I loved watching your video. It brought back fond memories of flying MU2s back around 1990. What a great airplane, and the only airplane that has beautifully tinted turquoise side windows. Nice panel upgrade on your machine.
Thank you , they are great machines. One of the big reasons I take the time to share the videos is to educate on the value proposition of these work horses.
Great video, I am quite partial to the MU2 so thank you to for publishing this. I had the pleasure of involvement during the design, development and certification. Now at my 80yrs. your videos play a roll in my entertainment to watch this great airplane still being a significant player in the turboprop world.
Oh, yeah! The airplane turned to be so thoroughly engineered that Mitsubishi decided to go further and made a jet out of it-Mitsubishi MU-300 Diamond. Then it became the Beechjet, then Hawker 400/400XP... Now Textron on the one hand does not produce new copies, but on the other hand is in for a scientific research and every now and then makes new versions of the model. Sounds odd, however the business model is rather noticeable: the refreshment is done via a retrofit of existing copies of the plane. So the MU-2 in some form still lives and even earns money as a product.🙂
My uncle did all the certification flights for the dash ten. His name was E.A.Boehler. He flew KB-50's in the AirForce. After retirement he went to the dark side working for the FAA. He enjoyed his time in the MU2. I asked him to come to Tulsa and check on our project which was putting a dash 10 in the nose of an Aerostar. The owner showed no interest in listening and learning. So it was awkward and embarrassing for me. E.A. has passed on. I remember as a kid in the '50s knowing when to go outside and watch the sky to catch his KB-50 flying over the house to have maintenance done at the Douglas plant. I miss him
That is an amazing story Terry, and thank you for sharing it. There is an Aerostar that lives across from me at the airport, and have to say, never thought of hanging a garrett on the nose.. but that would be something!
"MU-2 can climb & turn... Just not at the same time". LOL! With that tiny wing I guess you have choices to make. That being said she seemed to be doing pretty well.
:) Seriously though - the MU2 uses spoilers for turning, instead of ailerons. So when you turn, you are literally spoiling (losing) lift on one wing in order to do that. so that will significantly effect the climb. Once that control input is removed - you will be back to climbing. Although the aircraft will handle it fine slower, my personal minimum is 150knts indicated before making turns - thus giving me plenty of margin if one of the engines decides to quit one day...
I've seen a few MU-2's climb and turn (like a scolded cat) to avoid the heavy rain at the end of the runway down here in Miami. Most cats understand that water and fur don't mix and do everything they can to prevent it from happening to them.
I worked as ARFF at Akl NZ airport in the early days they used M2 for instrument calibration checks for the Airways Corp , so cool to watch this pocket rocket doing it’s missed approach’s for calibration of ISL and glide scoop checks , sadly never got a chance to ride in it , always regretted that .nice video , thank you Sir
Flew that beauty for nearly 4 years down here in Brazil. Old school panel and Loved it and miss it. Congratulations on your machine. Looks beautifull. Lovely upgrade too. I fly the 737NG and Max8 nowadays. Regards from Brazil.
Your Availability in your upgrades on the Avionics is great to ease up on the single pilot work load when in the busy ATC communications and navigation areas
Is Jim " Mac" Mc Grath remembered in MU2 circles? For years the highest time Mu2 pilot in the world. Was featured in Mooney's advertising in the 60s and flew one off a short 2300 ft strip for years. As a kid I day dreamed that someday I could fly a plane like the MU2.. 36 years with a major airline and Id still like to fly one..:)
I am relatively new to the MU2 community, so I am not sure about Jim. Funny you say that about wanting to fly, was fueling up yesterday and Sovereign pilot walks up and asks if he can sit in the seat and talks for 10 mins about how much fun it would be to fly a real plane.. :)
@@mu2b60marquise the B757/767 real airplanes I fly now are similar in that they have spoilers for roll control and will not forgive poor single engine skills.. "Mac's" wife was my second grade teacher and I thought he walked on water..lol. fly safe
Got my ticket in El Paso in 1975 and my Checkride was administered by Larry Bartlett. Larry had a fierce reputation, but he was very good to me on that day. Larry was also a commercial pilot who sidelined doing contract work for the owner of an MU2. In a conversation with Larry, his comments on the MU2 were that take-off is conventional, cruise-climb and cruise-flight were conventional. He noted that landing required "technique" but it was not difficult to master. "Fly it on" in a 3 point configuration and all is well. A big showman flare will result in a big showman embarrassment. The more I watch the MU2 and its values, the more I like it.
Green Bay is home to one of the premiere MU-2 maintenance facilities in the country - Jet Air Group. It was time for a routine 100 hour inspection, and brought her up there to have the guys knock that out for me.
Thank you, Yes - Greg's old MU2 videos were a positive influence on my buying decision. He was kind enough to give some advice on the UA-cam thing as well. I will continue to post as much as I can and try to make sure I cover all aspects best I can of the MU2 as well, in addition to the flights.
Ty for the video! What are the powersettings? I missed the point when you adjust your RPM. At the onboard setting section you are in cruise at 100% RPM. Is this a normal cruise setting? Thought you pull the levers back 😅
I'm very new to this plane and planes in general, so I have a question. What are those white cranks/wheels/gears just below the throttle and to the right of your leg?
Normally on a crosswind takeoff you start with strong aileron and then let it off as you speed up, but you held the spoilers in fairly steady until rotation. Is that a special mu2 technique for crosswind takeoff?
Adam, good observation. The spoilers are even less effective at low airspeed - so the corrections are very aggressive compared to a normal aileron based aircraft. The other quirk of the MU2 is the narrow gear , so you are very sensitive to the minor fuel imbalance that is common with a partial load of full ( aka - 50 # more on one side, etc ) so you are correcting for that in addition to the wind..
Thank you for your channel. I’ve been flying for 45 years, but never had the privilege of flying an MU2. It is one of the airplanes on my bucket list. A couple of questions if you don’t mind: 1. Pressurization. Do you turn it on after takeoff & off after landing or on after takeoff and off during approach? Or something else? I have not seen you turn it on or off. 2. Power setting? The book and Honeywell call for 96% rpm during climb/cruise. I spoke to other MU2 pilots who say they just leave it at 100%. Is that the current thinking? 3. Altitude. You seem to choose low to low to mid-20s for cruise altitude. Supposedly, the speed difference at FL27 is not that much different from FL25 or FL23, but the fuel burn drops off. What drives your altitude choice? Rate of climb? Cabin altitude? Winds? Would love to hear more of the flight planning aspect of the flights. (Something missing from CitationMax & Premier Driver channel as well.) Could be a separate video each time for those interested. Just a thought. Thank you again. I will keep watching.
Hey there - great questions - 1 - Pressurization - You are correct, there is not an on/off switch. The system "turns on" when I start the first engine, as the system uses bleed air to pressurize the cabin. The controls you see, generally speaking help determine the rate the cabin will climb or descend based on our inputs. The system is quite automated, but it does not understand passenger comfort, thus our inputs to make sure the rate of climb or descent on your ears is not too much.. 2 - Power Settings - so power is measured with the Torque Gauge , and yes on climb we will generally be very close to 100% until the engines start to be temp limited vs torque limited. Simply put, in most cases you are climbing above 10,000ft very quickly, thus not able to maintain 100% torque after that anyway.. so during this very busy time in the cockpit, we tend to not worry about 96% vs 100% for the 3-5mins you are there. 3 - Altitude - Great observation. I will try to talk a little more on this later, but simply put - when I am heavy, the climb rate is very low above 20,000ft ( depending on temps, sometimes down to 500fpm ) , so I generally will stay low for the trip. There are some out there that will step climb to take advantage of winds or stretch the endurance for a lower fuel burn - as you mentioned. I have done that on a few flights, just did not have the cameras on/with me on those.. will try to catch one of those flights and record in the future. Flight Planning - great suggestion, I will see about adding that. Thank you for letting me know what is interesting..
@@davidd6635 I can not make a direct comparison, as it has been a very long time since I was in a small engine MU2. I am heading to a large MU2 training event in a few weeks, and will try to see if I can get a better answer for you..
I will add my two cents to your flight planning question. At least in my case having owned and operated a Marquise for about 15 years, it's pretty simple. In almost every flight between about 200 and 400 miles I will either be at FL220 or FL230 depending on direction of flight. Besides the climb rate deteriorating above FL230, that is where ATC switches between low and high sectors so there is another set of handoffs that aren't a big deal but if you don't have to put yourself or the controllers through the effort, why do it? The other thing about being at FL260 or FL270 is that you will have a pretty high deck angle which I don't care for. For shorter flights (below about 200 miles), I'm usually looking at 1/3 time in climb, 1/3 in cruise and 1/3 in descent. As examples I will do BTR MSY (50 mi) at 9,000 and BTR MBO (150 mi) at 15,000 For longer flights (greater than 400 miles, I will still file for FL230 and then depending on the actual winds aloft will go higher if I can get a reasonable climb rate given my fuel and passenger load.
Might have answered somewhere else - but the MU2 will climb and turn, so my comment was a little tongue and cheek.. Meaning.. After just taking off - Speed is more important, so I want to be @ 150knts at least before doing anything that could impact that.. When you turn , you are introducing some drag via spoilers, so you are decreasing lift at the same time you are wanting to climb.. With speed, both ( turning and climbing) are easy.. Hopefully this helps.
Why is it that a MU-2 can not climb and turn at the same time? I do not know if it is true or not but I also have heard that you can not retract the gear in a turn.
Like all things, a little more nuanced that that.. In this particular video - since I was low to the ground - Speed ( getting to blue line ) > turning and climbing , so that is step one, step two is since the MU2 spoils the lift on a wing to turn , the old joke is you can turn (lose some lift) or climb... The plane climbs great in a turn to be honest, but speed is really the important factor in how aggressive that turn can be.. hopefully this makes sense
Hello how are you ? So... I need to pick up a plane like that in Italy, and then take it to Amsterdam. Could you take this flight? if yes, how much would you charge?
Great to hear you are getting an MU2. I am based in the states, and really don't have the extra time to come over. If you are serious, I can ask around the MU2 community for you , let me know a good email address for you and I will send you a note.
Tony, no - there is not auto feather in the traditional sense. Simply put, you have to do your job in the left seat and identify and feather the correct engine. Really a non-event with training.
If memory serves, the turbulence was pretty bad, hard to see in the video since the MU2 shrugs it off, but still need to be around maneuvering speed for the safety of the airframe.
Phil, I guess my tongue and cheek comment missed the mark. Just after takeoff, I tend to agree with the comment.. obviously once you have speed, she is a dream..
Hello how are you ? So... I need to pick up a plane like that in Italy, and then take it to Amsterdam. Could you take this flight? if yes, how much would you charge?
Great to hear you are getting an MU2. I am based in the states, and really don't have the extra time to come over. If you are serious, I can ask around the MU2 community for you , let me know a good email address for you and I will send you a note.
I loved watching your video. It brought back fond memories of flying MU2s back around 1990. What a great airplane, and the only airplane that has beautifully tinted turquoise side windows. Nice panel upgrade on your machine.
Thank you , they are great machines. One of the big reasons I take the time to share the videos is to educate on the value proposition of these work horses.
Great video, I am quite partial to the MU2 so thank you to for publishing this. I had the pleasure of involvement during the design, development and certification. Now at my 80yrs. your videos play a roll in my entertainment to watch this great airplane still being a significant player in the turboprop world.
Don, although I am new to the MU2 ownership, your impact is still a force. Thank you for all you have done for this great platform.
Marquise is an awesome and misunderstood machine. It flies and sound unlike anything on the ramp. One of my all time faves!
Couldn't agree more! When the training was standardized with the SFAR , the safety record surpasses most turboprops. Thanks for watching
Oh, yeah!
The airplane turned to be so thoroughly engineered that Mitsubishi decided to go further and made a jet out of it-Mitsubishi MU-300 Diamond. Then it became the Beechjet, then Hawker 400/400XP...
Now Textron on the one hand does not produce new copies, but on the other hand is in for a scientific research and every now and then makes new versions of the model. Sounds odd, however the business model is rather noticeable: the refreshment is done via a retrofit of existing copies of the plane.
So the MU-2 in some form still lives and even earns money as a product.🙂
My uncle did all the certification flights for the dash ten.
His name was E.A.Boehler. He flew KB-50's in the AirForce. After retirement he went to the dark side working for the FAA. He enjoyed his time in the MU2.
I asked him to come to Tulsa and check on our project which was putting a dash 10 in the nose of an Aerostar. The owner showed no interest in listening and learning. So it was awkward and embarrassing for me.
E.A. has passed on. I remember as a kid in the '50s knowing when to go outside and watch the sky to catch his KB-50 flying over the house to have maintenance done at the Douglas plant. I miss him
That is an amazing story Terry, and thank you for sharing it. There is an Aerostar that lives across from me at the airport, and have to say, never thought of hanging a garrett on the nose.. but that would be something!
"MU-2 can climb & turn... Just not at the same time". LOL! With that tiny wing I guess you have choices to make. That being said she seemed to be doing pretty well.
:) Seriously though - the MU2 uses spoilers for turning, instead of ailerons. So when you turn, you are literally spoiling (losing) lift on one wing in order to do that. so that will significantly effect the climb. Once that control input is removed - you will be back to climbing. Although the aircraft will handle it fine slower, my personal minimum is 150knts indicated before making turns - thus giving me plenty of margin if one of the engines decides to quit one day...
You told MSP Center, “with you”? No need.
I really enjoyed the flight. Loved the co-pilot perspective. I've been flying the sim version of the MU2 Marquise. You're right - you earn your pay.
Glad you enjoyed it Frank. Will be posting some new stuff in the coming weeks
I've seen a few MU-2's climb and turn (like a scolded cat) to avoid the heavy rain at the end of the runway down here in Miami. Most cats understand that water and fur don't mix and do everything they can to prevent it from happening to them.
Love the MU2s!!
I worked as ARFF at Akl NZ airport in the early days they used M2 for instrument calibration checks for the Airways Corp , so cool to watch this pocket rocket doing it’s missed approach’s for calibration of ISL and glide scoop checks , sadly never got a chance to ride in it , always regretted that .nice video , thank you Sir
That is a very cool story, thank you for sharing - and sorry you missed getting a ride in one!
Flew that beauty for nearly 4 years down here in Brazil. Old school panel and Loved it and miss it. Congratulations on your machine. Looks beautifull. Lovely upgrade too. I fly the 737NG and Max8 nowadays. Regards from Brazil.
Right down the centerline. Nice! Thanks for sharing.
The magic of video editing, only show the good landings! Hehe.. thanks for watching
Nice Video on the MU2, thanks.
Glad you liked it! Hope to continue to post more soon
Thanks for sharing!
Such a work of art the MU-2! Honestly even in MSFS2020 it took me time to learn it! Sure grows on you!!!
The MU-2 on msfs is honestly really BAD. If you ever have the time, check out the MU-2 on X-Plane by TOGA Simulations.
MU-2 very nice aircraft. Thanks for the great flight.
Many thanks!
nice and smooth.......good driver
Thank you
I’m happy to hear you continuing on Briefing your flight status from takeoff to cruise and landing
Thank you.. trying to get better with the video stuff
Your Availability in your upgrades on the Avionics is great to ease up on the single pilot work load when in the busy ATC communications and navigation areas
You are correct, use as many tools as you can
Is Jim " Mac" Mc Grath remembered in MU2 circles? For years the highest time Mu2 pilot in the world. Was featured in Mooney's advertising in the 60s and flew one off a short 2300 ft strip for years. As a kid I day dreamed that someday I could fly a plane like the MU2.. 36 years with a major airline and Id still like to fly one..:)
I am relatively new to the MU2 community, so I am not sure about Jim. Funny you say that about wanting to fly, was fueling up yesterday and Sovereign pilot walks up and asks if he can sit in the seat and talks for 10 mins about how much fun it would be to fly a real plane.. :)
@@mu2b60marquise the B757/767 real airplanes I fly now are similar in that they have spoilers for roll control and will not forgive poor single engine skills.. "Mac's" wife was my second grade teacher and I thought he walked on water..lol. fly safe
@@47colton That is a cool connection.. Agreed on spoilers.. :)
An instructor of mine was killed in an MU-2 crash in Western Australia. They had a bad reputation for a while.
Very sorry to hear that, and yes - the non-standard training before the SFAR in the US was troubling...
Got my ticket in El Paso in 1975 and my Checkride was administered by Larry Bartlett. Larry had a fierce reputation, but he was very good to me on that day. Larry was also a commercial pilot who sidelined doing contract work for the owner of an MU2. In a conversation with Larry, his comments on the MU2 were that take-off is conventional, cruise-climb and cruise-flight were conventional. He noted that landing required "technique" but it was not difficult to master. "Fly it on" in a 3 point configuration and all is well. A big showman flare will result in a big showman embarrassment. The more I watch the MU2 and its values, the more I like it.
Great video. Love the MU-2. Door county vacation? What brought you to GB?
Green Bay is home to one of the premiere MU-2 maintenance facilities in the country - Jet Air Group. It was time for a routine 100 hour inspection, and brought her up there to have the guys knock that out for me.
favorite🙃
Great stuff, since Greg sold his there has not been any good Mitts content. Keep posting.
Thank you, Yes - Greg's old MU2 videos were a positive influence on my buying decision. He was kind enough to give some advice on the UA-cam thing as well. I will continue to post as much as I can and try to make sure I cover all aspects best I can of the MU2 as well, in addition to the flights.
I will be looking forward to.it, just subbed.
Ty for the video! What are the powersettings? I missed the point when you adjust your RPM. At the onboard setting section you are in cruise at 100% RPM. Is this a normal cruise setting? Thought you pull the levers back 😅
Generally speaking , you never touch the props , unless you want to "save gas" - aka - pretend you bought a MU2 to go slow and save gas.. :)
Love to fly with you
Good to have a copilot
I'm very new to this plane and planes in general, so I have a question. What are those white cranks/wheels/gears just below the throttle and to the right of your leg?
Great question , those are the trim wheels (controls) for rudder, elevator, and the wings..
Normally on a crosswind takeoff you start with strong aileron and then let it off as you speed up, but you held the spoilers in fairly steady until rotation. Is that a special mu2 technique for crosswind takeoff?
Adam, good observation. The spoilers are even less effective at low airspeed - so the corrections are very aggressive compared to a normal aileron based aircraft. The other quirk of the MU2 is the narrow gear , so you are very sensitive to the minor fuel imbalance that is common with a partial load of full ( aka - 50 # more on one side, etc ) so you are correcting for that in addition to the wind..
Thank you for your channel. I’ve been flying for 45 years, but never had the privilege of flying an MU2. It is one of the airplanes on my bucket list. A couple of questions if you don’t mind:
1. Pressurization. Do you turn it on after takeoff & off after landing or on after takeoff and off during approach? Or something else? I have not seen you turn it on or off.
2. Power setting? The book and Honeywell call for 96% rpm during climb/cruise. I spoke to other MU2 pilots who say they just leave it at 100%. Is that the current thinking?
3. Altitude. You seem to choose low to low to mid-20s for cruise altitude. Supposedly, the speed difference at FL27 is not that much different from FL25 or FL23, but the fuel burn drops off. What drives your altitude choice? Rate of climb? Cabin altitude? Winds?
Would love to hear more of the flight planning aspect of the flights. (Something missing from CitationMax & Premier Driver channel as well.) Could be a separate video each time for those interested. Just a thought.
Thank you again. I will keep watching.
Hey there - great questions -
1 - Pressurization - You are correct, there is not an on/off switch. The system "turns on" when I start the first engine, as the system uses bleed air to pressurize the cabin. The controls you see, generally speaking help determine the rate the cabin will climb or descend based on our inputs. The system is quite automated, but it does not understand passenger comfort, thus our inputs to make sure the rate of climb or descent on your ears is not too much..
2 - Power Settings - so power is measured with the Torque Gauge , and yes on climb we will generally be very close to 100% until the engines start to be temp limited vs torque limited. Simply put, in most cases you are climbing above 10,000ft very quickly, thus not able to maintain 100% torque after that anyway.. so during this very busy time in the cockpit, we tend to not worry about 96% vs 100% for the 3-5mins you are there.
3 - Altitude - Great observation. I will try to talk a little more on this later, but simply put - when I am heavy, the climb rate is very low above 20,000ft ( depending on temps, sometimes down to 500fpm ) , so I generally will stay low for the trip. There are some out there that will step climb to take advantage of winds or stretch the endurance for a lower fuel burn - as you mentioned. I have done that on a few flights, just did not have the cameras on/with me on those.. will try to catch one of those flights and record in the future.
Flight Planning - great suggestion, I will see about adding that. Thank you for letting me know what is interesting..
@@mu2b60marquise Is there a noticeable difference between the -5 and -10 engines in useable power?
@@davidd6635 I can not make a direct comparison, as it has been a very long time since I was in a small engine MU2. I am heading to a large MU2 training event in a few weeks, and will try to see if I can get a better answer for you..
I will add my two cents to your flight planning question. At least in my case having owned and operated a Marquise for about 15 years, it's pretty simple.
In almost every flight between about 200 and 400 miles I will either be at FL220 or FL230 depending on direction of flight. Besides the climb rate deteriorating above FL230, that is where ATC switches between low and high sectors so there is another set of handoffs that aren't a big deal but if you don't have to put yourself or the controllers through the effort, why do it? The other thing about being at FL260 or FL270 is that you will have a pretty high deck angle which I don't care for.
For shorter flights (below about 200 miles), I'm usually looking at 1/3 time in climb, 1/3 in cruise and 1/3 in descent. As examples I will do BTR MSY (50 mi) at 9,000 and BTR MBO (150 mi) at 15,000 For longer flights (greater than 400 miles, I will still file for FL230 and then depending on the actual winds aloft will go higher if I can get a reasonable climb rate given my fuel and passenger load.
Have a new found love for the MU-2. Why can't you climb and turn at the same time? Does it have to do with the speed or design?
Might have answered somewhere else - but the MU2 will climb and turn, so my comment was a little tongue and cheek.. Meaning.. After just taking off - Speed is more important, so I want to be @ 150knts at least before doing anything that could impact that.. When you turn , you are introducing some drag via spoilers, so you are decreasing lift at the same time you are wanting to climb.. With speed, both ( turning and climbing) are easy.. Hopefully this helps.
@@mu2b60marquise definitely helps. Understood! Wish ya more blue skies and tail winds! 🤙🏽
Flight Idle
:)
Why is it that a MU-2 can not climb and turn at the same time? I do not know if it is true or not but I also have heard that you can not retract the gear in a turn.
Like all things, a little more nuanced that that.. In this particular video - since I was low to the ground - Speed ( getting to blue line ) > turning and climbing , so that is step one, step two is since the MU2 spoils the lift on a wing to turn , the old joke is you can turn (lose some lift) or climb... The plane climbs great in a turn to be honest, but speed is really the important factor in how aggressive that turn can be.. hopefully this makes sense
Hello how are you ? So... I need to pick up a plane like that in Italy, and then take it to Amsterdam. Could you take this flight? if yes, how much would you charge?
Great to hear you are getting an MU2. I am based in the states, and really don't have the extra time to come over. If you are serious, I can ask around the MU2 community for you , let me know a good email address for you and I will send you a note.
What was total time on this flight? Thanks!
If memory serves 2.75hrs
Does it have auto feather?
Tony, no - there is not auto feather in the traditional sense. Simply put, you have to do your job in the left seat and identify and feather the correct engine. Really a non-event with training.
@@mu2b60marquise dead foot, dead engine.
Long body flys more like a real airplane. The short body can be a little bit of a rodeo on landing 😂
Hard to keep the nose up on the short body for sure.. :)
I have 695.1 hours off moo too time
You slowed down a long way out.
If memory serves, the turbulence was pretty bad, hard to see in the video since the MU2 shrugs it off, but still need to be around maneuvering speed for the safety of the airframe.
MU2 can climb and turn at the same time just fine, so with over 2000hours on type I can call that a ridiculous comment
Phil, I guess my tongue and cheek comment missed the mark. Just after takeoff, I tend to agree with the comment.. obviously once you have speed, she is a dream..
Wow Phil, your one of THOSE pilots. Proud of your 2000 hrs aren't we.
Hello how are you ? So... I need to pick up a plane like that in Italy, and then take it to Amsterdam. Could you take this flight? if yes, how much would you charge?
Great to hear you are getting an MU2. I am based in the states, and really don't have the extra time to come over. If you are serious, I can ask around the MU2 community for you , let me know a good email address for you and I will send you a note.
@@mu2b60marquise I volunteer as tribute!
@@kazansky22 haha right