In many ways the Maverick is a scaled
down Rebel... an ultralight aircraft with a big plane feel to it.
Certainly it breaks away from the stereotype looks and feel of
ultralights that fall into the "flying lawn chair" category. Though it
has an empty weight that’s less than half the weight of a Rebel, it
still has a solid feel in the air. It’s a breeze in ground handling and
offers high levels of pilot and passenger comfort.
Standard wing span on the Maverick is 29’5".
However, wing area can be increased by installing an optional wing
extension, thus reducing the wing loading. Performance wise, the
Maverick gets airborne faster that the Rebel, due to it’s incredible
low weight and ample wing area.
You can do it! Building a Maverick is
probably a whole lot easier, quicker, and more economical than you
think. You do not need any special skills, any materials beyond what
you can order for a kit. We’ve even covered all the logical options so
you can get it all at once... from one source.
If you have access to the space of a one
car garage, and some common hand tools, you can start building. Even
with no experience in fabric covering, you will skin the wings and tail
surprisingly easily with the help of a household iron and a paint
brush. If you’re willing to give it your spare time attention on a
steady basis, you’ll be taking to the air in less than a year.
Murphy aircraft have become known for
the excellent quality of parts and the Maverick is no exception. In
fact about 40 percent of the Maverick parts are interchangeable with a
Rebel kit. That includes items like strut fittings, some of the landing
gear parts, bulkheads, wing root ribs, main spars, aileron structure,
leading edges, leading edge ribs, wing attach fittings, tail wheel....
Ground handling of the Maverick is superb due to
good forward visibility, differential hydraulic braking and a kick-out
steerable tail wheel (all standard). Advance the throttle and most
people are startled to see how quickly the tail comes up and how soon
the aircraft levitates off the runway. It takes as little as 100’ with
two people on board. Rate of climb, starting at sea level is around 900
fpm with the Rotax 582 engine (climb rate is as high as 1200 fpm with
the optional extended wing). There are two powerplant options, ranging
from 53 to 65 horsepower. That puts cruise, at 75 percent power, in the
75 - 85 mph range.
Ailerons are responsive in slow flight,
right down to an amazing stall speed as low as 28 mph. Flying a tail
dragger has never been easier. Most pilots can transition from tricycle
to conventional gear with a few hours of dual... something you can do
in your own Maverick... before the first 40 hours are flown off.
Fuselage corner wraps for the Maverick
are .020" aluminum sheet, same as the Rebel, but the flat surfaces of
the fuselage are lightened to .016" as a weight saving feature. The
Maverick fuselage is the same width as a Cessna 150: 37".
The Maverick was built to conform to
stringent Japanese ultralight criteria. It does that and meets the
standards of several other nations as well, including Canada’s Advanced
Ultralight Regulations TP101.41. The Maverick has recently been
accepted under British Section S regulations. In the United States it
can be built in the experimental amateur built category or for use as
an ultralight trainer.
However it’s licensed, the Maverick
provides unrestricted fun for weekend pilots who want to go out and
knock about the countryside. It will do everything a J-3 Cub does, only
better. It gets off quicker, flies faster, lands shorter, responds to
control inputs more aggressively and has the advantage of side by side
Like the Rebel, the Maverick fuselage is
all metal and features semi-monocoque construction for strength and
simplicity. It goes together easily. Firewall forward is unique,
because of the Rotax 503 installation, which is smaller than the Rebel
powerplants. The engine weighs about 99 pounds, almost 200 pounds
lighter than a Lycoming O-235, yet there’s plenty of power for fun
flying. The Rotax 582 can also be used.
The standard fuel tank is located behind
the firewall and holds 6 (U.S.) gallons, with the option of 14 (U.S.)
gallon wing tanks for additional range.
The gear is similar to the Rebel gear,
utilizing a rugged aluminum V frame with half axles, 600-6 tires and
shock or bungee cords that stretch to absorb shock on landing. The
Mavericks can be equipped with high profile tires for off-airport
landings and is also available with a optional spring steel gear.
What little welding is required for the
Maverick is done at the factory. The control stick, rudder and brake
pedals are powder coated after welding is completed.
Space in the Maverick cockpit is roughly
equivalent to that found in a Cessna 150. There is ample leg, head and
shoulder room for two average size adults. Sling seats are comfortable,
easy to install and lightweight. Doors are one piece and easily swing
up and attach to the bottom of the wing. The instrument panel is large
enough for a full compliment of VFR instruments.
Visibility is excellent to the front,
sides and through the sky lights. Doors can be removed, weather
permitting, to give superb visibility and that open cockpit feeling.
Maverick wings utilize three spars, all
aluminum pre-formed ribs, and an aluminum leading edge that forms a "D"
cell. The material used is 6061-T6 aluminum. Unlike the Rebel, the
Maverick does not require a dozen stringers, since the wings are
covered with fabric instead of aluminum sheet aft of the main spar,
saving considerable weight and construction time. Ailerons are
identical to the Rebels in construction, although, unlike the Rebel
they are strictly ailerons, and are controlled by stainless steel
cables. The wing tips are fibreglass to the main spar and connected by
an aluminum tube to the trailing edge. The wing is braced with a single
streamlined strut, attached by dual load path fittings.
The vertical and horizontal members of
the tail group are formed using pre-bent aluminum tubing that’s riveted
together, covered with fabric, and held in place with flying wires.
There is no welding. The elevator is controlled by a stainless steel
cable that connects to the control stick and rudder movement is by
stainless steel cable that connects to foot pedals with toe brakes. The
tail wheel is a full swivel kick out style.
High Quality Construction Methods
When purchasing an airplane, one of the
most important things pilots and builders are concerned with is the
structural integrity of the craft. They like to know that they are
flying a strong and safe machine they can trust. When comparing
aircraft in this regard, the tale is told not only by the design
criteria, but by the materials and construction methods.
At Murphy Aircraft Mfg. Ltd., we pride
ourselves on providing only the strongest and most structurally sound
flying machines possible. Right from the stringent design criteria to
the aircraft quality materials and sound fabrication methods, we have
designed and built airplanes which surpass anything of similar weight
For pricing details please contact the
Sales Team at ... MurphySales@gmail.com