Mitsubishi MU-2
Join Date: Apr 2002
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I started flying one in the US with about 500TT after coming off a 310 with a bare 3 hour checkout and flew it though two North American winters. How the f^&k I didn't kill myself still amazes me to this day. 
Join Date: Jan 2001
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So I think it was just too much airplane for people stepping up without any training in type.
It was during the time when there were a lot of unexplained MU2 crashes. Don encountered a problem - icing if I remember correctly, realised what was happening and talked calmly all the way to the point of impact, describing what was happening, how he was trying to resolve it and what effects his actions were having. His bravery saved many lives as the problem was then known. This isn't a myth, it is fact. His brother Jan, a former RFDS pilot, has restored a C180C formerly of the RFDS, and dedicated it to Don.
I'm sure someone from West Oz will be able to fill in more of the details for you.
VH-FDH "Don Ende"
DX, I think AdamF is referring to US statistics only. Over here there isn't a requirement for endorsements on non-jet types below 12,500lb (5700kg). Get a multi-engine licence in a Duchess and you're legal to fly an MU2, Kingair 200 etc. As a result the MU2 had a particularly poor safety record here compared to other multis <12,500lb. Unlike something like a Kingair which feels much like a Baron to fly, the MU2's handling is more akin to a jet.
The record was bad enough to cause a special review of the certification but was found to meet certification standards. Eventually the FAA introduced special training & recurrency requirements for MU2s - rather similar to Oz' normal endorsement practices for <5700kg multis - which seems to have resolved the issue.
As I recall, Don Ende's brave actions resulted in CASA requiring additional training for flight into known icing for the MU2. Don't think there's an equivalent requirement for it here in the US? I'd have to check the FARs to see what's specified for the MU2's training.
The record was bad enough to cause a special review of the certification but was found to meet certification standards. Eventually the FAA introduced special training & recurrency requirements for MU2s - rather similar to Oz' normal endorsement practices for <5700kg multis - which seems to have resolved the issue.
As I recall, Don Ende's brave actions resulted in CASA requiring additional training for flight into known icing for the MU2. Don't think there's an equivalent requirement for it here in the US? I'd have to check the FARs to see what's specified for the MU2's training.
Join Date: Jan 2001
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Thanks Tinstaafl. 
I had got the impression that he was talking about all of the pilots who were killed and Don Ende was anything BUT inexperienced. I had the great pleasure of taking part in the 2003 RFDS Outback Air Safari along with his brother Jan and his wife and also the late lamented Wiz as well as many others.
I had got the impression that he was talking about all of the pilots who were killed and Don Ende was anything BUT inexperienced. I had the great pleasure of taking part in the 2003 RFDS Outback Air Safari along with his brother Jan and his wife and also the late lamented Wiz as well as many others.
Join Date: May 2007
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MU-2 Don Ende
I remember listening To Don talking to Perth as he struggled to regain control of his Aircraft that Night .......Another aircraft described his aircraft movements as it Spun into the Ground all Very Sad.
Interesting thread this. I remember the Don Ende accident. I also remember a MU2 that came into Mascot after shedding a propeller blade over Newcastle somewhere. The aircraft was uneconomical to repair if I recall correctly.
A few years ago I found myself sitting next to Greg Feith (ex NTSB) at a dinner. Having left the NTSB one of his projects was to resore the reputation of the MU2. He considered that in the hands of properly trained people it was a very capable aircraft.
He was very enthusiastic about them, I'm would imagine that he would help anyone interested in operating them, probably as a consultant or something.
A few years ago I found myself sitting next to Greg Feith (ex NTSB) at a dinner. Having left the NTSB one of his projects was to resore the reputation of the MU2. He considered that in the hands of properly trained people it was a very capable aircraft.
He was very enthusiastic about them, I'm would imagine that he would help anyone interested in operating them, probably as a consultant or something.
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Happened to see one of the MU2's at Essendon almost ready for flight again after quite a break having some components replaced.
Coming to a charter operator near you! (if you live in Melbourne)
Coming to a charter operator near you! (if you live in Melbourne)
Slackie, I think the aircraft you're talking about was ZK-KOH doing the ambo runs. A lot of the HN GS sectors. Dunno what happened to it. Was run by Phillips I think
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Tinhorse
By far the best aircraft that I have flown from USA to OZ - and in fact the best performing aircraft I have ever flown - absolutely solid in flight and the best autopilot that I have personally used - although the TO out of Oakland was a bit concerning because of fog - I really did not know how high the Golden Gate was - the rest of the flight was uneventful and a joy. Rule # 1 DO NOT FORGET TO PUT FLAPS DOWN FOR TO.
"Boy I am gonna make you do a flapless takeoff - just so you never do one again". Over 12,000 feet of runway, and we only just made it over the fence.
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Here is the link to the BASI report for the VH-MUA and VH-BBA accidents, both of which were shock MU-2 crashes in Western Australia in late 1988 and early 1990.
The BASI report is particularly extensive and involved - and without taking anything away from Don Endes record and character, the report does identify skills deficiencies, and a degree of casualness, in both PIC's performance, in both of these MU-2 crashes.
Don's extensive record as an investigator with BASI did not immediately make him a highly-skilled MU-2 operator. He was somewhat short on both MU-2 experience and skills.
The CAA made it very clear during their response to the investigation of the MU-2 crashes in W.A., that the MU-2 was an aircraft with unique handling characteristics - an unforgiving aircraft to any PIC who adopted a casual attitude towards icing - and that there was a need to ensure that anyone requiring an endorsement on the MU-2 should receive substantial and adequate training with regard to the MU-2's specific foibles - that could pose a very real danger in the hands of anyone unprepared, or casual, or with inadequate skills and hours in control of the aircraft.
There remains an overhanging question as to why Don Ende did not refuel at Meekatharra, and continued on his flight with a highly questionable fuel reserve.
This factor alone shows a degree of boldness that might have been a accident-contributing character flaw, in Don Endes piloting skills.
http://www.atsb.gov.au/media/1537356/aair198800143.pdf
The BASI report is particularly extensive and involved - and without taking anything away from Don Endes record and character, the report does identify skills deficiencies, and a degree of casualness, in both PIC's performance, in both of these MU-2 crashes.
Don's extensive record as an investigator with BASI did not immediately make him a highly-skilled MU-2 operator. He was somewhat short on both MU-2 experience and skills.
The CAA made it very clear during their response to the investigation of the MU-2 crashes in W.A., that the MU-2 was an aircraft with unique handling characteristics - an unforgiving aircraft to any PIC who adopted a casual attitude towards icing - and that there was a need to ensure that anyone requiring an endorsement on the MU-2 should receive substantial and adequate training with regard to the MU-2's specific foibles - that could pose a very real danger in the hands of anyone unprepared, or casual, or with inadequate skills and hours in control of the aircraft.
There remains an overhanging question as to why Don Ende did not refuel at Meekatharra, and continued on his flight with a highly questionable fuel reserve.
This factor alone shows a degree of boldness that might have been a accident-contributing character flaw, in Don Endes piloting skills.
http://www.atsb.gov.au/media/1537356/aair198800143.pdf
The FAA took the unusual step of conducting a certification review of the MU-2. From memory it found no fault with the aircraft, but found fault with the training regime for endorsements. Something in my memory says that after the endorsement syllabus changes there were very few accidents.
Start reading here:
https://www.faa.gov/aircraft/air_cer.../cos/mu2_foia/
Start reading here:
https://www.faa.gov/aircraft/air_cer.../cos/mu2_foia/
The FAR's don't require 'endorsements' or 'type ratings' for non-jet aircraft below 12500 lb MTOW ie Kingair 200 size & lighter. Get a licence valid for multis in a Duchess then you're legal to fly a Kingair and the like. That included the MU2. The significantly higher MU2 accident rate led to a certification review. The aircraft was found to meet the requirements. The next step was to mandate MU2 training & recurrency requirements via a Special FAR which seems to have done the trick.
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Tinhorse
Bladeangle - instructor Reece Howell - at the time I did my endorsement had over 12,00 hours just in MU2 type - no idea what other hours in other types - his knowledge of the aircraft was outstanding - he spent just over an hour at the aircraft - N756Q showing me how everything worked and why - I only had 3962 command hours at that time - the actual conversion flight time was 3.6 hours.
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I was lucky enough to operate MU2s on bank runs and night freight in the late 80s. They were a hand full, but when you got used to them they were a lot of fun. During my endorsement I was told a couple of home truths.
Fly them like a Fighter and you will be OK.
If you have a failure at MTOW lower the nose and accelerate from rotation speed 110kts to Single Engine climb speed 152kts below 500ft there may not be enough height to accelerate, if so close both thrust levers and land straight ahead.
We did some high level manoeuvres during this phase he mentioned.
If you get into a spin put in the correct actions and accept it will take a long time to recover. The props cover 3/4 of the length of the wing and there is not much clean airflow over the wing to recover. He suggested that you could feather both props which would give you more clean airflow over the wings to recover in a quicker time (yes the props would still be turning due to the spin but they would be causing less disturbance) If you had enough height relight the engines.
(Never had to try it out, would love to try it in a Sim)
During my time on the MU2s we found a higher climb speed in icing conditions produced less ice deposits on the underbelly (this is where a lot of ICE builds up at high angle of attack during the climb or cruise at altitude) As you have less ice deposits less extra weight and there for better margins and higher possible FL to get clear of the icing conditions.
Be safe
Fly them like a Fighter and you will be OK.
If you have a failure at MTOW lower the nose and accelerate from rotation speed 110kts to Single Engine climb speed 152kts below 500ft there may not be enough height to accelerate, if so close both thrust levers and land straight ahead.
We did some high level manoeuvres during this phase he mentioned.
If you get into a spin put in the correct actions and accept it will take a long time to recover. The props cover 3/4 of the length of the wing and there is not much clean airflow over the wing to recover. He suggested that you could feather both props which would give you more clean airflow over the wings to recover in a quicker time (yes the props would still be turning due to the spin but they would be causing less disturbance) If you had enough height relight the engines.
(Never had to try it out, would love to try it in a Sim)
During my time on the MU2s we found a higher climb speed in icing conditions produced less ice deposits on the underbelly (this is where a lot of ICE builds up at high angle of attack during the climb or cruise at altitude) As you have less ice deposits less extra weight and there for better margins and higher possible FL to get clear of the icing conditions.
Be safe
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Yes it was, the MU2 had five tanks, the tips x2, the aux's x2 and a central main tank which supplied the engines. The tips held most of the fuel and fuel transfer to the centre tank was provided by pressurizing the tips with bleed air from the engines, the aux tanks held very little fuel and transfer was by electric pumps.
The early model aircraft had manual transfer only, so if transfer was not started early in the flight you set yourself up for potential problems later in the flight, fuel management in the MU2 was critical! A lot of pilots if using the aux tanks transferred these last as you could at least transfer fuel albeit slowly from electrical power.
If the main tank was allowed to run dry (and no aux tanks) the engines would stop-no bleed air-no fuel transfer from available from the tips and you have now created a well fueled glider. Another problem with the system was refuellers hanging the refuel nozzle out of the tank inlet as the hose was fairly heavy up high, this could damage the tank seal and prevent the tank from pressurizing, which you usually didn't know about until you were on your way.
The early model aircraft had manual transfer only, so if transfer was not started early in the flight you set yourself up for potential problems later in the flight, fuel management in the MU2 was critical! A lot of pilots if using the aux tanks transferred these last as you could at least transfer fuel albeit slowly from electrical power.
If the main tank was allowed to run dry (and no aux tanks) the engines would stop-no bleed air-no fuel transfer from available from the tips and you have now created a well fueled glider. Another problem with the system was refuellers hanging the refuel nozzle out of the tank inlet as the hose was fairly heavy up high, this could damage the tank seal and prevent the tank from pressurizing, which you usually didn't know about until you were on your way.
