Votec Flyer - Multiply Leadership
Votec Flyer - Multiply Leadership
Votec Flyer - Multiply Leadership
You also want an ePaper? Increase the reach of your titles
YUMPU automatically turns print PDFs into web optimized ePapers that Google loves.
FLY03_FlightTest(rev).PW.LeP 2/21/05 12:34 PM Page 1<br />
▲<br />
020 FLYER MARCH 2005
FLY03_FlightTest(rev).PW.LeP 2/21/05 12:34 PM Page 2<br />
Photos: Frank Herzog<br />
MSW AVIATION<br />
VOTEC 322<br />
Flight test with a difference: US National Test<br />
Pilot School graduate Thomas Skamljic subjects<br />
Switzerland’s new aerobatic challenger – a<br />
kitplane with real pedigree – to a professional<br />
handling assessment<br />
MARCH 2005 FLYER 021<br />
▲
FLY03_FlightTest(rev).PW.LeP 2/21/05 12:34 PM Page 3<br />
▲<br />
Sparse, non-gyro instrument fit typical of aerobatic machinery. PTT is on throttle, trim on stick. Front cockpit (top R) pared to essentials. Designer Max Vogelsang<br />
If you have been on the lookout for the<br />
perfect aerobatic aeroplane, one that offers<br />
superior performance, easy handling and<br />
ease of maintenance – as well as being<br />
adaptable to your specific needs – I would<br />
suggest the search ends with the arrival of the<br />
<strong>Votec</strong> 322. This two-seater is made up from a<br />
composite-skinned, steel tube frame to which is<br />
attached to a wing made of wood. It is a kitplane<br />
that will give you exceptional performance at<br />
reasonable cost. Indeed, the 322 demonstrated its<br />
capabilities at the 2004 Swiss aerobatic<br />
championships, when it was flown by seven<br />
different pilots in the Intermediate, Advanced and<br />
Unlimited categories, achieving excellent results.<br />
But let’s start at the beginning: MSW stands for<br />
Motorsport Wohlen, as the company has also a<br />
rich history in the Super Bike racing world. <strong>Votec</strong><br />
stands for Vogelsang Technics (Max Vogelsang is<br />
the owner of the company) and the type<br />
designation, 322, simply denotes a 320 hp<br />
engine and two seats.<br />
Max Vogelsang is an accomplished aerobatic<br />
competition pilot with lots of experience on many<br />
aerobatic types. Apart from Max’s business<br />
occupation (designing and producing parts made<br />
of composite or wood for the aviation and<br />
motorsports industries), the Vogelsang family has<br />
also designed and constructed buildings like the<br />
Swiss Air Force museum in Dübendorf. Max’s<br />
other addiction is the P-51 Mustang he has<br />
displayed at many different airshows all over<br />
022 FLYER MARCH 2005<br />
Europe. Add to all of that a wealth of experience<br />
in rebuilding and maintaining aerobatic aircraft<br />
from CAP, Pitts, Extra and Bücker, or warbirds like<br />
the Swiss Air Force museum’s ultra-rare Morane-<br />
Saulnier MS.406, P-51, T-6 and Pilatus P2 – plus<br />
a constant drive for perfection, better performance<br />
and increased safety – and it should be no<br />
surprise that the result is a phenomenal aircraft.<br />
The <strong>Votec</strong> 322 story started about five years<br />
ago. Before Max started designing the 322, he<br />
researched aircraft accident reports and studied all<br />
the different technical reasons why aerobatic<br />
aircraft sometimes fail. Equipped with this<br />
knowledge, he thought long and hard of ways of<br />
improving safety. Starting with the proverbial clean<br />
sheet of paper, he designed, built, tested,<br />
redesigned and improved each and every piece of<br />
his brainchild over and again. Of course this is a<br />
very tedious process but things like the ingenious<br />
canopy locking mechanism give proof to this<br />
attention for detail (losing the canopy on takeoff<br />
because it has been left unlatched has been<br />
made next to impossible). Remarkably, the first<br />
flight came just two years after project start and<br />
today there are five <strong>Votec</strong> 322s in the air – and<br />
five more are under construction.<br />
This new design had to fulfil many different<br />
demands: first and foremost, the aircraft had to be<br />
competitive in the top, Unlimited class. To suit the<br />
power demands of different pilots, the structure<br />
was designed to handle engines from 260 hp to<br />
400 hp (Max is eagerly awaiting a new 370 hp<br />
Cowl features low-loss intake – that bike racing background – and conceals 320 hp/PS Lycoming AEIO-540<br />
engine which should improve the already<br />
excellent performance of the aircraft). Because of<br />
noise considerations, a four-bladed Mühlbauer is<br />
the propeller of choice. The stick forces had to be<br />
light so that female competitors could fly the<br />
aircraft. The aircraft had to have crisp and precise<br />
handling and it had to be easy on the pilot so that<br />
an aerobatic novice would be able to cope safely.<br />
Like other top-level aerobatic machines, there<br />
is no dihedral or incidence built into the wings,<br />
nor any washout. So yaw is yaw and roll is roll,<br />
upside down or right-side up. The aerofoil is<br />
symmetrical and the wing features full-span<br />
ailerons, which are – like the elevator – push-rod<br />
operated. The rudder and pedals are connected<br />
by cables. Excellent handling qualities were not<br />
the only big issue during the design process: ease<br />
of maintenance was also high on the agenda. All<br />
systems are easily accessible and can be<br />
disassembled within minutes. From what I could<br />
see during my visit to MSW Aviation and what I<br />
experienced in flight I can say that Max has<br />
achieved his design goals superbly<br />
THE PROOF OF THE PUDDING<br />
All the following observations are based on two<br />
flights (one from the front seat and one from the<br />
back seat, which of course is the more<br />
appropriate one) with two people on board. The<br />
takeoff weight was approximately 850 kg, which<br />
was 100 kg below Mtow. This load gives a powerto-weight<br />
ratio of roughly 0.4, and a wing loading<br />
of 86 kg/m 2. C of G was at 26 percent mean<br />
aerodynamic chord. So from these figures alone a<br />
very lively and agile aircraft was to be expected.<br />
The pre-flight is straightforward and can be<br />
accomplished in short time. Climbing over the<br />
wing to enter the cockpit, you slip down into an<br />
especially comfortable seat. The five-point harness<br />
can be adjusted easily, starting the engine is<br />
straightforward and, after the usual checks, you<br />
must weave as you taxi to the holding point.<br />
(The forward view on the ground from either<br />
seat is limited, although in flight the field of view<br />
is excellent.)<br />
Acceleration on the runway is brisk and after<br />
just over four seconds, or 100 m, the 322 lifts off<br />
in a three-point attitude. Unstick speed was 90
FLY03_FlightTest(rev).PW.LeP 2/21/05 12:34 PM Page 4<br />
mph. The advised climb speed of 100 mph<br />
yielded a climb rate of 3,400 fpm.<br />
I discovered immediately that this aircraft is very<br />
responsive to stick or rudder input. It took a bit of<br />
right rudder to keep the aircraft on heading<br />
during the climb out. Cruise speed is 200 mph<br />
and Va is 180 mph. According to the book, the<br />
Vne is 260 mph but during flight testing speeds of<br />
330 mph have been reached without any flutter or<br />
other problems arising.<br />
On the way to our training area I checked<br />
some stability parameters (for the record, all<br />
speeds quoted are IAS, there was some turbulence<br />
about and we operated between 3,000 and 6,000 ft).<br />
Static longitudinal stability: from a trim speed<br />
of 200 mph I progressively reduced the speed<br />
through 10, 20 and 30 mph by pitch input. The<br />
force necessary to keep the aircraft 30 mph off the<br />
trim speed was in the order of 3 to 4 kg. The stick<br />
force gradient appears to be linear. I could not<br />
detect a real breakout force. Slowly allowing the<br />
stick to return to trim position and releasing it<br />
resulted in a sick-free return speed of 198 mph. A<br />
push force of about 2 to 3 kg was necessary to<br />
keep the aircraft 30 mph above the trim speed.<br />
This time the stick-free return speed was 200 mph.<br />
The same procedure was repeated at Vapp,<br />
100 mph, and I found that the stick forces were<br />
approximately 1 to 2 kg at most – making the stick<br />
more of a pressure control than a movement<br />
control. Flying with the fingertips is the name of<br />
the game.<br />
MSW AVIATION VOTEC 322<br />
�DIMENSIONS<br />
Wingspan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.30 m<br />
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.50 m<br />
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.50 m<br />
�WEIGHTS & LOADINGS<br />
Weight, empty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 600 kg<br />
MTOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 950 kg<br />
Max wing loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96 kg/m 2<br />
Max power loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.97 kg/PS<br />
�PERFORMANCE (at 950 kg)<br />
VNE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260 mph<br />
Level cruising speed, 75% power . . . . . . . . . . . . . . . 218 mph<br />
Stalling speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 mph<br />
Max rate of climb, sea level . . . . . . . . . . . . . . . . . . . . . . . . . 3,000 fpm<br />
Takeoff run . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210 m<br />
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 m<br />
Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,200 km<br />
g limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +/-10<br />
Manufacturer: MSW Aviation, Rigackerstrasse 24,<br />
CH-5610 Wohlen, Switzerland. www.mswaviation.ch<br />
Base price (kit): 100,000 euros<br />
Dynamic longitudinal stability (long period):<br />
From a trim speed of 170 mph the speed was<br />
reduced by pitch change to 160 mph, the stick<br />
was moved to trim position and released. The<br />
ensuing phugoid was only lightly damped<br />
(meaning that the 322 has slightly positive<br />
dynamic longitudinal stability). The maximum<br />
speed was 185 and the minimum speed<br />
was150 mph.<br />
Short period: The frequency is pretty high and<br />
the moment you release the stick the oscillation<br />
stops, so the short period stability is deadbeat.<br />
Directional/lateral stability: at 200 mph the<br />
rudder was slowly moved to maximum deflection<br />
and with opposite aileron the heading was kept<br />
constant. The rudder forces increased steadily.<br />
Without specialist instrumentation, my best<br />
estimate of the rudder force was 25 to 30 kg at<br />
maximum deflection. The maximum yaw achieved<br />
was 30°. ‘Playing’ the stick with two fingers<br />
(minimum stick force/movement) was enough to<br />
keep the aircraft on the right track. Releasing the<br />
rudder caused the aircraft to yaw back nicely. No<br />
rudder lock was observed.<br />
Flat turn: at a trim speed of 180 mph turning<br />
the aircraft with rudder alone was possible. Again<br />
the necessary stick forces and the stick movement<br />
to keep the wings level were minimal.<br />
Dutch roll: pushing the rudder left and right<br />
produced only yaw. Release the rudder pressure<br />
smartly and the snaking motion will stop after<br />
three to four overshoots.<br />
With the stick free and slowly feeding in rudder<br />
it was not possible to pick up the wing from a 30°<br />
bank (left or right makes no difference). This<br />
behaviour is not really surprising since there is no<br />
dihedral built into the wings. Aerobatic pilots prefer<br />
this kind of neutral stability (not found in normal<br />
light aeroplanes) as they need not worry about<br />
inadvertently rolling when yawing. However, if you<br />
desire it, the aileron spades can be fine-tuned to<br />
reproduce the dihedral effect. (Actually, the <strong>Votec</strong><br />
322 was flown with this form of ‘dihedral’ at one<br />
stage, but the aerobatic pilots asked for the effect<br />
to be removed.)<br />
322’s aerodynamic balance is tuned to perfection<br />
Manoeuvring Stability: during a ‘wind-up’<br />
turn it was found that the stick forces increase with<br />
increasing g-load up to about 4g. I estimated the<br />
stick force to be some 1 to 1.5 kg per g. As I<br />
continued to pull more g, I had the impression that<br />
the stick started to move further back on its own.<br />
This reduced stick force also reduces pilot<br />
workload during high-g manoeuvres or high-speed<br />
manoeuvres. Again the stick displacement is<br />
minimal. For the manoeuvres flown, the stalllimited<br />
maximum g-load I achieved was +7.<br />
The seating position is very much like in a glider,<br />
with full leg support down to the ankles… You thus<br />
have what is effectively a g-suit - 6g felt more like 2g<br />
Throughout the flight test, I came to appreciate<br />
the excellent seat. The seating position is very<br />
much like in a glider, with full leg support right<br />
down to the ankles. Thus, upon pulling g, your legs<br />
will be squeezed against the supports and – voilà<br />
– you have what is effectively a g-suit. If you doubt<br />
that such a simple idea could work properly, or<br />
think that might pose other problems, all I can<br />
say is that I found that 6g felt more like 2g, and<br />
getting in and out of the aircraft is not a problem.<br />
The very comfortable seating position is also a<br />
huge benefit for your back (a babe in a cradle<br />
could hardly be happier).<br />
Sighting frame gives essential ‘lines’, elegant spat backplate features NACA brake cooling intake, vents<br />
▲<br />
MARCH 2005 FLYER 023<br />
▲
FLY03_FlightTest(rev).PW.LeP 2/21/05 12:34 PM Page 5<br />
▲<br />
▲<br />
Little temptation for the aerobatic pilot to stay right way up, although straight-and-level range of 1,200 km on non-aerobatic max fuel is useful for transit<br />
Turn performance (maximum sustained g):<br />
checking the maximum sustained g is always a<br />
very tricky test, since you have to do a perfect<br />
horizontal turn with steadily increasing back<br />
pressure on the stick without climbing or<br />
descending a foot – which has to be done by<br />
adjusting the bank angle. If you climb, you reduce<br />
the available energy, and if you descend you add<br />
energy, thus increasing the apparent max<br />
sustained g. The maximum I could achieve in the<br />
above mentioned conditions was almost 4g.<br />
Spiral stability: with high directional stability<br />
and low lateral stability some sort of spiral<br />
instability was to be expected. Banking the aircraft<br />
to the left 20° and releasing the stick caused a<br />
slowly but steadily increasing left bank. So the<br />
spiral stability to the left was negative. To the right,<br />
the bank angle slowly but surely decreased<br />
indicating positive spiral stability.<br />
Trim: the trim system is an electrically<br />
operated Flettner type. It was easy to trim the stick<br />
forces to zero at cruise and approach speed. The<br />
only specific trim test I tried was simulating<br />
runaway trim at a cruise speed of 200 mph. The<br />
force necessary to keep the speed at 200 mph<br />
with trim fully forward was approximately 15 kg.<br />
With the trim fully back the force is<br />
approximately 10 kg.<br />
Power-off stall: the power-off, wings-level<br />
stall is a non-event. Stick back, the nose comes<br />
up, 3 to 5 mph before the stall (in our case it<br />
was slightly above 55 mph indicated – translated<br />
to max weight and ISA conditions, this gives a<br />
stall speed of 65 mph). A very distinct airframe<br />
buffet could be felt through the stick, the break<br />
was clean, the nose went down and a minimal<br />
wing-drop occurred. Moving the stick forward<br />
two centimetres re-attaches the airflow again,<br />
and the altitude loss until recovery is minimal<br />
(less than 40 ft). The ailerons remain effective<br />
without aileron reversal right into stall and even<br />
thereafter the fully-stalled aircraft can be turned<br />
left or right by the smooth (that is, not<br />
024 FLYER MARCH 2005<br />
excessive) application of either left or right stick.<br />
The power-off stall with 30° bank to the left<br />
or right is also a non-event, except that the<br />
speeds are a little higher.<br />
Accelerated power-off stall: first of all, the<br />
nose-up attitude is some 45° at the break.<br />
Speed just drops off the bottom of the scale,<br />
making it a bit difficult to judge the exact stall<br />
speed – but I estimated it to be approximately<br />
30 mph. When the break occurs, the nose drops<br />
and yaws some 30° to the left, together with a<br />
wing drop of 15°.<br />
Power-on stall: the power-on (50 per cent<br />
MCP) stall wings-level is not a lot different from<br />
the power-off stall. Only the speeds are lower<br />
(30 to 35 mph), the nose-up attitude is more<br />
pronounced (around 60°) and everything is a bit<br />
more lively – but still easy to handle. With the<br />
huge power reserve this aircraft enjoys, one can<br />
also recover from a stall in a very different way.<br />
This is how it goes: slow the aircraft smoothly<br />
and steadily increase power. At the point the<br />
stick is fully aft and maximum power is reached,<br />
Slow the aircraft and steadily increase power. When<br />
the stick is fully aft and maximum power is reached,<br />
the 322 will hang suspended in time and motion<br />
the airspeed will have dropped to a very nice<br />
zero. The 322 will hang there, in a 60° nose-up<br />
attitude, seemingly suspended in time and<br />
motion. The minute corrections necessary to<br />
keep the aircraft hanging there have to be<br />
experienced to be believed – truly astonishing.<br />
When you move the stick just a hair forward, the<br />
aircraft launches forward and, in a heartbeat, you<br />
are at flying speed again. Count ‘one-and-two’,<br />
and you are travelling again at 180 mph…<br />
Accelerated power-on stalls with 30°<br />
bank to the left or right are very lively indeed,<br />
but still easy to handle.<br />
Spin: entry is standard and the break is very<br />
gentle. The turn rate (approximately three<br />
seconds per turn) and the nose-down attitude<br />
(approx 45°) are very comfortable. After one<br />
turn, neutralising the controls is enough to stop<br />
the spin. A slight pull is sufficient to pull out.<br />
Behaviour is the same, turning left or right. It<br />
takes three turns for the spin to become fully<br />
developed and stable. The altitude loss for a<br />
three-turn spin was some 600 ft. Inverted spins<br />
were not attempted but, according to Max, these<br />
are “no big deal”.<br />
Aileron roll: You have only to think ‘roll’ and<br />
the 322 rolls (indicating a roll-mode time<br />
constant of 0.00 seconds!). Shove the stick to<br />
the left or to the right (the throw is 18 cm) and<br />
the full-span ailerons will ensure that the whole<br />
world rotates around you at a tremendous<br />
speed. The roll rate of some 400 degrees per<br />
second demands some attention to arrest<br />
precisely but, with a little bit of practice, I<br />
managed to stop the roll as desired. The<br />
maximum stick force was approximately 2 kg at<br />
full deflection. No roll ‘ratcheting’ was observed.<br />
One would assume that this kind of roll rate<br />
should be enough even for the most demanding<br />
aerobatic pilot. However, Max would not be Max<br />
if he were not trying to make it faster still.<br />
Currently, he is experimenting with sealed<br />
ailerons and different sizes of spades. The sealed<br />
ailerons look very promising but the fine tuning<br />
is still in progress, so no official figures have yet<br />
been posted.<br />
What happens if you move the stick to the left<br />
and release the stick? The aircraft just keeps on<br />
rolling at a steadily decreasing rate.<br />
Flick roll: Maximum speed for a flick roll is<br />
140 mph and the flick is initiated by a quick pull<br />
on the stick followed by hard application of left or<br />
right rudder. Once the aircraft rotates you<br />
increase the rate by unloading the elevator by<br />
easing the stick pull. Opposite rudder and a bit of<br />
forward stick arrest the flick.<br />
Vertical penetration: with an entry speed of<br />
200 mph and a 4g pull up you run out of steam<br />
some 3,000 feet higher. Time ‘in the line’ is<br />
approximately 14 seconds. You want to roll on<br />
the way up? Four vertical rolls are not a problem<br />
and five can be achieved with finesse. The aircraft<br />
prefers to stall turn to the left.<br />
Loop: move the stick back a fraction (or,<br />
more accurately, simply apply back pressure) and<br />
you are inverted. Due to the amount of power<br />
available I ended up higher than expected, and I<br />
experienced airframe buffet when first pulling up<br />
into a loop. With such a powerful elevator it<br />
takes some practice to fly smoothly with minimal<br />
stick movement.
FLY03_FlightTest(rev).PW.LeP 2/21/05 12:35 PM Page 6<br />
Even two-up, power-to-weight ratio of 0.4 allows you to draw long vertical line, make five aileron rolls<br />
The pull out can be done easily with two<br />
fingers and the seat will help you not to grey- or<br />
black out. If you pull more than 4g the stick will<br />
help you by creeping back on its own. An<br />
accurate, round loop can be done from a speed<br />
of 130 mph.<br />
Even with minimum experience on type, all<br />
the looping manoeuvres – Immelmann, Cuban<br />
Eight, Avalanche etc – are relatively simple and<br />
easy to fly in the 322, as indeed are tailslides,<br />
stall turns, and rolling circles, once you have<br />
adapted to the low stick forces and minimal stick<br />
movement required.<br />
CONCLUDING THE FLIGHT<br />
The approach is flown at 100 mph, reducing to<br />
80 mph over the numbers. 80 mph will also<br />
ensure a nice three-pointer. Power should be<br />
kept on almost until touch down. The composite<br />
landing gear flatters the less well-judged hold off<br />
with a smooth arrival. During the approach the<br />
forward view, as is as usual in this kind of<br />
aircraft, is a somewhat limited. However the low<br />
wing position helps a lot in judging the<br />
approach angle, and side-slipping down to the<br />
runway is straightforward.<br />
Keeping straight during the roll-out proved<br />
to be very easy, no dancing on the rudder<br />
pedals being required, and the brakes were<br />
very effective.<br />
In conclusion, the <strong>Votec</strong> 322 is a solid-feeling<br />
aircraft with excellent flying and handling qualities.<br />
It supports the pilot in each and every aspect of<br />
his or her aerobatic endeavours, to the extent that<br />
one can concentrate on lines and positioning. ■<br />
Did you enjoy this piece?<br />
Send us a comment on it! Log on to<br />
www.flyer.co.uk/magazine<br />
VOTEC 322 FACTOIDS<br />
FLIGHT TEST<br />
MSW Aviation <strong>Votec</strong> 322<br />
• Unusually for a wood structure – but in<br />
common with composite structures, which<br />
must demonstrate greater safety margins<br />
– the 322’s wing was tested to 23 g by<br />
the Swiss civil aviation authority.<br />
• The 322 was approved by the same<br />
authority for use in aerobatic training by<br />
flight schools, although the aircraft remains<br />
in the Experimental category.<br />
• For those less interested in the aerobatic<br />
capabilities, the main fuel tank holds 110<br />
litres and the wing tanks hold another 86 l<br />
of fuel. This will give you a cool range of<br />
1,200 km with a cruise speed of 200 mph<br />
at 7,000 ft. (However, do not forget that<br />
like any dedicated aerobatic machine, the<br />
aircraft will do exactly what you tell it to<br />
do: if you want to fly straight and level you<br />
have to fly straight and level)<br />
• If all of this is still not impressive enough,<br />
the 322 falls into the minimum-noise<br />
category, so apart from being kind to your<br />
own ears you are also not going to have<br />
troubles with your noise-conscious neighbours.<br />
• If your real joy is in building, then the kit<br />
should provide you with 1,200 hrs of pure<br />
pleasure. And, just in case you do not<br />
need a two seater and are on a more<br />
restricted budget, Max is currently<br />
developing a successor to the MSW One<br />
Design which will have all the features of<br />
the <strong>Votec</strong> 322, be a bit larger than the<br />
One Design and be powered by a<br />
four-cylinder engine.<br />
MARCH 2005 FLYER 025<br />
▲