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Aviation History
1964
1964 - 0726.PDF
fLIGHT International, 19 March 1964 419 JetStar Myttere H.S.I2S Sabralinar Lear Jet Jet Commander 21 28 Sca/e comparison of head-room and length of the principal jet executive cabins soon as certification drops the flag, to manufacture a steady stream of components for final assembly by Mooney in the United States. Main points of interest in the MU-2 are the wings, and the manner in which the interior has been engineered to squeeze a generous quart of leg room into a diminutive pint pot. First surprise is that the MU-2 has no ailerons. Lateral control is achieved—very effectively according to chief test pilot Gen Takaoka —by means of top-surface spoilers extending over three-quarters of the span inboard from the wing-tips. Full-span, double-slotted Fowler-type flaps give the aircraft exceptional STOL qualities, but do nothing to spoil the cleanliness of the wing when retracted. The unusually strong, fuselage-mounted undercarriage is typical of the robustness of the whole machine. The MU-2 came about as a result of two main factors. First, Mitsubishi had not designed and engineered a completely new aircraft since World War Two—when many of us had good reason to note the quality of their products. Mitsubishi have since manu- factured a considerable number of very advanced aircraft under licence, they have taken a major share in the design and production of the YS-11 turboprop, and have thereby brought to the MU-2 project a great deal of technical know-how. But they are acutely aware that they are very much "new boys" in the field of business aircraft. Secondly, then, they carried out an exhaustive market survey to ascertain what was really needed—and the MU-2 is their answer. Appearance of MU-2 in the American corporate aircraft scene is awaited with considerable interest. There is little doubt in anybody's mind that the aircraft is going to sell, despite its rather high price— about £100,000 comprehensively equipped and furnished. Mitsubishi are claiming for the MU-2 a cruising speed of 325 m.p.h., a range of 1,760 miles, and a take-off field length over 50ft of approximately 1,000ft. I witnessed the 31st take-off, in a light breeze, at full weight with tip-tanks. After seeing this, and talking to Mitsubishi, I have little reason to doubt that their claims are anything but cautious. Almost as soon as the aircraft started to roll, it seemed to rotate and leaped into the air, with a remarkably steep and fast climb. Though the MU-2 is at present powered by Turbomeca Astazous with Ratier Figeac propellers, plans are also being made to instalfa US-made turboprop for the American market. If the standard of workmanship and design I have seen in the MU-2, the first post-war 100 per cent Mitsubishi aircraft, is to be a portent for the future, the world's aircraft industry would be wise to take the Japanese industry pretty seriously. Article continued overleaf Mitsubishi's Astazou-powered MU-2 executive aircraft has wide-span flaps and spoiler ailerons. Production aircraft are to be assembled by Mooney in the
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