Company & Team
We are currently privately funded thru shareholder investment and advance aircraft orders from global distributors. We have a comprehensive funding plan moving forward. Interested parties should contact darrell.lynds@MVP.aero for more information.
While our focus is to create a phenomenal Special Light Sport Aircraft (SLSA), that effort will lend itself to providing Experimental Light Sport Kits (ELSA), Experimental Amateur Built Kits (E-AB) and perhaps FAA Part 23 certificated aircraft if the market segment develops.
Our approach is to develop a sustainable manufacturing plan that is very effective in efficiently matching quantity with market demand. It is important to not be overzealous about future production rates and become overextended. Our plan is to succeed delivering only a few aircraft per month to dozens per month as the market requires it.
Including founders, core management team and passionate contractors, about 20 and growing.
It is recommended but not a requirement.
Our orders are global from three continents so far and growing.
Initially, All MVP airframe manufacturing will be in the USA with major partners that include;
1. U.S. West Coast – Glasair Aviation, Arlington, Wa. http://www.glasairaviation.com/
2. U.S. East Coast – Fibercraft Inc., Spruce Creek, Fl. http://www.fibercraftinc.com/
3. Other manufacturing capacity, specifically for other continents and larger volumes will be brought on as the program develops and the market size is aptly demonstrated. For example, our agreement with Hanxing Aviation of China gives us access to production in China for the Asian market.
Authorized MVP Customer Centers are located in Arlington-Washington, Spruce Creek-Florida and more planned in South Central and North Central USA. They will be capable of sales, delivery, service, fabrication, training, and more.
Minneapolis, MN with engineering offices located in Duluth MN.
Timely fundraising and design choices are the largest drivers of any timeline. We are encouraged by the initial overwhelming global response to our plans and our design team knows how to design the MVP for rate production from the start. Our estimates are about 3 years to start of E-AB production, 4 years to start ELSA production and 5 years to start SLSA production.
The Rotax 912/914 series is our baseline starting point, other engines and provisions for larger engines are being incorporated into the initial design for growth.
Our targeted useful load is approximately 450lbs option dependent
There are exciting design things happening and the MVP’s under-carriage and hull system will be revealed late 2015. Our goal is a durable, stable Triphibian with capability to land on sea, land, and snow / ice with removable wear features to allow for minor damage to occur without affecting the aircraft’s airworthiness.
There are many tools available to aircraft designers to make a well behaved airplane. A spin resistant approach is one of them, however, there are others. For example, modern autopilots can assist with integrated configurable envelope protection. We will be making the airplane the best it can be, leveraging the best of available technology.
Cuffs are one of several great tools to use to dial in an airplane’s stall behavior. They are typically evaluated during flight-testing. If they are found to help, they will be in the final design.
We have contracted with Glasair for the bulk of the prototype build. Glasair is not only a like-minded business partner with extensive prototyping capabilities, they are also one of our licensed distribution and service centers. Bringing this successful 32 year seasoned company in on the prototyping phase will give our engineering team valuable early feedback.
After the MVP enters SLSA production with the Rotax 9 series engines.
We are working towards that goal right now. We hope to be in the air in 18-24 months.
The canopy system will be extremely robust. We do not anticipate users will have a problem with it in the field that would cause them to become stranded. We recognize the potential problem that this could cause and a significant amount of design work is going into this whole area.
Three reasons: 1. The pilot may fly left or right handed with excellent comfort. 2. Passenger comfort not having to avoid a moving center stick. 3. Comfortable lap position for the hand in controlling the aircraft in cruise.
The wing size and how it behaves in turbulence are affected by many factors, the most notable is wing loading. Wing loading is largely driven by the LSA regulations of a stall speed with flaps up of 45 knots or less. The wing on the MVP is a high aspect ratio/high lift configuration. This choice, as opposed to focusing solely on maximizing cruise, will give the MVP the highest possible wing loading while meeting the 45 Knot requirement. It should be among the best in class for turbulence.
First of all, we hope people operate the airplane with due respect, however, we have thought a lot about this risk. First, the Instrument Pod is shaped to deflect most over the nose water if the canopy is up, if down, very little water will enter the cabin. Second, the oversized sponsons provide excellent lifting capability and will help reduce if not eliminate most of the risk of a large amount of water coming aboard. And lastly, the airplane is designed to support a full load of water inside the cockpit area without sinking and the bilge pump(s) are oversized to allow for a rapid evacuation of the water.
The MVP is designed to have 440 pounds of people standing together on any portion of the catwalk or bow without any issue of tipping over. In fact, the tilt angle is also very shallow due to intrinsic features of the hull. You will also notice the walkways are tilted inwards to provide a more horizontal surface as the MVP lists slightly from side to side.
Like a seaplane, as this is the most favorable amphibious configuration. The only downside to seaplanes or flying hulls, is docking next to objects where the lower wing can hit things. The MVP can fold a wing in these situations and motor up to the dock with electric thrusting. (option dependent).
It will be engineered and tested properly.
We will offer both adjustable seats and adjustable rudder pedals. You should fit in the final aircraft just fine.
We will be encouraging everyone who wishes to fly the MVP to gain specific experience on the MVP irrespective of which category they are flying the aircraft in. Certainly SESL and time on the specific type will always be sought by an insurance underwriter.
A light (and useful) aircraft is accomplished through hundreds of critical choices made very early on. Several key examples of this important approach are already evident on the MVP Mockup. For example: 1. Strutted fabric covered wings and flying surfaces supported with highly optimized carbon and glass fiber internal components facilitate the lightest possible general configuration. Attention to details allows a nearly weightless wing fold solution as well as provides for a very efficient high aspect ratio wing that will perform very well on the power available. 2. Note the exhaust and the partially cowled engine. This design removes parts and fasteners and reduces fuselage surface area resulting in reduced weight. 3. Note that the instrument pod’s structure doubles as the interior surfaces you will see and touch, eliminating the typical additional parts used to create that special “look”. And lastly, and less obvious, is an extremely efficient load path solution for the whole aircraft created by a small centrally located chrome moly 3 dimensional truss structure that connects all of the MVP’s heavier components. Wings, wing struts, engine, battery, parachute, seats, seat belts, fuel tank(s), landing gear, water loads and baggage tie downs all distribute their loads within this steel truss. Composites have their place on an aircraft, but they quickly become heavier when you attach heavy point loads to them. Finally, nothing is lighter than taking it out and leaving it on the hangar floor. Many of the exciting options you won’t need all the time, like the origami floor, pedestal seat holder, tent, etc, so the aircraft can be best configured for the mission you want to fly.
Our targeted useful load is approximately 450lbs option dependent
That is the same as asking why cars have standard airbags. Every aircraft should have one now that the technology has been proven. The simple fact is that they save lives.
The final instrument panel design will be revealed at a later date. There is so much happening in this area of aviation right now that we have taken the approach to allow for maximum future flexibility. That is why the panel is a big blank space. As time moves on and as new exciting products become available, we can easily incorporate the best of the best.
The wings are folded manually, by one person and can be done so on water.
Struts provide a measurable weight savings verses a cantilever design, especially so on a folding wing design as the strut can support the weight of the wing during wing fold and during trailering.
Maybe, though this aspect is largely unknown due to current regulations. However, it seems that the regulations are being changed a bit at a time and could allow this to happen.
It won’t. There will be multiple latching/unlatching devices for security and it will be designed with stringent FAA Part 23 standards in mind. We recognize the obvious danger and will take every necessary step to ensure this will not happen.
Absolutely. That is one of the many pleasures of flying this incredible MVP. You are not required to remove the windows for this configuration.
Why not? It is a proven excellent design that also reduces parts count and complexity. They also allow a full-span efficient “reflexed” flap position that will reduce lift and drag during cruise.
We have identified places for hand holds and actual “swell, wave and wake” trials will be conducted with this first engineering/marketing mock up to assess our assumptions.
There is a prop lock incorporated into the hammock attach harness that keeps the prop from turning.
Very, more than any other seaplane design we know of to date.
Sure, but not as much as one might think. We are projecting only a 1 to 2 knot penalty for the struts in high speed cruise, but the benefits of weight reduction are very much worth it.
Why don’t you try the mock-up on and see. We are getting feedback to the cockpit’s size over the next year and will make final adjustments prior to freezing the production design. Our goal is to fit a great majority of people. It has been CAD modeled extensively to enable 6’-6” people to fit in comfortably (Our chief designer has a personal vested interest!)
Once the aircraft is certified S-LSA
The MVP should have better to comparable rates than comparable aircraft, and maybe even lower rates due to several of our design features. We will be working with the major underwriting companies to ensure they understand the intrinsic safety features so that MVP owners get the best rates possible.
Competition and Market Space
We specifically designed the MVP to complement the existing options in the market space. Sure, it will compete with other amphibs and all other sport planes, but most importantly, we have targeted the outdoor adventurer in all of us, providing a feature set that hasn’t really been offered until now.
Absolutely, our approach all along has been to not only delight the existing pilots of the world with an intriguing design solution, but also and more importantly, provide an increased value proposition to those who have skipped aviation as a viable hobby, recreation and sport. The MVP, with all its versatility and value, will definitely grow the size of the current market space.
The MVP stands alone in a very important way. It doesn’t just fly, nor do just one other thing well, it is designed to go pretty much anywhere and remain an active participant in your adventure, even while at rest.
We want people to buy whatever suits their needs. We hope that future owners of the MVP buy it to broaden their life experiences and to take the airplane and their friends and family on many super-fun adventures.