Is the Mitsubishi MU-2 turboprop Really that fast???
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- čas přidán 30. 07. 2024
- The Mitsubishi MU-2 turboprop is know around the world for its speed and economy, but like many things.. The book numbers and the real world collide once you own and fly them. This video is a little deeper look at the performance of a MU2 Marquise on a normal mission flight across the US. Come fly along in-cockpit as we explore the real performance of the plane and enjoy general aviation from the view of a private pilot.N1727S
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This video is for entertainment purposes and is not intended as instruction. Important elements of flight planning, coordination, preflight and post-flight inspections, ATC communications and more have been left out during the editing process. This video does not represent the views of the FAA or anyone other than the creator.
⏱️TIMESTAMPS⏱️
0:00 24,000ft discussion
2:50 Cruise Timewarp
3:00 Empty outers
6:21 Cruise Front
6:30 23,000ft
8:34 Cruise
8:50 On-Board 230 Real-world - Auta a dopravní prostředky
The Mitsubishi MU-2 turboprop is know around the world for its speed and economy, but like many things.. The book numbers and the real world collide once you own and fly them. This video is a little deeper look at the performance of a MU2 Marquise on a normal mission flight across the US. Come fly along in-cockpit as we explore the real performance of the plane and enjoy general aviation from the view of a private pilot.
I was lucky as a young man for my first ever job to be a lineman at Lansing Airport (KIGQ) in Illinois. One of the companies there operated 2 MU-2s - one a passenger (338CM) and one a cargo variant (211RV). Always enjoyed moving, fueling, and running ground power for their start-ups. Was always cool seeing those planes come screaming in to land and hear that almighty prop-reverse! For the uninitiated it was a real "WTF WAS THAT?!" experience!
They still do that hehe
You're talking about Bill Ms airplanes. I used to tow banners out of there, and made my first 13 parachute jumps there.
Know exactly what you mean. First one I encountered taxied up within 30,ft in front of me, then reversed props to park. Not only did it blow me away backwards, but shattered my teeth with insane whistling causing temporary deafness, while coating my garments, with Jet-A exhaust residue. That was the moment I realized my marriage was toast.😂🤣
I just think it’s one of the most beautiful airplanes ever built!
I have always been in love with the MU2
Could not agree more
It's interesting to see just how much the performance changes based upon the fuel on board. It's tough to get real performance data since there are so many variables and people like to cherry-pick data. Good to see real-world what you're seeing in your plane. I like the updated glass cockpit as well.
Thank you , When I was looking for more information before buying our MU-2B60 , like you there just was not much useful information. I believe this plane is a great platform for pilots that stay proficient and current. There are plenty that should stick with a PC-12 or King Air otherwise. The reward is there if you are willing to put the work in on yourself and flying skills.
The rice rocket we called them
I own a Mitsubishi two, but the land variant with 4x4 and turbodiesel, lol nice plane great vid
Really enjoy (I'm one of those nerds!), all the spec talk and description of events (fuel load, transfer, TAS, etc). Thanks for posting these, you have a really good delivery.
Thanks Buck, try to put together some new videos this week, so hopefully have some posted in the next day or so
Looking forward to more videos.
Working on it!
Very much appreciate you sharing with us the performance characteristics of the MU-2. Blue skies!
Thank you , I plan to do another a little later this year - as the colder temps are making a significant difference in the performance already... Thanks for watching
It’s one of the airplanes I looked at. I actually started shopping for the Cheyenne 400LS but got scared off by how few were made and the effect on parts and service. I wound up in a Conquest II / C441 which has worked very well for me.
The Conquest II is a great platform! I had a 414A before the MU-2, and was pleased with the overall airframe. I looked hard at them, but in the end - I could not find anything in the market worth finding at the time I was looking, and found my Marquise off-market. The whole reason I started this channel was to give real-world data for future owners and those that just enjoy aviation.
@@mu2b60marquise Understood, the MU2 is a superb airplane and I’m enjoying your videos.
I have a lot of hours many years ago in the MU-2 and I have a lot of respect for it. It reminds me of flying the early Lear jets, the Mitsubishi is not a plane that you want to ever get behind on when flying it. It’s a reliable platform that never let me down but with those short wing spans you just need to be vigilant. Many people used to call this the “widow maker” and the accident rate was high , but I loved flying it. I’m in my mid-50s and have been flying since my teens, planes like this are the roots / bones of what make a pilot . I’m in the left seat on a 74-8 flying “rubber dog s***” (if your a freight dog & a Top Gun movie geek you get the reference) out of Hong Kong & whatever other throw away electronics our country requires & pilots now a days don’t “fly” the plane anymore , machines like the MU, Metroliner, early Lears teach / learn you to get away from that AP switch & hand fly. Cool plane and nice video
It is a lot of fun to fly, and could not agree more with your comment about getting behind..
Jim "Mac" McGrath was one of my idols in the early 70s. He was known to be the highest time MU2 pilot in the world. He operated out of a 2400ft strip for many years. He was featured in their advertising too.
Back in the 80's we called them Rice Rockets for a reason
:)
Used to fly the MU2 N and P models (predecessor to the Marquise and Solitaire) Would file 250 knots in the N and 260 knots in the P. Probably would have been about 10 knots faster when new, but the engines were well worn and would temp out above 8000 feet. Great airplanes though. Nice to see them flying.
Avionics have improved, but the airframes are still as rock solid as you remember
Aviation market has made King Airs and Avantis WAY out of range for me. The Conquest II is also an impossible find. This aircraft has come up an you are doing a good job of selling it. Curious what the maintenance is given most of them are 40 years old… wonder if this can be modded with bladder tanks to increase range…
I looked hard at a Conquest II , but the AD's and parts concerns made me move on. I love the twin Cessna family ( owned a 414A and loved it ) But the current 2020-2022 market has just driven everything through the roof on price.
I am aware of some ferry modifications, but nothing permanent. She is a sold 1000nm range plane, but more than that as your everyday mission would be an issue in my opinion. That is where the King Air's do have an advantage. I think the 350 will be the standard in time.
There’s a good reason they are worth more. Newer, better support, easier to fly, quieter, more room and useful load.. and better performance if you don’t count the 90s, 100s, and 200s.
Nice video. I'm a Baron G58 pilot and a flight simulator enthusiast. I recently bought the MU-2 for my Xplane 11 with this G500 update. It's very very similar to your aircraft. Now I'm looking for videos about performance and about the engine.
There really are not any more videos like that out there. One of the reasons I started this channel was to provide more real world information about this great plane.
@@mu2b60marquise you have a very nice content. Thank you for your work. Greetings from Brazil
@@luizggiorgi Thank you, and love the Baron - used to have a older B58 :)
Enjoyed this video…
Always loved the Mits!
-10’s on this bird?
Yes, the Marquise has the -10’s standard . Thank you for watching, smash the subscribe , should be posting more soon
Such a cool airplane. Just don’t see the MU-2 at the airport, like I used to. Starting to become very rare these days.
Very true Mike. The fleet is holding steady in numbers, but it is very small compared to the King Air that never stopped production.
@@mu2b60marquise oh yeah. They (I think it’s Raytheon?) keep coming up with ways to modify/improve on the King air.
@@mikemontgomery2654 The King Air is still the gold standard. I just struggle justifying an additional $1-1.2M for the same space ( King Air 200 ) and go slower, burn more fuel, and higher maintenance costs... The KA 350 is amazing.
@@mu2b60marquise I can understand that.
I love this airplane and I'm so glad I found your channel. As a watcher of P1D and as someone hoping to get into a piston twin soon for load carrying and redundancy, I just nod and drool a bit with this kind of content LOL. I've heard (from my AA pilot friend) that the jets enjoy a long fast flattish cruise descent while the turboprops can do steeper and slow in a descent because of the big spinning airbrakes. I got to fly with a generous owner of a Cessna 421 and his descents were carefully planned because of the geared engines, not letting the props drive the engine. Do you find that ATC accommodates your ability to chop and drop faster than the jets? Am I just spouting nonsense?! Great footage, keep it up!
You’re actually right on the money. Although jets can throw out speed brakes in most cases, it’s more common for them to have a gradual dissent. In the turbine engines we have the ability to go to flight Idol and turn those huge props in the big breaks, those being able to comfortably descend closer to the airport. It is also one thing that drives the efficiency of the turbo prop on shorter trips. Glad you stopped by and will have a fair amount of new video coming out of a safety training I’m currently attending and a handful of trips. There’s anything you would like to know more about or see you just let me know
thanks for the video, hopefully we need more in te future, simple question, the rpm need to be 100% all the time since the takeoff and after landing ?
Yes and yes.. So on the RPM , the props are turning quite slow ~ 1600 RPM, and there is not much advantage to reducing the RPM, thus we run them at normal max RPM 100-101% all the time. There are some long range configurations that you reduce, but I personally don't use those settings.
New video is in the works right now, hopefully I will get it posted in the next day or so. Easier to fly than make the edits.. :)
The MU-2 is one of the coolest most unique airplanes that was produced. I have read it’s as efficient as a new Pilatus. I have heard there are issues with how it handles icing. Can you confirm? I always thought it would be a great charter airplane based on ruggedness and efficiency. Would love to fly one!
There is probably not a more economical and safe turbo prop out there. The trade off, you need to be a current and competent pilot... There are still many out there working hard on charter and cargo missions.. Although I would bet most are personal/corporate planes these days due to the low maintenance costs.. Insurance.. well, they hate everyone these days.. :)
Icing - honestly, in my opinion and real-world experience in my Marquise, complete wives tale.. The standardization of the training with the SFAR solved 99.99% of the issues with the plane.. Not surprisingly it seems to always be a short circuit between the yoke and pilot seat.... Unstabilized approaches... etc
@@mu2b60marquise Thanks for the reply! I kind of had a hunch on that on the icing concerns. BTW, looks like you are selling yours? Hope just for upgrade. Those Garretts are noisy but it is one cool plane and surprised it's out of production. 300K blows most everything away in the turboprop category...
Love your videos thank you. I´ve owned several MU-2's in the past, and I love them; great airplane. I notice that you fly yours at 101% rpm, which is close to the max. I always operated mine (and all the other TPE-331's that I've flown at 96-98% during cruise. Is there a reason you like them full forward?
The current recommendation is 100.5-101% , seems nothing is lost other than speed per Honeywell.
He believes or thinks not, but he is killing his turbines... in this case he is flying his MU2 at maximum power (he will have an inspection of the generously roasted hot section in less than 1800 hrs), it is his pocket that will be hurt
I was wondering about that also. Overspeeding turbines is not good. Yes he is not maxed out but very close. I do have close to 4000 hours in long body MU2’s. Great aircraft.
4:42 Your map says you’re over my house
but did you wave? :)
0:36 music input throughout the speakers? 🙂
Am not a pilot, but I always loved analog dashes airplanes. 👍
Actually, the cameras are hardwired to the audio panel ( through the headset jack )
Thank you for the video. I've been impressed with the MU-2 family since the early 1970s. I have one question: What is it about the handling characteristics that forced the FAA to necessitate extra type-specific training to reduce fatal incidents? Something about the handling must be *different*, though not necessarily bad. Could you please shed some light on this?
This is my person short version... When the plane got here.. it was a 300knt race horse, that was not much more expensive than a Baron.. And low time LIGHT twin owners, jumped on this badass ride very quickly for the right reasons.. it is an amazing aircraft, and does everything they say it does.. The issue was the gap in pilot skill/training - and at best bad habits, at worse very inadequate airmanship.. So you move from a Baron ( beating your chest ) with rotation speeds ~ 85knts, blue line Vyse ~ 100 knts CLEAN... to a MU2 rotating at 105, approaches at 120, and Blue line CLEAN @ 150knts.. In short, the MU2 flys more like a jet than a prop.. So most pilots would find themselves far behind the plane, and if there was an issue do terrible things like get the "flaps up" and convert that 110knt wing into a 150knt wing... Lastly, there was not a standardized checklist in the community, and this was a root cause of many of the mishaps/accidents in the years leading up to the SFAR. Post SFAR, you will notice that the plane is safer that any other turboprop on it's record. Hope this give some insight. It is a pilots plane, if you can not use your feet or trims, stick with a King Air :)
Thank you! You explained it very well. I have heard similar stories about pilots who go from a 172 or Archer to a Mooney. You can't let the airplane get ahead of you. I still think that the MU-2 is a great airplane! Lucky you!@@mu2b60marquise
Great videos, do you have a video about maintenances interval, hourly, calendar or both
Thank you, I never got around to that before moving up to the Avanti II.
@@mu2b60marquise how do you like the Avanti, is it much more to operate than the Mu2
@@nimain9964 I can not give you an honest answer yet - but I imagine it will be ~ 25% more to operate , although you are 100knts faster... so will be interesting to see where the numbers shake out over a year.
@@mu2b60marquise have fun with it, the Avanti is one of my favorite airplane, never flown one but all the numbers and comments from other pilots it seems like an awesome airplane
@@nimain9964 It is the opposite of the MU2 to actually fly - basically flying a flight simulator with your feet on the ground ( very un-manly ) lol It is exactly what people say - Smooth, Quiet, fast and efficient. Expenses are more jet like, but still cheaper than a jet with better overall return on your money. FL390 365 true on 550pph/81gph , or go fast FL350 380knts true on 594pph/87gph...
These are King Air 200 numbers. Nothing out of the ordinary for a turboprop.
The value proposition is the operating cost and purchase price - $5M for KA250 vs. $1M for the nicest MU2 in the fleet. OPEX ~ 1/2
Could you do a IFR CRAFT video?
Will have to work on that
hi max ceiling (you normally fly is above Fl30?..also i noted rpm max no rpm cruise reduction? i fly a lot in xplane new mu2 very good
The Marquise is the long body version, and generally will not climb as well above 20,000 as the short body versions. As such, on short trips, I generally will hang out between FL210-FL230 , longer trips it actually makes sense to step climb, meaning - stop at FL210 for a bit, burn off fuel, then climb to FL250 for example. We are limited to FL280 for RVSM reasons and practical performance. If I needed the range more than the speed, higher is always better.
You are correct, we do not adjust RPM in this model. You can reduce for some fuel flow savings, but the speed drop does not seem to make sense to me without a massive tailwind.. Thanks for watching
@@mu2b60marquise thanks a lot will apply those settings from my xplane...
@@falopio67 glad to hear, and feel free to ping my anytime with questions - here or instagram.
@mu2b60marquise Did you install the avionics? I’m about to join the Mits owners club and trying to ballpark nearly this exact panel setup. I’m assuming about 100k, but figured I’d ask.
I did not, but that is about right... 100-120 and you are all glass, mine was a mid 90's upgrade I believe.. so not as nice as the current stuff
Your aircraft is beautiful.
I have always thought the MU2 was an impressive airplane, long wanted one but financially not in the cards. Someone has to smash bugs so that falls to me.
I have had the pleasure to fly all sizes and shapes of planes over the years. Although the MU2 is an amazing time machine for travel, nothing beats stick and rudder and tailwheels for true flying.. Not to mention , the cost of a fill up is much better.. :) Thank you for watching!
270 knots @ 600 pph...Not too shabby.
I am looking at these as it seemed around the price or even cheaper than Piper Malibu/Matrixes these days.
I wondered how much it is the average cost of keeping a pressurized twin turboprop these days, seemed impossible for a less than 130 hrs/year pilot like me.
Visibility from the cockpit doesn't seemed the best, isn't it?
Will be more reliable than a pressurized twin - they just fly from inspection to inspection. Cheaper, not really - but depends if you have a good maintenance shop at your home airport, then a 414a, etc might make sense , and the constant downtime for maintenance would not be such a big deal. If turbine reliability and dependability have more value - I would look at the MU2. Insurance is tough if you are a low time twin duder.. FYI..
@@mu2b60marquise thanks.
How much realistic range can be expected on these?
1000nm was always max range, no wind.. anything under that , and I did not have to look it up.. over 1000nm takes planning@@wckoek
@@mu2b60marquise it wasn't a great advantage over singles.
I guess its main advantage is speed, interior space and seating, load carrying ability.
Good value plane, but overkill for me.
Are you getting any more speed with your 5 blades
500-750FPM climb improvement depending on climb speed, and I would say cruise did not change, so pretty happy with that to be honest.
Back then it was fast. King air couldn’t touch it.
They still can not touch the speed or cost :)
The rice rocket hauls ass; unfortunately they have a bad safety record causing high insurance costs. Fly them by the book as this gentleman appears to and its a good plane.
With the standardized training now in place since 2016, this is probably one of the safest aircraft flying. But it did have a bad reputation due to poorly trained pilots previously
Any comments you care to speak regarding being on your "A" game with it's "handling envelopes" nearer it's performance "edges" other than cruise. I'm not implying they are necessarily "bad" but maybe not as "forgiving"? I know the MD-11 needs respect to it's performance envelopes more so than the Airbus or Boeing?
Dean, this aircraft doesn’t really have any bad habits. The majority of the problems in the past prior to the standardization of training, was just in-proper training of the pilots. Simply put, you fly this more like a jet than a traditional light twin. Accordingly there are no real issues to worry about. Just like any other twin the moment after rotation is critical relative to potentially losing an engine, otherwise just normal stuff. Hopefully this answers your question a little bit
The mu2 is actually incredibly forgiving if you know how to use the control inputs correctly, it can do truly amazing things at its edge of the envelope
I never go to 24,000 unless lots of tailwind our Marquis does 290kts high teens at standard granted our legs are about one hour average in the mid teens 300 kts it’s the norm I plan 100 gph works out about right maybe a little less 4000 hours over 15 years ownership best turboprop of this vintage on the market
It
Are you a MEI?
I am not, just a plain old pilot :)
Sooo, it's not nearly as fast as they say?
I mean 188kn, like 216 mph, is very far from 290kn written in tech data. It's piston-single-ish slooow!
Actually it is that fast. You might be looking at the indicated airspeed vs the true airspeed. Generally speaking, everyone is talking about TAS - true airspeed. That is computed by the Garmin 600 and displayed below the indicated airspeed . Hope this makes sense . 290knts true is pretty normal
@@mu2b60marquise
Yeah, I looked at your KIAS on the left column. 188.
Your simultaneous TAS is way more promising - 280.
Thank you for the answer! And for the vid:)
@@aleksandrnestrato You are very welcome, glad you enjoyed the video.. Should be posting a few more in the next week or so
@@mu2b60marquise
Oh, by the way! It's an off topic.
They say one of the reasons the MU-2 is fast is the choice of the short, low aspect ratio wings. The wing area and lift are close to those of, say, Cessna 182. How then make the plane take off and land not at fighter jet speeds? The engineers came up with long flaps stretching up to the wing tips. Wing tips?-So where are the ailerons then? Well, they're non.🙂
So my curiosity is: how the plane handles with spoilers instead of ailerons? Can you feel the difference? Does the adverse yaw take place?
Feel free not to answer me here, I'll be happy to get the answer in a form of the whole video!;)
@@aleksandrnestrato Ha, will try to work some of this into the next videos.. specifically the spoilers and the flaps that are somewhat unique. You were right on the money though - The clean wing ( no flaps ) is a 150knt wing. With Flaps 20, you have a ~ 105knt wing ( rotation speed ) - If you understand Vmc speeds - they are 99knts with Flaps 5..
Ailerons vs spoilers - Yes, it is very different and requires the pilot to fly the rudders, not just sit on the floor like a King Air.. There is also much more input at the yoke vs traditional ailerons.