body, and it commands premium money for a smaller cabin. |
| Marquise (long body, final version) | 1978-1986 | The last long-body airplane, with the upgraded engines and four-blade props of the Solitaire paired with the larger cabin. It is the most common MU-2 on the market. Late Marquise and Solitaire airplanes account for the top of the price range, such as the 1980 examples averaging $822,000 on fyiAero. |
What a Mitsubishi MU-2 / Marquise / Solitaire costs to buy
11 priced listings on fyiAero right now ask between $105,500 and $849,000, with a median of $575,000 and a median of 6,506 hours total time. Against fyiEstimate, 3 are priced below estimate, 0 within range and 2 above.
- Model and engine configuration matter more than year. On fyiAero the 1974 listings average $317,000 while a 1973 asks about $596,000, because engine version, time remaining and avionics outweigh a year or two of age.
- Don't be scared off by high airframe hours. Listings with over 5,000 hours show a median of $575,000 versus $340,250 for 3,000 to 5,000 hours, largely because the high-time group is mostly later Marquise and Solitaire airplanes.
- Price the engines first. Time since overhaul, hot section status, and whether the engines are on a factory or shop maintenance program can swing a deal by a large share of the asking price.
- With a median airframe time of 6,506 hours across current listings, these airplanes have worked for a living. Complete, continuous logbooks are worth paying for, and missing records should push the price down hard.
- The market is thin, with 12 listed against a registered fleet of 176. Talk to MU-2 specialist shops and owner groups, because good airplanes often trade quietly.
- Budget for SFAR training, recurrent training and a realistic insurance premium before you settle on a price. For many buyers those costs decide whether the airplane makes sense at all.
Average asking price by model year
Median asking price by airframe time
| 3,000–5,000 hrs | $340,250 | 2 listings |
| 5,000+ hrs | $575,000 | 9 listings |
Pre-buy inspection checklist
Have a shop that knows the type do the pre-buy, and ask them to research every applicable AD and service bulletin. Pay particular attention to:
- TPE331 engine records, trend data and borescope. Hot section and overhaul status are the biggest dollar items. Review trend monitoring, have a borescope done, and confirm which engine model and conversions are installed.
- Propellers, governors and start locks. The TPE331 relies on correct start lock and prop pitch function. Check prop overhaul status, governor condition and any feathering or unfeathering complaints.
- Negative torque sensing and engine control systems. Correct function of NTS, the fuel control and temperature limiting is critical to safe engine-out handling and must be verified functionally, not just signed off.
- Spoiler roll-control system. The MU-2 uses spoilers instead of ailerons. Inspect actuators, cables, rigging and wear closely, because roll authority depends on it.
- Full-span double-slotted flaps, tracks and rollers. The flap system is complex and carries high loads. Worn rollers, tracks or drive components are common findings and can be costly.
- Wing structure and corrosion inspection. Older high-time airframes need a careful look at the wing attach areas, spar, skins and fuselage belly. Have the shop research all structural ADs and SBs and confirm compliance.
- Landing gear and fuselage-mounted gear pods. The gear retracts into fuselage pods and sees a lot of stress on rough fields. Check actuators, trunnions, brakes and any history of hard landings.
- Fuel system, cells and tip tanks. Leaking fuel cells, tip tank seals and fuel quantity indication problems are expensive to chase. Look for stains and ask about bladder or cell history.
- Pressurization and environmental systems. Verify the airplane holds its rated differential pressure and that the air conditioning and bleed systems work. Door seals, outflow valves and pack components add up.
- Records review for AD/SB compliance and SFAR-related maintenance. This type has a long AD history. Have an MU-2-experienced shop research every applicable AD and SB and confirm the required checklist, flight manual and placards are aboard.
Popular upgrades
- Modern Garmin avionics and digital autopilot. Glass PFDs, GPS navigators and a reliable autopilot are among the strongest value-adders. They reduce workload in an airplane where workload management is a safety issue.
- Engine upgrades on earlier models. Some earlier airplanes have been converted to later, more capable TPE331 variants. A properly documented conversion can lift value well above a stock airplane of the same year.
- Four-blade propeller installations. Four-blade props improve smoothness, noise and sometimes performance on airplanes that didn't come with them. Buyers will pay for this, but check prop overhaul status.
- Interior refurbishment and soundproofing. These cabins are old, and a fresh interior helps resale and passenger acceptance. It won't offset tired engines, though.
- Engine trend monitoring and maintenance program enrollment. Documented trend data and a structured maintenance program reassure buyers and lenders. They often help an airplane sell faster and closer to asking.
Ownership costs
fyiAero's operating cost estimate puts variable cost at about $707 per hour, covering fuel, engine reserves and routine maintenance. An annual budget of roughly $81,837 is based on 52 hours of flying. With a cruise speed of about 308 knots and a range of around 1,330 nm, that works out to roughly $2.29 per nautical mile, which is competitive for a pressurized twin turboprop. The average pre-owned value in the same estimate is about $470,131. Fixed costs like hangar, insurance and SFAR initial and recurrent training are significant. If you fly more than the budgeted hours, your per-hour cost drops, but engine reserves become the dominant line item. Always set aside a cushion for unscheduled maintenance on an airframe of this age.
Safety record
NTSB records show 6 MU-2 accidents in the last 10 years, 4 of them fatal and 4 airplanes destroyed. Against a US fleet of 176, that is about 34.1 accidents and 22.7 fatal accidents per 1,000 registered aircraft over the decade. With a fleet this small, every single event moves the rate noticeably, so treat the figures as a reminder rather than a verdict. The MU-2's history is the reason for SFAR 108. The airplane is not structurally weak, but it is unforgiving of improper technique, especially in engine failures on takeoff or go-around, low-speed maneuvering with high power on one side, and icing. The standardized training program, the required checklist, and regular recurrent training with an MU-2-specific instructor are the most effective safety tools an owner has. Stay strictly on speed and configuration, and make sure the airplane's engine control and roll-control systems are maintained properly.
Alternatives to consider
- Beechcraft King Air C90 / E90. It is slower and generally costs more to buy, but it is easier to fly and insure and has a larger cabin. Parts and service support is everywhere.
- Cessna Conquest I / II. The Conquest II offers similar TPE331 speed with a roomier cabin and broader Cessna support. It usually costs more to buy and carries a somewhat less demanding training reputation.
- Piper Cheyenne II / IIXL. It is often comparably priced and more conventional to fly, but slower and typically less fuel-efficient for the speed. Overall it is a gentler transition from piston twins.
- Socata TBM 700 / 850. This single-engine turboprop has a modern feel, comparable or better efficiency and easier insurance. You give up the second engine and some cabin space.
- Piper PA-46 Meridian / M500. It is slower and smaller but simpler to fly, cheaper to operate and easier to insure. It suits owner-pilots who don't need twin redundancy or MU-2 speed.
Frequently asked questions
How much does a used Mitsubishi MU-2 cost?
Current fyiAero listings range from $105,500 to $849,000, with a median asking price of $575,000. Late Marquise and Solitaire models sit at the top, and early short-body airplanes sit at the bottom.
Do I need special training to fly an MU-2?
Yes. The FAA requires MU-2-specific initial and recurrent training under SFAR 108, along with use of the standardized checklist. Insurers will also expect you to train with a recognized MU-2 provider.
Is the MU-2 dangerous?
NTSB records show 6 accidents, 4 of them fatal, over the last 10 years in a US fleet of 176. That rate is driven largely by the small fleet size. The airplane is safe when flown to its standardized procedures, but it does not tolerate sloppy technique.
What's the difference between the Marquise and the Solitaire?
Both are the final, most refined MU-2 versions with upgraded engines and four-blade props. The Marquise has the long fuselage with more cabin room, and the Solitaire has the short fuselage with better speed and runway performance.
What does it cost to operate an MU-2?
fyiAero's estimate puts variable cost at about $707 per hour and an annual budget near $81,837 for 52 hours of flying. That works out to roughly $2.29 per nautical mile at about 308 knots.
Are parts and maintenance still available for the MU-2?
Mitsubishi still supports the type, and a network of specialist shops focuses on MU-2s and TPE331 engines. Use one of these shops for your pre-buy and ongoing maintenance rather than a generalist.
Mitsubishi MU-2 / Marquise / Solitaire for sale
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Prices, fleet and safety figures update automatically from fyiAero listings, the FAA aircraft registry and NTSB data. The editorial was written by fyiAero with AI assistance from that data and general type knowledge. It is not a substitute for a pre-buy inspection, title search or professional advice.
