Marquart MA-5 Charger

The Marquart MA-5 Charger is a two-place, tandem, open-cockpit biplane designed by Ed Marquart of Flabob Airport (Riverside, CA) and first flown in October 1970 by Daniel W. Fielder Jr. It was an enlarged two-seat evolution of Marquart's single-place MA-4 Lancer, aimed at builders who wanted a classic "between-the-wars" biplane look with modern steel-tube-and-fabric construction and mild aerobatic capability. It is a plans-built aircraft only — Marquart never sold kits, and since Ed Marquart's death in 2007 the plans have been placed in the public domain and are freely available in PDF form through the Marquart Charger community website.

The Charger has a welded 4130 steel-tube fuselage with doped aircraft-fabric covering, wooden wing spars and ribs, conventional gear, and a 10-degree swept constant-chord wing using a NACA 2412 airfoil. It is visually reminiscent of a scaled-down Bücker Jungmann or Stampe SV.4, and owners consistently describe it as one of the prettiest homebuilt biplanes ever drawn. Several hundred sets of plans were sold over the decades; the actively-flying fleet is estimated at roughly 100-150 airframes worldwide. Notably, in 1991 Dave Davidson became the oldest pilot to fly solo across the Atlantic at age 70 — in his Marquart Charger.

The Charger is rated +6/-4 G and is stressed for mild aerobatics (loops, rolls, hammerheads, spins, Cuban-eights). It is not an unlimited-class competition machine like a aviat-pitts-s1-s2, but it is a far more comfortable, more honest "Sunday morning" biplane.

Plans are identical across variants; only firewall-forward, tank sizing, and (sometimes) gear legs change.

Published numbers are highly engine-dependent. A 125 HP O-290 Charger cruises honestly at 95-100 KIAS and climbs 700-900 fpm solo; a 180 HP O-360 version cruises 105-115 KIAS and climbs 1,300-1,500 fpm solo. The draggy biplane airframe (two wings, flying wires, open cockpits, round cowl) punishes horsepower — expect roughly 10 KIAS less than a monoplane with the same engine. Fuel burns are proportionally high: 9-10 gph at cruise with the O-360 is typical. Range is modest (roughly 300-380 nm with VFR reserves from a 26-gallon tank) and solo/two-up cockpit comfort at 100 KIAS in open-air windblast limits most cross-country legs to 90-120 minutes anyway.

Stall is gentle — around 37-42 KIAS clean, with good pre-stall buffet. The airplane is a genuine tailwheel trainer's tailwheel airplane: long gear, tall rudder, short coupling, and the expected crosswind handful. Ground loops are the #1 owner claim against hull insurance. In the air the controls are harmonized and pleasant for Cuban-eights and loops, though roll rate is modest by Pitts standards (~90°/sec). Density altitude on a hot day at a 5,000-foot field with two people aboard is a real concern for the 125-150 HP versions.

With a 550-lb useful load (O-360 build) and 26 gallons (156 lbs) of fuel:

• Full fuel, solo pilot (200 lb) + parachute (20 lb) + 20 lb baggage: 154 lb under gross — easy, ~3.0 hours endurance, ~300 nm still-air range.
• Full fuel, two pilots (200 + 180 lb) + two parachutes (40 lb): 26 lb over gross — must reduce fuel. Typical two-up load is 18 gal (108 lb), leaving ~62 lb margin and ~2.0 hours / 200 nm range.
• Tanks-to-tabs (18 gal), two pilots + 20 lb baggage: Within CG and gross, ~2.0 hours endurance.
• Aerobatic load: Most owners fly aerobatics solo with half tanks (13 gal) to stay well under gross and in the aerobatic CG envelope.

The Charger is emphatically a local-flying airplane. It can do a 200 nm weekend trip with a friend if you both pack light and stop for fuel, but that is the practical ceiling. For real traveling biplanes consider the Stearman or a WACO; for aerobatic performance consider aviat-pitts-s1-s2 or the acro-sport; for a similar homebuilt biplane at lower power and cost consider the Hatz or the Acro Sport II.

• Local fun flying (9): This is the entire reason to own a Charger. Open cockpit, leather helmet, sunset formation flights, $100 hamburgers, local fly-ins. Few airplanes score higher on pure joy-per-hour.
• Aerobatics (6): Fine for sport/intermediate aerobatics — loops, rolls, spins, hammerheads, Cuban-eights. +6/-4 G limits and draggy airframe preclude unlimited-category flying; see aviat-pitts-s1-s2 or an Extra for that. Inverted fuel/oil systems are builder-optional and often absent.
• Cross-country (2): Slow, thirsty, noisy, windblown, no baggage to speak of, and VFR-only in practice. People do fly them coast-to-coast but it's a stunt, not a mission.
• Backcountry (3): Tall gear and soft-field forgiving, but the wooden prop/big round cowl are unfriendly to rocks, and useful load is slim with two pilots and camping gear. Not a Cub.
• Flight training (2): Too specialized — usable for tailwheel/aerobatic endorsements with a qualified CFI, not for primary or IFR training. Front-seat visibility on the ground is poor.
• Business travel (1): Effectively zero.
• Cargo hauling (1): Effectively zero. Small baggage compartment behind the rear seat.
• Surveying (1): Open cockpit complicates camera mounting; no autopilot; not a mission fit.

See aerobatics and local-fun-flying for the mission rubrics.

Chargers are experimental amateur-built, so there is no panel rulebook — owners install whatever they want. Typical build tiers:

• Period-correct / minimal (most common): Airspeed, altimeter, mag compass, tach, oil T&P, CHT, slip ball, hobbs. Handheld Bayesian GPS clipped to the map pocket. Total panel cost: $2,000-$4,000. Many builders deliberately keep it this way.
• Modern VFR sport: One Garmin G5 or Dynon D3 EFIS, Trig TY91 comm, uAvionix tailBeacon ADS-B Out, handheld GPS. $6,000-$10,000 installed.
• Glass VFR (rare): Dynon Skyview HDX 7" or Garmin G3X Touch 7", Trig comm and transponder, VP-X electrical, GPS antenna. $12,000-$18,000. Uncommon because it clashes with the airplane's vintage character.

IFR panels are essentially nonexistent in the fleet. See avionics-pricing for category context.

STCs do not apply to experimental amateur-built aircraft — builders modify at will, documented in their operating limitations. Common owner modifications:

• Engine upgrade (O-290 → O-320 → O-360): The single most common modification. Requires new engine mount fabrication, possible firewall reinforcement, larger oil cooler, and CG rework. Cost: $25,000-$40,000 including a mid-time engine and prop.
• Constant-speed propeller: Significant performance boost for aerobatics; adds ~40 lbs and ~$8,000-$15,000. Common on Super Charger builds.
• Inverted fuel and oil system: Christen or Raven system, $3,000-$6,000 in parts plus significant plumbing labor; required for sustained inverted flight.
• Symmetrical ailerons on both wings: Some builders add ailerons to the lower wing (plans have them on the upper wing only in early drawings) for improved roll rate.
• Bubble canopy / closed cockpit: Very rare — defeats the point for most owners.
• Smoke system: $1,500-$3,000; popular for airshow and formation work.
• Symmetrical airfoil conversion: A few builders have substituted a NACA 0012 or similar for more neutral inverted behavior.

• Annual condition inspection: $800-$1,500 at a homebuilt-friendly shop; owners with Repairman Certificates (original builders) can sign off themselves.
• Typical annual maintenance: $4,000-$8,000 including oil changes, brake pads, tire replacement, fabric patch work, and small squawks. Budget $7,500/yr all-in including insurance and hangar.
• Parts availability (good): Airframe parts are builder-fabricated or sourced from Aircraft Spruce, Wicks Aircraft, Wag-Aero. Lycoming engine parts are universal. Fabric, dopes, and AN hardware are readily available. The active Marquart Charger community (marquartcharger.org, Biplane Forum, Facebook group) is the most important "parts source" — drawings, jigs, and owner-fabricated bits circulate freely.
• Mechanic familiarity (specialist): Any competent A&P can work on the engine, but fabric, wood, and welded-tube biplane work is a specialist skill. Expect to trailer to a biplane/antique shop for major airframe work. EAA chapter resources are invaluable.
• Expensive items over a decade: Recover ($15,000-$30,000), engine overhaul ($25,000-$35,000), wood prop replacement ($2,500-$4,500), wood spar inspection or replacement ($5,000-$20,000+).

See maintenance-ecosystem for cross-cutting shop and parts context.

The Charger market is thin (maybe 5-15 transactions per year in the US) and highly condition-driven rather than model-year-driven. Observed asking prices 2024-2026:

• Project / damaged / high-time engine: $15,000-$28,000
• Flying, tired fabric, 125-150 HP, steam gauges: $30,000-$42,000
• Well-maintained, mid-time O-360, recent recover, nice paint: $42,000-$55,000
• Super Charger (200+ HP, IO-360, constant-speed, inverted systems, modern avionics): $55,000-$75,000

Value drivers (see valuation-methodology):

• Engine time and logs — a fresh major on an O-360 is worth ~$25,000 of the asking price.
• Recent fabric and paint — a full recover is $15,000-$30,000 in materials plus hundreds of hours; a freshly-recovered airplane commands a premium.
• Builder reputation — a Charger built by a known EAA chapter with a clean logbook sells for 15-25% more than an orphan.
• Damage history — any ground-loop, gear, or wing-tip repair knocks 20-30% off.
• Wood spar condition — a borescope-verified clean spar set is worth real money.

Chargers are not appreciating assets; they track roughly with homebuilt biplane sentiment generally.

No FAA Airworthiness Directives apply to experimental amateur-built airframes directly, but AD compliance is required for the certified engine and propeller. Watch for:

• Lycoming O-320/O-360 ADs: Crankshaft ADs (AD 2006-06-09 and successors), oil pump ADs, magneto ADs per the installed engine's serial number.
• Sensenich/McCauley prop ADs as applicable.
• Wood wing spar condition: Moisture intrusion, glue-joint deterioration, and rib-stitch failure are the biggest airframe risks. Hangared airplanes with well-maintained fabric are fine for decades; outside-stored Chargers can rot spars in 10-15 years.
• 4130 fuselage tube corrosion: Especially around the firewall, floorboards, and rear cockpit (water intrusion from open cockpit rain). Internal tube corrosion has grounded several airframes.
• Fabric condition: Expect to recover every 20-25 years (~$8,000-$15,000 in materials plus labor or owner hours).
• Ground-loop damage history: Extremely common. Pre-buy must carefully inspect gear legs, lower longerons, and lower wing tips for repair evidence.
• Wood prop dry rot and delamination on builds that still run a fixed-pitch wood prop.
• Builder quality variance: As with any homebuilt, the airplane is only as good as the person who welded it. A well-built Charger by a skilled EAA chapter member can be superb; a rushed build from a first-time welder can be a deathtrap. Pre-buy by a qualified A&P with homebuilt biplane experience is non-negotiable.

Insurance is the single biggest ownership surprise for new Charger buyers.

• Hull insurance: $2,200-$3,800/yr for a $45,000 hull, low-time-in-type pilot. Ground-loop claim frequency drives this.
• Liability only: $600-$1,200/yr; common choice for experienced owners who self-insure the hull.
• Full aerobatic coverage (two-up, inverted, formation): $3,500-$5,500/yr, and several underwriters will not write it at all.
• Underwriting requirements: Typical requirements include 250+ hours total time, 50+ hours tailwheel, 25+ hours biplane, and 5-10 hours dual in type with a qualified instructor before solo (which is a problem — CFIs current in Chargers are rare). AOPA, Avemco, and Falcon write the most policies on the type.
• Formation and airshow endorsements typically require an FFI or FAST card and add 15-25% to the premium.

See insurance-underwriting for the aerobatic category context.