Small civil aircraft projects covered the M-202PW Olen enlarged development of the Indian Saras, M-203PW Barsuk radial-engined general-purpose transport, and M-500 piston-engined agricultural monoplane suited also to other roles.
Piston
Myasishchev M-203PW
Small civil aircraft projects covered the M-202PW Olen enlarged development of the Indian Saras, M-203PW Barsuk radial-engined general-purpose transport, and M-500 piston-engined agricultural monoplane suited also to other roles.
Myasishchev DVB-102
Work began in 1940 on the DVB-102 long-range, high-altitude bomber. Only two prototypes were built, because it was decided to copy the B-29 as the Tu-4.
Engines: 2 x Ash-71, 1620kW
Max take-off weight: 15500-17750 kg / 34172 – 39132 lb
Wingspan: 25.3 m / 83 ft 0 in
Length: 19.5 m / 63 ft 12 in
Wing area: 78.8 sq.m / 848.20 sq ft
Max. speed: 565 km/h / 351 mph
Cruise speed: 445 km/h / 277 mph
Ceiling: 11500 m / 37750 ft
Range w/max.fuel: 2230 km / 1386 miles
Crew: 5
Armament: 3 x 20mm machine-guns, 4 x 12.7mm machine-guns, 1 x 7.62mm machine-guns, 2000-3000 lb bombs
MXR Technologies MX2
The MX2 is a purpose-built Unlimited Aerobatic aircraft developed from the highly-successful Giles G202/CAP222 aircraft. Built by MXR Technologies Inc. in Florida, it has an all carbon fibre monocoque airframe. During displays it burns two litres of avgas per minute and three litres per minute of smoke oil. The loading ranges from +8.5g to -6.5g during a display, in what is a state-of-the-art machine in the world of aerobatic aircraft.
MVP.Aero Model 3
Designed by Mike Van Staagen, the MVP Model 3 is a prototype American “triphibian” light-sport aircraft, displayed in mockup form in 2014. The aircraft is under development by MVP.Aero Inc. of Delaware.
The MVP Model 3 is designed to operate on land, water, snow and ice. The floor panels can be rearranged to accommodate fishing or camping. The design will be marketed in several versions, including the E-AB, E-LSA, and S-LSA. The aircraft is a two-seats in side-by-side configuration with a pusher propeller and folding wings, which are constructed with carbon-fiber composite spars and covered with fabric. The balance of the airframe is constructed from a combination of carbon fiber and fiberglass. Electric thrusters help the aircraft manoeuvre in the water.
The design allows the canopy to be raised on a four bar system to sit above the engine cowling. This leaves the cockpit area open for fishing from and can also allow mounting of a tent for camping, with the floor panels inserted. With the canopy fully open the engine can still be run for water maneuvering.
The unit cost was US $169,000 as an Experimental and $189,000 as S-LSA.
Variants:
Model 3 E-AB
Model 3 E-LSA
Model 3 S-LSA
MVP Model 3
Engine: 1 × Rotax 914, 115 hp (86 kW)
Wingspan: 36 ft 0 in (10.97 m)
Length: 23 ft 9 in (7.24 m)
Length wings folded: 8.1 m (26 ft 7 in)
Width: 8 ft 0 in (2.44 m) wings folded
Fuel capacity: 26 US gal (22 imp gal; 98 l)
Cruise speed: 104 kn (120 mph, 193 km/h) at sea level
Stall speed: 41 kn (47 mph, 76 km/h) with full flaps
Rate of climb: 1,000 ft/min (5.1 m/s) at sea level
Wing loading: 11 lb/sq ft (54 kg/sq.m)
Crew: one
Capacity: one passenger
Musso Fokker E.III
Paul Musso and his friend Karl Biegert built a Rotex R2800 powered Fokker EIII “Eindekker”.
Musso Fokker D.VIII
A full size replica of the Fokker D.VIII
Engine: Rotec 3600 Radial.
Murrayair MA-1
The Murrayair MA-1, a conversion of the Stearman Kaydet, was designed by the technical services section of Air New Zealand at Mangere during 1968 and 1969. The conversion of the Stearman involved the fitting of a 600 hp P & W R-l340 Wasp engine from a Harvard to double the aircraft’s payload to 30 cwt, and the redesigning of the entire centre fuselage using a New Zealand-made integral fibreglass hopper. With a capacity of 62 cu ft it is the largest in the ag aviation industry. Fuselage panels are also of moulded fibreglass and are quickly removable for maintenance. An enclosed cockpit was also fitted. The rear fuselage, tail unit and strengthened undercarriage were from the Stearman. The wooden and fabric wings were increased in area by 35 per cent, and the entire strut system was redesigned to eliminate the flying and landing wires, using steel lift struts to accommodate the increased gross weight (3,495 lbs to 6,250 lbs).
Work on the conversion of the Stearman began towards the end of 1968, and the first aircraft, N101MA, first flew from Mangere on July 27, 1969. The job was carried out for the Honolulu-based aviation service firm, Murrayair Ltd, which operated a fleet of modified Stearmans for spraying pineapple and sugar plantations in the Hawaiian Islands. By mid-1972 N101MA had flown 1,100 hours and production of five more pre-production aircraft, the MA-1, was begun. In 1974 the MA-1 was being produced at Harlingen in Texas by a subsidiary of Murrayair, Emair Ltd, at the rate of one aircraft per month, with completion of 2-3 air¬craft per month planned by the middle of that year.
The Emair MA-1, was offered with a 1,200 hp Wright R-1820 engine derated to 900 hp. The MA-1B, which began its flight tests from Harlingen, Texas, in August, also has a new slower turning propellor with larger diameter and broader blades.
MA-1
Engine: P&W R-1340, 600 hp
Seats: 1-2
Wing loading: 15.7 lb/sq.ft
Pwr loading: 11.7 lb/hp
Max TO wt: 7000 lb
Empty wt: 3550 lb
Equipped useful load: 3398 lb
Payload max fuel: 2750 lb
Hopper cap: 450 USG / 30 cwt / 62 cu.ft
75% cruise: 95 kt
Working speed: 90 kt
Working endurance: 2.9 hr
Stall: 56 kt
Fuel cap: 648 lb
MA-1B
Engine: Wright R-1820, 900 hp
Seats: 1-2
Wing loading: 15.7 lb/sq.ft
Pwr loading: 8.9 lb/hp
Max TO wt: 8000 lb
Empty wt: 4300 lb
Equipped useful load: 3648 lb
Payload max fuel: 3000 lb
Hopper cap: 450 USG
75% cruise: 115 kt
Working speed: 105 kt
Working endurance: 2.3 hr
Stall: 63 kt
ROC: 1750 fpm
Min field length: 1600 ft
Fuel cap: 648 lb
Murray M-1
Built in 1954 at Salford, Manchester by Mr. John Murray, a motor mechanic from Salford, who started designing and building this single seat helicopter in 1951 in his spare time. He utilised the equipment available to him in his garage and spent three years and over £1000 building what was designated the M-1. It was ready to start testing in May 1954 powered by a JAP J-99 piston engine. In 1995 the Murray M-1 was donated to the Helicopter Museum but is missing the engine and many other original components.
Murphy VM-7 Competitor
“Richard L. “Dick” Murphy of Doylestown, Pennsylvania, USA, was a Captain with American Airlines and had 23 years of military and civil flying and engineering experience when he designed and built this single-seat Unlimited class aerobatic aircraft. Murphy had previously constructed a Van’s RV-3, which was flown competitively during 1976, also registered N5P. The VM-7 Competitor owed much to this aircraft and to ideas and suggestions from other designers and pilots, including Bud Judy, Leo Loudenslager, Ed Mahler and Nick d’Apuzzo.
Cantilever mid-wing monoplane. Wing section NACA 23015. Constant chord. Light alloy structure, comprising a laminated main spar, passing through fuselage under pilot’s knees, and twenty hydroformed ribs, covered with light alloy skin panels, bonded and pop-riveted in place. Symmetrical, balanced and sealed ailerons.
Light-alloy semi-monocoque fuselage structure, mostly bonded but with some pop rivets.
The tail unit is a cantilever light alloy structure. Fin integral with rear fuselage. Trim tab in port elevator. Non-retractable tailwheel type landing gear. Wittman type cantilever spring steel main legs. Main-wheel tires size 5.00-5. Cleveland brakes. Streamline fairings over main wheels. Steerable tailwheel.
A 200 hp Avco Lycoming O-360 flat-four engine, driving a Hartzell two-blade constant-speed propeller, with spinner. Engine fitted with IO-360 sump, manifold and fuel injector. Main and auxiliary fuel tanks in forward fuselage; total capacity 17 gal (64.4 l). Second auxiliary tank optional. Oil capacity 2 gal (7.6 l).
Single seat, inclined at about 15°, under forward-sliding canopy.
Design objectives for the VM-7 were that it should be easy to construct, should cost under $10,000, and should have good performance. Without the engine and propeller, it cost $6,000 and took 2,000 working hours to build. Plans would be made available to amateur builders when the aircraft had proved its capability in competitive aerobatics.
The prototype flew for the first time in March 1978 and according the FAA received a CofA a year later, March 28, 1979. Reportedly the aircraft was destroyed by fire during December 1979, however, on December 4, 1979 the aircraft was reregistered to Bishop Aviation, Inc of N. Richland Hills, Texas. Reportedly Murphy began construction of a second example, with the intention of having it completed it time to compete in the 1980 World aerobatic contest, however, there is no information a second example was ever completed. The registration N5P expired and was cancelled on October 14, 2014.”
Engine: Avco Lycoming O-360, 200 hp
Propeller: Hartzell two-blade constant-speed
Span: 19 ft 6 in (5.94 m)
Length: 19 ft 9 in (6.02 m)
Wing chord, constant: 4 ft 6 in (1.37 m)
Propeller diameter: 6 ft 4 in (1.93 m)
Empty weight: 797 lb (361.5 kg)
Max takeoff weight: 1,250 lb (567 kg)
g limits: + 14/-14 Never exceed speed: 215 mph (346 kmh)
Max level speed: 200 mph (322 kmh) at sea level
Max cruise speed: 175 mph (282 kmh)
Econ cruise speed: 150 mph (241 kmh)
Stall speed: 50 mph (80 kmh)
Climb: 3,000 ft (915 m)/min
Takeoff run: 150 ft (46 m)
Takeoff to 50 ft (15 m): 250 ft (76 m)
Landing run from 50 ft (15 m): 1,200 ft (366 m)
Service ceiling, estimated: 18,000 ft (5,485 m)
Range: 250 mls (402 km)
