Mitsubishi Aircraft - Business / Corporate | Regional Voices: Pride Before a Fall: Why Mitsubishi Aerospace's SpaceJet Project Is Expected
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Mitsubishi Aircraft
On October 30, Mitsubishi Heavy Industries Ltd. Mitsubishi Aerospace has announced that it will freeze the ongoing SpaceJet project. and has set out to develop the nation's first passenger jet plane, citing air travel slowdowns caused by COVID-19. a pandemic
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With the suspension, the project's budget will be cut to 20 billion euros over three years from April 2021 - nearly twenty billion euros allocated for the project from the 2018 financial year to the 2020 financial year, which ends in March. - The next one. .
"I deeply apologize (to our customers) for the delay in development," MHI President Seiji Izumisawa said at an online press conference.
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With your current subscription plan, you can comment on stories. However, before writing your first comment, please create a display name in the Profile section of your subscriber account page. The Mitsubishi MU-2 is a Japanese high-wing, twin-engine pressurized cabin turboprop aircraft manufactured by Mitsubishi Heavy Industries. It made its first flight in September 1963 and was in production until 1986. It was one of Japan's most successful post-war aircraft, with 704 produced in Japan and in San Angelo, Texas, USA.
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Work on the MU-2, Mitsubishi's first post-war aircraft design, began in 1956. Designed as a twin-turboprop light transport vehicle suitable for a variety of civilian and military roles, the MU-2 first flew on September 14, 1963. It was the first MU-2, and of the three MU-2As built, the turbomecha was powered by an Astazu turboprop.
Civilian MU-2s powered by Garrett engines were certified as MU-2B variants, using the type designation MU-2B followed by a number. For marketing purposes, each variant is assigned a suffix letter; The MU-2B-10, for example, was marketed as the MU-2D, while the MU-2B-36A was marketed as the MU-2N.
The MU-2 has a high cruise speed combined with a low descent speed. This is accomplished by using overwing spoilers instead of conventional ailerons to control roll, allowing the use of full-length double flaps on the trailing edge of the wing; the very large flaps load the MU-2's wing in a landing configuration comparable to that of a Beechcraft King Air, while in cruise it has a wingspan comparable to that of a light jet. Spoilers are very effective when the MU-2's wing is stalled, and the absence of ailerons eliminates negative sway.
In 1963, Mitsubishi licensed the assembly, sale and support of the MU-2 in North America to Muni Aircraft. In 1965, Muni established a facility to assemble MU-2s at its new plant in San Angelo, Texas. Major components were shipped from Japan, and the San Angelo plant installed the engines, avionics and interior, painted, flight tested and delivered the complete aircraft to the customer. By 1969, Muni was in financial trouble, and the San Angelo facility was taken over by Mitsubishi. Production in the United States began in 1986.
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The final production aircraft, designated MU-2B, were supplied with Garrett TPE331 engines, which remained standard on all models. Thirty-four MU-2Bs were built, followed by 18 similar MU-2D examples.
The Japanese armed forces have purchased 16 search-and-rescue variants designated as four MU-2Cs and MU-2Es. Featuring the slightly more powerful TPE331 genes, 95 examples of the MU-2F were sold.
Mitsubishi MU-2 Marquis Taxi at Toronto Airport City Ctr. This MU-2 is operated in medium configuration by Thunder Airlines, Thunder Bay, Canada
Starting with the MU-2G, the fuselage was stretched. The MU-2M, of which only 28 were built, is considered the toughest and most desirable of the short-body MU-2s, especially with the -10 engine conversion. It had a short fuselage and the same genes as the MU-2K and the MU-2J was stretched, and the cabin pressure was increased to 6.0 psi; it was followed by the MU-2P, which had a new four-bladed propeller. The later short-fuselage MU-2s were called Solitaires and were equipped with 496 kW (665 hp) Garrett TPE331-10-501M engines.
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The first significant airframe change came with the elongated MU-2G, first flown on 10 January 1969, which had a 1.91 m (6 ft) longer fuselage than previous models. 'Before; 46 were built before being replaced by the more powerful MU-2J (108 built). The MU-2L (29 built) was a heavier weight variant followed by the MU-2N (39 built) with engines and a four-bladed propeller. The final stretched MU-2 was called the Marquis, and like the Solitaire, used 533 kW (715 hp) TPE331 engines.
Four Model C aircraft, in addition to 16 MU-2Ks, entered service with the Japan Self-Defense Force (JGSDF) under the designation LR-1. they were used as liaison and photo-reconnaissance aircraft. They retired in 2016.
29 MU-2Es were purchased by the Japan Air Self-Defense Force as search-and-rescue aircraft and designated MU-2S. Additional equipment consists of a "lower" nose radome, increased fuel capacity, inflated observation windows and a sliding door for dropping rafts.
From the Argentinian Air Force during the Falklands War. These Mitsubishis were unarmed, but were used as search, reconnaissance and relay aircraft during combat operations with Squadron Phoenix. Among their missions were flying as replacement IA-58 Pucará aircraft needed after losses in the Pebble Island raid.
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In late 2009, the Royal New Zealand Air Force (RNZAF) delivered four Mitsubishi MU-2F fixed-wing trainer aircraft from the United States for training purposes. In New Zealand service they are known as the Mitsubishi MU-2 Sumo.
The aircraft was delivered to New Zealand and is at the RNZAF's Ground Wing (GTW) at Woodbourne, an RNZAF base near Bleheim in New Zealand's South Island.
The MU-2s are flown by retired US Air Force pilots who work under government contracts at Tyndall Air Force Base in Florida and provide training to US Air Force Air Warfare Managers who have graduated from the Air Force Air Traffic Control School. direct control experience. airplanes. In tactical simulations, aircraft typically represent F-15s and Mikoyan MiG-29s. Students must fly eight MU-2 missions before taking control of high-performance aircraft such as the F-15 or F-22.
On August 25, 2013, N50ET owner and pilot Mike Laver (a 1974 K model equipped with 510-block composite MT propellers that received an additional type certificate under Ike's South Carolina Weather 1), along with AOPA Pilot Technical Editor Mike Collins, MU-2B- 25 went on a trip around the world.
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The trip started at Ike Municipal Airport and arrived in Nagoya, Japan on September 14, 2013, the 50th anniversary of the MU-2.
In the United States, the MU-2 had a poor safety record during its first decades, as its high performance and relatively low purchase price appealed to hobbyist pilots. .
The MU-2 looks like a small jet; but it weighed less than 12,500 pounds (5,700 kg), which at the time allowed a pilot with a multi-engine rating for light aircraft with slower piston engines to fly under US pilot certification regulations. MU-2 by a simple flight instructor. Inexperience with the MU-2's high speed, altitude, and rate of climb and descent led to many accidents. Pilots in Europe were required to obtain a specific type rating to fly the MU-2, resulting in almost half of initial operations in the United States.
Some of the aircraft's flight characteristics may be unfamiliar to pilots accustomed to slower, lighter piston twins. Standard ejection procedures hamper the MU-2's takeoff: the commonly taught procedure of lowering the flaps after engine takeoff results in a dramatic reduction in the MU-2's lift with its unusually large and effective flaps. Pilots who were taught to hold flight and reduce their rate of climb after engine failure reduced the number of MU-2 pilots. In addition, the MU-2 is sensitive to trim settings, and it is critical that the aircraft trim correctly at all stages of the flight.
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The lack of negative yaw eliminates the need to use the rudder for coordinated flight, but accurate and quick rudder application is critical to resisting the aircraft from rolling in response to engine torque; at low speeds the aircraft will spin rapidly and enter an accelerated stall, if the pilot applies full thrust without adequate power, it is very difficult to safely recover from this condition at low altitudes.
Many accidents during the type's service life were attributed to pilot error; however, four uncontrolled launches in 1981 prompted the US National Transportation Safety Board (NTSB) to initiate separate investigations into the cabin pressurization system and autopilot, but to no avail. In 1983, after more accidents, the NTSB convinced the Federal Aviation Administration (FAA) to conduct a more detailed study of various aircraft systems. research ultimately failed to design the MU-2,
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