Looking for real world numbers for a Conquest II.

Insurance, training (who are you using and how much?), and of course operating cost/performance.

Also any "quirks".

Thanks.

-mini

I can't speak on the Conquest II directly. I flew an MU-2 Marquise with the -10 engines. You do have -10 engines right?

Good engine. Powerful, reliable, and very efficient. Starting and stopping the engines is a practiced procedure due to NTS checks and putting props on start locks.

In the MU-2 I would see as low as 230pph per side on a good day in the upper 20s. I think the Conquest is a better climber so you may see lower fuel flows, but only if you are RVSM. Planned on 100 gal the first hour, then down to 80 per hour after. In Marquise I saw 280-305 TAS

Have fun, sounds like a fun plane

also, know the procedure by heart/or know where to find in flight manual to put props back on start locks if you fail to do so on shutdown and don't try to start with the props in feather/not on start locks. I've never done it the wrong way, but I hear you can dump you oil if you don't do it correctly. Also, the TPEs being direct drive require a lot of power to start, so have a good, well charged battery, especially in BFE

I accidentally on one shutdown moved the condition levers to feather instead of the power levers in full reverse while the engine spooled down. The condition lever to feather puts the props in feather instead of on the prop locks, hence why I say know the procedure to put it on prop locks if they aren't on.

On the MU-2 you would hold the power lever in full reverse while you pushed the unfeather button until on start locks. May be different on 441

Its been a while since I flew the 441. Couple years, anyway. For training I HIGHLY recommend using ProFlight. Smaller company based in Carlsbad California. The owner is Caleb Taylor. He is the absolute guru of the 441 and his prices are very resonable. Good luck. The 441 does offer a lot of bang for the buck.

Thanks for the responses, folks.

-mini