The Mitsubishi G3M was a Japanese bomber and transport aircraft used by the Imperial Japanese Navy Air Service during World War II. The G3M has its origins in a specification submitted to the Mitsubishi company from the Imperial Japanese Navy requesting a bomber aircraft with a range unprecedented at the time; this principally stemmed from Admiral Isoroku Yamamoto's influence in the Naval High Commission. The bomber was to have the capacity to accommodate an aerial torpedo capable of sinking an armoured battleship; the speed requirement submitted by the naval department was again unprecedented, not only in Japanese but in international bomber aviation, where in relation to the envisaged Japanese battlegrounds of China and the Pacific, the bomber would need to not only cover long distances, but have exceptional speed to strike distant targets with a minimum attack time. Thus the G3M was an embodiment of Japanese military aircraft design in the brief period leading to the Pacific War, with powerful offensive armament and range and speed emphasised over protection and defensive capabilities.
The G3M was designed without any form of defensive weaponry, with its high-altitude performance being regarded as sufficient to evade enemy anti-aircraft guns and its high speed in combination with the planned high performance Mitsubishi A5M fighter envisaged as an armed escort considered sufficient to counter any enemy fighters. In the low-speed, low-level role of torpedo bomber, the superior fighter escort – combined with the G3M's high speed – was considered sufficient against any form of ship-based AA guns or carrier-based fighters; the lightweight structure and complete lack of defensive machine guns and the additional crew necessary to operate them were considered essential to maintain the speed and high-altitude performance of the G3M with a heavy payload. After the modified final prototype, which did include three defensive machine gun emplacements, the G3M kept its lightweight structure and lacked any form of defensive armour or self-sealing fuel tanks, as these were considered to retard speed and altitude.
This trait in Japanese bomber and fighter design manifested itself again in its successor, the Mitsubishi G4M, whose design so emphasized fuel and bomb load for long-range strikes at the expense of defence that its vulnerability to fighters and ground and surface gunfire earned it the unofficial nickname of "one shot lighter" by Allied fighter pilots. The bombsight used in the G3M was primitive compared to the mechanisms used in the G3M's contemporaries such as the B-17 Flying Fortress and Heinkel He 111. Aside from the limited precision necessary in its naval role as a long-range torpedo bomber against Allied naval fleets, the G3M operated with other G3M units in massive "wave" formation. Use of these large formations eliminated the need for singular high-precision bombing attacks; the Nakajima Company redesigned the G3M into the improved G3M3 with more powerful engines and increased fuel capacity. This version was manufactured only by Nakajima, being the most produced in wartime; this version entered service in 1941, was maintained in service for two years, used in 1943 alongside the G3M2 for long-range maritime reconnaissance with radar, due to its excellent long-range performance.
Other G3M derivations were the transport versions, L3Y, the latter built by Yokosuka. The G3M flew for first time in 1935, taking off from a Nagasaki airfield belonging to Mitsubishi Heavy Industries and landing at Haneda Airport on the outskirts of Tokyo; the G3M first saw combat in Japan's expansionist campaigns on the Chinese mainland in what became known as the "Second Sino-Japanese War", where the G3M was able to exploit its long-range capability when, during August–November 1937, the 1. Rengo Kōkūtai was established, operating alongside the Kanoya and Kizarazu Kōkūtai based in Taipei, Omura, Kyūshū and Jeju Island. On 14 August of that same year, 42 G3Ms and seven Hiro G2H1s, escorted by 12 Nakajima A4Ns and 12 Mitsubishi A5Ms of the 2. Rengo Kōkūtai, departed from their bases to cross the East China Sea for the bombing of Hangchow and Kwanteh, performed, amongst other actions, terror bombing of coastal and inland targets in China, including bombing during the Battle of Shanghai and Nanjing.
The attacking G3M bombers and escorting fighters were engaged by Curtiss Hawk III and Boeing P-26/281 fighters of the Chinese Air Force early on in the war. From bases in occupied Chinese territories, it took part in the strategic carpet bombing of the Chinese heartland, its combat range being sufficient for the great distances involved. Most notably, it was involved in the round-the-clock bombing of Chongqing; when the Pacific War erupted with the invasion of Malaya and bombing of Pearl Harbor in December 1941, the G3M was by this time considered to be antiquated, but still three front-line units were operating a total of 204 G3M2s in four kōkūtai in the central Pacific and of these 54 aircraft from the Takao Kōkūtai were deployed from Formosa in the opening of the Battle of the Philippines. On 8 December 1941, G3Ms from the Mihoro Kōkūtai struck Singapore from bases in occupied Vietnam as one of many air raids during the Battle of Singapore, resulting in thousands of British and Asian civilians dead.
Wake Island was bombed by G3Ms from the Chitose Kōkūtai on the first day of the war, with both
The Hawker 400 is a small twinjet corporate aircraft. Designed and built by Mitsubishi, it has been further developed and updated by the Beech Aircraft Company, now part of Hawker Beechcraft, it is a small, low-winged twin-turbofan aircraft of all metal construction, flown by a crew of two pilots and accommodating eight passengers in a pressurised cabin. Its wings use, its two Pratt & Whitney Canada JT15D turbofans are mounted on the rear fuselage. Powered by JT15D-5/-5R, it can fly 1,351 nmi with four passengers, cruising at Mach 0.71-0.73, most pilots are comfortable flying it over three hours, about 1,175 nmi cruising at Mach 0.73-0.76, typical missions are 1.5 to 2.0 hours with 400 kn block speeds. It burns 1,500 lb of fuel the first hour -- 1,200 lb for the second. Basic operating weights range from 11,000 to 11,100 lb, full tanks payload is less than 500–600 lb but the average passengers are three, it can fly six passengers 1,100 nmi The aircraft was designed as the Mitsubishi MU-300 Diamond, an all-new, all-jet development to complement and slot above the Mitsubishi MU-2 and provide Mitsubishi Heavy Industries with their top-of-the-line corporate aircraft model.
It first flew on August 29, 1978. Mitsubishi went on to produce 97 MU-300s, all of which were assembled by the company's United States subsidiary. In 1985 Mitsubishi sold the rights and a number of unfinished airframes to Beechcraft, who began manufacturing it as their own model re-designated as the Beechjet 400, certificated by the Federal Aviation Administration in May 1986. Raytheon/Beechcraft developed improvements for the 1990 400A for longer range, higher take-off weights, luxury appointments and offering an all-glass flight deck. Beechcraft developed the T-1 Jayhawk version for the United States Air Force, used as a trainer for crew of large aircraft like tankers and strategic transports: 180 were delivered between 1992 and 1997; the Japan Air Self-Defense Force 400T trainer shares the T1-A Type certificate. In 1993 Raytheon purchased the Hawker business jets from British Aerospace, renamed the Beechjet 400 as the Hawker 400 to include it in the line and the Hawker 400XP incorporated aerodynamic and interior improvements from the Hawker 800XP.
In October 2008, Hawker Beechcraft upgraded it as the Hawker 450XP including new, more fuel efficient Pratt & Whitney PW535Ds with 2,965 pounds of thrust each but it was canceled in June 2009 due to poor economic conditions. Nextant Aerospace re-manufactures it as the 400XT, replacing the JT15Ds with Williams FJ44s and adding new avionics and interior, it was FAA-certified in October 2011. Up to one-third of the 400A/400XP fleet could be retrofitted, enabling improved range and fuel efficiency, it should keep their resale value to remain in economic service for another twenty to thirty years, like Falcon 20s reengined with TFE731s. The type is used by many corporate and private users, it is used by air-taxi and air charter companies. In 2014 most were U. S. registered, a majority with single aircraft operators. Flight Options and Travel management co. were its largest operators as NetJets Europe has disposed of its fleet. The second highest concentration was in Mexico Brazil, the rest were scattered throughout the world.
The USAF operated 178 T-1A Jayhawks. Charter and fractional operators fly at least 800 to 900 hours per year while most corporate operators fly 300 to 400 hours. In 2014, 400A values range from $500,000 for mid-time 1990 models to $1.3 million for 2003 models, a 2004 Hawker 400XP commands about $1.5 million and last 2010 models were listed at least for $2.5 million. Mitsubishi MU-300 Diamond I Initial model. Two prototypes and 89 production aircraft built, 56 in active use as of 2014. Mitsubishi MU-300-10 Diamond II Improved version of Diamond I. Beechcraft Model 400 Beechjet The Diamond II built after Beechcraft bought the MU-300 production rights from Mitsubishi. 54 built in addition to the original 11 Diamond IIs. Model 400A Upgraded model produced as the Beechcraft Beechjet 400A Raytheon Beechjet 400A Raytheon Hawker 400XP Hawker Beechcraft Hawker 400XP. One prototype converted from Model 400 and 593 built as of the end of 2009. Model 400T Military version of the Model 400A, 180 built for the United States Air Force as the T-1 Jayhawk and 13 built for the Japan Air Self-Defense Force.
In Japanese service they are referred to as T-400. Hawker 400XPR A factory engineered and supported upgrade first flown May 2012; the conversion features new avionics, interior and Williams FJ44-4A-32 engines. The first configured was delivered on July 20, 2017, the upgrade can be performed in 12 weeks with a choice of Rockwell Collins Pro Line 4 to 21 or Garmin G5000 avionics, it provides 33% more range to 2,160 nmi with four passengers, better hot and high performance and a 19 min climb to FL450 at max takeoff weight. Data from Brassey's World Aircraft & Systems Directory 1999/2000General characteristics Crew: 2 pilots Capacity: 7—9 passengers Length: 48 ft 5 in Wingspan: 43 ft 6 in Height: 13 ft 11 in Wing area: 241.4 sq ft Empty weight: 10,050 lb Useful load: 5,850 lb Max. Takeoff weight: 16,100 lb Powerplant: 2 × Pratt & Whitney Canada JT15D-5 turbofan, 2,900 lbf eachPerformance Maximum speed: 468 knots Cruise speed: 443 knots at 23,000 ft Stall speed: 92 knots Range: 1,693 nmi at 45,000 ft (13,700
The Mitsubishi G4M was the main twin-engine, land-based bomber used by the Imperial Japanese Navy Air Service in World War II. The Allies gave the G4M the reporting name Betty. Japanese Navy pilots called; the G4M had good performance in operational range. These omissions proved to be the aircraft's weakness when confronted with American fighter aircraft during the Pacific War; the G4M was designed for high speed at the time of its introduction. Several weight-saving measures were incorporated into the design, such as dispensing with self-sealing fuel tanks and armor, which caused Allied fighter pilots to give it derisive nicknames such as "the one-shot lighter", "the flying Zippo" and "the flying cigar" because of their tendency to explode or catch on fire from any slight damage to the wing fuel tanks after being hit by aerial machine gun fire or ground-based anti-aircraft fire. Pilots of the Imperial Japanese Navy despairingly called the G4M the "type one lighter", the "flying lighter" and the "hamaki".
This was due to the fact that on many occasions, the G4M was used for low-altitude torpedo attacks on ships during which their performance advantages were negated. The G4M was shot down by anti-aircraft artillery fire, by small arms; the G4M's large size made it an easy gunnery target, the predictable approach path required for a torpedo run made for a easy interception by Allied fighter aircraft. When used for medium- to high-altitude bombing against stationary land targets like supply depots, seaports or airfields, it was much harder to intercept. Using its long range and high speed, the G4M could appear from any direction, it could be gone before any fighters intercepted them; the 20 mm cannon in its tail turret was much heavier armament than was carried by bombers of either side, making aerial attacks from the rear quite dangerous for the Allied fighter aircraft. Sometimes, assuming they did not catch fire after being hit in the wings by flak from the ground or by machine gun bullets from enemy fighters, G4Ms proved to be able to remain airborne despite being badly damaged.
For example, after the attack of the 751 Kōkūtai on the USS Chicago during the Battle of Rennell Island, three out of four surviving aircraft returned despite flying with only one engine. G4M1 Model 11: 1172 examples G4M2 models 22, 22 Ko and 22 Otsu: 429 examples G4M2a, models 24, 24 Ko, 24 Otsu, 24 Hei, 24 Tei: 713 examples G4M3 models 34 Ko, 34 Otsu, 34 Hei: 91 examples G6M1: 30 examples Total production of all versions: 2,435 examples The G4M was similar in performance and missions to other contemporary twin-engine bombers such as the German Heinkel He 111 and the American North American B-25 Mitchell; these were all used in anti-ship roles. The G4M Model 11 was prominent in attacks on Allied shipping from 1941 to early 1944, but after that it became easy prey for Allied fighters; the G4M was first used in combat on 13 September 1940 in Mainland China, when 27 "Bettys" and Mitsubishi C5Ms of 1st Rengo Kōkūtai departed from Taipei and Jeju City to attack Hankow. The bombers and the reconnaissance aircraft were escorted by 13 A6M Zeros of 12th Kōkūtai led by the IJN lieutenant, Saburo Shindo.
A similar operation occurred in May 1941. In December 1941, 107 G4Ms based on Formosa of 1st Kōkūtai and Kanoya Kōkūtai belonging to the 21st Koku Sentai crossed the Luzon Strait en route to bombing the Philippines; the G4M's most notable use as a torpedo bomber was in the sinking of Prince of Wales and Repulse off the eastern coast of Malaya on 10 December 1941. The G4Ms attacked along with older Mitsubishi G3M "Nell" bombers, which made high-level bombing runs. Prince of Wales and Repulse were the first two capital ships to be sunk by air attacks during a war, while in open waters; the bomber crews were from the Kanoya Air Group of Kanoya Kōkūtai, Genzan Air Group of Genzan Kōkūtai, the Mihoro Air Group of Mihoro Kōkūtai, trained in torpedo attacks at an altitude of less than 10 metres, in long-range over-ocean navigation, so they could attack naval targets moving at sea. Nine G4Ms participated in the long range bombing raid of Katherine, Northern Territory, on 22 March 1942. G4Ms made many attacks against Allied ships and land targets during the six-month-long Guadalcanal Campaign in late 1942.
On 8 August 1942, during the second day of the U. S. Marine landings on Guadalcanal, 23 IJNAF torpedo-carrying G4M1s attacked American ships at Lunga Point. 18 of the G4M1s were shot down, by heavy anti-aircraft fire and carrier-based F4F fighters. In all 18 Japanese crews – 120 aviators – were lost at the beginning of August 1942. More than 100 G4M1s and their pilots and crews were lost during the many battles over and near Guadalcanal. In the two days of the Battle of Rennell Island, 29 and 30 January 1943, 10 out of 43 G4M1s were shot down during night torpedo attacks, all by U. S. Navy anti-aircraft fire. About 70 Ja
The Mitsubishi Ki-57 was a Japanese passenger transport aircraft, developed from the Ki-21 bomber, during the early 1940s. See below for synonyms. In 1938, when the Ki-21 heavy bomber began to enter service with the Imperial Japanese Army, its capability attracted the attention of the Imperial Japanese Airways. In consequence a civil version was developed and this similar to the Ki-21-I and retaining its powerplant of two 708 kW Nakajima Ha-5 KAI radial engines, differed by having the same wings transferred from a mid to low-wing configuration and the incorporation of a new fuselage to provide accommodation for up to 11 passengers; this transport version appealed the navy, following the flight of a prototype in August 1940 and subsequent testing, the type was ordered into production for both civil and military use. This initial production Ki-57-I had the civil and military designations of MC-20-I and Army Type 100 Transport Model 1, respectively. A total of 100 production Ki-57-Is had been built by early 1942, small numbers of them were transferred for use by the Japanese navy in a transport role becoming redesignated L4M1.
After the last of the Ki-57s had been delivered production was switched to an improved Ki-57-II, which introduced more powerful 805 kW Mitsubishi Ha-l02 14-cylinder radial engines installed in redesigned nacelles and, at the same time, incorporated a number of detail refinements and minor equipment changes. Civil and military designations of this version were the MC-20-II and Army Type 100 Transport Model 2, respectively. Only 406 were built before production ended in January 1945. Both versions were covered by the Allied reporting name "Topsy". Ki-57-I Army Type 100 Transport Model 1: Powered by two 708 kW Nakajima Ha-5 KAI radial engines and a redesigned fuselage to accommodate 11 passengers. About 100 aircraft of this type were built including the civil version. MC-20-I: Same as above but built for civil use with Imperial Japanese Airways. Ki-57-II Army Type 100 Transport Model 2:Powered by two 805 kW Mitsubishi Ha-l02 14-cylinder radial engines installed in redesigned nacelles. Minor equipment and detail refinements were incorporated.
306 aircraft of this type were produced before the end of production in January 1945. MC-20-II: Same as above but built for civil use with Imperial Japanese Airways. L4M1: A small number of Ki-57-Is were transferred for test by the Japanese navy as transports and were redesignated L4M1. Military operators JapanImperial Japanese Army Air Force Imperial Japanese Navy Air Service ManchukuoManchukuo Imperial Air ForceCivil operators JapanImperial Japanese Airways Asahi Shimbun Osaka Mainichi Shimbun Tyuka Koku Kaisya ManchukuoManchukuo National Airways Reorganized National Government of ChinaOne MC-20 used as presidential transport Second Philippine RepublicOne MC-20 used as presidential transport ChinaThe last Ki-57 was used as a trainer and retired in 1952. JapanImperial Japanese Airways NetherlandsCaptured aircraft, used by the KNIL. On December 20, 1940, an Imperial Japanese Airways MC-20-I crashed into Tokyo Bay off Chiba during CAB's test flight, killing all 13 on board including 8 CAB inspectors.
On June 21, 1941, a Manchurian Air Transport MC-20 crashed into the Sea of Japan, killing all 18 on board. Data from Japanese AIrcraft of the Pacific WarGeneral characteristics Crew: 4 Capacity: 11 passengers Length: 16.10 m Wingspan: 22.60 m Height: 4.86 m Wing area: 70.08 m2 Empty weight: 5,585 kg Loaded weight: 8,173 kg Max. Takeoff weight: 9,120 kg Powerplant: 2 × Mitsubishi Ha-102 Zuisei 14-cylinder air-cooled radial engine, 805 kW eachPerformance Maximum speed: 470 km/h at 5,800 m Range: 3,000 km Service ceiling: 8,000 m Wing loading: 116.6 kg/m2 Climb to 5,000 m: 15 min 45 s Related development Mitsubishi Ki-21 Related lists List of aircraft of Japan during World War II List of aircraft of the Japanese Navy List of aircraft of World War II List of military aircraft of Japan Notes Bibliography Classic Airplane Museum MC-20 Japanese JCAL MC-20 Japanese
The Mitsubishi B1M was a Japanese torpedo bomber of the 1920s known as the Navy Type 13 Carrier-Borne Attack Aircraft. It was used in combat against China; the aircraft was used by the air services of Imperial Japanese Army. While working with the Mitsubishi company, the British aircraft designer Herbert Smith designed the 2MT1 two-seat biplane torpedo bomber which flew for the first time in January 1923, it went into Japanese Navy service as the Type 13-1 carrier-borne attack aircraft or B1M1, was followed by the 2MT2 and 2MT3 variants. The redesigned Type 13-2 was designated B1M2; the final version, the Type 13-3 or B1M3, was a three-seater. Total production was 443; the B1M was powered by Hispano-Suiza engine according to version. The type entered service in 1924 and served into the 1930s, 32 flying from the aircraft carriers Kaga and Hōshō during the Shanghai Incident in 1932. An aircraft from Kaga was lost during an aerial engagement between an American air force adviser and demonstration pilot to the Chinese government, Robert Short, who lost his life, regarded as a hero defending the Chinese city against the Japanese aircraft.
From 1929, a number of surplus B1Ms were converted for civilian use, being fitted with an enclosed cabin for passengers or cargo. Navy Type 13-1 Carrier Attack Aircraft B1M1 Navy Type 13-2 Carrier Attack Aircraft B1M2 Navy Type 13-3 Carrier Attack Aircraft B1M3 B1M1 Initial two seat production version powered by 450 hp Napier Lion engine.. 197 built by Mitsubishi. B1M2 Three-seat production torpedo bomber, based on 2MT5, powered by Mitsubishi Hi V-12 engine. 115 built by Mitsubishi. B1M3 Improved B1M2 with revised propeller and reduction gear. 128 built by Hiro Naval Arsenal. 2MT1 Navy Type 13-1 Carrier Attack Aircraft / B1M12MT2 Navy Type 13-1 Carrier Attack Aircraft / B1M12MT3 Navy Type 13-1 Carrier Attack Aircraft / B1M12MT4 Experimental reconnaissance seaplane version. One built.2MT5 Prototype of the B1M2 / Navy Type 13-2 Carrier Attack Aircraft, two-seat torpedo bomber powered by 450 hp Mitsubishi Hi V-12 engine. One built.3MT1 Navy Type 13-2 Carrier Attack Aircraft / B1M23MT2 Navy Type 13-3 Carrier Attack Aircraft / B1M3 Mitsubishi Army Type 87 Light Bomber Mitsubishi B1Ms used by the IJAAS.
T-1.2 Converted Aeroplane Civil conversion of B1M. Several variations on type. Enclosed cabin for two or three passengers. Powered by original Lion or Hispano-Suiza engines or converted with licensed built Bristol Jupiter radial engine. Known as Type 13th Year Converted Aeroplane. JapanImperial Japanese Navy Data from The Encyclopedia of World Aircraft General characteristics Crew: Two Length: 9.77 m Wingspan: 14.77 m Height: 3.50 m Wing area: 59.0 m² Empty weight: 1,442 kg Max. Takeoff weight: 2,697 kg Powerplant: 1 × Napier Lion 12 cylinder broad arrow engine, 500 hp Performance Maximum speed: 210 km/h Service ceiling: 4,500 m Wing loading: 45.7 kg/m² Power/mass: 0.14 kW/kg Endurance: 2.6 hours Armament Guns: 2 × fixed, forward-firing 7.7 mm machine guns and 2 × pivoted 7.7 mm machine guns in rear cockpit Ordnance: 1 × 18-inch torpedo or 2 × 240 kg bombs Related development Mitsubishi 2MB Mitsubishi MC-1Aircraft of comparable role and era Blackburn Dart Related lists List of military aircraft of Japan List of aircraft of the Japanese Navy http://www.csd.uwo.ca/~pettypi/elevon/gustin_military/db/index.html
The Mitsubishi MU-2 is a Japanese high-wing, twin-engine turboprop aircraft with a pressurized cabin manufactured by Mitsubishi Heavy Industries. It made its maiden flight in September 1963 and was produced until 1986, it is one of postwar Japan's most successful aircraft, with 704 manufactured in Japan and San Angelo, Texas, in the United States. Work on the MU-2, Mitsubishi's first postwar aircraft design, began in 1956. Designed as a light twin turboprop transport suitable for a variety of civil and military roles, the MU-2 first flew on 14 September 1963; this first MU-2, the three MU-2As built, were powered by the Turbomeca Astazou turboprop. Civil MU-2s powered by Garrett engines were certified as variants of the MU-2B, using the MU-2B type followed by a number. For marketing purposes, each variant was given a suffix letter. In 1963, Mitsubishi granted Mooney Aircraft rights in North America to assemble and support the MU-2. In 1965, Mooney established a facility to assemble MU-2s at its new factory in Texas.
Major components were shipped from Japan, the San Angelo factory installed engines and interiors painted, flight tested, delivered the completed aircraft to customers. By 1969, Mooney was in financial difficulty, the San Angelo facility was taken over by Mitsubishi. Production in the United States ended in 1986; the last Japanese-built aircraft was completed in January 1987. The subsequent production aircraft, designated MU-2B, were delivered with the Garrett TPE331 engines that remained standard on all models. Thirty-four MU-2Bs were built, followed by 18 examples of the similar MU-2D; the Japanese armed forces purchased four unpressurized MU-2Cs and 16 search and rescue variants designated MU-2E. Featuring more powerful upgraded TPE331 engines, 95 examples of the MU-2F were sold. Beginning with the MU-2G, the fuselage was stretched; the MU-2M, of which only 28 were built, is regarded as the toughest and most desired of all short-bodied MU-2s with a −10 engine conversion. It had a short fuselage and the same engines as the MU-2K and stretched MU-2J, had an increase in cabin pressurization to 6.0 psi.
The final short-fuselage MU-2s produced were known as Solitaires and were fitted with 496 kW Garrett TPE331-10-501M engines. The first significant change to the airframe came with the stretched MU-2G, first flying 10 January 1969, which featured a 1.91 m longer fuselage than earlier models. The MU-2L was a higher-gross-weight variant, followed by the MU-2N with uprated engines and four-blade propellers; the final stretched-fuselage MU-2 was named the Marquise, like the Solitaire, used 533 kW TPE331 engines. As of 2005, 397 MU-2 aircraft are registered in the United States; the Japan Self-Defense Forces are the only military operators to have flown the MU-2 in front-line service. The four C-model aircraft built, in addition to 16 MU-2Ks, entered service with the Japan Ground Self-Defense Force with the designation LR-1, they were retired in 2016. A number of them have been placed as gate guardians at JGSDF bases. 29 MU-2Es were purchased by the Japan Air Self-Defense Force as search-and-rescue aircraft and designated MU-2S.
Additional equipment consisted of a "thimble" nose radome, increased fuel capacity, bulged observation windows, a sliding door for dropping rafts. They were replaced in 2008 by the British Aerospace U-125A; some have been preserved. Four civilian MU-2 were acquired by the Argentine Air Force during the Falkland War; these Mitsubishi were unarmed, but used during combat operations by the Escuadrón Fénix as pathfinders and comm-relay planes. Among their missions were flying as guiding planes to the IA-58 Pucará replacements required after losses on the raid on pebble island. In late 2009 the Royal New Zealand Air Force took delivery of four Mitsubishi MU-2F fixed-wing training aircraft from the United States for use as training aids. In New Zealand service they are known as the Mitsubishi MU-2 Sumo; the aircraft were ferried to New Zealand and are located at the RNZAF's Ground Training Wing at RNZAF Base Woodbourne near Blenheim in New Zealand's South Island. Since 1987 MU-2s have been flown by retired United States Air Force pilots working for Air 1st Aviation Companies, Inc. under government contract at Tyndall Air Force Base, where they provide U.
S. Air Force undergraduate Air Battle Manager students of the U. S. Air Force Weapons Controller School with their initial experience controlling live aircraft. In the tactical simulations, the aircraft represent F-15s and Mikoyan MiG-29s. Students must control eight MU-2 missions before they can progress to controlling high-performance aircraft such as F-15s or F-22s. On 25 August 2013 Mike Laver and pilot of N50ET, along with AOPA Pilot technical editor Mike Collins, embarked on an around-the-world journey in the MU-2B-25; the voyage commenced at Aiken Municipal Airport and visited Nagoya, Japan on 14 September 2013, the 50th anniversary of the MU-2. Concerns have been raised about safety in operating the aircraft; as of October 2005, the United States Federal Aviation Administration undertook a safety evaluation of the aircraft. It conclud
Mitsubishi Aircraft Corporation
Mitsubishi Aircraft Corporation is a Japanese company dedicated to the development, production and support of the Mitsubishi Regional Jet passenger airliners. The manufacturing of the aircraft is carried out by parent company Mitsubishi Heavy Industries. MAC was established on April 1, 2008. MHI controls the company with a 64% shareholding. Toyota Motor Corporation and Mitsubishi Corporation each own 10% shares. MAC is headquartered at Nagoya Airfield in Komaki in Aichi Prefecture, adjacent to the MRJ production facilities, it has branch offices in Tokyo which are co-located with MHI offices. MAC has overseas subsidiaries based in Plano, Texas. CEO Teruaki Kawai has indicated that the company will not produce aircraft larger than the MRJ, as MHI is a major supplier to Boeing, the group lacks the capability to compete with Airbus and Boeing. Mitsubishi Regional Jet Mitsubishi Aircraft Corporation profile page