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| {{short description|Utility transport aircraft}}
| | <gallery mode="packed" heights="200px"> |
| {{Use dmy dates|date=March 2020}}
| | Image:MU-2_Landing.jpg|MU-2 landing |
| <!-- This article is a part of [[Wikipedia:WikiProject Aircraft]]. Please see [[Wikipedia:WikiProject Aircraft/page content]] for recommended layout. -->
| | Image:Mitsubishi_MU-2B_belonging_to_Thunder_Airlines.jpg|A stretched-fuselage Mitsubishi MU-2 Marquise taxiing at the Toronto City Centre Airport. This MU-2 is operated in a medivac configuration by Thunder Airlines of Thunder Bay, Canada |
| {{Infobox aircraft
| | Image:LR-1.JPG|A military version for JGSDF. |
| |name=MU-2
| | </gallery> |
| |image=Mitsubishi MU-2B AN1706942.jpg
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| |alt=
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| |caption=MU-2B-60 Marquise
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| |type=Utility transport aircraft
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| |national_origin=Japan
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| |manufacturer =[[Mitsubishi Heavy Industries]]
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| |designer =
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| |first_flight=14 September 1963
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| |status = In service
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| |introduction =
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| |primary_user=
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| |more_users=
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| |produced =1963–1986
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| |number_built=704<ref>{{cite web|title=The Mitsubishi MU-2 Story|url=http://avbuyer.com/articles/detail.asp?Id=1611|work=AvBuyer|access-date=2 September 2013}}</ref>
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| }}
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| The '''Mitsubishi MU-2''' is a Japanese high-wing, twin-engine [[turboprop]] aircraft with a [[Cabin pressurization|pressurized cabin]] manufactured by [[Mitsubishi Heavy Industries]]. It made its maiden flight in September 1963 and was produced until 1986. It is one of postwar Japan's most successful aircraft, with 704 manufactured in Japan and [[San Angelo, Texas]], in the United States. | | The '''Mitsubishi MU-2''' is a Japanese, high-wing, twin-engine turboprop aircraft with a pressurized cabin, manufactured by Mitsubishi Heavy Industries. Known for speed and short/rough-field performance. '''Production began in 1963 and ended in 1986, with 704 aircraft manufactured.''' |
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| ==Design and development== | | ===Development and Production=== |
| [[File:MU-2 Landing.jpg|thumb|right|MU-2 landing]]
| | * Design work began in 1959; the MU-2A flew first in 1963. |
| Work on the MU-2, [[Mitsubishi]]'s first postwar aircraft design, began in [[1956 in aviation|1956]]. Designed as a light twin turboprop [[Cargo aircraft|transport]] suitable for a variety of civil and military roles, the MU-2 first flew on 14 September 1963. This first MU-2, and the three MU-2As built, were powered by the [[Turbomeca Astazou]] turboprop.<ref name=mondey>{{cite book | chapter=Mitsubishi MU-2/Marquise/Solitaire Series | title=The Encyclopedia of the World's Commercial & Private Aircraft | author=Mondey, David | year=1981 | publisher=Crescent Books | isbn= 978-0-517-36285-3 | page=203|display-authors=etal}}</ref>
| | * MU-2B production variant followed with improved engines. |
| | * Production occurred in Japan and at San Angelo, Texas. |
| | * Variants included short and long fuselage versions. |
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| Civil MU-2s powered by [[Garrett AiResearch|Garrett]] engines were certified as variants of the MU-2B, using the MU-2B type followed by a number. For marketing purposes, each variant was given a suffix letter; the MU-2B-10, for example, was sold as the MU-2D, while the MU-2B-36A was marketed as the MU-2N.<ref name=airliners.net>{{cite web | url=http://www.airliners.net/info/stats.main?id=288 | title=Mitsubishi MU-2 | work=Airliners.net | access-date=2006-03-07 }}</ref>
| | ===Key Features and Design=== |
| | * '''Speed:''' High-loaded wing with small span. |
| | * '''Short/Rough-Field:''' Full-span flaps, rugged gear. |
| | * '''Roll Control:''' Spoilers instead of ailerons. |
| | * '''Power:''' Turbomeca Astazou → Garrett TPE331. |
| | * '''Airframe:''' Strong, some parts inspired by F-104. |
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| The MU-2 has a high cruise speed coupled with a low landing speed. This is accomplished by using over-wing [[Spoiler (aeronautics)|spoilers]] instead of conventional [[aileron]]s for roll control, allowing the use of full-span double-slotted [[Flap (aeronautics)|flaps]] on the [[trailing edge]] of the wing; the very large flaps give the MU-2 [[wing loading]] comparable to a [[Beechcraft King Air]] in landing configuration, while having wing loading comparable to a light jet in cruise. The spoilers are highly effective, even when the MU-2 wing is [[Stall (fluid dynamics)|stalled]], and the lack of ailerons eliminates [[adverse yaw]].<ref name=flying_2008/>
| | ===Operational Performance=== |
| | * '''Cruise Speed:''' 547 km/h (340 mph). |
| | * '''Range:''' 2,334 km (1,260 nmi). |
| | * '''Ceiling:''' 9,020 m (29,590 ft). |
| | * '''Rate of Climb:''' 2,360 ft/min. |
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| ===Production=== | | ===Military Service=== |
| In 1963, Mitsubishi granted [[Mooney International Corporation|Mooney Aircraft]] rights in North America to assemble, sell, and support the MU-2. In 1965, Mooney established a facility to assemble MU-2s at its new factory in [[San Angelo, Texas]]. Major components were shipped from Japan, and the San Angelo factory installed engines, avionics, and interiors, then painted, flight tested, and delivered the completed aircraft to customers. By 1969, Mooney was in financial difficulty, and the San Angelo facility was taken over by Mitsubishi. Production in the United States ended in 1986.<ref name="sparaco">{{cite news |first=Pierre |last=Sparaco |title=Ready for Prime Time? |work=Aviation Week & Space Technology magazine |date=2006-08-14 |page=45}}</ref> The last Japanese-built aircraft was completed in January 1987.{{Citation needed|date=May 2016}}
| | * Japan JGSDF operated MU-2Ks as LR-1 liaison/recon. |
| | * Japan ASDF operated 29 MU-2Es as MU-2S SAR aircraft. |
| | * Argentina: 4 civilian MU-2s used in Falklands War. |
| | * New Zealand: 4 MU-2Fs as training aids. |
| | * U.S.: Retired USAF pilots use them for ABM student training. |
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| The subsequent production aircraft, designated MU-2B, were delivered with the [[Garrett TPE331]] engines that remained standard on all later models. Thirty-four MU-2Bs were built, followed by 18 examples of the similar MU-2D.<ref name="mondey" /> The Japanese armed forces purchased four unpressurized MU-2Cs and 16 [[search and rescue]] variants designated MU-2E. Featuring slightly more powerful upgraded TPE331 engines, 95 examples of the MU-2F were sold.{{Citation needed|date=May 2016}}
| | ===Flight Around the World=== |
| | * In 2013, N50ET flew around the world in 101.5 hours on the 50th anniversary of the MU-2. |
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| [[File:Mitsubishi MU-2B belonging to Thunder Airlines.jpg|thumb|right|A stretched-fuselage Mitsubishi MU-2 Marquise taxiing at the [[Billy Bishop Toronto City Airport|Toronto City Centre Airport]]. This MU-2 is operated in a [[Medical evacuation|medivac]] configuration by [[Thunder Airlines]] of Thunder Bay, Canada]]
| | ===Safety and Controversy=== |
| | * Initially considered unsafe due to complexity and lack of training. |
| | * FAA introduced SFAR to standardize training in 2006. |
| | * Accident rate fell post-SFAR and resale values increased. |
| | * Robust airframe; few failures attributed to design. |
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| Beginning with the MU-2G, the [[fuselage]] was stretched. The MU-2M, of which only 28 were built, is regarded as the toughest and most desired of all short-bodied MU-2s, especially with a −10 engine conversion. It had a short fuselage and the same engines as the MU-2K and stretched MU-2J, and had an increase in cabin pressurization to 6.0 psi; it was followed by the MU-2P, which had newer, four-blade propellers. The final short-fuselage MU-2s produced were known as Solitaires and were fitted with {{convert|496|kW|shp|abbr=on}} Garrett TPE331-10-501M engines.<ref name=mondey />
| | ===Variants=== |
| | * '''Short Fuselage:''' MU-2B, MU-2D, MU-2F, MU-2K, Solitaire, etc. |
| | * '''Long Fuselage:''' MU-2G, MU-2J, MU-2N, Marquise. |
| | * '''Military:''' LR-1 (JGSDF), MU-2S (JASDF). |
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| The first significant change to the airframe came with the stretched MU-2G, first flying 10 January 1969, which featured a 1.91 m (6 ft 3 in) longer fuselage than earlier models; 46 were built before being succeeded by the more powerful MU-2J (108 constructed). The MU-2L (29 built) was a higher-gross-weight variant, followed by the MU-2N (39 built) with uprated engines and four-blade propellers. The final stretched-fuselage MU-2 was named the Marquise, and like the Solitaire, used {{convert|533|kW|shp|abbr=on}} TPE331 engines.<ref name=mondey />
| | ===Aircraft on Display=== |
| | * Darwin Intl. (AU), Narita Aero Museum (JP), Felipe Ángeles Intl. (MX), Tulsa Intl. (US) |
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| ==Operational history== | | ===Notable Accidents=== |
| | * 1993 – N86SD: Prop separation killed SD Governor. |
| | * 2000 – N60BT: Martha's Vineyard crash in fog. |
| | * 2013 – Perry Inhofe, solo crash. |
| | * 2016 – Jean Lapierre crash in Canada. |
| | * 2025 – Fatal crash near Copake, NY. |
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| ===Military service=== | | ===Specifications (MU-2L)=== |
| ====Japan====
| | * Crew: 1–2 |
| [[File:LR-1.JPG|thumb|right|A military version for [[Japan Ground Self-Defense Force|JGSDF]].]]
| | * Capacity: 4–12 |
| The [[Japan Self-Defense Forces]] are the only military operators to have flown the MU-2 in front-line service.
| | * Length: 12.01 m |
| | * Span: 11.94 m |
| | * Max Takeoff Weight: 5,250 kg |
| | * Engines: 2× TPE331-6-251M, 579 kW (776 hp) |
| | * Propellers: 3-blade Hartzell |
| | * Cruise Speed: 547 km/h |
| | * Range: 2,334 km |
| | * Ceiling: 9,020 m |
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| =====Ground Self-Defense Force=====
| | [[Category:1960s Japanese civil utility aircraft]] |
| The four C-model aircraft built, in addition to 16 MU-2Ks, entered service with the [[Japan Ground Self-Defense Force]] (JGSDF) with the designation LR-1; they were used as [[Liaison aircraft|liaison]] and photo [[reconnaissance aircraft]]. They were retired in 2016.<ref>[http://www.jiji.com/jc/article?k=2016022900493&g=jfn 最後の連絡偵察機が廃止に＝千葉 March 1, 2016] {{Webarchive|url=https://web.archive.org/web/20180707202023/https://www.jiji.com/jc/article?k=2016022900493&g=jfn |date=7 July 2018 }} ''[[Jiji Press]]'' Retrieved 7 December 2017 {{in lang|ja}}</ref> A number of them have been placed as [[gate guardian]]s at JGSDF bases.<ref>Thompson, Paul [http://www.j-hangarspace.jp/jgsdf-where-are-they-now JGSDF - Where Are They Now?] ''J-HangarSpace'' Retrieved 7 December 2016</ref>
| | [[Category:Mitsubishi Heavy Industries aircraft]] |
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| =====Air Self-Defense Force=====
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| 29 MU-2Es were purchased by the [[Japan Air Self-Defense Force]] as search-and-rescue aircraft and designated MU-2S. Additional equipment consisted of a "thimble" nose [[radome]], increased fuel capacity, bulged observation windows, and a sliding door for dropping rafts.<ref name=airliners.net /> They were replaced in 2008 by the [[British Aerospace 125|British Aerospace U-125A]]. Some have been preserved.<ref>Thompson, Paul [http://www.j-hangarspace.jp/jasdf-where-are-they-now JASDF - Where Are They Now?] ''J-HangarSpaces'' Retrieved 7 December 2016</ref>
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| ==== Argentina ====
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| Four civilian MU-2 (LV-MCV, LV-MOP, LV-OAN and LV-ODZ) were acquired{{clarify|date=July 2021}} by the [[Argentine Air Force]] during the [[Falklands War|Falkland War]]. These Mitsubishi were unarmed, but used during combat operations by the [[Escuadrón Fénix]] as pathfinders, reconnaissance and comm-relay planes. Among their missions were flying as guiding planes to the [[FMA IA 58 Pucará|IA-58 Pucará]] replacements required after losses on the [[raid on Pebble Island]].{{citation needed|date=November 2017}}
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| ====New Zealand====
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| In late 2009 the [[Royal New Zealand Air Force]] (RNZAF) took delivery of four Mitsubishi MU-2F fixed-wing training aircraft from the United States for use as training aids. In New Zealand service they are known as the '''Mitsubishi MU-2 Sumo'''.<ref>[http://www.airforce.mil.nz/about-us/news/airforce-news/archive/127/avionics-course.htm Avionics Course July 2011 Issue 127] ''Royal New Zealand Air Force News'' Retrieved 8 December 2016</ref> The aircraft were ferried to New Zealand and are located at the RNZAF's Ground Training Wing (GTW) at [[RNZAF Base Woodbourne]] near [[Blenheim, New Zealand|Blenheim]] in New Zealand's South Island.<ref>[http://www.defense-aerospace.com/cgi-bin/client/modele.pl?shop=dae&modele=release&prod=107102&cat=3 Air Force to Upgrade Ten Aircraft for Training July 29, 2009] {{Webarchive|url=https://web.archive.org/web/20181027061535/http://www.defense-aerospace.com/cgi-bin/client/modele.pl?shop=dae&modele=release&prod=107102&cat=3 |date=27 October 2018 }} ''defense-aerospace.com'' Retrieved 7 December 2016</ref><ref>[http://www.adf-serials.com.au/nz-serials/nzmu-2f.htm Mitsubishi MU-2F (Instructional Airframes)] ''add serials.com.au'' Retrieved 7 December 2016</ref>
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| ====United States====
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| Since 1987<ref>[http://www.air1st.com/contact-us/2-general/12-us-air-force-contract.html Air 1st Aviation Companies - US Air Force Contract] Retrieved 7 December 2016</ref> MU-2s have been flown by retired [[United States Air Force]] pilots working under government contract at [[Tyndall Air Force Base]], Florida, where they provide U.S. Air Force undergraduate [[Air battle manager|Air Battle Manager]] students of the U.S. Air Force Weapons Controller School with their initial experience controlling live aircraft. In the tactical simulations, the aircraft usually represent [[McDonnell Douglas F-15 Eagle|F-15s]] and [[Mikoyan MiG-29]]s. Students must control eight MU-2 missions before they can progress to controlling high-performance aircraft such as F-15s or [[Lockheed Martin F-22 Raptor|F-22s]].<ref>[https://www.tyndall.af.mil/News/Article-Display/Article/316692/mu-2-pilots-provide-valuable-abm-training/ MU-2 pilots provide valuable ABM training], Tyndall AFB</ref>
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| ===Flight around the world===
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| On 25 August 2013, Mike Laver, owner and pilot of N50ET (a −10 engine converted 1974 K-model equipped with 5-blade MT-composite propellers, which had just received a [[Supplemental type certificate|Supplemental Type Certificate]] (STC) under Air 1st of [[Aiken, South Carolina|Aiken]], [[South Carolina]]), along with ''AOPA Pilot'' technical editor Mike Collins, embarked on an around-the-world journey in the MU-2B-25.<ref>{{cite web |url=http://blog.aopa.org/blog/?page_id=5288 |title=AOPA Pilot Blog: Reporting Points » MU-2 Round the World |access-date=2013-08-26 |url-status=dead |archive-url=http://webarchive.loc.gov/all/20151116133236/http://blog.aopa.org/blog/?page_id=5288 |archive-date=16 November 2015 |df=dmy-all }}</ref> The voyage commenced at Aiken Municipal Airport (now [[Aiken Regional Airport]]) and visited [[Nagoya]], [[Japan]], on 14 September 2013, the 50th anniversary of the MU-2.<ref>{{cite web|url=http://www.aikenstandard.com/article/20130924/AIK0401/130929798|title=Men make 30 stops during journey|first=Stephanie|last=Turner|access-date=22 May 2014|archive-date=3 March 2016|archive-url=https://web.archive.org/web/20160303231700/http://www.aikenstandard.com/article/20130924/AIK0401/130929798|url-status=dead}}</ref><ref>The flight was completed in 101.5 hours(27,475 nautical miles)and was flown without any difficulties or maintenance issue whatsoever. http://blog.aopa.org/blog/?page_id=5288/ {{webarchive|url=https://web.archive.org/web/20150610230846/http://blog.aopa.org/blog/?page_id=5288%2F |date=10 June 2015 }}</ref><ref>{{cite web|url=https://share.delorme.com/MikeCollins/|title=Around the World in 25 Days|website=share.delorme.com}}</ref>
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| ===Safety concerns===
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| In the United States, the MU-2 had a spotty safety record during its early decades, as its high performance coupled with a relatively low purchase price appealed to amateur pilots who did not appreciate how demanding it is to fly compared to slower [[piston engine]]d aircraft.<ref name=aopa_1994/> The MU-2 has performance similar to a small jet; however, as it weighs less than {{convert|12500|lb|kg}}, under [[Pilot certification in the United States|U.S. pilot certification rules]] in force at the time, a pilot holding a multi-engine rating for much slower [[light aircraft|light]] twin piston-engine aircraft was allowed to fly the MU-2 with only a simple flight instructor endorsement. Inexperience with the MU-2's higher speeds, altitudes, and climb and descent rates resulted in many crashes. In Europe, pilots were required to obtain a specific [[type rating]] to fly the MU-2, resulting in roughly half the accident rate of early operations in the U.S.<ref name=flying_2008/>
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| Some of the aircraft's flight characteristics may be unfamiliar to pilots accustomed to slower light piston twins. Standard engine-out procedures are counterproductive when flying the MU-2: the commonly taught procedure of reducing flap following an engine failure on takeoff leads to a critical reduction in lift in the MU-2 with its unusually large and effective flaps. When pilots were taught to retain takeoff flap and reduce climb rate after an engine failure, MU-2 takeoff accident rates were reduced. Additionally, the MU-2 is sensitive to trim settings, and it is critical to promptly trim the aircraft properly in all phases of flight.<ref name=flying_2008>{{cite journal | title = Dangerous Airplanes or Dangerous Pilots? | journal = [[Flying (magazine)|Flying]] | date = 25 May 2008 | first = Jay | last = Hopkins | url = https://www.flyingmag.com/safety/training/dangerous-airplanes-or-dangerous-pilots/ | access-date = 12 November 2019}}</ref> The absence of adverse yaw eliminates the need to use [[rudder]] for [[coordinated flight]], but proper and prompt use of rudder is vital to counter the aircraft's tendency to roll in reaction to engine [[torque]]; at low [[airspeed]], the aircraft will rapidly roll and enter an [[Stall (fluid dynamics)#In accelerated and turning flight|accelerated stall]] if the pilot applies full power without adequate preparation, and safe recovery from this condition is very difficult at low altitude.<ref name=aopa_2018>{{cite journal | title = Keeping the props turning: Biennial event maintains mu-2 pilot skills, camaraderie | journal = [[AOPA Pilot]] | date = 1 September 2018 | first = Mike | last = Collins | url = https://www.aopa.org/news-and-media/all-news/2018/september/pilot/turbine-keeping-the-props-turning | access-date = 12 November 2019}}</ref>
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| Most crashes early in the type's service life were attributable to [[pilot error]]; however, in 1981, four uncontrolled descents from altitude prompted the United States [[National Transportation Safety Board]] (NTSB) to initiate separate investigations into the [[cabin pressurization]] system and [[autopilot]], but the outcome was inconclusive. In 1983, after more crashes, the NTSB convinced the [[Federal Aviation Administration]] (FAA) to perform a more comprehensive study of various aircraft systems; the study ultimately did not fault the MU-2's design, but the repeated investigations had damaged the aircraft's reputation by this time. This prompted Mitsubishi, in cooperation with [[FlightSafety International]], to initiate the ''Pilot's Review of Proficiency'' (PROP) seminar program to better educate MU-2 pilots about the aircraft's characteristics.<ref name=aopa_1994>{{cite journal | title = Turbine Pilot Used Turbine Review: Mitsubishi MU-2S | journal = [[AOPA Pilot]] | date = 1 October 1994 | first = Thomas A. | last = Horne | url = https://www.aopa.org/news-and-media/all-news/1994/october/01/turbine-pilot-(5) | access-date = 12 November 2019}}</ref> The PROP seminars were suspended following the end of MU-2 production in 1986 but were reinstated in 1994 due to continuing accidents.<ref name=aopa_2018/>
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| The aircraft's accident rate caused resale values to fall and prompted Mitsubishi to campaign the FAA to require an MU-2 type rating. In 2005, the FAA undertook another safety evaluation of the MU-2 and concluded that a properly maintained MU-2 was safe when operated by well-trained pilot; however, the study also found that training standards were inconsistent, and sometimes recommended unusual or unauthorized procedures. In 2006, the FAA issued a [[Federal Aviation Regulations|Special Federal Air Regulation]] (SFAR) directed at MU-2 operations, with standards exceeding a type rating in some aspects. The training curriculum was standardized and pilots required to receive type-specific initial and recurrent training. A fully functional [[autopilot]] became a requirement for single-pilot operations, and FAA-approved checklists and operating manuals must be on board at all times. Unusual for this SFAR, pilot experience in other aircraft types cannot be used to comply with MU-2 operational requirements.<ref name=flying_2011>{{cite journal | title = The Human Factor: Training Works! | journal = [[Flying (magazine)|Flying]] | date = 6 December 2011 | first = Jay | last = Hopkins | url = https://www.flyingmag.com/technique/proficiency/training-works/ | access-date = 12 November 2019}}</ref>
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| By 2011, the SFAR was credited with lowering MU-2 accident rates below those for similar turboprop aircraft. Additionally, although some owners had worried that the SFAR would depress aircraft prices even further, resale values rebounded as potential owners recognized that the aircraft is very safe with a properly trained pilot.<ref name=flying_2011/> PROP seminars continue to be held biennially and count towards MU-2 training requirements, and have become popular social events for MU-2 operators and even potential buyers, as MU-2 ownership is not required for attendance.<ref name=aopa_2018/>
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| The aircraft had several [[airworthiness]] issues early in its service history. [[Airworthiness directive]]s (ADs) were issued for nose gear cracks and various problems with the TPE331 engine. In April 1993, an emergency AD was issued after four serious accidents, two of them fatal, caused by propeller blade separations in aircraft equipped with similar three and four-blade [[Hartzell Propeller|Hartzell]] propellers;<ref name=aopa_1994/> the AD required immediate inspections of the propeller assemblies having more than 3,000 flight hours, and also covered various other aircraft types, but focused on the MU-2B-60 since it was the heaviest aircraft using these propellers.<ref name=dmn_1993>{{cite news |author=<!--Staff writer(s); no by-line.--> |date=30 April 1993 |url=https://infoweb.newsbank.com/apps/news/document-view?p=AMNEWS&t=favorite%3ADALLAS%21Dallas%20Morning%20News%20Historical%20and%20Current&sort=YMD_date%3AD&maxresults=20&f=advanced&val-base-0=%22george%20mickelson%22&fld-base-0=alltext&bln-base-1=and&val-base-1=1993-1995&fld-base-1=YMD_date&docref=news/0ED3D382DD6D17CF |title=Propellers' inspection ordered - FAA grounds planes after fatal accident |work=[[The Dallas Morning News]] |location=Dallas, Texas |access-date= 12 November 2019}}</ref><ref name=nyt_1993>{{cite news |author=<!--Staff writer(s); no by-line.--> |title=Propeller Inspections Ordered After Crash |url=https://www.nytimes.com/1993/04/30/us/propeller-inspections-ordered-after-crash.html |work=[[The New York Times]] |location=New York City |date=30 April 1993 |access-date=12 November 2019}}</ref> Despite these early problems, aviation experts have characterized the MU-2 as being robustly designed and constructed, and relatively few MU-2 crashes have been directly attributed to mechanical or structural failures.<ref name=aopa_1994/>
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| ==Variants==
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| ===Short fuselage===
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| ;XMU-2
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| :Astazou-powered prototype, 1 built{{cn|date=July 2024}}
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| ;MU-2A
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| :Prototypes powered by {{convert|562|shp|kW|abbr=on}} [[Turbomeca Astazou]] IIK engines, 3 built.{{sfn|Simpson|1995|pp=250–251}}
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| ;MU-2B
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| :Production variant powered by {{convert|605|shp|kW|abbr=on}} [[Garrett TPE331]]-25A engines.{{sfn|Simpson|1995|pp=250–251}}{{sfn|Taylor|1966|p= 106}} 34 built.{{sfn|Taylor|1972|p=144}}
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| ;MU-2C (MU-2B-10)
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| :Unpressurized variant for the [[Japan Ground Self-Defense Force]], 4 built.{{sfn|Simpson|1995|p=251}}{{sfn|Taylor|1972|p=144}}
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| ;MU-2D (MU-2B-10)
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| :Improved MU-2B, higher operating altitude and bladder fuel tanks rather than wet-wings, 18 built.
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| ;MU-2DP (MU-2B-15)
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| :MU-2D with 90-gallon tip tanks and upgraded engines, 3 built.
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| ;MU-2E
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| :Unpressurized variant for the Japanese military designated ''MU-2S''
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| ;MU-2F (MU-2B-20)
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| :Variant with improved engines and 90-gallon tip tanks as MU-2DP but certified at a higher gross weight and additional fuel tanks, 95 built.
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| ;MU-2K (MU-2B-25)
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| :Short fuselage variant of the MU-2J, 83 built.
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| ;MU-2M (MU-2B-26)
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| :Revised variant of the MU-2K with increased weight, and increased cabin pressure, 27 built.
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| ;MU-2P (MU-2B-26A)
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| :Improved variant with four-bladed propellers and improvements as MU-2N, 31 built.
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| ;Solitaire (MU-2B-40)
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| :Variant with improved engines and increased fuel capacity, 57 built between 1979 and 1985.
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| ===Long fuselage===
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| ;MU-2G (MU-2B-30)
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| :Stretched variant with a 1.91m increase in length, larger cabin and change to landing gear configuration, first flown in January 1969, 46 built.
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| ;MU-2J (MU-2B-35)
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| :Variant with improved engines, eleven inch increase in cabin length and increased gross weight, 108 built.
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| ;{{visible anchor|MU-2L (MU-2B-36)}}
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| :Revised variant of the MU-2L with increased weight, and increased cabin pressure.
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| ;{{visible anchor|MU-2N (MU-2B-36A)}}
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| :Improved variant with four-bladed propellers and other improvements including an extra cabin window, 36 built.
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| ;{{visible anchor|Marquise (MU-2B-60)}}
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| :Variant with improved engines, 139 built.
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| ;Cavenaugh Cargoliner
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| :Freighter conversions of long fuselage MU-2 variants by Cavenaugh Aviation Inc. of [[Conroe, Texas]], by addition of a crew door in place of a flight deck window and a large cargo door in the rear port fuselage. Eleven aircraft had been converted by March 1987.<ref name=JAWA88-89>{{cite book |title=Jane's All the World's Aircraft 1988–89 |year=1988 |publisher=Jane's Information Group |location=London |isbn=0-7106-0867-5 |editor=John W.R. Taylor|page=373}}</ref>
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| ===Military===
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| ;LR-1
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| :Japanese military designation for MU-2C and MU-2Ks operated by the JGSDF, 20 delivered.
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| ;MU-2S
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| :Japanese military designation for a MU-2E search and rescue variant for the air force, 29 delivered.
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| ==Aircraft on display==
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| ;Australia
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| * An MU-2 is on display at the [[Australian Aviation Heritage Centre]] at [[Darwin International Airport]], Australia.<ref>{{cite web |url=http://www.darwinsairwar.com.au/mitsubishi-mu/ |title=Mitsubishi MU-2 | Darwins Aviation Museum |access-date=2014-04-30 |url-status=dead |archive-url=https://web.archive.org/web/20140430063041/http://www.darwinsairwar.com.au/mitsubishi-mu/ |archive-date=30 April 2014 |df=dmy-all }}</ref>
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| ;Japan
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| *An MU-2 (registration: JA8628) is on display at the Museum of Aeronautical Sciences in [[Narita International Airport]] in Narita, Japan.{{cn|date=September 2024}}
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| ;Mexico
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| *An MU-2P (code ETE-1357) is on display at the Museo Militar de Aviacion at the [[Felipe Ángeles International Airport]] in Santa Lucia, Mexico.<ref>{{cite web |url=http://stanakshot.free.fr/photos/Mexique-air-force/Mitsubishi-MU-2P/ETE-1357/9835/ |title=Mitsubishi MU-2P (ETE-1357) - FAM }}</ref>
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| ;United States
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| *An MU-2 is on display at Sparks Aviation at the [[Tulsa International Airport]] in Tulsa, Oklahoma.{{cn|date=September 2024}}
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| ==Incidents and accidents==
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| As of May 2024, there have been 170 documented crashes and 394 deaths involving the MU-2.<ref>{{cite web|url=https://www.baaa-acro.com/search-results?combine=mitsubishi%20mu-2|title=Accident Archives|website=Bureau of Aircraft Accidents Archives|access-date=11 November 2019}}</ref>
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| * On 19 April 1993, an MU-2B-60 owned by the State of [[South Dakota]], registration number ''N86SD'', sustained extensive damage to the fuselage and left-hand wing and engine mounts after a propeller blade separation during cruise. The pilot was unable to maintain altitude and crashed into a farm [[silo]] in low visibility about {{convert|8|mi|km}} south of [[Dubuque, Iowa]].<ref name=NTSB_1993>{{cite web|url=https://app.ntsb.gov/pdfgenerator/ReportGeneratorFile.ashx?EventID=20001211X12106&AKey=1&RType=Final&IType=GA |title=NTSB Aviation Accident Final Report DCA93GA042 |publisher=[[National Transportation Safety Board]]|access-date= 12 November 2019}}</ref> All eight people aboard the aircraft died, including [[George S. Mickelson]], then [[Governor of South Dakota]].<ref>{{cite news |author=<!--Staff writer(s); no by-line.--> |title=Crash Kills George S. Mickelson; South Dakota's Governor Was 52 |url=https://www.nytimes.com/1993/04/20/obituaries/crash-kills-george-s-mickelson-south-dakota-s-governor-was-52.html |work=[[The New York Times]] |location=New York City |date=20 April 1993 |access-date=12 November 2019}}</ref> Later that April, investigators' findings prompted the FAA to order the immediate inspection of Hartzell propellers similar to those on the accident aircraft.<ref name=aopa_1994/><ref name=dmn_1993/><ref name=nyt_1993/> The accident was attributed to [[Fatigue (material)|metal fatigue]] of the propeller hub caused by improper design and manufacturing.<ref name=NTSB_1993/>
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| * On 6 October 2000, an MU-2B-26A, registration number ''N60BT'', crashed in a wooded area short of Runway 24 at [[Martha's Vineyard Airport]] in [[Edgartown, Massachusetts]], during a landing approach in low visibility. The crash killed pilot and former [[New Jersey State Senate|New Jersey State Senator]] [[Charles B. Yates]], his wife, and two of their children. The NTSB attributed the crash to the pilot's failure to follow [[Instrument flight rules|instrument flight]] procedures, with the low cloud ceiling being a contributing factor; the report also noted that he had initiated but failed to complete MU-2 specific flight training.<ref>{{cite news |last=Kershaw |first=Sarah |title=Charles B. Yates, 61, Banker And Ex-New Jersey Legislator |url=https://www.nytimes.com/2000/10/10/nyregion/charles-b-yates-61-banker-and-ex-new-jersey-legislator.html |work=[[The New York Times]] |location=New York City |date=10 October 2000 |access-date=11 March 2020}}</ref><ref>{{cite web|url=https://app.ntsb.gov/pdfgenerator/ReportGeneratorFile.ashx?EventID=20001212X22227&AKey=1&RType=Final&IType=FA |title=NTSB Aviation Accident Final Report NYC01FA005 |publisher=[[National Transportation Safety Board]]|access-date= 11 March 2020}}</ref>
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| * On 10 November 2013, Perry Inhofe, son of [[United States Senate|U.S. Senator]] [[Jim Inhofe]], died when the MU-2 he was flying crashed in [[Owasso, Oklahoma]]. Inhofe was the sole occupant of the aircraft.<ref>{{Cite web |date=2013-11-11 |title=Sen. Inhofe’s son dies in plane crash |url=https://www.aopa.org/news-and-media/all-news/2013/november/12/senator-inhofe-son-dies-in-plane-crash |access-date=2023-03-25 |website=www.aopa.org}}</ref>
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| * On 29 March 2016, an MU-2B-60 operated by Aero Teknic, a Canadian aircraft maintenance company, [[2016 Magdalen Islands Mitsubishi MU-2 crash|crashed on approach]] to [[Îles-de-la-Madeleine Airport]], killing all seven people aboard, including former Canadian politician [[Jean Lapierre]], his family, and the two pilots. An initial survivor died of a heart attack after being pulled from the wreckage.<ref>{{cite news|last1=Grou|first1=Vincent|title=Îles-de-la-Madeleine: le pilote Pascal Gosselin était un pionnier d'Internet au Québec|url=http://ici.radio-canada.ca/nouvelles/societe/2016/03/30/003-pascal-gosselin-pilote-avion-iles-madeleine-ecrasement-pionnier-internet-quebec.shtml|access-date=31 March 2016|work=[[CBC.ca|Ici Radio-Canada.ca]]|date=30 March 2016}}</ref><ref name="CTVM">{{cite news|title=Seven dead in Iles de la Madeleine plane crash: SQ|url=http://montreal.ctvnews.ca/seven-dead-in-iles-de-la-madeleine-plane-crash-sq-1.2836733|access-date=29 March 2016|work=[[CFCF-DT|CTV Montreal]]}}</ref><ref name="CBC">{{cite news|title=Breaking Îles-de-la-Madeleine leaves 6 dead, 1 man injured|url=http://www.cbc.ca/news/canada/montreal/magdalen-islands-plane-crash-1.3510975|access-date=29 March 2016|work=[[CBC News]]|date=29 March 2016}}</ref><ref name="Authier">{{cite news|last1=Authier|first1=Philip|title=Seven people dead following plane crash on Îles-de-la-Madeleine, SQ says|url=https://montrealgazette.com/news/local-news/plane-believed-to-be-carrying-jean-lapierre-and-his-family-crashes-on-iles-de-la-madeleine|access-date=29 March 2016|work=[[Montreal Gazette]]|date=29 March 2016}}</ref> The [[Transportation Safety Board of Canada]] investigated the crash and determined that the pilot's decision to continue an unstable approach resulted in loss of control during final approach.<ref name="TSB investigation">{{cite web |title=Air transportation safety investigation A16A0032 |date=10 January 2018 |url=https://www.tsb.gc.ca/eng/rapports-reports/aviation/2016/a16a0032/a16a0032.html#3.0 |publisher=Transportation Safety Board of Canada |access-date=13 August 2020}}</ref>
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| * On 12 April 2025, a Mitsubishi MU-2B went down near Copake, New York, with no survivors. Victims were Karenna Groff, a former MIT soccer player named the 2022 NCAA woman of the year; her father, a neuroscientist, Dr. Michael Groff; her mother, Dr. Joy Saini, a urogynecologist; her brother, Jared Groff, a 2022 graduate of Swarthmore College who worked as a paralegal; Alexia Couyutas Duarte, Jared Groff’s partner who also graduated Swarthmore and planned to attend Harvard Law School this fall; and Karenna Groff’s boyfriend, James Santoro, MIT graduate.<ref>NTSB Media Briefing 1 - Mitsubishi MU2B Airplane Crash in Copake, New York|url=https://www.youtube.com/watch?v=eVAu-STLqHM</ref>
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| ==Specifications (MU-2L)==
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| {{Aircraft specs
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| |ref=Jane's All The World's Aircraft 1976–77{{sfn|Taylor|1976|pp=127–129}}
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| |prime units?=met
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| <!--
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| General characteristics
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| -->
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| |crew=1 or 2 pilots
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| |capacity=4–12 passengers
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| |length m=12.01
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| |length note=
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| |span m=11.94
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| |span note=including tip tanks
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| |height m=4.17
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| |height note=
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| |wing area sqm=16.55
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| |wing area note=
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| |aspect ratio=7.71:1
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| |airfoil='''root:''' [[NACA airfoil|NACA 64A415]]; '''tip:''' NACA 63A212
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| |empty weight kg=3433
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| |empty weight note=
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| |gross weight kg=
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| |gross weight note=
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| |max takeoff weight kg=5250
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| |max takeoff weight note=
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| |fuel capacity={{cvt|1388|L|USgal impgal}} maximum usable fuel
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| |more general=
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| <!--
| |
| Powerplant
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| -->
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| |eng1 number=2
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| |eng1 name=[[Garrett TPE331|AiResearch TPE331]]-6-251M
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| |eng1 type=[[turboprop]] engines
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| |eng1 kw=579
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| |eng1 hp=
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| | |
| |prop blade number=3
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| |prop name=[[Hartzell Propeller|Hartzell]] HC-B3TN-5/T10178HB-11 fully feathering reversible constant-speed propellers
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| |prop dia m=2.29
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| |prop dia note=
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| <!--
| |
| Performance
| |
| -->
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| |max speed kmh=
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| |max speed note=
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| |max speed mach=<!-- supersonic aircraft -->
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| |cruise speed kmh=547
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| |cruise speed note=at {{cvt|4175|kg}} at {{cvt|4575|m|0}} maximum
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| *'''Economical cruise speed:''' {{cvt|483|km/h|mph kn}} at {{cvt|4175|kg}} at {{cvt|7620|m|0}}
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| |stall speed kmh=185
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| |stall speed note=flaps down ([[Calibrated airspeed]])
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| |range km=2334
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| |range note=at {{cvt|7620|m|0}} with full wing and tip tanks including 30 minutes reserve
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| |combat range km=
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| |combat range note=
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| |ferry range km=
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| |ferry range note=
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| |endurance=<!-- if range unknown -->
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| |ceiling m=9020
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| |ceiling note=
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| |g limits=<!-- aerobatic -->
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| |roll rate=<!-- aerobatic -->
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| |climb rate ftmin=2360
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| |climb rate note=at sea level
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| |time to altitude=
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| |more performance=<br/>
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| *'''Take-off run to 15 m (50 ft):''' {{cvt|661|m}}
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| *'''Landing run from 15 m (50 ft):''' {{cvt|573|m}}
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| |avionics=
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| }}
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| ==See also==
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| {{aircontent
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| |related=
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| |similar aircraft=
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| * [[Aero Commander 500 family|Rockwell Turbo Commander]]
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| * [[Let L-410 Turbolet]]
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| }}
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| ==References==
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| {{Reflist|30em}}
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| | |
| * {{cite book |last=Simpson |first=R. W. |title=Airlife's General Aviation |edition=Second |year=1995 |location=Shrewsbury, UK |publisher=Airlife Publishing Ltd. |isbn=1-85310-577-5}}
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| * {{Cite book |editor-last=Taylor |editor-first=John W.R. |editor-link=John W. R. Taylor |title= Jane's All The World's Aircraft 1966–67 |year= 1966 |publisher= Sampson Low, Marston & Co., Ltd. |location=London }}
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| * {{Cite book |editor-last=Taylor |editor-first=John W.R. |title= Jane's All The World's Aircraft 1972–73 |year= 1972 |publisher= Sampson Low, Marston & Co., Ltd. |location=London |isbn=0-354-00109-4}}
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| * {{Cite book |editor-last=Taylor |editor-first=John W.R. |title= Jane's All The World's Aircraft 1976–77 |year= 1976|publisher= Jane's Yearbooks|location=London |isbn=978-0-354-00538-8 }}
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| ==External links==
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| {{commons category|Mitsubishi MU-2}}
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| * [http://mu-2aircraft.com Mitsubishi Heavy Industries America MU-2 Official Website]
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| * [https://aviation-safety.net/wikibase/type/MU2 Aviation Safety Network - MU-2]
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| {{Mitsubishi aircraft}}
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| {{JSDF aircraft designations}}
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| {{DEFAULTSORT:Mitsubishi Mu-2}}
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| [[Category:1960s Japanese civil utility aircraft|MU-2, Mitsubishi]] | |
| [[Category:Mitsubishi Heavy Industries aircraft|MU-2]] | |
| [[Category:Aircraft first flown in 1963]] | | [[Category:Aircraft first flown in 1963]] |
| [[Category:High-wing aircraft]] | | [[Category:High-wing aircraft]] |
MU-2 landing
A stretched-fuselage Mitsubishi MU-2 Marquise taxiing at the Toronto City Centre Airport. This MU-2 is operated in a medivac configuration by Thunder Airlines of Thunder Bay, Canada
A military version for JGSDF.
