In May 1959, Ma Fengshan participated in the imitation design of the H-6 aircraft and was responsible for handling design technical issues. He was ordered to go to the Kazan Tu-16 aircraft production plant in the Soviet Union to inspect the aircraft strength calculation and static testing. When giving lecture reports, Soviet experts repeatedly emphasized that you do not need to memorize what was taught in class. All these materials will be sent to China, and the vast majority of comrades listened attentively. After the lecturers returned to China, the XAC factory waited and waited, but the materials promised by the Soviet Union did not come. Through formal diplomatic representations by our embassy in the Soviet Union, the reply was that these materials were compiled by the Central Fluid Power Research Institute of the Soviet Union, and were not factory production materials, and did not belong to the production materials that should be provided in the Tu-16 aircraft contract. It turned out that due to the advanced technology of the Tu-16 aircraft at the time, much of the overall aerodynamic design work of the aircraft was undertaken by the Soviet Central Fluid Power Research Institute in addition to the Tupolev Design Bureau. The Kazan factory in the Soviet Union was just a replica factory of Tu-16 and did not have the right to design the aircraft.
After returning from the Soviet Union, Ma Fengshan brought back a notebook. It was this notebook that made outstanding contributions to the success of the H-6. In the early 1960s, the Soviet Union broke its promise, suspended the contract, and withdrew its experts. China had to rely on its own efforts to solve the trial production of the H-6 aircraft. However, the H-6 aircraft only received a comprehensive strength data set from the Soviet Union, which included all the conditions of the entire aircraft. Comprehensive, there are only answers but no calculation process and calculation report. The H-6 aircraft needs to undergo structural static testing, flight test preparations, daily production, and future improvements and modifications. Xi'an Aircraft Company must supplement these technical documents that the Soviet Union does not provide. People who go to the Soviet Union to attend the National People's Congress They could only describe the general situation, so I had to travel thousands of miles to invite "Ma Fengshan Notes". This notebook became a top-secret document hidden deep in the secret room. At the beginning, the designer had to go through political review and approval at all levels before he could get a glimpse of it. He was not allowed to stay overnight in the office and was not allowed to make excerpts. It was recorded in a thick soft-cover student exercise book produced in the Soviet Union. The handwriting is beautiful and neat, and it contains a large amount of key information such as the overall shape, strength, and test flight of the Tu-16 aircraft. This was recorded when Ma Fengshan and other comrades went to the Soviet Union for internship in 1959. Before he was ordered to go to the Soviet Union for inspection, he prepared carefully, taught himself Russian, and studied hard. Ma Fengshan's profound technical skills enabled him to discern and grasp the key points, absorb advanced foreign experience like a sponge, and record almost all useful and important data. Not to mention that our country did not have the conditions to conduct high-speed wind tunnel tests for an aircraft as large as the H-6 at that time, and there was not enough time. Even if we did the wind tunnel test, it would be difficult to guarantee that the results would be consistent with those of the Soviet Union. The static test of the H-6 If the load is very different from the load during the Soviet test, it will also cause many problems. This will greatly affect the already tight trial production schedule. In addition, the Tu-16 aircraft was designed before the promulgation of the Soviet strength specifications in 1953, but it did not fully follow the 1947 strength specifications. In fact, it was the design practice of the Tu-16 aircraft that enabled the Soviet Central Fluid Power Research Institute to The new problems encountered were revised into the 1953 strength specifications, so it is very difficult to solve the technical difficulties of the H-6 aircraft. "Ma Fengshan Notes" contains the "Static Test Investigation Report of the Tu-16 Aircraft", "The Original Data Summary Report of the Strength Calculation of the Tu-16 Aircraft" and "The Structural Investigation Report of the Change from the Tu-16 to the Tu-104", which has great significance. Its technical authority provides a basis for strength calculation, determination of original data and preparation of static test mission statement for my country's H-6 aircraft, and also provides a reference for the initial development of my country's large jet passenger aircraft. This precious notebook has solved many technical problems and confusions for us, and helped us fill in the shortcomings of many original data of the Tu-16 aircraft. The zero-lift drag coefficient, maximum lift coefficient, etc. of the H-6 aircraft are all taken from " Ma Fengshan's Notes". It was not until the 1970s that the data in "Ma Fengshan's Notes" were used as a reference when determining the first rollover period of the H-6 aircraft, which was recognized by senior leadership agencies. Ma Fengshan made immortal contributions to the successful trial production of the H-6 aircraft. In the mid-1970s, after the message that Shanghai wanted to develop aircraft was conveyed, XAC received instructions to quickly propose an aircraft plan for Shanghai. Ma Fengshan organized the overall team at XAC to study and propose a plan to modify the H-6, which could use some parts of the H-6. He pointed out many times that although the H-6 was used as the basis, various shortcomings of the Tu-104 aircraft such as high noise and low efficiency must be avoided, and it must not be copied.
Ma Fengshan's H-6 modified aircraft plan was approved by the Shanghai Municipal Government and superiors, and became the starting plan of the "708 Project".
After in-depth work on the H-6 modification plan, it was discovered that there were many shortcomings that were difficult to overcome and could not meet the usage requirements. Ma Fengshan lost no time and decisively decided to switch to a plan similar to the Boeing 707 with underwing engines. This plan was conceived in early 1971. After a report to Air Force Deputy Commander Cao Lihuai on April 19, 1971, the H-6 modification plan was officially abandoned, development was carried out according to the wing crane plan, and high and low speed wind tunnel tests were started. According to the instructions of the Central Military Commission's office meeting, from August 5 to 22, 1972, the Shanghai Municipal Government and the Ministry of Aircraft and Machinery jointly held a review meeting on the overall design plan of the large passenger aircraft (codenamed "Project 708") at the Yan'an Hotel in Shanghai. The experts attending the meeting unanimously agreed , the overall design guiding ideology of the aircraft is basically correct, and the overall design plan is basically feasible. On December 19, 1971, a Pakistan Airlines Boeing 707 crashed in Xinjiang. The wreckage of the aircraft certainly has considerable reference value for the Y-10 design. What I want to emphasize is Ma Fengshan’s courage and boldness in pursuing the truth. He gave up the original plan he proposed without any hesitation and adopted the current Y-10 wing crane plan. This decision was made without any information and reference prototypes. Ma Fengshan is lucky. For Yun 10, the ruins of Xinjiang are indeed a pie falling from the sky. Opportunities always come to those who are prepared. In August 1980, I went to work in Shanghai as a member of the first flight inspection team of the Y-10 aircraft of the Third Aircraft Department. Chief Engineer Ma Fengshan was able to face the shortcomings of the aircraft scientifically and objectively amid the high enthusiasm of victory in sight. He truthfully pointed out that due to import restrictions, the performance of some domestically produced high-strength materials used on the aircraft was not ideal. The fatigue analysis and testing of the aircraft body were limited to objective conditions and would take some time. Ma Fengshan has full confidence in the Y-10 aircraft. He has stated to the organization many times that the first flight of the Y-10 is absolutely safe. He can issue a military order, guarantee it with his life, and is willing to randomly fly into the sky during the first flight. What Ma Fengshan encountered after the first flight of the Y-10 aircraft was unexpected by Ma Fengshan, who had been fighting for it day and night. In order to find a way out for the Y10 aircraft, Ma Fengshan made great efforts, made many appeals, and thought of many solutions. What made him feel confused was why the country didn't have a long-term and comprehensive consideration for such a large project. If it was not needed long ago, why didn't it stop it earlier? Why wait until the plane comes out and there is no fuel money for a test flight before we think of a solution? When the Shanghai city and the country decided to introduce the McDonnell Douglas MD-82 assembly line, Ma Fengshan repeatedly emphasized that the self-developed line should not be lost. This also forced McDonnell Douglas to include a clause on joint development of new machines when signing a co-production contract with my country. When Ma Fengshan was alive, everyone affectionately called him "Old Ma". He was indifferent to fame and wealth throughout his life, and did not care about his personal reputation and status. He was enthusiastic and sincere, never put on the airs of being a leader, always treated everyone equally, and was willing to talk to everyone and make friends. He has deep experience, profound knowledge and rich experience, but he never pretends to be an educator in a condescending manner to anyone. In the minds of younger comrades, he is a kind elder who is highly respected, trustworthy and kind. More people are convinced to regard him as a teacher who loves them more, is tireless in teaching, and is respectable and amiable. In the process of developing Yun 10, Ma Fengshan was not hindered by the poverty of life, family difficulties and physical illness. He persevered despite the difficulties and truly worked hard and dedicated himself. Ma Fengshan has a wide range of hobbies and is good at calligraphy, Peking opera, classical and modern music, bridge and chess. He is good at playing the erhu and is good at singing Laosheng. However, in order to concentrate on his more beloved aviation career, he never allowed himself to lose interest in playing with things and spent so much time on these hobbies that even the comrades who had worked under his leadership for many years were still unclear about his hobbies. During his medical leave, Ma Fengshan was still very concerned about the development of my country's aviation industry. He was deeply worried about the successful test flight and cessation of development of the Y-10 aircraft. He had reported it to his superiors many times, hoping to continue the development and production of the Y-10 aircraft. In 1986, entrusted by the Ministry of Aviation Industry, he led a group of technical staff to McDonnell Douglas in the United States to participate in the collaborative research of high bypass ratio (propeller fan) technology preparation projects and completed a large amount of research work. On December 20, 1986, Ma Fengshan was approved by the State Science and Technology Commission as a national-level scientific and technological expert with outstanding contributions. On December 15, 1987, he obtained the qualification of a researcher-level senior engineer with the approval of the Ministry of Aviation Industry. He was appointed as a researcher-level senior engineer by the 640 Research Institute of the Ministry of Aviation Industry.
On March 27, 1989, the Ministry of Aerospace Industry hired Ma Fengshan as the chief designer consultant for mainline aircraft. On April 24, 1990, Ma Fengshan died of illness in Shanghai at the age of 61.