A single seat torpedo bomber designed by Herbert Smith.
Mitsubishi No.3
Author: Terry
Mitsubishi No.2
The first two designs by Herbert Smith for Mitsubishi were for a single seat fighter and a two seat reconnaissance machine, known as types No. 1 and No. 2 respectively. These both went into production for the I.J.N.A.S.
Mitsubishi No.1
The first two designs by Herbert Smith for Mitsubishi were for a single seat fighter and a two seat reconnaissance machine, known as types No. 1 and No. 2 respectively. These both went into production for the I.J.N.A.S.
Mitsubishi
Mitsubishi Jukogyo Kabushiki Kaisha
Mitsubishi Heavy Industries Ltd
After World War 1 several members of the former Sopwith Aviation Company’s technical staff had joined Mitsubishi and produced designs to meet the specifications of the Air Supply Section of the I.J.N. In this way, Herbert Smith became chief designer for Mitsubishi. W. L. Jordan, D.S.C., D.F.C., an ex RNAS and RAF fighter pilot, was appointed their chief test pilot.
Mitsubishi Heavy Industries Ltd. formed April 11,1934, through the merger of Mitsubishi Shipbuilding and Engineering Co Ltd. and Mitsubishi Aircraft Co Ltd. Long association with Japanese Navy, commencing with Type 10, operational 1922. Most notable aircraft were 1937 A5M4 “Claude”; 1942 J2M3 ‘Jack’; 1939 A6M3 ‘Zeke’ (Zero), which were all fighters; 1941 Ki-46 ‘Dinah’ reconnaissance aircraft; 1940 G3M1 “Nell” and 1941 G4M1 “Betty” medium bombers; 1940 Ki-21 “Sally” heavy bomber; and its replacement, 1944 Ki-67″Peggy.”
Mitsubishi built 80,000 aircraft between 1920 and 1945. After the pre¬dominant role Mitsubishi played in Japa¬nese aviation during the 25 years that preceded the termination of World War II, MHI was prohibited from engaging in aircraft manufacture until 1955.
Post-war built North American F-86F Sabres, Sikorsky S-55s, S-62As, and S-61s, and 177 Lockheed F-104J and 19 two-seat F-104D-Js Starfighters with Kawasaki, with which company it also manufactured McDonnell Douglas F-4EJ Phantoms. They will be fitted with arrester gear
Mitsubishi completed the assembly of 300 F-86F Sabres for the JASDF, but modifed 18 of these aircraft into RF-86F reconnaissance-fighters, each carrying two K-22 cameras in the forward fuselage and one K-17 camera under the centre fuselage.
Licence production of Sikorsky S-55 helicopters began in 1958, and was to be followed by manufacture of the HSS-2 Seadragon anti-submarine helicopter, of which Mitsubishi were to build 10 for the JMSDF by November 1966.
Shin Mitsubishi Jukogyo Kabushiki Kaisha
1962:
Shin Mitsubishi Building,
No 10,
2-Chome,
Marunouchi,
Chiyoda-ku,
Tokyo
Produced 90 T-2 supersonic jet trainers, the first Japanesedeveloped supersonic aircraft (first flown 1971 and all delivered by 1988) and 77 F-1 single-seat close-air-support derivatives (all delivered by 1987). Developed MU-2 turboprop executive aircraft (first flown 1963), built in Japan and assembled and marketed in U.S.A. by subsidiary Mitsubishi Aircraft International, followed by the MU-300 Diamond (first flown 1978), which later became the Beech Model 400 Beechjet.
Produced 213 McDonnell Douglas F- 15J/DJ fighters for JASDF by 1998, and in October 1995 first flew new Japanese-developed F-2 fighter support aircraft, intended to replace F-1 and based on F-16 but incorporating new technologies. Currently modernizing F-4EJ fleet, is a partner in the Bombardier Global Express program, has a 20% share in the Kawasaki OH-1 helicopter program, constructs Sikorsky S-70B-3 helicopters for the JMSDF as SH-60JS (the first flew 1991) plus UH-60Js for SAR with JMSDF and JASDF and UH-60JAS for JGSDF, has developed the new MH2000 twin-turbine multipurpose helicopter (first flown July 1996), and constructs components forthe Dash 8, various Boeing airliners and Sikorsky S-92. Also has engine and space activities.
Its overhaul and repair organization handles all types of aircraft and aero-engines. In particular, it is responsible for component manufacture and repair of Pratt & Whitney engines in Japan.
Mitchell Kittiwake II / Arkle (R&D) Kittiwake II
Mitchell concentrated on the design of a two-seat development of the Proctor Kittiwake I, the Mitchell Kittiwake II.
The Kittiwake II differs chiefly in having two side-by-side seating and a more powerful 130 hp (97 kW) Continental O-240. It is longer, heavier and has an increased span which increases the wing area by about 8%. The fuselage is wider and the small dorsal fillet of the Kittiwake I gone; the rudder gained a trim tab and the elevators full width tabs.
Robinson Aircraft built the prototype at Blackbushe, which first flew on 19 March 1972, powered by a Rolls-Royce/Continental O-240-A.
Arkle (R&D) Ltd was formed by A. Ronald Kellett to undertake the development of the improved Mitchell-Procter Kittiwake II, Known as the Arkle Kittiwake II, it was first flown in this form on 29 April 1975.
A second Procter Kittiwake II was started in 1974 at Barrow-in-Furness, by R.Bull. It was registered G-BBUL c/n RB-1.
In 1977 a Mitchell-Procter Kittiwake II was registered as belonging to Arkle Research & Development.
I seem to remember Wing Commander Ronald Kellett was funding work on a Mitchell Proctor Kittiwake. The CFI was doing some of the test flying out of Lydd. I worked at Benenden for Arkle Reserch and Development during 75/76 maintaining the Beagle Pup 150’s and assisting on modifications with Kittywake 2. We actually installed a Pup 100 control column and linkages in Kittywake 2 which was a vast improvement on the original unit. I accompanied Julian Soddy who was CFI at Lydd on the test flights as flight observer. Julian was an ex RAF Black Arrows pilot hence his aerobatics were somewhat interesting.
Mike Buck
Mitchell Osprey
As he worked on the Dragonfly, Mitchell set out on his own to build a new flying wing glider, which he called the Osprey, a single seat machine fitted with stabilators. Mitchell tested his flying wing several times near Oakland, in 1950. Unfortunately, the building in which the glider was stored burned to the ground and the flying wing was destroyed.
Mitchell Superwing
During WW II, Don Mitchell became responsible for the construction of the wings of the CG-4A. In 1943 he had responsibility for the building of the XCG-16 prototype. At the same time he was working on his own flying wing, model 278.
One of Don Mitchells projects was the conversion of a 1/2 scale XCG-16 which he converted into a flying wing using external stabilators for control and stability. He, along with Hawley Bowlus and Paul Tuntland, flew the wing many times at the various dry lakes. They towed with both auto and airplane with no major problems.
Later it had an engine attached.
Side-by-side two seater.
Wingspan: 50 ft
Glide ratio: 38-1
Engine: 1
Cruise: 79 mph
Landing speed: 28 mph
Mitchell U-2
With the Zenoah engine and a considerable evolution in the wing itself Mitchell produced the self-launching U-2 with a fuselage of welded steel tube, and wing of composite structure. The spar is wood, with foam nose ribs and a plywood skin forming a D- tube. Tip rudders provide yaw control. Single seat single engined mid wing monoplane with conventional three axis control. Wing has swept back leading and trailing edges, and tapering chord; no tail. Pitch/roll control by stabilators; yaw control by tip rudders; control inputs through stick for pitch/roll and pedals for yaw. Cantilever wing; wing profile modified Worthmann; double ¬surface. Undercarriage has three wheels in tricycle formation; suspension on main wheels. Push right go right nosewheel steering connected to yaw control. Brake on nosewheel. Wood/steel tube fuselage totally enclosed. Engine mounted above wing driving pusher propeller.
One belongs to the National Soaring Museum.
The Super U-2 is a flying wing with three-axis controls featuring winglet-type hinged rudders for yaw control and stabilators for pitch and roll control. Control surfaces are operated separately, and rudders can be simultaneously deflected. Construction is of chromomoly tubing with Douglas fir and birch plywood. Foam is used for the leading edge ribs and nose cone. Wings are covered with 1 mm birch plywood and ceconite. Tail surfaces and fuselage are covered with ceconite. POWERPLANT: Zenoah G25B-1 in a pusher position above the wing. A 2.25:1 reduction unit turns a two blade wooden propeller made by Woody’s Prop Shop. Fuel is carried in a polypropylene tank installed in the wing. LANDING GEAR: Solid tricycle gear with a steerable nosewheel and a nosewheel friction brake. Main and nose wheels are 10½-inch. OPTIONS: Cuyuna 430R Power Pack, Blueprint plans.
The prototype of the U 2 Super Wing made its first flight in the Spring of 1980 and was presented more as a powered glider with soaring capability than as an ultralight. Initially this flying wing was even envisaged as having a retractable tricycle undercarriage, although this was dropped in favour of having com¬pletely faired in main gear.
With a glide angle of 20/1 at 45 mph (72 kph) the U 2 is perfectly happy with a low powered engine like the single cylinder McCulloch Mc101 derated to 10hp, however, the aircraft was designed to be powered by engines up to 30 hp and Mitchell Aircraft have offered a kit since 1981 with, as an option, either Zenoah G25B 20hp or Cuyuna 430R 30 hp engines. The design philosophy remains very close to that of the B 10 Mitchell Wing but is applied to a more complex machine, so the amount of time for assembly is considerably more, around 250 h for the major fabrication and 100 h for finishing off. It is classified as an experimental home¬built and not an ultralight in the USA, requiring the pilot to have at least a private pilot’s licence.
Prototype
Engine: McCulloch 125cc, 10 hp
Gross wt: 450 lbs
Empty wt: 225 lbs
Max pilot wt: 250 lbs
First year built: 1979
U-2
Engine: Zenoah
Wing span: 10.36m / 34ft
Wing area: 12.63sq.m / 136sq.ft
Empty Weight: 109kg / 240lb
Payload: 154kg / 340lb
Gross Weight: 263kg / 580lb
Wing Load: 20.82kg/sq.m / 4.62lb/sq.ft
L/DMax: 20
Aspect ratio: 8
Seats: 1
Airfoil: Wortmann mod.
Structure: wood, steel tube, foam and resin, fabric cover.
Super U-2
Engine: Zenoah G25B, 20 hp at 6300rpm
Propeller diameter and pitch 52 x 27 inch, 1.32×0.69m
Belt reduction, ratio 10/1
Power per unit area 0.14hp/sq.ft, 1.6 hp/sq.m
Fuel capacity 3.0 US gal, 2.5 Imp gal, 11.4 litre
Length overall 9.0ft, 2.74m
Height overall 3.0ft, 0.91m
Wing span 34.0ft, 10.36m
Chord at root 6.2ft, 1.87m
Chord at tip 2.0ft, 0.61m
Dihedral 6 deg
Sweepback 12 deg
Total wing area 136 sq.ft, 12.6 sq.m
Wing aspect ratio 8.5/1
Nosewheel diameter overall 10 inch, 25 cm
Main wheels diameter overall 10 inch, 25 cm
Empty weight 240 lb, 109 kg
Max take off weight 550 lb, 249 kg
Payload 310 lb, 141 kg
Max wing loading 4.04 lb/sq.ft, 19.7 kg/sq.m
Max power loading 27.5 lb/hp, 12.5 kg/hp
Max cruising speed 60 mph, 97 kph
Stalling speed 26 mph, 42 kph
Max climb rate at sea level 400 ft/min, 2.0 m/s
Take off distance 200ft, 61m
Landing distance 200ft, 61m
Range at average cruising speed 180 mile, 290 km
Super U-2
Engine: Cuyuna 430R, 30 hp
Belt reduction
Power per unit area 0.22hp/sq.ft, 2.4 hp/sq.m
Fuel capacity 3.0 US gal, 2.5 Imp gal, 11.4 litre
Length overall 9.0ft, 2.74m
Height overall 3.0ft, 0.91m
Wing span 34.0ft, 10.36m
Chord at root 6.2ft, 1.87m
Chord at tip 2.0ft, 0.61m
Dihedral 6 deg
Sweepback 12 deg
Total wing area 136 sq.ft, 12.6 sq.m
Wing aspect ratio 8.5/1
Nosewheel diameter overall 10 inch, 25 cm
Main wheels diameter overall 10 inch, 25 cm
Empty weight 300 lb, 136 kg
Max take off weight 550 lb, 249 kg
Payload 250 lb, 113 kg
Max wing loading 4.04 lb/sq.ft, 19.7 kg/sq.m
Max power loading 18.3 lb/hp, 8.3 kg/hp
Load factors; +7.8, 7.8 ultimate
Max level speed 100mph, 161kph
Max cruising speed 70 mph, 113 kph
Stalling speed 37 mph, 60 kph
Max climb rate at sea level 750 ft/min, 3.8 m/s
Min sink rate 180ft/min at 45mph, 0.9 m/s at 72 kph
Best glide ratio with power off 23/1 at 49mph, 79kph
Take off distance 210ft, 64m
Landing distance 250ft, 76m
Service ceiling 12,000ft, 3660 m
Range at average cruising speed 80 mile, 129 km
Mitchell T-10
A fully cantilevered aluminium wing folding for towing. HP range: 40-50.
The TU-10 Twin Eagle is a two-place ultralight trainer, semi-enclosed cockpit, high wing monoplane with Whitcomb winglets, 3-axis controls, trailing elevons. POWERPLANT: Rotax 447, reduction ratio 2.12:1, 52-inch prop. LANDING GEAR: Chrome moly aluminum tricycle. 1984 PRICE: $10,500.
In 1997 the Higher Planes T-10 kit price was US$11,500.
T-10
Engine: Rotax 447
Empty wt: 350 lbs
Max wt: 850 lbs
Wing span: 37ft 4in
Wing area: 176 sq.ft
Wing loading: 4.1 lbs/sq.ft
Power loading: 17.8 lbs/hp
Max speed: 63 mph
Cruise: 58 mph
Stall: 30 mph
Vne: 110 mph
Seats: 2
Engine: Rotax 503SC, 46 hp
Speed max: 78 mph
Cruise: 62 mph
Range: 200 sm
Stall: 35 mph
ROC: 650 fpm
Take-off dist: 190 ft
Landing dist: 200 ft
Service ceiling: 12,000 ft
Fuel cap: 6.5 USG
Weight empty: 400 lbs
Gross: 875 lbs
Height: 7.33 ft
Length: 9 ft
Wing span: 37.33 ft
Wing area: 170 sq.ft
Seats: 2
Landing gear: nose wheel
Glide ratio: 14-1
TU-10 Twin Eagle
Wingspan 37’4”
Wing area 170 sq.ft
Empty wt. 350 lbs
Gross weight 900 lbs
Cruise speed 60 mph
Stall speed 31 mph
Vmax 63 mph
Climb 500 fpm
Takeoff run 325 ft
Land¬ing roll 300 ft
Higher Planes Mitchell Wing T-10
Top speed: 78 mph
Cruise: 62 mph
Stall: 35 mph
Range: 200 sm
Rate of climb: 650 fpm
Takeoff dist: 190 ft
Landing dist: 200 ft
Service ceiling: 12,000 ft
Engine: Rotax 503-SC, 46 hp
HP range: 40-50
Fuel capacity: 6.5 USG
Empty weight: 400 lb
Gross weight: 875 lb
Height: 7.3 ft
Length: 9 ft
Wing span: 37.3 ft
Wing area: 170 sq.ft
Seats: 2
Landing gear: nose wheel
Glide ratio: 14-1
Mitchell P-38 / AG-38
Single seat single engined mid wing monoplane with conventional three axis control. Wing has unswept leading and trailing edges, and constant chord; two fin tail. Pitch control by fully flying tail; yaw control by fin mounted rudders; roll control by full span ailerons also usable as flaps; control inputs through stick for pitch/roll and pedals for yaw. Wing braced from above by struts, wing profile NACA 23015; double surface. Undercarriage has three wheels in tricycle formation, with addi¬tional tailskids; steel spring suspension on nosewheel and glass fibre suspension on main wheels. Push right go right nosewheel steering connected to yaw control. Brake on nosewheel. Aluminium tube/wood/steel tube framework, with optional pod. Engine mounted above wing driving pusher propeller.
The P 38 was designed by Jim Meade and christened Lightning after the famous twin boom fighter of the Second World War. The prototype appeared at the end of 1980 and the first P 38 was sold during the second quarter of 1981. The prototype was fitted with a 26.0ft (7.92m) span wing having a 4.0ft (1.22m) chord, giving 104sq.ft (9.7 sq.m) of wing area using the same NACA 23015 profile as the B 10. With 200 lb (91 kg) empty weight and 450 lb (204 kg) maximum gross weight, this machine carried 250 lb (113 kg) useful load with a wing loading of 4.32 lb/sq.ft (21.1 kg/sq.m).
On the production models, the wing span was increased to 28.0ft (8.53m) and the chord also increased.
Initially fitted with a Honda Odyssey engine of 250 cc giving 20 hp, or as an option a Zenoah G25B also of 20 hp, the P 38 was in 1983 powered by the twin cylinder Cuyuna 430RR 30 hp engine. Its characteristics and performance figures do not allow its classification as an ultralight, so it is therefore necessary to hold at least a private pilot’s licence to fly the Lightning in the US.
The complete kit, requiring 80 h for assembly, has less than 200 pieces, the principal components being prefabricated and partly assembled. The wing ribs are wood, bonded with epoxy to the tubular Duralumin spar, while the leading edges are of polyurethane foam shaped and then covered with birch plywood. On the P 38, the ‘flaperons’ a combination of flap and aileron are made with ribs every 6 inch (15 cm). Like the other Mitchell models, this one is also available as an economy kit or as plans only.
Units delivered by June 1981 35 kits and plans.
The AG 38 is the crop spraying version of the P 38 Lightning, to which it is very similar except a pod is fitted. The prototype AG 38 was shown to the public during the EAA Convention at Oshkosh in August 1982. This aircraft is fitted with Micron X15 100 variable speed rotating nozzles, which are said to control droplet size and so reduce the amounts of chemical and water required. They are supplied from a shaped tank which carries 14.0 US gal (11.7 Imp gal, 53.0litre) of spray chemical. The tank is fitted under the seat and central wing section, between the legs of the main landing gear. An electric pump feeds the spray booms which are fitted with 19 fan nozzles across the full wing span. For a better spread, the two spray bars are placed at not the trailing edge as is usual, but 9.5 inch (24 cm) below the level of the wing.
At 50mph (80kph) the AG 38 spray swath varies from 20ft (6m) wide at 6ft (2m) altitude to 45 ft (14 m) wide at 15 ft (5 m) altitude. With the equipment set for maximum delivery, the AG 38 can deliver 48oz/acre (3.4 litre/hectare) and can treat 37 acre (15 hectare) per load. Reloading is required every 30 min, allowing an average coverage of 60 acre/h (24 hectare/h). At the other end of the scale, the machine can be set up for maximum acreage, when it will deliver 6oz/acre (0.42 litre/hectare) and treat 300 acre (120 hectare) per load. Reloading is required approximately every 2h, giving an average coverage of 140 acre/h (56 hectare/h).
P-38
Engine: Cuyuna 430RR, 35 hp at 5500 rpm
Power per unit area 0.29 hp/sq.ft, 3.1 hp/sq.m
Length overall 17.0ft, 5.18 m
Height overall 5.0ft, 1.52m
Wing span 28.0ft, 8.53m
Constant chord 4.3 ft, 1.29 m
Sweep forward 5 deg
Total wing area 120 sq.ft, 11.2 sq.m
Wing aspect ratio 6.5/1
Wheel track 5.0 ft, 1.52 m
Nosewheel diameter overall 10 inch, 25 cm
Main wheels diameter overall 10 inch, 25 cm
Empty weight 305 lb, 138kg
Max take off weight 700 lb, 317kg
Payload 395 lb, 179kg
Max wing loading 5.83 lb/sq.ft, 28.4 kg/sq.m
Max power loading 20.0 lb/hp, 9.lkg/hp
Load factors; +4.0, 4.0 ultimate
Max level speed 65 mph, 105 kph
Max cruising speed 55 mph, 88 kph
Stalling speed 32 mph, 51 kph
Max climb rate at sea level 500 ft/min, 2.5 m/s
Min sink rate 400 ft/min, 2.0 m/s
Best Wide ratio with power off 7/1
Take off distance 210ft, 64m
Landing distance 250ft, 76m
Service ceiling 12,000ft, 3660m
Range at average cruising speed 110 mile, 177 km
AG-38
Engine: Cuyuna 430RR, 35 hp at 5500 rpm
Power per unit area 0.29 hp/sq.ft, 3.1 hp/sq.m
Length overall 17.0ft, 5.18 m
Height overall 5.0ft, 1.52m
Wing span 28.0ft, 8.53m
Constant chord 4.3 ft, 1.29 m
Sweep forward 5 deg
Total wing area 120 sq.ft, 11.2 sq.m
Wing aspect ratio 6.5/1
Wheel track 5.0 ft, 1.52 m
Nosewheel diameter overall 10 inch, 25 cm
Main wheels diameter overall 10 inch, 25 cm
Empty weight 325 lb, 147kg
Max take off weight 700 lb, 317kg
Payload 375 lb, 170kg
Max wing loading 5.83 lb/sq.ft, 28.4 kg/sq.m
Max power loading 20.0 lb/hp, 9.lkg/hp
Load factors; +4.0, 4.0 ultimate
Max level speed 65mph, 105kph
Stalling speed 35mph, 56kph
Max climb rate at sea level 500ft/min, 2.5 m/s
Take off distance 275 ft, 85 m
Landing distance 325 ft, 100 m
