Mitsubishi Mu-2

[sylwia137]

Is any Mu-2 operate in Europe?I am looking for info and any advice,thanks

[papazulu]

One in Southern Italy, I think. Either Reggio Calabria or Bari.

PZ :cool:

[horatio_b]

A few appear to be active in Sweden

LAAS Corporate Turbos of the World, turbo aircraft, bizjets (http://www.laasdata.com/turbos/turbo-by-type.php?t=22)

[His dudeness]

Have seen D-IAHT a few days ago in EBCI, flying to Germany.

[CaptainSox]

An Mu-2 used to fly into Fairoaks (EGTF) a few years ago based in Jersey or Guernsey N973BB if I remember correctly.

[sylwia137]

I am looking for buy Mu2 to operate in Europa.I didnt see many flying in Europe,what is the reason?
I have 1200 meters grass runway,can I use Mu2?

[what next]

I didnt see many flying in Europe,what is the reason?

Noise (lots of). Maintenace facilites (lack thereof). Type Rating Examiners (lack thereof).

[megle2]

1200m grass
Can I use it, sure you can
Make sure you have a GoPro camera fitted
We would all be interested in how you go especially when it's wet
Hasn't seemed to work for any body else

[sylwia137]

https://www.youtube.com/watch?v=k1PfSH2nPkc

[winkwink]

Thanks for that video of an MU 2 landing and taking off utilising a grass runway. I think that proves a point.

[Una Due Tfc]

This aircraft has a reputation for being a bit of an axe murderer at low speeds doesn't it?

[pattern_is_full]

Not really, but it is a "different" airframe, and requires a type rating (as What Next mentions).

Primarily because to get a high cruise speed AND a low landing speed, it has

- a relative narrow, high-aspect-ratio wing (like ATR or Q400).
- with large, full-width, double-slotted flaps (airliner style). With roll control through spoilers only (no ailerons).

If you are slow and lose power, you CANNOT raise the flaps to reduce drag - low-speed flight is absolutely dependent on the extra flap lift. You've got to lower the nose to maintain speed.

So it requires unlearning instincts learned in other aircraft of about the same size and cost, or if moving up from smaller planes - thus the (only very recent in the U.S.) requirement for a type rating and special currency requirements.

Also like the ATR, the narrow wing makes it a bit of an "ice-pig."

[KKoran]

Pattern is Full,

The U.S. does not require a type rating for the MU-2, but enacted a special regulation (http://www.gpo.gov/fdsys/pkg/CFR-2012-title14-vol2/pdf/CFR-2012-title14-vol2-part91-appFederal-id438.pdf) with significant training requirements, especially for recurrent training.

[glendalegoon]

it has trimmer ailerons! ;-)

I flew an Mu2j out of a 2500' paved strip. Landing was not too bad, but takeoff was very demanding.

So, good luck. Get proficient and stay proficient and don't expect to make book figures. I shut one down at altitude for a feather system check and could not maintain altitude as advertised in th ePOH.

So, the MU2 is cheap FOR A REASON!

[avionimc]

MU-2 : Probably the best and safest light twin turboprop aircraft.

http://youtu.be/bAfwo0G7ur8

Though, pilots need to learn the differences and know how to handle her.

[Stanwell]

Um, yeah - perhaps.
The 'Rice Rocket', as we called it here, was misunderstood.

I refused to get into one, myself.
A couple of mates had big frights in those - particularly due to icing.

[chevvron]

Mika Hakkinen (ex F1 driver) owned one once which used to appear at Fairoaks. The runway is paved, 813m and the Mu2s had no problems with it.

[megle2]

Who cares how it handles on a short paved strip, most aircraft will handle this ok
The question asked refers to a 1200m grass strip, in Europe I assume
Long grass, short grass, soft surface ect ect will be a different challenge

[avionimc]

Most pilots know little about the MU-2. Aircraft has big fat tires and a sturdy landing gear designed for grass, dirt, gravel and otherwise unprepared strips. Where most turboprops cannot operate.:ok:

[megle2]

Avi. Best and safest light twin around -
Yep that probably explains why they are so popular and in such numbers, there everywhere

[glendalegoon]

THE MU2 LANDING GEAR WAS DESIGNED FOR THE F104 Starfighter.

get over it.

and if you really want an MU2, fine, but YOU BETTER BE UP TO THE MOST CHALLENGING PLANE YOU ARE LIKELY TO FLY> IT AIN'T A PIPER CUB

[sylwia137]

So looks like better back to piper mirage, but also not good for grass.
I do not want drive 100km to concret airfeld but I want nice IFR plane

[His dudeness]

The Beech B200 with high floatation gear is good for grass.

If it is desirable to fly ANY pressurized high performance airplane from a grass strip is another question. FOD ingestion and shaking the fuselage hard is not to make the airplanes better. The Engines are relatively high up, but the will eat anything directly compared to the PT6ses.

I flew the MU-2 once for maybe 45 minutes and I can´t say I really liked it, but then I´m a KingAir dude...and was certainly behind the airplane during this ride. Performance is nice and when one accelerates and the noise changes abruptly from deafening, screaming loud to just loud, thats an experience in itself.

The owner made the landing and that was more like a controlled crash IMO. Few weeks later he did land his nose gear through its mountings. If you look on the geometry, I can understand why that happenend.

Anyhow, if you buy into such an IFR machine, make it one that is upgradable for the foreseeable future. Thats a challenge IMO, with ADSB, CPDLC WAAS/SBAS and whatnot looming. Make sure to plan these things in your budget. Once again you MAY be better off with a KingAir, as there are cokcpit upgrades available, the sheer amount of build airframes is a driver there. (No idea about MU-2 stuff available) Last but not laest, make sure to have a mx shop that knows the beast. From what I have heard, rigging the engines is not easy. (again: hearsay) I would try to get into contact with a longtime owner here in Europe to get an idea about part availability, cost, downsides, upsides etc.

[con-pilot]

I'll not my express all of my views about the MU-2 here again, as they are well known and I was not going to comment in this thread, but I can’t help myself.

However, a few facts.

There were 750 MU-2s built in the US, production ending in 1986.

Of those 750, 330 were involved in fatal accidents.

That leaved 420, of those there are 397 still left registered in the US.

750 built.

330 crashed in fatal accidents.

Do your own math and buy a King Air 200 of the same vintage, or newer. I have about the same amount of time in Kingair 200s as I do in MU-2s. So I know what I’m taking about.


I never had an aircraft try to hurt me more times than the MU-2. I flew the MU-2 G, MU-2 J* and MU-2 L**. The MU-2 L I picked up new from the factory.

Some people love the MU-2, and I’m sure I’ll be hearing from them soon, and some positively hated them. I fall in the latter category.


* In the MU-2 J I had a baggage compartment fire (caused by a design fault), landing gear failed to extend and had an engine fail during cruise.

** With the L I had a jammed throttle, again a design fault, which resulted in an AD being issued.

[glendalegoon]

IF you are going to fly an MU2, I would think you should have at least 2000 hours , an ATPMEL.

You should sweat each and every takeoff and be right on speeds for landing ( I was flying out of a 2500 foot strip with obstacles and I computed the landing speeds and takeoff speeds for each flight).

You should treat it like a transport plane and not a light plane. RIGHT ON speeds and be ready for anything.

Dear original poster, if you are not an ATPMEL, just forget it.

IF you are just looking for a plane to fly from a grass strip and good IFR machine maybe a maule lunar rocket might work.

[con-pilot]

Dear original poster, if you are not an ATPMEL, just forget it.


And a couple of type ratings in jet aircraft wouldn't hurt, like the early Lear Jets; 23/24.

[sylwia137]

If not Mu2 what about Piper Cheyenne,there are same chep for sale with past TBO.Propobly PT6 no problem fly over TBO special on N-reg.

[Caboclo]

A PC12 would fit the bill.

[His dudeness]

Spares might be an issue in Europe for the Cheyenne from what I have heard.

The 1 is a nice airplane, the II can we a handful especially in the engine out case.

Maybe you want to contact the publisher of "Pilot und Flugzeug" (Pilot and Aircraft) - he owns a 1 on a N reg which can be rented...(https://www.pilotundflugzeug.de/store/max)

The gents name is Jan Brill, you´ll find the contact data on pilotundflugzeug.de under "Impressum".

[transilvana]

****, I flew those MU-2 in europe, never ever again, forget about them, they are a big pain. If you want fast track lane to heaven then MU-2 is perfect.

Just remember:
- One engine out, you never ever maintain altitude, you drop
- One engine out on take off, don´t raise gear or you will crash, no jokes, just go ahead and crash land in flat.
- Ice and MU-2 it´s a no
- Noise, tons of it
- Maintenance, not that many left in europe
- You need a TR and a TRE, it´s a turboprop and EASA requires it.
- You always fly in the ****osphere, no more than FL200.

The aircraft manual it´s about 100 pages, the admenments like 500.

[sylwia137]

thanks for info about Ch I ,I will contact, but any way I need plane for myself Allegro time

[Nico70]

I flew a Solitaire all over Europe in the '90! It's an awesome machine that needs respect but if flown properly it's the safest turboprop out there.
Since 2008 with the SFAR accident rate is near zero!
In Europe there are some planes and you will find two service centers;
The biggest one in Basel and the other in Danemark (Billund). Spare parts are not a problem.
Here the list of flying MU-2 in Europe:

OK-ATX (K model c/o Basel up for sale)
D-IAHT (P model)
N772MA (P model sold to Russia)
D-IKKY (Solitaire)
N750CA (Solitaire)
N46AK (Marquise)
LY-ZDV (Marquise up for sale)

There is an ex MU-2 owner in Germany that is again interested in a short body!
Today to buy the best place is to go in the States.
I'm in contact with the biggest broker/dealer and he works very well.
It's safe, reliable, built like a tank and last but not least cheap to buy and to maintain. For me it's the best choice for Europa. If you need infos let me know.
I also opened a MU-2 fb page dedicated to the plane were you could find infos and videos!
https://www.facebook.com/pages/Mitsubishi-MU-2-the-Moo-Too/1560938877468269

[AN2 Driver]

D-IAHT, wasn't that the airplane of Heiko Teegen?

[clunckdriver]

Transsilvana, what utter trash you write, I would sugest that you contact operators such as "Thunder Airlines" in Canada, they fly the MU2 into crap strips, in ice, and if you need a patient moved fast they are the outfit of choice, as for its single engine performance, simply dont use any roll input with an engine out after T/O, you will simply deploy a spoiler and go down,{remember, it does not have ailerons} stomp on the rudder, yoke level and it will climb just fine. Since type training was mandated in the USA the aircraft has stopped being a "Fire Breathing Dragon" and has a hull loss rate lower than many turbine twins.

[His dudeness]

D-IAHT, wasn't that the airplane of Heiko Teegen?

Affirm, IIRC sold after his sudden death.

[Romeopapa]

From my experience in Australia a widow maker:=:=

[atldc9]

I flew the Mits for a few years hauling checks for one of the good check haulers out of PDK. All Marquis models, great maintenance, Reece Howell down in Smyrna TN for initial and recurrent every 6 months. Top notch op. While I was doing it, loved it. Tons of low IFR, single pilot stuff to keep you very current.

That being said, I wouldn't touch it with a 10 foot pole. Unless you fly it a lot, and have very good training, it's just too unforgiving of poor pilot technique and bad decisions.

[skyking1]

I remember drooling over those mitsus at Smyrna in the late 80's. I had flown some guys in to do a pre-purchase on a twinbo of all things. No sale :=

[Global_Global]

The thing I like a lot about this discussion is that this a good example of where good training makes a difference.

Agree 200% with atld: a good airplane but only if you are a good pilot (now that is difficult to say about ourselves!!), well trained and current! Having said all that I think that in Europe it is best to stay with a King Air or PC12 as a safe bet...

[412SP]

Not sure what your budget is, but maybe a -135 powered 90 King Air, B200 with high float gear (as previously mentioned), or maybe a -10 Turbo Commander.

[Rotor Work]

Transsilvana, what utter trash you write, I would sugest that you contact operators such as "Thunder Airlines" in Canada, they fly the MU2 into crap strips, in ice, and if you need a patient moved fast they are the outfit of choice, as for its single engine performance, simply dont use any roll input with an engine out after T/O, you will simply deploy a spoiler and go down,{remember, it does not have ailerons} stomp on the rudder, yoke level and it will climb just fine. Since type training was mandated in the USA the aircraft has stopped being a "Fire Breathing Dragon" and has a hull loss rate lower than many turbine twins.


Not sure if this was Thunder Airlines but there does look to be a lot of ice about.
RIP Sympathy to all involved.
Fly Safe RW

https://aviation-safety.net/wikibase/wiki.php?id=185997

[Jet Jockey A4]

Well another MU-2G crashed yesterday in Canada killing all 7 onboard.