After his separation from Peyret, Mauboussin redesignated his designs in a sequence that derives the Peyret-Mauboussin designations. The PM XI and PM XII were redesignated as M.111 and M.112 (although still reported as ‘M.11’ and ‘M.12’ in the early 1930s).
Pierre Mauboussin established design office and factory at Puteaux, Seine, France, developing Corsair light aircraft which was built as Corsair 120 and Corsair Minor.
Production aircraft designations were in a more typically French pattern. The production PM XII/M.12 became the M.120 with major developments following as M.121-M.129. Inititially, M.120 developments received suffix numbers based on their year of original (eg: the M.120/37 project of 1937 which led to the production M.123 Corsaire).
Production license for all Mauboussin aircraft acquired by Societe des Etablissements Fouga in 1936. Mauboussin 123, development of Corsair, built 1937-1938, and as M.129 1947-1948.
According to Flight (30 Sept 1943), after the Armistice the Mauboussin plant was engaged in glider production.
Demonstrated in Moscow during 1938, the Turbolet is a vertical take-off testbed developed by Prof. Vsevolod Matveyev. Comprising a turbojet engine mounted vertically, with fuel tanks and enclosed cockpit, the Turbolet is controlled by outrigger jet nozzles and vanes in the main jet stream.
In 1933 Mattley had in production a lightweight one/two-seat parasol-wing cabin monoplane named the Mattley Fliver, powered by a 40 hp Continental engine.
USA Established at St Bruno, California, built a single-seat cabin monoplane known as the Fliver Plane. In 1933 had in production a lightweight one/two-seat parasol-wing monoplane named the Mattley Fliver, powered by a 40 hp Continental engine.
A monowing using weight shift and rudder control. The separate rudder is all flying and there are no ailerons, spoilers or wing warping to achieve roll. Construction is of aluminum tubing covered with dacron on the wings and tail surfaces. Power is a Yamaha mounted in pusher position forward of the wing. A 2:1 reduction unit turns a two-blade, wooden Ritz propeller. Fuel is carried in a plastic tank mounted above the wing. LANDING GEAR: Tricycle type shock mounted with spring action and a bicycle squeeze-type brake. The main and nose wheels are 16 inches in diameter.
In 1981 the complete MAC LST 400 sold for US$2995.
September 1982
All MAC ultralites convert to floats in minutes. Mac un-breakable floats retailed for $495.00 and fit any ultralite that has a main gear axle.
Each MAC. LST 400 series aircraft is built with 90% straight tubing joined with special fittings to allow faster assembly time, easier parts replacement and lower cost all around. Replacement parts consist of one straight tube to be cut and drilled to size. Special features are a spring shock system, sturdy all round construction. Simple engine mounting, quick folding for storage, all bags and covers included.
The MAC. MU-200 series is a sturdy constructed aircraft that has rear axle shock system, fashionable design with all the features of the 400 series. The MU-200 comes with or without the droop tips. The MU is fun, easy to fly and economic to own and operate.
The MAC. LST-300 series three axis control ultralight, everything before this was just a prototype. All the best features, design and prices. Conventional aircraft looks and operation. Just what the conventional pilot has been waiting for. A one place aircraft anyone can afford to fly. Electric start available in 40 H.P. models.
MAC Wingspan, 32 ft Wing area, 16.7 sq.ft Aspect ratio, 7.1 Overall length, 16 ft Empty weight, 165 lb Usable payload (include fuel), 300 lb L/D power-off glide ratio, 7:1 Cruise speed (85% power), 32 mph Stall speed, 16 mph Approach speed, 16 mph Flair speed, 10 mph Liftoff speed, 18 mph Takeoff roll distance, 100 ft Rate of climb, 300 fpm Fuel capacity, 3 Usgal Range at cruise, 75-100 mi Engine displacement, 100cc, 15 hp Static thrust, 120 lbs.
MU-215 15 hp Cruise speed: 35-45 mph Stall speed: 17-19 mph Take off: 18-22 mph Take off: 50-100 feet Landing roll: 25-50 feet Climb: 300-350 fpm
MU-230 30 hp Cruise speed: 35-55 mph Stall speed: 17-19 mph Take off: 18-25 mph Take off: 30-75 feet Landing roll: 30-60 feet Climb: 650-750 fpm
MU-240 40 hp Cruise speed: 40-60 mph Stall speed: 18-20 mph Take off: 18-30 mph Take off: 30-75 feet Landing roll: 30-75 feet Climb: 750 fpm
LST-315 15 hp Cruise speed: 35-45 mph Stall speed: 17-19 mph Take off: 18-22 mph Take off: 50-100 feet Landing roll: 25-50 feet Climb: 300-350 fpm
LST-330 30 hp Cruise speed: 35-55 mph Stall speed: 17-19 mph Take off: 18-25 mph Take off: 30-75 feet Landing roll: 30-60 feet Climb: 650-750 fpm
LST-340 40 hp Cruise speed: 40-60 mph Stall speed: 18-20 mph Take off: 18-30 mph Take off: 30-75 feet Landing roll: 30-75 feet Climb: 750 fpm
LST-415 15 hp Cruise speed: 35-45 mph Stall speed: 17-19 mph Take off: 18-22 mph Take off: 50-100 feet Landing roll: 25-50 feet Climb: 300-350 fpm
LST-430 30 hp Cruise speed: 35-55 mph Stall speed: 17-19 mph Take off: 18-25 mph Take off: 30-75 feet Landing roll: 30-60 feet Climb: 650-750 fpm
LST-440 40 hp Cruise speed: 40-60 mph Stall speed: 18-20 mph Take off: 18-30 mph Take off: 30-75 feet Landing roll: 30-75 feet Climb: 750 fpm
The sold 1929 Matthieu-Russell N996N c/n A-1 was designed by Russel, built by Matthieu. It was sold to Howard P Minnich in the early ’30s and was restored to flying condition in California c.2000.
It was originally powered by a 40hp Szekely SR-3 but has since been re-powered with a 40 hp Salmson AD9. A speed of 85 mph has been reported.
Following the collapse of Aerotecnica, Jean Cantinieau returned to France where he joined Matra. There, he designed and completed a single example of the “Bamby”. This single-seat machine closely resembled the Aerotecnica machines but embodied a triangular end to the tailboom which provided a better direction and control of exhaust gas. After brief testing in 1963 the “Bamby” suffered a power train failure and was abandoned.
