Star Rocket

However, if you are looking to operate that four-seat aircraft from a short farm strip, the options are fewer. Should you want a short field nosewheel type the Maule MXT-7-180 is definitely one of a relatively short list.

With a fuselage of welded 4130 Cromoly steel tube covered by Ceconite, metal wings, a fixed tricycle undercarriage and engine options from 160hp to 260hp (120kW to 195kW) plus a 420shp (313kW) turboprop, the Maule does offer flexibility. It features two doors to the front cockpit and a double door located on the starboard side to allow entry to the rear seats and a very respectable baggage area.

Those rear seats are removable and the double rear doors allow the aircraft to carry a pair of full size bicycles – ideal for that touring holiday.

The purists may argue that the taildragger version offers better performance and they are probably right, but if you have less flying experienced then the tricycle version may be the right option. The Maule M-7 is still in production, so spare parts are readily available.

The Maule could be called the Land Rover of the air. Not the fastest, nor the most comfortable and certainly not the quietest, but it does offer real versatility, if a little rough around the edges – almost agricultural at times. Perhaps that is why they are so popular on farm strips. Despite the aircraft still being in production, second hand prices offer surprisingly good value for money.

The Maule MXT-7 is broadly similar in size and appearance to a Cessna 172, the main difference being the fabric covered fuselage. Consequently, items on the preflight inspection are similar. However, the flaps on the Maule are manual so lower them before you start your inspection.

While in the cockpit, turn on the master switch so you can check the function of the electric stall warning device located on the leading edge of the port wing.

During the preflight walk-around, there are lots of cables visible so check them thoroughly for any signs of fraying and to ensure the cable ends are tight and secure.

Maules are popular residents of farm strips, so being close to nature pay particular attention to the activities of nesting birds. Check the area around the counterbalance weights on the ailerons and where they are recessed into the wing – this area may look particularly inviting to our feathered friends. Similarly, the intake on the front of the cowling may be attractive to the birds too!

Getting in

Somewhat in keeping with its agricultural spirit, getting into the Maule is not an elegant affair. Place your left foot on the step, get your head and then body inside the cabin, twist to the left to get your right leg into the footwell and then bringcabin first but you need to be a little more careful with your entry if you have already strapped your passenger in. Once inside, you can adjust the seat forward and back but no height adjustment is offered. If you are vertically challenged, an extra cushion may help you see over the nose. The fire extinguisher is placed on the floor rather close to my heels. Owner Tim Franklin explained that this is unique to this particular aircraft, but I must admit that I would move it if it were mine.

I took the left seat of G-BVIK, with Tim in the right. We are operating from his private strip at Graveley in rural Hertfordshire, England. The 500m grass strip, right alongside a golf course, is nicely cut but a testing crosswind will add to the enjoyment of today’s trip.

The panel is typical 1980s, perhaps a little surprising when you consider this aircraft was manufactured in 1994. It has a two tier panel, the upper (main) level features the larger instruments with a radio/nav stack in the centre. The control columns pass through the lower tier, with EGT to the left and carb heat and main electrical rocker switches to the right. The vernier throttle, prop controller and mixture are in the centre with the circuit breakers to the right. A mechanical flap lever is situated on the floor, in the centre, between the pilot’s and front passenger’s legs, with the manual trim wheel positioned alongside.

The cabin is spacious with plenty of room between our shoulders. The occupants in the rear have their own double door on the starboard side. The rear seat is a bench type and would provide plenty of leg room for both occupants, while generous baggage space is also available behind the rear seat.

Tim often flies the aircraft with the rear seats completely removed – their place occupied by a couple of full size bikes and dogs (in baskets, of course). He and his wife enjoy touring in the Maule. Threepoint harnesses are fitted throughout the cabin and snap nicely into place.

G-BVIK has the long range tank option fitted. In addition to the standard pair of 76 litre tanks, it has an additional pair of 57 litre tanks located outboard of the mains.

The fuel cannot be used directly from these auxiliary tanks, but instead is pumped into the mains. A pair of fuel transfer pump switches is located just above the fuel gauges.

To check the contents of the auxiliary tanks, two switches (left and right) can be pressed, enabling the contents to be displayed on the normal fuel gauges. Part of the pre-takeoff check is to check the contents and ensure that the transfer pumps are functioning correctly before departing – the extra fuel is pretty useless if you cannot use it! Normal fuel burn is around 38 litres per hour.

This aircraft is a good four-seat performer, with a useful load over 450kg, but it pays to check the weight and balance schedule.

Four adults plus baggage means that full tanks may not always be possible.

Getting started

Starting is simplicity itself, the 180hp (135kW) Lycoming O-360 starting on the first turn of the key. The low voltage warning light went out almost immediately and the oil pressure went straight into the green arc. Tim has a couple of nice headsets in this aircraft and it soon became apparent why – when you remove them noise levels are quite high. After all, you are sitting inside a fabric covered fuselage with a solid bulkhead – not ideal sound insulation.

Once the temperatures were within the green arcs I released the brakes and taxied down the slope towards the runway. With pedal operated nosewheel steering and efficient toe brakes this aircraft goes where you point it, but I did learn shortly afterwards that it pays to keep a little bit of power on when trying a tight manoeuvre.

Perhaps a little unusually, the Maule has four flap settings: -7º, 0º, 24º and 40º. Zero degrees is recommended during takeoff in gusty conditions, but we selected 24 degrees to help us get off the strip quickly and over the obstacles ahead (trees) and to the left (power cables). I pulled all 40 degrees of flap on and released one stage, before checking visually that the correct amount had been set.

Once lined up on the narrow strip and with smooth application of power, acceleration was brisk. With two of us onboard and half tanks, the nose can be eased up at 50kt and the aircraft rotates at 55, using significantly less than 200m of the strip. I pushed the nose gently forward and allowed thespeed to build quickly to 65kt (best climb speed), before turning and quickly climbing away from the strip and removing the flap.

ATC asked us to remain below 1500ft until outside of the Luton zone, and once clear I added power (24in of manifold and 2400rpm) and the Maule went up at well over 900ft/min. A good boot of right rudder is required while in the climb so the rudder trim is a useful addition to this aircraft.

Once level, I trimmed the aircraft out at 23in/2300rpm and the ASI showed an honest 110kt. At 24in/2400rpm it is nearer 112kt, but that is with zero degrees of flap.

This aircraft has minus seven degrees of flap available in smooth air and I cleaned it up and rechecked the numbers – 24/24rpm gives 120kt and 23/23rpm an economical 115kt, and the aircraft is much nicer to handle in this configuration. During power changes the aircraft needs a lot of trimming and the manual trim wheel works very well, with just the right amount of gearing. With rudder and elevator trim adjusted and the power at 24/24, the aircraft flew along nicely with hands and feet off, showing no signs of deviating from track and allowing a glance at the map in relative comfort.

We briefly removed our headsets during the cruise, but noise levels are relatively high and necessitated shouting at each other. Thank goodness for modern ANR headsets.

Slow speed handling

I climbed up to a safe height to explore slow speed characteristics. With carb heat applied and the throttle closed I pulled the nose up and allowed the speed to decay.

With the flaps set to 0º, the stall warning light illuminated at 60kt, the horn started to sound at 55 and the clean stall occured at 53kt. There is no wing drop, instead, the aircraft mushed down at almost 500ft/min.

I climbed back up and repeated the exercise, this time with full (40º) flap. I must comment at this point that activation of the flaps does require significant stretching to get to the first notch, but this difficulty may have been exacerbated by the rather tight shoulder straps (and an ageing body). With full flaps the bulb illuminated at 40kt and the horn started to sound at 35 while we mushed down at 300ft/min. With the column held back the stall finally came at below 35kt (the lowest detent on the ASI) and recovery was swift with a gentle push on the column and the addition of power. Once again, there was no tendency to drop a wing. The aircraft is placarded against intentional spinning.

I made a mental note: if the full flap stall occurs at 35kt, factoring at 1. 3 times the touchdown speed must be close to just 45kt – great for a short strip aircraft. It was time to put it to the test.

Into the circuit

Circuits are not permitted at Graveley so we flew the short distance to Top Farm, letting down as we approached. I joined the circuit at 1000ft on the downwind leg with the speed reducing. Flap limiting speed is a comfortable 85kt and the first stage of flaps (24º) was applied on the downwind with the speed reducing to 60kt. I continued onto left base, easing the power back further, nailing 60kt. With the speed now reducing to 55kt I applied full (40º) flap as I turned onto finals. Control feel in this aircraft is firm but comfortable throughout the speed range and on finals everything remained positive.

I wanted to sample the short field capabilities of the Maule and so reduced the speed still further, crossing the numbers at 50. Elevator forces are quite heavy at slow speed and the aircraft required a firm hand close to the ground. With touchdown at 45kt and a liberal application of those powerful brakes, the aircraft quickly came to a halt – certainly less than 250m of grass was used. Not bad for a first attempt.

I turned the aircraft around and made the short journey back to the start of the runway, this time for a flapless takeoff.

Once again, acceleration was brisk and the aircraft rotated quickly. Once established in the climb I reduced the prop to 24in and eased back a little on the throttle to reduce noise levels – the Maule is not the world’s quietest aircraft. After a quick circuit I was back on finals for another short field landing, and once again we stopped well inside 200m without excessive braking. It really is an excellent short field performer. Top Farm we left – as quietly as possible – for the short journey back to Graveley. Having thoroughly enjoyed the short field capability of this aircraft I now had a short time to appreciate its crosscountry capabilities before landing back at Graveley.

The nosewheel Maule MXT-7-180 is not the fastest or most spacious aircraft available, nor is it the quietest, but it really is a versatile all-rounder – especially with its short field capabilities. It is well suited to less experienced pilots, but that said the tailwheel version (MX-7-180) offers even better performance than its nose-dragging stable mate.

And what about a 235hp or 260hp (175kW or 195kW) version? Now that really must offer exceptional performance.

Maule Aircraft Corporation

Maule Aircraft Corporation was formed by Belford D Maule at Jackson, Michigan, to produce the M-4 Bee Dee. Maule was a producer of light aircraft ventilation units and tailwheel assemblies and had previously built two prototypes – the 1930 Model M-1 and the M-2 single-seat ornithopter in 1944.

The M-4 was a classic steel tube and fabric high wing light aircraft with a fixed tailwheel undercarriage. The prototype made its first flight in February 1957 and received its type certification in August 1961. Maule developed the M-4 with a variety of powerplants and airframe options, including floats. In 1976, Maule moved to a new factory in Moultrie, Georgia, and introduced the M-5.

By 1984, the company was in financial difficulty and filed for Chapter 11 bankruptcy. A new company, Maule Air Inc, was formed to continue trading and the new M-7 was introduced. This was produced in two tailwheel versions with both a standard and an extended cabin.

A fixed tricycle undercarriage variant was added, as was a fixed floatplane or amphibian version, while a large number of powerplant options were also offered including the Rolls-Royce Allison 250 turboprop. Maule became one of the first manufacturers to use the SMA SR 307 diesel engine when they fitted one into their M-9-230.

B D Maule, the founder of the company, died on September 2 1995 at the age of 83, but the company continues very much as a family concern.

The profusion of Maule models can be confusing and there are numerous combinations of undercarriage, powerplant, cabin size and wing. All designations start with ‘M’ for Maule, and models without the deeper fuselage but with the extended cabin are designated MX. The ‘M’ or ‘MX’ is followed by a ‘T’ if the aircraft has a tricycle undercarriage. Then comes the basic type number (currently ‘7’ for most production types) followed by the engine horsepower (eg 180). Finally, there are three letters, these being ‘A’ to denote a fixed-pitch propeller, ‘B’ to indicate the tailwheel undercarriage with oleo strut main legs, or ‘C’ for the tailwheel undercarriage with spring aluminium main legs. Thus the aircraft tested, G-BVIK, is a model MXT-7-180, also named ‘Super Rocket’, built in 1994.

MAULE MXT-7-180

Technical specifications
Powerplant
Lycoming O-360-C1F (carburetted)
180hp (135kW) piston engine
Performance
Cruise speed 75 per cent power at
optimum altitude 126kt
Stall speed, flaps down, power off
35kt
Max rate of climb 1200ft/min
Ceiling 15,000ft
TO distance (solo, half fuel) 92m
TO to 50ft 183m
Landing from 50ft 52m
Range, optimum altitude plus
30min reserve 825nm
Fuel consumption (65 per cent
power) 34lt/hr
Dimensions
Wingspan 10.03m
Length 7.21m
Height 2.54m
Cabin width 1.07m
Seating 4
Weights
Gross weight 1134kg
Empty weight 693kg
Useful load 441kg
Max takeoff weight 1134kg
Manufacturer
Maule Air Inc
2099 GA Highway 133 South,
Moultrie, Georgia, 31768 USA
Tel: +1 (229) 985 2045
Fax: +1 (229) 890 2402
Website
www.mauleairinc.com
Price
US$183,900