Aircraft Specializes In Off-Airport Efficiency

Maule Air's M9-230/235 made it to Oshkosh this year, and in near-final form.

The M9, which will be available with four engine options, has been strengthened and has had a redesigned wing root since the original prototype appeared in 2003. Company owner Ray Maule says the M9 is still undergoing some testing, as the wing will have to prove its strength at carrying 3100 pounds, an increase from the original goal of 2800. The four place tail-dragger continues the tradition of Maule's off-airport excellence while offering some desired options and creature comforts.

The engine options for the M9 are certainly diverse. Among them are a fuel-injected or carbureted (your choice) Lycoming O-540 with 235 horsepower, a Lycoming IO-540 with 260 horsepower, and an SMA diesel engine. The diesel is a 230 horsepower turbocharged SR305, and the benefits of the diesel are clear when one looks at the performance numbers.

"The plane burns eight and a half gallons per hour at 158 miles per hour," explains Ray Maule.

With fuel prices on the rise, diesels may be the future of small general aviation aircraft. The availability of Jet A is also a plus for the Maule, as it will be operating in remote locations where 100LL may not be available.

While there are plans to eventually offer a tricycle gear version of the aircraft, the diesel's shape means Maule is going to have to engineer a new nose gear to accommodate it... so for now the M9 is strictly a taildragger.

Maule Air intends to have the M9 certified, and the company has been working hard on a flight test proposal with a goal of certification by early 2008. Proposed prices range from $200,000 for the O-540-equipped base model to $250,000 for the diesel-powered version.

Avionics in the current diesel prototype include a Sagem glass cockpit, which will be an option on the production aircraft. The same interior and avionics options will be available for the M9 that are currently available for all production Maule aircraft.

To accommodate an increased weight of 3,100 pounds, the gear will be beefed up to take the extra strain. The useful load is expected to be 1,100 pounds with wheels, and with amphibious floats, which will be an option in the near future, useful load would come in at just under 1,000 pounds. With the higher gross weight, Ray Maule assumes the rate of climb will decrease slightly.

Maule Air currently builds about 50 aircraft a year... and while Maule has built as many as 100 aircraft in one year, Ray Maule is not sure of production numbers for the M9 models.

The standard Maule training program will be available for the M9 as well, and since the SMA SR305 diesel has different operational and emergency shutdown procedures compared to standard pistons, it is likely that Maule will have a special training program for the diesel engine.

FMI: www.mauleairinc.com