The MB-3 first flew on 2 February 1919. Fifty were for the US Army (AS63331-AS63380), 10 for USMC (A6060 to A6069); plus 1 static and 3 flying prototypes (AS40092 to AS40095), and 4 production for tests at McCook Field (AS63332, and AS63336 and AS63337).
The 1922 MB-3A featured a new cooling system and four-bladed prop. First flying on June 7, 1922, 200 Morse MB-3A fighters (AS68237 to AS68436) were built by Boeing during 1921 -1922, contracted by the government in 1920. Some later became MB-3M advanced trainers. Design elements went into Boeing PW-9. In addition 50 were built by Thomas-Morse.
Thomas-Morse MB-3A
Three clipped-wing models were built in 1921, with one becoming MB-6 / R-2, and 10 for the USMC in 1921.
Boeing factory building MB-3A in 1922
The MB-3B modified Boeing four-aileron design was cancelled.
Thomas-Morse MB-3 Engine: 300hp Wright-Hisso H Wingspan: 26’0″ Length: 20’0″ Useful load: 823 lb Max speed: 141 mph Cruise speed: 125 mph Range: 310 mi Ceiling: 23,700′ Seats: 1
Designed by B D Thomas, the S-4 was evaluated for combat, but rejected and used as a trainer. The S-4 civil prototype (possibly still extant as NR66Y) was powered with a 100hp Gnôme and first flew in June 1917, piloted by Paul D Wilson. Twelve went to the USN, A395 to A406.
S-4 prototype
Thomas brothers, backed by Morse Chain Company, built three civil S-4B and 97 S-4B single-seat biplane advanced trainers for the Army, AS4276 to AS4372, plus ten for the USN, A3235 to A3244.
The improved S-4Cs were built powered by 80hp Gnôme B-9 or 80hp LeRhône C-9 engines. Priced at $5400, six civil, 461 for Army (AS38637 to AS38979, AS39882, AS41359 to AS41408, and AS44608 to AS44674), and four with twin floats for USN (A5855 to A5858); 50 with Gnôme and 447 with LeRhône, were built.
The designation S-5 was applied to S-4B fitted with two short main floats and a tail float. Six, A757 to A762, went to the US Navy in 1917.
Thomas-Morse S-5 A-762
Thomas-Morse S-4E
The 1918 S-4E had a tapered wings and redesigned landing gear and a 110hp LeRhône. One was built for evaluation as an aerobatic trainer but was rejected and used as a racer ‘Space-Eater’ with a 135hp Aeromarine V-8, piloted by Basil Rowe.
Thomas-Morse S-4C as civil racer NR502
The S-4 was in considerable varied civil use from war surplus with about 60 show on records, with many converted to 90hp Curtiss OX-5.
S-4C Engine: 1 x 80hp Le Rhone 9C or 80hp Gnôme B-9 Max take-off weight: 623 kg / 1373 lb Empty weight: 438 kg / 966 lb Wingspan: 8.08 m / 26 ft 6 in Length: 6.05 m / 19 ft 10 in Height: 2.46 m / 8 ft 1 in Wing area: 21.7 sq.m / 233.58 sq ft Max speed: 83 kt / 153 km/h / 95 mph Ceiling: 4500 m / 14750 ft Initial climb rate: 826.77 ft/min / 4.2 m/s Range: 217 nm / 402 km Armament: 1 x .30CAL 7.62mm machine-gun Crew: 1
Morrow Aircraft developed the Model 1-L tandem two-seat trainer for Civil Pilot Training Program. Employed plastic-bonded plywood construction and was powered by a Lycoming O-435A engine.
In the summer of 1911 J. A. Morrow and his sons, Everett and Edward, began building an airplane in their Carleton, Nebraska, blacksmith shop. Before it was finished, the Morrows moved to Burwell to ply their trade. It was there that the plane first took flight in the fall of 1912. It was a pusher biplane patterned after the 1909 Curtiss. It proved to be less than successful, though they persevered and built a second machine, used to make exhibition flights throughout Nebraska.
Designed by Bill Morrissey, the Bravo originated as the single-place Model OM-1, which became the two-place Bravo II in 1982. Modification was simple – no alterations to the basic structure. Instrument panel and windscreen were moved forward and the canopy extended.
August 1983
Gross wt: 1700lbs Empty wt: 965 lbs Fuel cap: 35 US Gal Wing span: 26.5’ Length: 21.5’ Top speed: 155mph Cruise 75%: 145mph Stall: 57mph Climb rate: 1500fpm T/O run: 400ft Ldg roll; 700ft Range: 550mls + res
Bill Morrisey adapted the design to aluminum, installed a 150 hp engine and built 10 Morriseys.
Shinn Engineering acquired full manufacturing rights, tooling and spares, and turned out 35 Shinn 2150 airplanes.
Varga Aircraft Corp 2150A Kachina
Varga Aircraft Corp, an airplane parts dealer, acquired from Shinn Engineering Inc full manufacturing rights, tooling and spares for Shinn Model 2150A in 1967. Vega moved the tooling twice and started setting up a plant in 1971. Put into production by Varga in 1977 as Model 2150A Kachina. It was available with 180 hp.
Varga Kachina
The 1973 Kachina sold for $13,500. 121 of the 1978 2150A (ATC 4A19) were built, and 18 of the 1981 2180 (4A19).
The 1982 2180TG were three conventional-gear configuration by Hibbard Aviation Co, Oakland CA.
Over 200 were built by the three manufacturers. As the Morrisey 2000, was offered as a kit, with planed production still under the FAA type certificate 4A14.
A monoplane with sliding wing-tips, which allowed it to bypass the lateral control patent wars of the time. It was built by Charles F. Morok of the Morok Aeroplane Co. of New York. His most noted flight was when he flew across the Green Mountains at Rutland, Vermont, but he also gained some notoriety by crashing into the window of a young woman during an attempt to fly across the Hudson River in December 1910.
Belgian aviator Charles Frank van der Merrsche, alias Charles F. Morok (the name he used in the USA), flying his biplane over the Sandusky County Fairground at Fremont, Ohio in September 1911. Following the Boston Aero Show in February 1910, Morok was flying for Fred Shneider on Shneider biplanes. He then settled on the Nassau Boulevard Aerodrome of Garden City, formed a flying school and built a biplane of his own in Summer 1911. The machine had a span of 32 feet (9,75 m) and a weight of 500 pounds (227 kg). The engine was a 45 hp Anzani, probably American-built. It has been stated that two of these machines were built for exhibition and training duties.
