Mitsubishi MU-2
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Mitsubishi MU-2
Evening lads,
was flickng through the cao's today and came across the requirements for an MU-2 endorsement. I have heard that these machines are "widow makers" and am wondering why this is the case. They are sleek high performance machines to say the least.
Rocket
was flickng through the cao's today and came across the requirements for an MU-2 endorsement. I have heard that these machines are "widow makers" and am wondering why this is the case. They are sleek high performance machines to say the least.
Rocket
Caribbean drug runners and bank cheques (checks). Now there are two organisations that know how to make money. Often thought that an 11 seat Marquise could take on the Tauranga - Wellington sector against Air NZ Link with business passengers...but then again go read the other feedback 
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The nickname says it all. RIP Don Ende. Look him up if you don't already know his story. A very courageous man, a true hero.
PS: I thought they were banned in Oz but could be wrong.
PS: I thought they were banned in Oz but could be wrong.
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Some things that I have read indicate that pulling the flaps up with an EFATO is the suicidal move. It seems leaving the flaps down is the way to go. Has anyone ever had, and survived and E-failure of any kind in one of these machines?
Rocket
Rocket
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I cant remember the exact figures only that it was a long way from take off safety speed (?) to blue line speed. During training was taught and demonstrated that leaving flaps where they were was the way to go. Different to other light twins in that regard. If you flew it similar to a heavy you would fly away with it, ie. level flight acceleration to your SE climb speed and then get the flaps in, similar to the 3rd sector acceleration/cleanup, however this introduced another problem of climb gradient after EFTO.
By far though the biggest problem was ice, the tailplane appeared unable to shed the ice it accumulated which caused control issues.
Like most airframes they start out as relatively simple designs and then they get stretched out, put bigger powerplants in them and before you know it your aircraft is bigger faster and more complicated than it was originally intended, don't know for sure but guess this is what happened to the MU-2.
Having said that though I found it a nice aircraft to fly, as solid as and generally equal to or better reliability though most other aircraft in its class (with exception of the fuel system), wouldn't mind a Solitaire as a private aircraft.
By far though the biggest problem was ice, the tailplane appeared unable to shed the ice it accumulated which caused control issues.
Like most airframes they start out as relatively simple designs and then they get stretched out, put bigger powerplants in them and before you know it your aircraft is bigger faster and more complicated than it was originally intended, don't know for sure but guess this is what happened to the MU-2.
Having said that though I found it a nice aircraft to fly, as solid as and generally equal to or better reliability though most other aircraft in its class (with exception of the fuel system), wouldn't mind a Solitaire as a private aircraft.
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Who remembers Air Central that used to operate MU-2's between Napier, Gisborne, Palmy Nth, Wellington, etc back in the errrr 80's?? Remember taking (as a pax) the "Rice Rocket" to Napier from PM (I think) back in the day. I believe CT has a bit of time in them.
There was also one operating out of HN recently in Air Ambulance configuration... it rocked!
If memory serves the problem is that if you retract flap in an EFATO then you effectively dump all your lift... wing is approx the same area as a C172. I believe if flown by the book then they are no more a "widow maker" than any other aircraft... just had many pilots that flew them like other aircraft and ignored the book, particularly in EFATO stage... and that rarely ended well.
Always had the "wants" for an MU-2 as a personal transport if I'd won Lotto, as mentioned elsewhere they are a lot of aircraft for camparitively little $$$.
There was also one operating out of HN recently in Air Ambulance configuration... it rocked!
If memory serves the problem is that if you retract flap in an EFATO then you effectively dump all your lift... wing is approx the same area as a C172. I believe if flown by the book then they are no more a "widow maker" than any other aircraft... just had many pilots that flew them like other aircraft and ignored the book, particularly in EFATO stage... and that rarely ended well.
Always had the "wants" for an MU-2 as a personal transport if I'd won Lotto, as mentioned elsewhere they are a lot of aircraft for camparitively little $$$.
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tinhorse
During my MU2 conversion at Smyrna,Tennessee - my instructor Reece Howell 3rd, who had over 12,000 hours just in MU2 aircraft said "Boy I am gonna make you do a flapless takeoff - just so you never do one again". Over 12,000 feet of runway, and we only just made it over the fence. Message received and will be complied with! A great airplane to fly, just so long as you dont let it get in front of you - you have to be ultra aware at all times of the conditions you are flying in. Great auto pilot - holds the airplane rock steady at any altitude that I flew - up to 20,000 feet.
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Mitsubishi designers must have been away the day they covered ailerons at university...
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I tried a flapless takeoff once and once only in a MU-2 at SY off rwy 16R full length. The aircraft was empty with just myself and fuel for Melbourne, I had been told that flapless takeoffs were not the go, but by this time I had about 7-800hrs on type, as the aircraft was empty and the weather was good I thought I would find out for myself. The aircraft accelerated and attained terminal velocity with absolutely no indication that flight would occur prior to aquaplaning across Botany Bay. I chickened out and selected flap, first stage was very slow to run and on this occasion it felt like ages. Once takeoff flap was achieved the aircraft flew off as advertised. Not sure what the guys in the tower thought, but lesson learnt.
Last edited by gnomie; 8th Sep 2011 at 11:24.
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What's the go with the ailerons? If they don't have any what do they use in thier place? What sort of engines were common on them?
All MU2s were fitted with the Garret TPE331 in various forms. Very early models had the 575SHP -25As while the last of them had the 715 SHP -10s.
The aircraft has a fairly undeserved reputation IMHO. Unfortunately a number of high profile accidents tarnished its reputation early on, accidents mainly caused by a lack of training or pilot error rather than any inherent design flaw with the aircraft. In fact, the aircraft underwent a full special type certification review and came out with a clean bill of health.
As it's under 12,500lbs (5,700KG), not type rating was required to fly it in the US (something that the owners association lobbied the FAA to change), so theoretically a pilot could move from something like a Duchess to an MU2 with very little training.
Flown by the numbers, it's a rock solid, capable and fast machine.
Apparently, the MU-2 was renowned for ice accumulation on the underside of the fuselage. The more ice you accrued, the higher AoA required to maintain altitude and the larger the surface area that was subsequently presented for further accumulation.
Nasty results.
Nasty results.
With only spoilers for roll control it meant that holding an angle of bank (including 0 deg) using the control column as per 'normal' light twins while asymmetric was a no-no. Spoilers reduce lift & add drag so not exactly desirable to fly with a spoiler cracked open. Better to wind in aileron trim so that the roll trim 'ailerons' would hold the desired AoB, leaving the roll spoiler closed except for transient inputs.
CASA also requires additional training for flight into known icing in them.
CASA also requires additional training for flight into known icing in them.
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Apparently, since FAA introduced the yearly mandatory proficiency training, the accidents have gone to almost zero. In fact, counting the years after the training, it has one of the best safety records of any turboprop twin with just one loss. So I think it was just too much airplane for people stepping up without any training in type.