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.
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.
The CAP 10 was developed by CAARP and first flown in 1968.
The CAP 10 aerobatic trainer is a side-by-side monoplane, powered by a 190 hp injected Lycoming engine.
The construction is all wood with a cotton-covered rear-fuselage. (By law, all fabric must be replaced every 3 yrs in France). In 1967 they were priced at US$30,000 with no radio or gyros.
Production of the CAP.10B lightweight, fully aerobatic piston-engined primary trainer continued, and 88 have been delivered to military customers by 1987.
Mudry CAP-10B
Total production exceeded 220 aircraft by 1997, and a glider-towing version, the CAP.10R, was available.
CAP 10 Engine: Lycoming IO-360-B2F Wing span: 26 ft 5 in / 8,06 m Length: 23 ft 11 in / 7.30 m Empty weight equipped: 1168 lb / 530 kg MTOW aerobatic: 1666 lb / 756 kg MTOW utility: 1829 lb / 830 kg Max cruise 75%: 129 kt / 149 mph / 240 kph ROC SL: 1180+ fpm / 360+ m/min Service ceiling: 18,050+ ft / 5500+ m Range: 647 nm / 745 mi / 1200 km Seats: 2 side-by-side Baggage: 44 lb / 20 kg Cabin max width: 3 ft 5 in / 1.054 m
CAP 10B Engine: Lycoming AEIO-360-B2F, 180 hp TBO: 1400 hrs Prop: Hoffmann 2-blade, 67-in Seats: 2 Length: 23 ft Height: 7.5 ft Wingspan: 26.4 ft Wing area: 117 sq.ft Wing aspect ratio: 5.96 Maximum ramp weight: 1829 lb Maximum takeoff weight: 1829 lbs Standard empty weight: 1200 lbs Maximum useful load: 629 lbs Maximum landing weight: 1829 lb Wing loading: 15.6 lbs/sq.ft Power loading: 10.1 lbs/hp Maximum usable fuel: 246 lbs Best rate of climb: 1600 fpm Service ceiling: 16,400 ft Maximum speed: 146 kt Normal cruise @ 65% pwr @ 8000 ft: 139 kt Fuel flow @ normal cruise: 51 pph Endurance at normal cruise: 4.6 hrs Stalling speed clean: 50 kt Stalling speed flaps down: 44 kt Turbulent-air penetration speed: 126 kt Fixed tail wheel under carriage
Mudry et Compagnie Established 1958 by M. Auguste Mudry in the former SAN factory at Bernay, Normandy. Built CAARP-developed CAP 10 two-seat and CAP 20 single-seat aerobatic aircraft. Merged in early 1978 with CAARP. Became known as Avions Mudry et Cie until assets purchased by AeroTech Europe.
A subsidiary of Aeronautical Service, Akrotech Europe has taken over assets of Avions Mudry et Cie, continuing production of the CAP 10B two-seat aerobatic and club trainer (first flown 1968) and CAP 232 single-seat aerobatic competition monoplane (first flown July 1994). Also produces the CAP 222, a version of the US AkroTech Giles G-202 two-seat kit-built aerobatic competition aircraft and trainer.
Mudry was bought out by the group which owns Robin Aircraft and as a result the Barouder became available through Bul Aéro (1998).
Produced by the former J,Meaz works (Chocen plant) the M-3 Bonzo was designed by J. Mraz.
The M-3 Bonzo is a four-seat produced in prototype form only. Of all-wood construction, it is powered by a 160 hp Walter Minor 6-III engine. A retractable nosewheel undercarriage is fitted.
Engine: 160 hp Walter Minor 6-III Wingspan: 34 ft 9 in Wing area: 148.5 sq.ft Length: 25 ft 4 in Height: 7 ft 4.5 in Empty weight: 1278 lb Loaded weight: 2424 lb Max speed: 165 mph Cruise: 150 mph ROC: 708 fpm Ceiling: 16,400 ft Range: 620 mi
The Czechoslovak aircraft factory Mráz introduced several new sport aircraft after World War II. One of them was the M-2 Skaut, designed by Zdeněk Rublič. His aim was to design an easily flyable and reliable aircraft for basic club pilot training, with moderate operating costs and requiring little maintenance.
The Mráz M-2 Skaut was a wooden two-seat, single engine, low wing aircraft.
To simplify production, the wing and tail from his earlier, successful M-1C Sokol design was used. Like the Sokol, the Skaut was a wood framed, fabric covered aircraft. Their shared straight tapered wing had a swept leading edge but no sweep on the trailing edge They had marked dihedral beyond a very short centre section. The fin also had a swept leading edge and carried a rounded rudder. The tailplane was set well to the rear and near the top of the fuselage with a single piece elevator; the rudder moved above it. The Skaut had fixed tricycle landing gear.
The prototype, first flown in mid-1948, showed that the Skaut was a stable and safe aircraft, pleasantly controllable and with a good field of view. These characteristics together with a side-by-side cockpit and a tricycle landing gear made it a promising civil trainer aircraft. However, the new communist government nationalised the Mráz factory and directed it to produce military aircraft, so only the prototype Skaut was completed in the 20th century.
The only wooden prototype Skaut, OK-CEB Svazák, served at several flying clubs, mostly in Vrchlabí, and became very popular. There are rumours that it was flown solo by glider pilots without any previous experience of powered aircraft. In the early 1960s it was damaged during an emergency landing after an engine failure and was scrapped.
In 2005 the design was revisited, resulting in the metal framed, modernised Kubicek M-2 Scout which first flew in 2009 with plans for production and first deliveries in 2011.
Variation: Kubicek M-2 Scout
Powerplant: 1 × Praga D, 56 kW (75 hp) Propeller: 2-bladed fixed pitch Wingspan: 10 m (32 ft 10 in) Wing area: 13.8 m2 (149 sq ft) Length: 6.75 m (22 ft 2 in) Height: 1.9 m (6 ft 3 in) Empty weight: 370 kg (816 lb) Gross weight: 660 kg (1,455 lb) Fuel capacity: 70 L (18 US gal; 15 imp gal) Maximum speed: 185 km/h (115 mph, 100 kn) Cruise speed: 150 km/h (93 mph, 81 kn) Range: 700 km (430 mi, 380 nmi) Service ceiling: 4,200 m (13,800 ft) Rate of climb: 2.7 m/s (530 ft/min) Crew: 2
The Mráz M.1 Sokol (English: “Falcon”) was a light aircraft built in Czechoslovakia in the years following the end of the Second World War. Designed in secret by Zdeněk Rublič at the Beneš-Mráz factory during the German occupation.
The Sokol was a conventional, low-wing monoplane that took the pre-war Beneš-Mráz Bibi as its starting point. Two seats were provided side-by-side in an enclosed cabin, and the main units of the tailwheel undercarriage were retractable. Construction throughout was of wood.
M.1/1 prototype
The prototype, then designated the M.1/1 and registered as OK-ZHA, first flew on 9 March 1946, following test flights the prototype was designated the M.1A as the two-seat-version. A re-engined two-seater was built designated the M.1B with a ZLAS Toma 4 engine, it first flew on 19 May 1946 but only one was built. The design was then modified as the M.1C with a third-seat in the rear and first flying on 16 February 1947. The M.1C became the main production variant and 183 aircraft were built.
M1C Sokol G-AIXN at Leeds (Yeadon) in 1954, and was still airworthy in 2019
In 1948 the M.1C was further developed as the M.1D with an enlarged single-piece canopy and a revised rudder. The M.1D first flew on 4 October 1948 and 104 were built. One M.1D was fitted with locally produced floats and re-designated the M.1E, it first flew in September 1949. A minor variant was the Para-Sokol which was fitted with rearward sliding canopy to allow parachutists to leave the aircraft.
Some were operated by the Czechoslovakian National Security Guard and Egyptian Air Force.
Around 284 aircraft were built but the wooden-glued airframes were condemned in the early 1960s and withdrawn from use, under 20 were still in existence in the 2010s but only a few were flyable.
G-AIXN landing at its home base of Turweston Aerodrome in the United Kingdom in 2017
Some are on display at Museums in the Czech Republic, Hungary, Beijing, China, and Datangshan, China.
M-1A Original two-seat version Engine: Walter Minor
M-1B Similar to M-1A Engine: ZLAS Toma 1 built
M-1C Revised version, with longer fuselage and third seat, and swept leading edges on wing 183 built
M-1D Similar to M-1C with new, single-piece canopy and larger rear windows Engine: 1 × Walter Minor 4-III, 78 kW (105 hp) Wingspan: 10.0 m (32 ft 10 in) Length: 7.35 m (24 ft 1 in) Wing area: 13.8 m2 (149 sq ft) Height: 2.20 m (7 ft 3 in) (tail up) Empty weight: 425 kg (937 lb) Gross weight: 780 kg (1,720 lb) Maximum speed: 240 km/h (150 mph, 130 kn) Cruise speed: 212 km/h (132 mph, 114 kn) Range: 1,000 km (620 mi, 540 nmi) Service ceiling: 4,800 m (15,700 ft) Rate of climb: 3.0 m/s (590 ft/min) Crew: 1 Capacity: 2 passengers 104 built
M-1E Similar to M-1D but equipped with pontoons at least 1 built
The Jupiter was an executive transport designed by André Moynet, a member of the National Assembly of France and a former government minister and built by S.S. Engins Matra (so it is sometimes referred to as the Matra Moynet Jupiter).
The Jupiter design began life in 1957 as a single-engine airplane, but evolved into its unusual “push-pull” arrangement during the design process. Moynet adopted the configuration to provide the power and safety of a twin, but without asymmetric handling characteristics.
The Moynet 360 Jupiter was an example of a push-pull aircraft with a single conventional fuselage and an engine at either end. Its wing had a straight trailing edge, but the centre section had strong taper on the leading edge which continued more weakly outboard. It was of two spar, stressed skin construction, carrying mass balanced ailerons and slotted flaps. The main undercarriage legs, placed at the end of the centre section each carried a single wheel and retracted inwards electrically. A retractable nosewheel completed the landing gear.
One horizontally opposed Lycoming engine was conventionally placed in the nose. Behind it was a standard cabin, though the front seats were further ahead of the leading edge than usual because of the rearward shift of the centre of gravity caused by the rear engine. There were three large windows on each side. For the same reason the rear fuselage was quite short, and it lacked the normal taper, giving it a boxy look, so that the second, pusher Lycoming could be mounted in the extreme tail. This was cooled by air from rectangular intakes on the upper sides of the rear fuselage. The straight edged, tapered tailplane was mounted on the fuselage top above the engine, with small endplate fins carrying balanced rudders. These fins extended above and below the tailplane, with arrow shaped leading edges and straight, swept trailing edges. There was also a long, shallow strake over the rear fuselage. Seen from below, the long span of the tailplane was striking, about 44% of that of the wings; the elevators filled most of the outer part of its trailing edge, avoiding the propeller airstream.
Moynet had the support of Marcel Chassigny, then the head of the Matra company, and between them they hoped that the Jupiter 360 could provide real competition to U.S.-designed light aircraft. Matra’s Lucien Tieles partnered with Moynet on the final design. The first prototype flying on 17 December 1963 at Villacoublay with the designer and Lucien Tieles at the controls.
Only two Jupiters were built (plus a single static test airframe). The first, constructed by Matra, designated 360-4 and initially registered as F-WLKE had two 200 hp (150 kW) Lycoming IO-360-A1A engines driving two-bladed propellers and was configured as a 4-5 seater.
The second prototype, second constructed by Sud-Aviation, was of a more powerful and slightly larger variant designated the model 360-6; it first flew on 25 May 1965. This model had a choice of engines, either 290 hp (216 kW) Lycoming IO-540 six cylinder engines driving constant speed, three-bladed propellers, or 310 hp (231 kW) Lycoming TIO-541 engines. The span was increased by 0.37 m (15 in) and length by 0.64 m (25 in). The increased length allowed seats for 6-7, with two rows of two single seats and a bench seat at the rear that could accommodate 2 or 3. The cabin was sound-proofed and air conditioned and could be pressurised. Access was via a forward starboard side door. There was baggage space behind the cabin with its own external door. The sole 360-6 was registered as F-WLKY.
The intention was for Sud-Aviation to produce the 360-6 Jupiter as the Sud-Aviation M 360-6 Jupiter, but no sales resulted. An order was obtained from the French government for some 360-6 pre-production aircraft, but this seems to have been cancelled. Despite sales campaigns in Europe and the U.S.A. no further orders resulted.
The first prototype is now in the reserve collection of the Musée de l’Air et de l’Espace, Le Bourget Airport, Paris museum. Parts of its fuselage were to be used as the gondola of an abortive airship project, before it was recovered by Ailes Anciennes Le Bourget and presented to the museum. At le Bourget, the 360-4 bears the normal French registration F-BLKE rather than the French prototype style F-WLKE.
Moynet 360-4 “Jupiter” n°01
Moynet himself retained the second aircraft, the six-seater 360-6 F-BLKY. It passed into the hands of the Musée Régional de l’Air Angers – Loire Airport, France, after Moynet’s death in 1993. Limited restoration work was carried out in 1994 and from 1998, before the major current restore-to-flight effort began in 2009, undertaken by six volunteers. In March 2012 the museum signed a partnership agreement with the Association Aérospatiale Matra to aid with the restoration.
M 360-4 Jupiter First prototype, 4–5 seats, two 149 kW (200 hp) Lycoming IO-360 engines.
M 360-6 Second prototype, with stretched fuselage with seven seats and two 216 kW (290 hp) Lycoming IO-540 engines.
M 360-6P Proposed pressurised seven-seat version, with Lycoming O-480 engines. Unbuilt.
Sud-Aviation Présidence Further enlarged, pressurised version planned by Sud-Aviation.
Specifications:
M 360-4 Jupiter Engines: two 149 kW (200 hp) Lycoming IO-360 Wingspan: 35.42 ft Length: 25.81 ft Seats: 4–5
360-6 Engines: 2 x Lycoming IO-540, 216 kW (290 hp) Propellers: 3-bladed Hartzell constant speed Length: 8.77 m (28 ft 9 in) Wingspan: 11.49 m (37 ft 8 in) Height: 2.46 m (8 ft 1 in) Wing area: 16.81 sq.m (180.9 sq ft) Empty weight: 1,338 kg (2,950 lb) Gross weight: 2,390 kg (5,269 lb) Fuel capacity: 566 lt Maximum speed: 363 km/h (226 mph; 196 kn) at sea level Cruising speed: 338 km/h (210 mph; 183 kn) at 1,830 m (6,000 ft) on 75% power Range: 2,060 km (1,280 mi; 1,112 nmi) at 4,500 m(15,000 ft) and 45% power. Rate of climb: 7.3 m/s (1,440 ft/min) at sea level Capacity: 6 or 7
All Aero 