I noticed a Mitsubishi MU-2 on the ramp at our local airport the other day. The twin turboprop airplane is famous for having unforgiving stall characteristics. The designers put in a stick shaker, as on many jets of the day, but not the stick pusher that is now common. Considering their near-jet level of performance, these airplanes have been considerably devalued by the accident history and perceived lack of safety (see Controller for what is currently available on the market; it looks as though a decent Solitaire can be purchased for $500,000. That’s for an airplane that can cruise at 310 knots, handle some ice (legally anyway; the practical ice capability is an open question), take 6 people more than 1000 nautical miles in pressurized comfort, fly over most weather at 33,500′, etc.).
More than 700 of these airplanes were built and a lot of them are still flying.
What if the latest retrofit autopilots could make the MU-2 a lot safer? Consider the Garmin GFC 600 and similar. These retrofit autopilots, even when not engaged, can provide “envelope protection” and nudge the flight controls in a safe direction if they sense that the plane is approaching a stall. It isn’t quite the level of idiot-proofing of an Airbus A320, but maybe if set to “max” could turn what has been “kind of unsafe” into “reasonably safe”?
Pilot readers: What do you think?
[More radical idea, but perhaps not for an airframe worth as little as $200,000 in airworthy condition: retrofit fly-by-wire controls. Put a big “don’t touch this” sign on the yoke of a legacy jet or turbopop and install a sidestick that, as in an Airbus or F-22, gives suggestions to the computer. Through extra-beefy servo motors, the computer becomes the sole manipulator of the flight controls. If the computer fails, the pilot can grab the yoke and look for a runway at least 10,000′ long (let’s presume he or she will be rusty!).]
Related:
- MITSUBISHI MU-2: ADDICTIVE PERFORMANCE BEST BANG-FOR-THE-BUCK TURBOPROP (AOPA, 2011)
- Air1st specializes in refurbishing MU-2s; they sell some pretty nice ones for around $650,000
- MU-2 Pilot’s Operating Manual (675 pages explaining the systems and how to fly it)
- Why you shouldn’t sell any product to an American (MU-2 crash in Oklahoma)
Thinking maybe you should get one instead of your old SR20 and give me a ride!
The $20,000 tag is like the early days of quadcopter autopilots.
USAF contractors fly them on the Gulf missile range, as training targets for aircraft intercept ground controllers. After a few MU-2 sorties, the controller training moves to F-15’s, F-22’s, etc.
Wikipedia says the accident rate came down to “normal” levels after FAA required type certification as stringent as for jets. Regular light twin procedures were inadequate to prepare pilots for transition to the MU-2.
I own a solitaire. You will not find a more forgiving stalling airplane. It’s reputation is undeserved. I can send you a video of accelerated stalls simulating a base to final turn. Incredibly benign. The stick shaker is not needed, it communicates clearly. Spoilers allow u full yoke control into a deep stall with no spin risk. U just level wings with your hands and nose drops. A baron or bananas stall is 10x the event.
I think the safety issues are a result of speed and poorly trained pilots vs anything else. Post SFAR it is just as safe as other turbines in the category.
The build quality is the plane is crazy as is performance. It’s a jet. Rotate at 100, climb at 180 indicated. Fly it like that and it will probably never let you down.
Good ap wouldn’t hurt, though my solitaire has an spz500 which is the same as many old citations and works great. I would of course welcome envelope protection however even with it, I am not sure the mu2 is the plane for someone that cares about that. It would have prevented few accidents in the types history.
If you ever want to fly one, come to Denver and call me.
Btw – my solitaire will go 1500nm, can carry 1000lbs with full fuel and rides betterbhana. 737. Seriously, wing loading is the same.
Also, trimmed out, can fly a single engine ils with hands off the yoke.
Round cabin makes it significantly roomier than tbm, etc.
Higher cabin diff than a pc12.
Economy cruise is 280kts on 415lbs/hr
Normal mode is 310 knots of 480-500lbs
Climbs 2000fpm all day long.
Requires a little trim than other planes but doesn’t move once trimmed out. I had ap click off at fl280 and flew for 10 min before I realized it. Hands were in my lap.
“Requires a little trim than other planes” – translation = “it’s wildly unstable”. Just kidding.
I love it. Just so happens I’ve started my instrument training in a 2016 SR 20 with perspective. I was flying around this afternoon on a lesson. I had my eyes closed and was told, by my instructor to perform a series of maneuvers. The EPS was working overtime, which I suppose dampens the intent of the demonstration, trust the instruments over your senses, but it still was cool.
Advanced skilled pilots are killing themselves in small aircraft. With these systems you really have to work to kill yourself in the traditional fashion, base to final turn, extending the glide and whatever else….. that’s a good thing.
Anthony: I know that it is basically a good airplane and the performance numbers are awesome, but I don’t think it is realistic for owner-pilots of a $200,000 bottom-of-the-market MU-2 to develop and maintain the same level of skill that charter jet pilots will have. And wasn’t there an accident roughly 10 years ago where one of the high-time MU-2 specialist CFIs managed to stall and spin? (or crash and die, at any rate)
An insurance broker told me recently that only a handful of carriers will write policies for the MU-2 and the maximum liability limits are very low, e.g., $1-2 million total and sometimes with $100,000/seat C172-style limits. The same guy arranges $100 million policies for PC-12s and King Airs.
My gut says fly-by-cable (mechanical cables) with envelope protection seems safer than fly-by-wire (making suggestions to a computer via the side-stick). I’ve felt this way since reading about a Falcon 7x (with triple redundancy and military pedigree) runaway trim that didn’t respond to pulling circuit breakers. It’s crew flew into a 4g banking turn until the trim servo burnt out, then recovered.
Phil,
Do you have an autopilot installed in any of your helicopters? Just wondering your thoughts. I’m considering it on my 44.
No autopilots at East Coast Aero Club for the R44s, but remember that nearly all of our flying is a two-pilot operation. Or at least one person is becoming a pilot. The longest typical single-pilot trip is sightseeing to Boston and back, about 20 minutes in the air.