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Nasa runs first-ever test of new jet engine tech, glenn communications.

Car, truck, train and aircraft manufacturers have made great strides in recent years to reduce fuel consumption, resulting in consumer savings and lower emissions. With NASA’s help, the aircraft industry is striving to increase fuel efficiency even more.

One way to do that is to create new aircraft engine designs. Engineers at NASA’s Glenn Research Center in Cleveland are testing a new fan and inlet design, commonly called a propulsor, which could increase fuel efficiency by four to eight percent more than the advanced engine designs airlines are beginning to use.

On today’s jet aircraft, the engines are typically located away from the aircraft’s body to avoid ingesting the layer of slower flowing air that develops along the aircraft’s surfaces, called boundary layer. Aerospace engineers believe they can reduce fuel burn by embedding an aircraft’s engines into these surfaces and ingesting the boundary layer air flow to propel the aircraft through its mission.

It sounds like a simple design change, but it’s actually quite challenging. Boundary layer air flow is highly distorted, and that distortion affects the way the fan performs and operates. These new designs require a stronger fan.

To address these challenges, NASA Glenn is testing a new propulsor in its 8’ x 6’  Wind Tunnel. Designed by United Technologies Research Center with research conducted by Virginia Polytechnic and State University, the rugged boundary layer ingesting (BLI) inlet-fan combination is the first of its kind ever to be tested.

“Studies backed by more detailed analyses have shown that boundary layer ingesting propulsors have the potential to significantly improve aircraft fuel efficiency,” said David Arend, a BLI propulsion expert at NASA Glenn. “If this new design and its enabling technologies can be made to work, the BLI propulsor will produce the required thrust with less propulsive power input. Additional aircraft drag and weight reduction benefits have also been identified.”

The highly experimental tests required years of preparation. Many industry, NASA and academic experts contributed to the design and analysis of the propulsor. NASA Glenn engineers also modified the wind tunnel to accept a larger model, a boundary layer control system and a way to power the experiment.

“We have generated a unique test capability that doesn’t exist anywhere in the country for testing boundary layer ingesting propulsors,” said Jim Heidmann, manager of NASA’s Advanced Air Transport Technologies project.

Throughout testing, the team will change the wind speed and vary the boundary layer thickness and fan operation to see how these changes affect the propulsor’s performance, operability and structure. Results of the tests will be applicable to multiple cutting-edge aircraft designs being pursued by NASA as well as by its academic and private industry partners.

Jan Wittry NASA’s Glenn Research Center

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PRESS RELEASE – CubCrafters Debuts New Engine For Experimental Carbon Cub Aircraft

August 15, 2022 | Brad Damm

Company Reports Better Performance in a New Lightweight Package

YAKIMA, WA — August 10, 2022 — First introduced in 2009, the original Carbon Cub had a power to weight ratio vastly superior to any previous backcountry airplane in its class. This was in large part due to an innovative new light weight 180 HP engine, the CC340, that was developed at CubCrafters. The power of that engine, in a sub-1000 lb. backcountry airplane, gave pilots the previously unheard-of short takeoff and landing (STOL) performance that changed an industry and made CubCrafters a household name in aviation circles.

For the CC340, CubCrafters started with a standard Lycoming 0-320 engine chassis, but reduced the weight of the engine by more than 50 lbs. while also increasing its output from 150 to 180 horsepower. That new engine proved to be game changing for an entire class of light STOL capable aircraft in the backcountry. It allowed pilots to pioneer new landing areas and go places that were shorter and smaller than ever before. Now copied by many other aircraft OEMs for its outstanding dependability and simplicity, the CC340 has been a proven winner in the market since first introduced by CubCrafters more than a decade ago.

The original CC340 features a fixed pitch propeller, is carbureted, and has a high compression ratio to boost its horsepower. While innovative for its time, CubCrafters recognized there was still room for improvement with the CC340, and is now introducing a new lightweight engine for the Carbon Cub. The new engine is a fixed pitch version of the larger displacement 186 HP fuel injected constant speed prop engine first introduced by CubCrafters in 2017.

Called the CC363i F/P, this new engine offers several advantages over the CC340. It is fuel injected instead of carbureted, which allows for simpler operation overall and eliminates the safety concern of carburetor ice during low power operations. In addition, the fuel injection allows more of the waste heat from the engine to be directed to the aircraft’s cabin during cold weather operations.

Another advantage is that the new higher displacement lower compression ratio engine develops almost 5% more horsepower than the CC340, while also being able to use a wider range of fuels. The company expects that the new engine will be better able to tolerate Autogas and the next generation of aviation fuels than similar higher compression ratio engines.

In addition to the typical fixed pitch wood/composite propellers previously offered with the CC340, the new engine can optionally be fitted with newer ground adjustable propellers, such that pilots can quickly optimize the aircraft for climb or cruise missions without having to change to a completely different propeller. When equipped with the same propeller, the installed weight of the new CC363i F/P engine is only 7 lbs. heavier then the CC340.  

Developed as part of a long-standing collaboration between CubCrafters and Lycoming, the new CC363i F/P engine is only available from CubCrafters and offered exclusively on the E/A-B Carbon Cub series of aircraft including the EX-2, EX-3, FX-2, and FX-3. The original Light Sport (LSA) Carbon Cub remains powered by the ASTM certified CC340.

“It is exciting to be able to introduce this new engine to our customers,” says CubCrafters Vice President of Sales and Marketing, Brad Damm, who flew the first CC363i F/P equipped Carbon Cub from the company’s base in Washington State to EAA’s AirVenture trade show in Wisconsin several weeks ago. “This is an engine our customers have been specifically asking for, especially our kit aircraft customers. It’s simple to operate and has better overall performance than any of the other fixed pitch engines we offer. It’s smoother, more fuel efficient, and it cools better. Customers who choose this new engine are going to be pleased for sure.”

CubCrafters notes that the new CC363i F/P engine is still in the final phases of flight testing at its headquarters in Yakima. Following the completion of the flight test program, new engines should begin shipping to customers as soon as early October. Existing kit aircraft customers with a CC340 currently on order will be prioritized to upgrade to the new engine if they wish.

ABOUT CUBCRAFTERS

Founded in 1980 by Jim Richmond, CubCrafters’ roots are in the 80+ year history of classic grassroots aviation, but the company’s products and services are innovative and completely modern. CubCrafters designs and manufactures Experimental, LSA, and Part 23 Certified aircraft. The Carbon Cub family of aircraft redefined expectations for the backcountry flying experience with innovative design, modern materials, powerful engines, and breathtaking performance. The company’s flagship XCub aircraft is offered in both nosewheel and tailwheel configurations, and substantially expands the mission profile of sport utility aircraft with higher speed, longer range, and larger payload. The key to our success is our ability to create unique value in the experience of personal adventure aviation.

CubCrafters has been a privately held company for the first 40 years of its existence, but is now planning to welcome new public investment. Learn more at: https://cubcrafters.com/investors

IMPORTANT LEGAL DISCLAIMER REGARDING INVESTMENT

No money or other consideration is being solicited, and if sent in response, will not be accepted. No offer to buy the securities can be accepted and no part of the purchase price can be received until an offering statement filed by the company with the Securities and Exchange Commission (SEC) has been qualified by the SEC. Any such offer may be withdrawn or revoked, without obligation or commitment of any kind, at any time before notice of acceptance given after the date of qualification. An indication of interest involves no obligation or commitment of any kind. The company is “testing the waters” under Regulation A under the Securities Act of 1933. This process allows companies to determine whether there may be interest in an eventual offering of its securities. The company is not under any obligation to make an offering under Regulation A. It may choose to make an offering to some, but not all, of the people who indicate an interest in investing, and that offering might not be made under Regulation A. If the company does go ahead with an offering, it will only be able to make sales after it has filed an offering statement with the SEC and the SEC has “Qualified” the offering statement. The information in that offering statement will be more complete than the information the company is providing now, and could differ in important ways. You must read the documents filed with the SEC before investing. The offering materials may contain forward-looking statements and information relating to, among other things, the company, its business plan and strategy, and its industry. These forward-looking statements are based on the beliefs of, assumptions made by, and information currently available to the company’s management. When used in offering materials, the words “estimate,” “project,” “believe,” “anticipate,” “intend,” “expect,” and similar expressions are intended to identify forward-looking statements. These statements reflect management’s current views with respect to future events and are subject to risks and uncertainties that could cause the company’s actual results to differ materially from those contained in the forward-looking statements. Investors are cautioned not to place undue reliance on these forward-looking statements, which speak only as on the date of which they are made. The company does not undertake any obligation to reverse or update these forward-looking statements to reflect events or circumstances after such date or to reflect the occurrence of unanticipated events.

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I seems like the only carbon materials used are in cowling covet snd some panels, seems it could be used in wings ribs and tail construction? Definitely be lighter and no rust issues.

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UC project sheds light on turbulence within jet engines

Aerospace engineers create novel system using lasers to measure air flow in nozzles.

To measure the flow of air through a jet engine, researchers traditionally place sensors where air enters and exits.

But the turbulence within the engine remains a bit of a mystery, University of Cincinnati doctoral candidate Vincent Onoja said. He wants to know what’s going on inside the engine, specifically the custom nozzle that determines so much of an aircraft’s performance, noise and efficiency. 

“Typically, they measure at the entrance of the chamber or the exit of the chamber, but it’s more difficult to measure the airflow inside the nozzle,” he said.

Computer simulations are only so accurate. And putting anything, even the smallest sensors, inside the nozzle chamber might interfere with its airflow dynamics, he said.

UC aerospace engineer Vincent Onoja peers through a glass window in a jet engine illuminated with a laser. He developed an experimental method to study airflows in jet engines that uses a high-speed camera to record the aerosol particles as they travel through the engine. Photo/Andrew Higley/UC Marketing + Brand

Onoja is studying aerospace engineering in UC’s College of Engineering and Applied Science.

Onoja and UC Assistant Professor Daniel Cuppoletti came up with a new experimental protocol that uses high-speed cameras and laser diagnostics to track airflow within the engine.

“We designed an experiment where we would have a window where you shoot a laser inside and we can observe airflow using high-speed cameras,” he said.

They use a technique called particle image velocimetry. Researchers inject an aerosol into the engine and capture the individual particles as they travel using a laser and a camera that can record up to a million frames or images per second. By comparison, sports photography cameras record just 120 images per second.

Even incremental improvements to engines can save millions of dollars in fuel and productivity in commercial aviation or drastically improve the performance of aircraft. Likewise, understanding how turbulence affects engine noise can help engineers design quieter aircraft. So understanding the properties of airflow is a very big deal for aerospace engineers.

The key goal is advancing our ability to accurately predict airflows in complex systems.

Vincent Onoja, UC aerospace engineering doctoral candidate

The project is a collaboration between UC, the Massachusetts Institute of Technology and the U.S. Office of Naval Research.

UC has a long history of working with aviation partners both locally and around the world, Cuppoletti said.

“Historically, we have had a lot of excellent collaborations in aircraft propulsion and gas turbine technology with Cincinnati’s General Electric and the U.S. Air Force Research Lab at Wright-Patterson,” he said.

Cuppoletti worked on aircraft propulsion systems at Northrop Grumman before coming to UC.

UC aerospace engineering student Keerthan Ganeshan focuses a high-speed camera on a window in the jet engine for the experiment. Photo/Andrew Higley/UC Marketing + Brand

Doctoral student Onoja is from Nigeria, where he studied mechanical engineering. He was inspired to follow in the footsteps of his uncle, a retired aerospace engineer who worked on NASA’s space shuttle program at Boeing Corp.

“Any time he would visit, he would show me pictures of the space shuttle and that’s what sparked my interest in aerospace engineering,” Onoja said.

Onoja hopes to contribute to NASA’s 10-year New Aviation Horizons Initiative dedicated to spurring transformative technology.

“They’re working on the next generation of improved efficiency and performance for aircraft,” Onoja said. “I’m studying new jet engine nozzle designs that would meet NASA’s goals for improving performance while reducing noise and emissions.”

UC doctoral candidate Vincent Onoja was inspired to study aerospace engineering by his uncle who worked on NASA's space shuttle program. Photo/Andrew Higley/UC Marketing + Brand

Onoja capitalized on his experience in advanced measurement techniques to land an internship at Tesla, where he worked with a team to design new experimental protocols for studying vibration in the automaker’s Cybertruck.

While professor Cuppoletti’s project is just getting started, Onoja said he is optimistic that their methods will provide new insights in airflow dynamics, which could have profound benefits for aviation.

“The key goal is advancing our ability to accurately predict airflows in complex systems,” Onoja said. “We can use high-fidelity experimental data to improve and validate our computational models.”

Their new system and its related computer models can be used to study airflow in virtually any engine, he said.

“My work will serve as a basis for comparison,” Onoja said. “And then we can put that knowledge to work. Aerospace companies like Boeing or GE can take that knowledge and apply it to their own research and design.”

Featured image at top: UC aerospace engineer Vincent Onoja uses a laser and a high-speed camera to study airflow in jet engines. Photo/Andrew Higley/UC Marketing + Brand

UC aerospace engineer Vincent Onoja is studying turbulence in jet engines in Assistant Professor Daniel Cuppoletti's lab. Photo/Andrew Higley/UC Marketing + Brand

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DeltaHawk DHK180 Engine Heads To Production

The new piston engine has been in development for 15 years., meg godlewski.

Having received FAA type certification of its revolutionary new DHK180 aircraft piston engine in May, DeltaHawk Engines is now ramping up production planning and finalizing sales and support activities in anticipation of initial customer deliveries in the first half of 2024. [Courtesy: DeltaHawk]

DeltaHawk Engines Inc.'s new DHK180 piston engine, which was FAA certified in May, is heading toward production, the company announced Monday at EAA AirVenture.

According to Dennis Webb, DeltaHawk director of marketing and certification, the new engine was approximately 15 years in development. 

"It seemed like a long time in the industry. ITt seemed even longer to us," said Webb, noting that the Racine, Wisconsin-based company was determined to build an engine with the durability of a semitruck, and reliability worthy of the space program. "We chose to make it simple with direct drive rather than a gearbox. Simple is hard in engineering."

According to the company, the 180 hp DHK180 burns jet fuel and is" the first of a family of engines to come from DeltaHawk and offers ease of operation, high fuel efficiency, reduced maintenance, and superior altitude performance compared to traditional aircraft piston engines."

• READ MORE: DeltaHawk Gains Type Certification on Jet-Fueled Piston Powerplant

Company officials said the engine was designed to operate more cleanly and efficiently than those already on the market.

Chris Ruud, DeltaHawk CEO, pointed out the DHK180 is built from U.S.-made components. 

"It is 100 percent manufactured in the United States in Racine, Wisconsin," said Ruud, who comes from an aviation family, and also noted that developments in engineering and technology have made the DHK180 possible. "Thirty to 50 years ago. this engine could not have been produced."

During the press conference at AirVenture in Oshkosh, Wisconsin, company officials explained that the engine is designed to operate on fuels other than 100LL and, as such, they have received "extraordinary interest in the new engine from a broad range of aircraft OEMs and experimental kit manufacturers, as well as individual pilots and commercial operators."

Webb added that the DHK180 was also recently chosen by NASA for its Subsonic Single Aft Engine project, known as SUSAN. The DHK180 also has been selected by Ampaire for a hybrid proof-of-concept aircraft.

What Happens Next?

DeltaHawk is in the process of preparing for engine production and commercial sales. This includes performing more endurance testing and flight evaluations in multiple aircraft.

Webb said the company went beyond the FAA's requirement for endurance testing for engine certification, and DeltaHawk has a factory warranty program that will cover 24 months or 2,000 hours, whichever comes first.

The new warranty can also be extended to 36 months or 2,400 hours if an operator agrees to provide timely engine-monitoring data and oil analysis—an industry-leading option, according to the company.

In addition, the company's engine deliveries for both certified and experimental aircraft will include firewall-forward installation packages for specific aircraft. Packages for selected aircraft are now under development, and final pricing will be announced soon. The company is also actively seeking industry partners with engine installation STC experience to augment DeltaHawk's capabilities.

Initial deliveries of customer engines are planned for the first half of 2024.

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Lycoming Engine Prices and Configurations Updated

Note: This post and the prices it refers to are now out of date. It was posted originally on June 12, 2023.

Lycoming has provided and published new engine prices, which are effective immediately. These prices are being published prior to the AirVenture timeframe and are valid through December 2023, which Lycoming and Van’s hope will help people plan effectively. There will be no additional show specials from Lycoming between now and the end of the year. Note that the engine/propeller bundle discount, which provides the buyer a $1000 bundle price reduction when ordering both a prop and engine together at the same time from Van’s, remains available.

The prices for standard experimental engines have come down relative to the prior pricing period (August 2022 price list) by about 4-6%, while Thunderbolt prices have been increased relative to prior prices. For the standard experimental engines, this brings the prices back to a level that is close to comparable with the prices that were in place in early- to mid-2022.

The new price premium for Lycoming’s custom Thunderbolt engines (relative to the price of the same standard experimental engine model) is now $12,000. Lycoming’s Thunderbolt engine production backlog currently extends into 2026. If anyone with a current Thunderbolt engine order would like to switch their order to the lower-cost/shorter-lead-time standard experimental engine model, they are welcome to do so. Please contact Chris Gayman at Lycoming via email – [email protected] – to make that request.

Lycoming ran a special for the Sun ‘n Fun and AERO Friedrichshafen aviation events in April. Customers who ordered their engine during or in the month of March can receive the show-special pricing. Again, please contact Chris Gayman at Lycoming via email – [email protected] – if you ordered an engine in March before the show special started that your price be adjusted.

Engine Configuration Changes

A couple of changes to available engine configurations have also been made for new orders.

Lycoming has eliminated the option to delete the accessory pad on the IO-390-EXP119 engine. This change adds about 2 pounds to the weight of the engine, but in practice, nearly all customers have ended up deciding to include the accessory pad when their engine is built, so the configuration has been adjusted to reflect how engines are actually ordered.

There is no longer an option to choose the brand of fuel system on Thunderbolt engines. Airflow Performance will be installed (unless the no-ignition/no-fuel-system option is selected when ordering). The Airflow Performance system is the most-preferred by Van’s Thunderbolt customers. Lycoming will be slowly converting all builds to Airflow Performance over the next few weeks/months and the fuel systems installed have been engineered to work with the Van’s Firewall Forward kits. In related news, the owners of AvStar recently purchased the Airflow Performance business. AvStar and Airflow Performance will remain separate businesses operationally, but they are now owned under the same family/ownership umbrella. The AFP team remains involved.

We’ve worked closely with Lycoming for many years and appreciate their partnership. Collectively, we all realize that recently increased costs associated with building an airplane – including engine prices – have a real impact on builders. Businesses must price their products in a way that allows them to remain viable, of course. Lycoming has shared with us that their ultimate goal is to provide builders with the most cost-effective. high-quality product possible in their standard experimental Lycoming engines, and we are grateful to Lycoming for moving the needle in this direction after thoughtfully considering the needs of aircraft builders.

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Alaska Airlines and ZeroAvia begin developing world’s largest zero-emission aircraft 

• May 1, 2023
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Washington Gov. Jay Inslee, U.S. Rep. Suzan DelBene and Snohomish County Executive Dave Somers join CEOs from Alaska and ZeroAvia to launch retrofitting of aircraft

ZeroAvia unveils world’s most advanced electric motor technology for aviation, paving way for hydrogen-electric engines for Dash 8 and similar airframes

Alaska Airlines today presented a Bombardier Q400 regional turboprop to  ZeroAvia  that will be retrofitted with a hydrogen-electric propulsion system in an effort to expand the reach and applicability of zero emissions flight technology.

At an event, held at ZeroAvia’s Paine Field research and development site, the companies were joined by high school students from Raisbeck Aviation High School, Washington State Governor Jay Inslee, Congresswoman Suzan DelBene and Snohomish County Executive Dave Somers to participate in the formal handover of the 76-seat Q400 aircraft that will be developed by ZeroAvia, the U.S.-headquartered leader in designing and building zero-emission, hydrogen-electric aircraft propulsion systems for aircraft. 

When Alaska Airlines’ regional carrier Horizon Air retired its Q400 fleet, it reserved one of the aircraft for research and development purposes to further advance zero emissions technology for the aviation industry. The aircraft was repainted with a special livery to highlight the innovative mission of this partnership.

ZeroAvia also debuted its breakthrough multi-megawatt modular electric motor system in a 1.8MW prototype configuration at the event – demonstrated with a propeller spin aboard the ZeroAvia’s 15-ton HyperTruck ground-test rig. Combined with higher temperature PEM fuel cells and advanced power electronics – both technologies that ZeroAvia is developing in-house – the leading-edge electric motor technology is one of three key building blocks for enabling commercially-relevant hydrogen fuel cell engines for larger aircraft.  

This is a great step forward in aviation innovation, to help create a new future of flight – right here at home,” said Alaska Airlines CEO Ben Minicucci. “Alaska Airlines has defined a five-part journey to achieve net zero carbon emissions long-term, but we can’t get there alone. New technologies are required to make that future possible, and we’re thrilled to partner with industry leader ZeroAvia to make new zero emissions options a reality.”

Aligning ZeroAvia’s powertrain with the Dash 8-400 airframe will represent a commercially viable zero-emission aircraft with fuel cell engine technology around five times more powerful than what has been demonstrated anywhere to date.  

“Demonstrating this size of aircraft in flight, powered entirely by novel propulsion, would have been unthinkable a few years ago,” said Val Miftakhov, founder and CEO of ZeroAvia. “Launching this program puts us on track for a test flight next year, and accelerates our progress toward the future of zero-emission flight for Alaska Airlines and for the world at large.”

ZeroAvia’s recent advancements clear the way for a potential flight of the Q400, also recognized as the Dash 8-400, but also demonstrate rapid progress toward certification of the ZA2000 propulsion system. ZeroAvia has already demonstrated a track-record of world-first flight testing. In January, ZeroAvia flew a retrofitted 19-seat aircraft with its prototype 600kW hydrogen-electric engine (ZA600). This followed the demonstration flight of a 250kW system in 2020, which at the time of flight was the world’s largest aircraft flown using a novel zero-emission power source. 

ZeroAvia’s hydrogen-electric engine uses fuel cells to generate electricity from hydrogen fuel, before using that electricity to power electric motors which turn the aircraft propellers. The certifiable ZA2000 system will include ZeroAvia’s High Temperature PEM fuel cells and liquid hydrogen fuel storage, integral to delivering the necessary energy density for commercial operations of large regional turboprops. The company has already established an engineering partnership with De Havilland of Canada, the original manufacturer of the Dash 8 family of aircraft to enable exchange of data and expertise with the airframe.

In 2021, Alaska Airlines launched a partnership and invested in ZeroAvia to support the development of zero emissions propulsion technology for regional aircraft. As the fifth largest U.S. airline with a large regional network, Alaska has a unique opportunity to support the development of zero-emissions propulsion technology for regional aircraft. By establishing the viability of regional-sized aircraft, both companies will help advance zero-emissions technology across the industry. 

Our state has a rich history of leadership in aerospace and we’re proud to be at the center of a technological revolution in zero-emission flight. Through innovation and partnerships like the one demonstrated today, we can help write the next chapter of aviation history right here in Washington State.” Washington State Governor Jay Inslee

Congresswoman Suzan DelBene (WA-01) said: “As we work to meet our emissions reduction goals, we must prioritize decarbonizing the commercial transportation sector. Washington state is leading the nation in developing and deploying clean energy technologies and the Alaska Airlines-ZeroAvia partnership is a prime example. This collaboration could revolutionize the aviation industry to make our planes greener and our skies cleaner.”

Snohomish County Executive Dave Somers said: “As a leader in supporting innovative industries, and as the center of aerospace manufacturing in Washington state, Snohomish County is proud to support this partnership and the development of the next generation of aviation technology, driving both job growth and environmental sustainability.”

Click here to download images from story >>

HyperCore Motor

The 1.8MW motor configuration demonstrated today consists of two “HyperCore” motor modules, each a high-power, high-speed 900kW permanent magnet radial flux machine which operates at 20,000 rpm, matching the typical turbine engine power turbine speeds, providing an unprecedented 15kW/kg motor power density. Crucially, HyperCore’s modular design enables the technology to address applications ranging from 900kW up to 5.4MW, meeting a number of regional turbo-prop and regional jet requirements. The HyperCores were successfully integrated with the stock Dash 8-400 engine gearbox and propeller, which dramatically simplifies integration into the aircraft as a replacement for a stock turbine engine. 

The development and testing program will enable the understanding and measurement of system dynamics, calibration of physical and electrical models, and validation of thermal management systems. The company is concurrently developing world-class silicone-carbide power electronics and the matching hydrogen fuel cell systems, which convert hydrogen to electricity, powering the electric propulsion system. These systems will be brought together to create the full hydrogen-electric propulsion system, tested on the ground and then in the air.  

About ZeroAvia

ZeroAvia is a leader in zero-emission aviation, focused on hydrogen-electric aviation as the initially targeting a 300-mile range in 9–19 seat aircraft by 2025, and up to 700-mile range in 40–80 seat aircraft by 2027. Based in the US and the UK, ZeroAvia has already secured experimental certificates for its three prototype aircraft from the CAA and FAA, passed significant flight test milestones, secured a number of key partnerships with major aircraft OEMs, secured $10B in pre-orders from a number of the major global airlines, and is on track for commercial operations in 2025. The company’s expanding UK operations are supported by grants from UK’s Aerospace Technology Institute and Innovate UK, and ZeroAvia is part of the UK Government’s Jet Zero Council. For more, please visit  ZeroAvia.com , follow @ ZeroAvia  on  Twitter ,  Instagram , and  LinkedIn .

About Alaska Airlines

Alaska Airlines and our regional partners serve more than 120 destinations across the United States, Belize, Canada, Costa Rica and Mexico. We strive to be the most caring airline with award-winning customer service and an industry-leading loyalty program. As a member of the  one world alliance, and with our additional global partners, our guests can travel to more than 1,000 destinations on more than 25 airlines while earning and redeeming miles on flights to locations around the world. Learn more about Alaska at  news.alaskaair.com  and follow  @alaskaairnews  for news and stories. Alaska Airlines and Horizon Air are subsidiaries of Alaska Air Group.

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Thunderbolt Engines are Lycoming's brand of high performance, built-to-order power plants for Experimental aircraft. With Thunderbolt engines, customers get a genuine Lycoming engine that is factory built, factory tested and supported - with several popular options of fuel systems, ignition systems, performance enhancements and finishing options. These features come with every Lycoming Thunderbolt engine:

• Balanced rotating system within 0.5 gram (connecting rods, pistons, piston pins)
• Ported and polished cylinders
• Customized paint options

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Please note that this engine is a simulated model representing the engine series you selected. The actual color and configuration of your engine may vary from this model.

Traditional Ignition System Options: Slick (1L-Imp r R-STD), Retard Magneto Substitute for Impulse Magneto, 2nd Impulse Magneto Instead of Plain, Delete One Side of Ignition System, Delete Entire Ignition System

Electro Magneto Options: E-MAG ™

Included Automatic Thunderbolt Upgrades:  Balanced rotating system within 0.5 gram (connecting rods, pistons, piston pins), ported and polished cylinder, and customized paint options

Thank you for your interest in the Lycoming Thunderbolt engine! A summary of your selected options is listed below.

ENGINE DETAILS

Automatic Thunderbolt Upgrades Include: Roller Tappet System (Most Models), Crankshaft Dynamic Balancing, Precision Static Balancing (Pistons and Rods to ½ Gram), Port and Polish/ Volumetric Cylinder Matching, Chrome Rocker Box Covers.

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Manufacture modern, reliable replacement engines that reignite general aviation and reduce our environmental footprint.

11/2022: C172 Experimental Update

8/2022:   UPDATE: Student Pilot Earns Private Pilot License in experimental Cessna.

9/2021: Pilot Earns Commercial Pilot Certificate in experimental Cessna.

Manufacture modern, reliable replacement engines that reignite general aviation and reduce our environmental footprint. 

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Aluminum Engine

TBO 3000 Hours

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Operation: $21/ hour

Redundant Electronic Fuel Injection

PUSH BUTTON START

No carburator heat., no mixture., just fly..., corsair power.

Corsair replacement engines for piston-powered general aviation aircraft incorporate modified aluminum V8 engine blocks and modified components.  These features greatly increase aircraft performance, and allow the use of multiple fuel types. Corsair engines cut the harmful tailpipe and noise emissions while reducing operating costs up to 60% compared to original engines such as standard O-320 through O-540 legacy engines. Lower noise emissions will make quieter cockpits and happier neighbors. Corsair engines are more than 1/3 quieter than the legacy engines they replace!

The Corsair proprietary Redundant Electronic Fuel Injection (REFI) system eliminates the need for mixture or carb heat by monitoring dozens of engine and ambient temperatures and pressures to deliver optimum engine efficiency with every movement of the FADEC throttle. Each REFI system has its own critical sensors, fuel pump, fuel pressure regulator, fuel filter, and battery to assure reliable engine operation. The AUX EFI system is capable of completely returning a failed engine to normal operations within 1 second should the main EFI or its components fail. 

Smart Engine Display (SED)

The Smart Engine Display (SED) can replace all original analog gauges and reduce pilot work-load by alerting pilots to dozens of potential faults. The SED also displays fuel flow, fuel consumed and fuel quantity with customized alerts. The SED’s maintenance page displays live data for everything from fuel pressure to manifold temperatures, supporting engine health tracking and diagnosis.

The Engine Service Manual (ESM) contains troubleshooting & repair procedures for each code to expedite service and get airborne again quickly.

Prop Gear Drive (PGD)

System matched PGD allows both the engine and prop to operate at their most efficient speed (RPM), producing optimum performance, efficiency, and lower noise emissions.  A metallic chip detector and temperature sensor are constantly monitored by the REFI and SED, which tracks trends and display alerts if outside operating limitations or when service is required.

The PGD is tested to BSHP and torque forces over 3 times that of the Corsair engine limits. It requires only routine servicing such as oil changes and visual inspections.

ADVANCED ENGINE DIAGNOSIS SOFTWARE

In addition to the SED maintenance page, Corsair optional diagnosis software for laptop or tablets displays live engine, fuel and electrical systems data. The software stores hundreds of parameters, as well as fault codes, with direct links to the respective engine service procedure. Additionally, components such as fuel pumps can be commanded on or off to check operation and aid in effective troubleshooting. 

This capability can also allow Corsair technicians to remotely connect with your engine from anywhere in the world via WiFi or Bluetooth for escalated service issues. 

MULTIPLE FUELS

Corsair engines are flex fuel certified, allowing use of several different fuel types, including automotive (MOGAS, minimum 85 octane, with or without ethanol) available from any gas station. E15-E85 fuel requires optional fuel sensor.  Leaded AVGAS is also approved, but MOGAS produces cleaner tailpipe emissions, is lead-free, cheaper, widely available and extends times between oil and spark plug servicing. The REFI system analyzes fuel type, and/or mixture of fuel, as well as tail pipe gases to adjust ignition and fuel delivery for optimum performance…….just like any modern  car engine. 

Multiple fuels allow aircraft operation in areas where AVGAS availability is scarce or not economically feasible worldwide.

The engine start button automatically starts the engine within a second- no more frustrating moments of finessing or pumping the throttle, fine-tuning the mixture or running the battery down. Vapor lock is eliminated, so even hot engines start with the push of a button.

FLIGHT TESTING

 The C172 engine test program has over 400 hours of successful and uneventful testing, with hundreds of induced failures and faults, in extreme weather conditions, with several fuel mixtures, and some very hard landings.

Shown Below: This is one of our many test videos. After takeoff, the main fuel pump, main battery and main ignition systems are failed causing an abrupt engine failure. Then, immediately, the AUX fuel pump automatically turns on and the redundant AUX ignition system returns the engine to full power and normal operations within 1 second of activation. The flashing yellow alert on the engine display includes a description of fault(s). If the engine experienced fault(s) that prevent the engine from producing full rated power, the alert would be displayed in red.

INFLIGHT ENGINE FAIL VIDEO

Shown Below: This video records multiple induced engine failures during approach segment. Initially, the main fuel pump is failed causing the automatic powering of the AUX pump (this happens quickly with no noticeable indications).

The AUX pump system at 3:17:50 on video is then completely de-powered causing engine failure; prop windmills. The AUX EFI system is activated and engine restarts within .55 seconds using wind-milling prop rotation (no starter motor engagement). The failed main EFI system is re-selected and engine again fails as aircraft slows below prop rotation speed and prop rotation stops.

With the main EFI, main fuel pump, and main electrical system failed, the AUX EFI system is selected and starter motor is momentarily powered only by the AUX battery. The engine restarts in less than 2 seconds utilizing only AUX system components.

Aircraft continues approach to landing, takeoff and climb on AUX power only……. with a 900 FPM climb rate at a density altitude over 7000 feet.

Corsair 1969 C172K vs. New C172S (Hot Weather Performance)

CONVERTING TO CORSAIR

Firewall Forward

Our initial production engine, the ALPHA 1, will be available as an experimental crate engine, or as a complete bolt-on firewall forward conversion kit for common certified airframe models, starting with the C172.

Firewall forward kits for certified aircraft will include all components required for conversion, including complete engine with mount, PGD, prop, wiring harness, fuel system, batteries, and SED. Engines will be test run before shipping.  Our target price point is the same as reman cost of original engine with original engine trade-in/core value.

The ALPHA X2 crate engine will be a complete system-matched power plant for experimental amateur and kit built airframes. We can customize the engine and prop to your requirements, and even perform final engine tuning remotely over a WIFI connection if needed.

Although Corsair is seeking FAA STC certification as a replacement engine for certified airframes, initial focus will be foreign customers for STC conversion kits- due to domestic liability issues of certified aircraft. Kits for certified aircraft types may be available to domestic operators within the ‘restricted’ or ‘POA’ airworthiness categories, or converting to the experimental category.

Corsair engines reduce direct hourly operating cost (fuel burn + oil consumed + engine reserves) up to 60% compared to original engines they replace. Our C172’s cost less than $21/hr to operate compared to over $60/hr with the original 0-320 Lycoming engine. Savings are further augmented as replacement parts typically cost 40%-60% less than legacy engine parts.  Click here for more

A Corsair conversion makes old aircraft practical and fun to fly again, while outperforming the newest models in cost, performance, technology, and cleaner emissions.

Foreign customers, POA operators, and restricted operators needing certification information, please send us an email for specific information.

Please check our website for updates, and thank you for your interest.

Corsair is also seeking established dealers to sell, install, and support our products.  Click here for info

We are seeking investment from qualified investors to assure Corsair’s climb to success.  Click here for info

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8 Exciting Super Light Aircraft Landing at the World’s Largest Airshow

Airventure starts today, with 3,500 aircraft on display. the coolest the latest new generation of ultralights, gyroplanes and experimental aircraft., julie boatman, julie boatman's most recent stories.

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Wild aircraft are the hallmark of AirVenture, the world’s largest get-together for pilots, which starts today in Oshkosh, Wisconsin. The Experimental Aircraft Association (EAA) airshow last year attracted more than 677,000 visitors, who stayed at local hotels, camped or volunteered. Among the 3,365 aircraft at the show, there were 1,497 vintage aircraft, 1,067 homebuilt aircraft, 380 warbirds, 134 seaplanes, and 41 rotorcraft.

But arguably the most interesting category, at least for aviation enthusiasts who want to fly with the fewest number of restrictions, is the ultralight category. Last year, there were 194 ultralights registered at AirVenture, though a number of homebuilt aircraft could also qualify for that category.

These ultralights, which fall under Part 103 FAA regulations, and the slightly larger gyro-aircraft, are designs that you don’t see every day—capable of literally launching from someone’s lawn. Because they only seat one person, they duck several rules for larger aircraft that can, frankly, do more damage if things go awry.

Powered ultralights, which have a maximum speed of 55 knots, don’t require a pilot’s certificate or FAA registration, and they can be sold by manufacturers as build-it-yourself kits, or delivered as a complete aircraft. Even the category name is a bit of a misnomer: They can look like small fixed-wing airplanes, amphibs, helicopters, or gliders. 

Ultralights are also evolving with a new category of personal electric vehicles like the Pivotal Helix or Jetson One, spurred by the urban air mobility movement. “Public acceptance for these new electric aircraft is the biggest hurdle,” says Dan Johnson, a longtime aviation journalist focused on this sector. “Aircraft like the Helix or Jetson One can operate on their own—they don’t have to haul people around like larger air taxis—so if this kind of flying interests you, you’ll be able to get into them in pretty short order.” Pivotal, for example, is taking orders for its new Helix for delivery in 2025. 

Here are eight of our favorites that will be flying around AirVenture throughout the next week.

Hawk UltraAir

The CGS Hawk Ultra, considered one of the best ultralights around, is a proven design that’s now 42 years in production. Since there are more than 2,600 flying, they will be front and center on the flightline in the Ultralight area at Oshkosh (it has its own grass runway just for the show). With the Hawk’s high wing, mostly enclosed cockpit, and high thrust-line engine, it’s especially good for those new to flying these minimalist aircraft.

That’s what drew owner Mark Schaible to purchase a Hawk four years ago. “It is so similar in handling to other conventional aircraft,” he says. “Some other ultralights, including very popular designs, have a very different feel. As ultralights go, the Hawk’s handling is relatively quick, crisp, and honest.”

“We’re seeing a resurgence in recent years of interest in the ultralight category,” says CGS Hawk owner Bob Samtos. Most home builders can complete the Hawk kit for around $23,000.

Pivotal Helix

If the Hawk UltraAir represents old-school ultralights, Pivotal’s new all-electric Helix could be its future. The one-person eVTOL maker from Silicon Valley will have an outsized presence at AirVenture, showing off its new Helix and older pre-production Blackfly models, as well as having three flight simulators that demonstrate in high-quality virtual reality what it’s like to fly a Helix. 

The Helix has eight propellers, each with its own electric motor and battery pack, and triple redundancy through the system if one fails. It takes off and lands vertically in Hover mode, while flying forward in Cruise. The fly-by-wire aircraft was designed to be operated by a single joystick, with intuitive maneuvers that have been proven through nine years of testing and 7,000 flight hours. It’s available in three versions priced from $190,000 to $260,000. 

Calidus Gyroplane

Gyroplanes extend beyond the ultralight category in terms of weight and complexity, but have the same adventurous spirit. The aircraft class may look like a helicopter, but its “rotor” is free spinning, rotating in the air that comes up through the blades, so it generates lift without direct power. Without the torque of a helicopter, it doesn’t need a tail rotor. Gyroplanes are considered relatively safe and easy to operate.

The Cavalon and Calidus (pictured) gyroplanes from Autogyro USA are two fine examples that will be displayed at AirVenture. The Calidus, for example, seats two, and is powered by the owner’s choice of a Rotax 916is, 914ULS, or 912UL engine, which translates into a speed of 120 knots and endurance of up to 4.5 hours flight time.

A suite of small-scale Garmin navigators and radios can go into the avionics panel. With nimble handling on the flight controls, and great stability for its weight class (649 pounds) in turbulence, this is one wild aircraft that’s easy to justify.

Pricing starts at $105,000 for the kit version, or $110,000 for a factory-completed model.

TrueLite by Aeromarine

“We get bigger and bigger each year,” says Aeromarine owner Chip Erwin, referring to the company’s presence at AirVenture. Erwin has several aircraft on display, starting with the company’s TrueLite ultralight model.

“It’s a real ultralight in all aspects,” says Erwin, noting it doesn’t exceed 55 knots, per FAA Part 103 rules, and weighs under 240 pounds.

The TrueLite boasts a 28-foot wing (longer than originally designed), with big flaps and a fast wing fold for easy storage and transportation in a custom trailer. “Hangar space has been an issue for decades,” says Erwin, noting his aircraft won’t need one. He also points to the two-minute fold for the wing as another selling point. “If an airplane takes an hour to assemble, you’re not going to fly it,” he adds. The TrueLite retails for $32,000 for a factory-finished model. 

The recently introduced Eclipse REVO should be the star of the autogyro section. It not only has the sleek look and James Bond cool factor that ELA instills in its other gyroplanes, but allows for vertical takeoff without the need for a runway. The 160 hp engine delivers a top speed of 110 mph and 400-nautical mile range. 

Aeromarine MerlinLite

Another Aeromarine aircraft, the MerlinLite is a step up from its TrueLite Ultralight: It can fly at 120 mph, with the potential to fly for four hours at slower speeds. “This aircraft is a means of keeping people flying who have lost their medical certificates,” says Aeromarine founder Chip Erwin, noting its classification as a motorglider requires just a glider license.

The MerlinLite comes with short or long wings, and Aeromarine will be displaying both at the show—on the same aircraft.

The company is also looking to the future of power. “We’re developing our own electric motor,” he says, to avoid high costs and longer lead times associated with off-the-shelf electric motors. “The electric engine will be very efficient, capable of flying for about an hour.”

Retail pricing for the MerlinLite starts at $35,00 or, with the long wing, $39,000. Avionics and a parachute are options. The company also builds its own floats—turning the MerlinLite into an amphib.

Evolution Rev

Evolution Trikes bills its ultralight Rev as a “dirt bike” in the sky, thanks to its big tires, all-wheel suspension, and short-takeoff-and-landing aircraft brakes. The Rev can fold in about 10 minutes, making it easy to garage or trailer, and the all-terrain wheels means it can take off from a field rather than a landing strip. In kit form, the Rev starts at $25,900. 

MXL 2 Sport

Want to try tandem flight? Air-Tech’s MXL2 Sport ultralight trainer has been produced since 1988, designed for easy handling and good control response, thanks to its dual-surface wing, in-flight adjustable trim, steerable nose wheel, and many other features. Its standard engine is a Rotax 582/B gives it a cruise speed of 61 mph. 

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News & Video on Light-Sport Aircraft, Sport Pilot Kits, and Ultralight Aircraft

Welcome Hybird — New Four-Stroke Engine for Light Aircraft; Replaces HKS

September 25, 2020 by Dan Johnson 45 Comments

It’s called Hybird … and, no, I did not spell that incorrectly. As you’ll hear, the new powerplant has some possibility to be a form of hybrid (this time spelled as you expect) but it is different in that respect, too.

Since HKS decided to exit airplane engines — although our favorite datastician, Steve Beste reports he can still get parts for his HKS — the light aircraft industry has had an ear to the ground for a new four stroke replacement. It appears Chip Erwin has what many are seeking.

HyBIRD, not Hybrid

As those who know him realize, Chip does not just go out and find components for his airplanes and then adapt them to his designs. He actively works the project. He’s done that with Hybird V-Twin, too. For example, this engine has a custom-designed prop made expressly for his Merlin.

Plenty of pilots at Midwest carefully examined Hybird V-Twin.

No, not Merlin Lite as debuted at Midwest 2020 . That Part 103 entry uses the Polini Thor two stroke but for the larger sibling simply called Merlin, the more powerful, four-stroke entry is a perfect replacement for HKS.

“Aeromarine-LSA’s new Hybird V-Twin is a 60-horsepower, liquid-cooled, four-cycle, 800-CC, 80-degree Vee, fuel-injected, electronic engine, with electric start,” said Chip. “This engine incorporates state-of-the-art technology with decades of reliable history and thousands in service.”

“Our matching reduction drive, custom CAD-designed and matched propeller results in the perfect power system for the Merlin aircraft at an excellent price,” stated Chip.

“There is no TBO (Time Between Overhaul),” Chip bragged! “Our engine replacement price is lower than the cost of most overhauls, so it is cheaper to buy a new engine.” A run-out Hybird could still be overhauled, of course, but if that costs close to as much as a new engine, the decision to skip the overhaul time and expense sounds easy.

“We adapted a proven belt reduction drive to this engine and designed a custom engine mount, exhaust, and wiring harness,” Chip explained. “We even arranged with a PhD-qualified prop designer to create a custom carbon propeller made to match this engine’s torque and power curve.”

An Airplane Engine?

Although companies like Viking, Aeromomentum, Corvair, and AeroVee have converted automobile-based engines very successfully for aircraft, some pilots question if this type of conversion is satisfactory for airplane engines. It’s a reasonable concern for pilots accustomed to very reliable engines such as Rotax’s ubiquitous 9-series .

Engineering drawing showing installation of Hybird V-Twin on Aeromarine-LSA’s Merlin.

I see two aspects to this inquiry. The first is about dependability of the engine, specifically it is up to the task of operation the way most pilots will use it? The second refers to alternative ways to use the engine.

Regarding dependability … Hybird V-twin is what Chip describes as “red-neck proven.” Hundreds of thousands of this engine have been manufactured and put to the test in ATVs. “These four-wheel vehicles are run hard in extreme off-road conditions. They have proven themselves to be very durable and reliable,” Chip said. “Plus, this engine is very modern, with electronic ignition and fuel injection.” He added that V-Twin was expressly designed to be run at high power settings.

Regarding alternative uses…  the Hybird hybrid is not merely using a gasoline engine to charge up a bank of batteries. Instead, Chip is springboarding from an earlier project between Rotax and Flight Design where a 912 was joined to an electric motor for takeoff boost or emergency power …although the older project was not intended for electric-only propulsion. Here is a similar but different project I wrote about in 2015 .

An electric implementation of the Hybird V-Twin engine, reported by Ben Bosma in 2019.

As the nearby image shows, Chip is planning with colleagues to provide an electric motor for added power, with juice supplied by the engine rather than a series of heavy batteries. This is a most engaging idea. I was excited by the Rotax development but that got shelved.

One idea is that an electric motor, in combination with a minimum battery set could provide a short-term boost of power to get you to a landing site without combustion engine thrust. The same arrangement could add power to get you out of a short runway. Additional uses might be forged but simply these two make the idea interesting to me.

Hear directly from the developer, Chip Erwin, about his plans for Hybird V-Twin engine.

April 29, 2023 at 6:55 pm

Yes, what has happened to the Pegasus-0-100 Engine, they were being made here in Missouri. I am in Branson, Mo. Was really interested in that rig. I like American-made products.

October 16, 2022 at 11:46 pm

There are many Claims to Fame for Engines for Airplane use, but once put on a Plane, many don’t last long. Look at the Polini line of 2 Stroke engines 200, 202, 250, and 303 that have a 400hr TBO, most of them don’t even make 250hrs to 300hrs even burning 100LL account to make their hp their turning them 8000 to 8500rpm. Both Yamaha & Arctic Cat have a New 397cc Single making 65hp but @8000rpm. This 4 Stroke ATV/Sled Engine making 60hp @????rpm is no different. Speed up, Slow Down, Speed up, Slow Down, Stop, start the process again is way different than takeoff at Max hp@rpm for 1-3 minutes then reduced to usually 75% Power and then flown at that setting for Hours. Not that it’s a Bad Engine, just the Parameters are bad. For 4 Strokes having the right, CAM is Important. Most ATV, SLED, BIKE, and KART, engines need to be Derated to 75% Power for Plane use, so 65hp needs to be derated to 65 x 75% = 48.75hp and that’s for only 1-3 minutes for takeoff only and then derated 75% from that to 36.5625hp for Continuous Power. The Continental O-200 a Certified Aircraft Engine is rated 100hp@2750rpm and is 201 Cubic Inches = 3,293.8 CC! Has a 2000hr TBO. 3,293.8cc/100hp= 32.938cc to make 1hp. This Engine is 800cc/65hp= 12.307cc to make 1hp, and he quoted an introductory Price 2 Years ago of $7,500. Is that for just the Engine, or for the Complete setup Redrive, Exhaust, Carb vs EFI, etc?

“There is no TBO (Time Between Overhaul),” Chip bragged! “Our engine replacement price is lower than the cost of most overhauls, so it is cheaper to buy a new engine.” A run-out Hybrid could still be overhauled, of course, but if that costs close to as much as a new engine, the decision to skip the overhaul time and expense sounds easy.” Is ridiculous, All Engines have a TBO TIME!

So they expect you to Pay $7,500 every 300hrs, 400hrs, 500hrs, etc!!!! The Avg Ultralight Pilot flies 50hrs a year per kitplane magazine! TBO at 300hrs@50hrs = 6 Years. 300hrs@75hrs a Year = 4 years! 300hrs@100hrs a year = 3 Years, etc. So at 300hrs TBO @50hrs a Year for just 24 years $7,500 x 4 = $30,000! Or just be Smart and buy an O-200 100hp with a 2000hr TBO. 2000hrs/50hrs= 40 years of Flying.

“These four-wheel vehicles are run hard in extreme off-road conditions.” Isn’t the same as being run at Continuous rpm for Hours on a Plane.

2.2 Redrive. Engine Complete is 115 lbs without the Cooling (10-15lbs). About the same weight as the 582UL. At the time of this Video 2 years ago, it hadn’t even been flown on a Plane yet, not even (1) but they are recommending it for Plane use.

Really People!

January 14, 2023 at 1:10 am

Hi Rich. Well spoken and prescient! The inventors of so many so-called ‘revolutionary engines make all-sorts of extravagant claims that are detached from real-world practicality. They’re full of BS!

January 14, 2023 at 4:51 pm

We see this a lot in the light aviation industry. A new “revolutionary” engine comes into the market, gets some media attention for awhile (usually talking about how fantastic it is), then over time you stop hearing about it. It just sort of disappears as the engine is either never fully developed or it doesn’t find a market. Examples? Pegasus 0-100, Gemini Diesel, RMZ 500, UltraVair, and countless others.

The thing is, few people want to be a “beta tester” for an aircraft part as critical as…the engine! And when these engines are introduced they always sound great but what they don’t have is hundreds of hours of real-world aircraft use and data.

I applaud those who try to develop and bring new aircraft engines to market. That is how innovation occurs. But doing so is more of an uphill battle than is usually acknowledged, and the truth is these new engines tend to be market failures 90%+ of the time.

July 2, 2021 at 1:22 pm

Hi Dan, love your videos and website. I am going to purchase a Quicksilver Sport 2S [2 seat] and fit it with pontoons so it will be rather heavy. I want it to have plenty of power but I don’t like the noise and high RPMs from 2-strokes. I’m very interested in the:

Belgium D-Motor LF26 4cyl, 4 stroke, fuel injected, water cooled 92 HP at only 3,000 RPM [quiet?]

Do you think this would be a good match for my heavy Quicksilver?

July 2, 2021 at 1:49 pm

That is a much more powerful engine than typically used on Quicksilver, though I imagine it is possible. You’d need to check with Air-Tech to learn more. A similar design from M-Squared has used the Rotax 912, so perhaps D-Motor on a Sport 2S could work. However, I am not suggesting you do so. Get other opinions before proceeding.

April 14, 2023 at 8:48 pm

92 H.P. is Respectful as anyone would say. How much Torque(Thrust) does this Engine Produce? Maybe 200ft/lbs. Or 250 ft./lbs. of thrust?at 92hp.at 3,000 ram’s, is this a Direct Drive Unit as a Cert.Engine is? What is the Cost of this Rig? Thx! JohnBurns.

June 12, 2021 at 3:40 pm

Dan, Would this engine work as a suitable replacement for the Rotax 582 on my Air Creation Buggy trike, or is it too heavy?

Thanks and I really enjoy your very informative videos and articles. Blessings, Howard

June 13, 2021 at 10:47 am

Thanks for the kind words. I think such an installation is a possibility but I advise you discuss this with Aeromarine LSA (links were provided in the article).

February 24, 2021 at 2:19 pm

How many safe hours can I expect for $7,500?

February 24, 2021 at 2:21 pm

Any answer is speculative for use on aircraft until more experience is gained but the engine line has many units in the non-aviation field for years.

October 26, 2020 at 8:55 am

What a wonderful idea! I’d love to have one on my Challenger Long Wing and get the 2-stroke off the wing. Innovations like this can’t help but advance the use of electric motors in the airplane plane market. China sourcing is troublesome, though.

October 20, 2020 at 9:49 pm

Would love to be able to see this mounted on a Quad City Challenger.

September 28, 2020 at 10:56 pm

Looks exactly like the rotax 800r engine I had in my Can-Am quad…I guess I learned something today, that the quad actually had a Chinese-built but rotax-branded engine. Always loved that engine but hated the belt drive in the Can-Am.

Would love to put that engine on my light sport.

September 28, 2020 at 1:48 am

I have always wondered why a motorcycle engine could not be used for light aircraft. Would love to use one of the new HD engines in a LSA.

Is that even possible?

Jim Stinson Lake Charles, LA

September 28, 2020 at 9:58 am

Yes, such an engine could be used on a Light-Sport Aircraft if it meets at least two conditions: (1) if it can demonstrate compliance to ASTM standards; and, (2) if it can find an airframe developer that wants to use that engine.

If the airplane is an Experimental Amateur Built assembly, no approval is needed to use any engine.

December 24, 2020 at 10:50 am

Dan love your channel and everything your team does for aviation.

December 24, 2020 at 11:04 am

That’s very kind of you to say, John. I’ll consider it my first Christmas present. ?

December 24, 2020 at 10:48 am

Look at Steve Henry’s 300hp Yamaha engine and you’ll see how a motorcycle engine leads the STOL aircraft field in performance & reliability. There are many motorcycle engines that have been adapted.

September 13, 2022 at 5:05 am

Hi For reply and goal discuss … [email protected] So long Claude (France )

September 27, 2020 at 4:54 pm

I got over 60,000 kilometers on this type Rotax engine on a snow machine, very reliable unit.

September 28, 2020 at 9:53 am

Felix: This is not a Rotax brand engine although the Austrian company is very big in the manufacture of motorcycle and snow machine engines.

September 26, 2020 at 8:45 pm

Does the reduction drive have a solution to counter the negative torque from the prop? Not sure if I am asking this correctly but have read of like problems.

September 27, 2020 at 12:21 pm

Michael: Neither the developer nor I know what you are asking. Except for Hybird’s drive belt being especially robust, this is a common arrangement in light aircraft propulsion.

September 26, 2020 at 3:07 pm

Will this engine be configured for both the front and rear pusher configuration design?

September 27, 2020 at 12:12 pm

The VTwin has bearings and mounting for tractor or pusher. It as already been flying on some pusher aircraft for some time now.

September 26, 2020 at 10:32 am

Made in China?

September 26, 2020 at 11:02 am

F Boyd: Yes, see other comments as well.

September 26, 2020 at 9:55 am

Hello Dan: You May want to take a look at your Server capabilities since your videos just don’t seem to open. I have tried it on different videos you post but to no avail.

Love your coverage of airplanes, but only if your videos would show correctly.

Thanks, one admirer.

September 26, 2020 at 10:52 am

Frank: Thanks — for the kind words and the feedback. You’ll need to help with which videos you could not access. All are served from YouTube so I have no control over that. Plus, some videos published by Videoman Dave on the Ultralight News channel may have been removed and replaced by newer ones such as when he has new or revised info (most stay up almost indefinitely). So, the only way I can address unusable videos is to know which ones are affected.

September 26, 2020 at 4:25 am

Superb. I’ve been flying this exact engine and redrive (minus any hybrid add-ons) for over a year now. Instant starting and clean burn, around 8 litres per hour [about 2 GPH] fuel consumption. Looking forward to seeing how a bigger operation with USA expertise adapts it. A Merlin with this motor will be superb. The fuel injection means no icing and full power at any [altitude], and it’s a quality build. https://youtu.be/_iqvXw8FmJc

July 11, 2021 at 9:03 pm

Yes I have watched just about every video you have ever made Mr. Armstrong. Love them. It would be great if you could share where you purchased the engine and everything needed to get the v twin operating. Is it a Goekin or Hisin motor?

September 25, 2020 at 11:48 pm

Great job as usual. Did not see weight.

September 26, 2020 at 10:53 am

Dennis: Thanks for the kudos. Weight is stated as 115 pounds with radiator and reduction drive but without exhaust.

September 25, 2020 at 11:34 pm

September 26, 2020 at 10:59 am

Randy C: Cost was mentioned in the article, for use on Merlin (not Lite) anyway, at $7,500 introductory price. Also as noted, that price includes engine, prop, spinner, engine mount, and cowl.

September 27, 2020 at 1:36 pm

The intro price of $7,500 is for the Merlin so it includes the engine mount, cowl, propeller, spinner, radiator, throttle, EMS, reduction drive, and hardware. And even the engine!

After our flight test program is completed we will post performance data and a price breakdown for those just interested in the engine or engine and base mount.

December 13, 2020 at 11:23 pm

What about including the exhaust?

May 4, 2021 at 8:33 am

Has the Aeromarine 4-stroke been installed on a Quicksilver MX II Sport yet? What is the decibel output compared to the Rotax 582?

May 4, 2021 at 5:28 pm

Ask the source: Aeromarine LSA

December 3, 2020 at 1:50 pm

Dan, I want one. Can you Help? Ed Aldridge

December 3, 2020 at 4:03 pm

Please contact Aeromarine-LSA for more information. Links are provided in the article.

September 25, 2020 at 9:58 pm

Glad to see this new option. However, there’s no mention of who actually manufactures the engine. And this is important because not too many buyers – at least none that I know – would purchase an aircraft engine not knowing who made it. Online speculation suggests that this engine may be manufactured by Gaokin in China. If that’s true, it’s fine. Gaokin makes good engines. Nonetheless it does seem unusual that such information would not be put front and center. I’m curious what the thought is behind not naming the manufacturer.

Partially related, whatever happened to the 60hp Pegasus 0-100 engine? Aeromarine-LSA had briefly marketed that engine for the Merlin, but it seemed to disappear from the scene just as quickly as it arrived. Back at the time (2016) I had suggested that the Pegasus 0-100 seemed like a cool idea, but that without many hours of actual real-world aircraft use it would have trouble finding market acceptance. I would say the same about this new engine offering from Aeromarine-LSA.

September 26, 2020 at 10:58 am

Steve: Thanks for your well-informed reply. The engine source was not initially discussed but, yes, it is a Chinese product. Rather than answer directly, I invited Aeromarine-LSA boss Chip Erwin to read and respond to these posts once I put them up below the article.

October 29, 2020 at 8:12 pm

I too would be interested in the OEM of this new v-twin as well as if the Pegasus 0-100 engine is still an option for the Merlin?

Thanks, John

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Is this the future of LSA?

Gogetair g750 flies 138 knots, burns 5 gph.

What if a light sport aircraft could cruise at 138 knots? Two Tulsa, Oklahoma, pilots are banking on the FAA’s proposed changes to the LSA rules (Modernization of Special Airworthiness Certification) to create a U.S. market for the sleek, efficient ultralights of Europe.

Europe’s regulatory equivalent of LSA allows for faster speeds and more complexity than the FAA category, which has enabled a wave of sleek, efficient European ultralights. So, when Shannon Hankins and Alan Jackson decided they wanted to become dealers of a modern aircraft that would serve the next generation of pilots, they looked to Europe. They found the Gogetair G750.

“This particular aircraft appealed to us due to its aesthetics, and the overall efficiency and maintainability of this airplane is what made it very attractive to us,” said Hankins, president of Gogetair completion center Scissortail Aerosport. Gogetair offers the G750 with a choice of the Rotax 912iS, 915iS, or 916iS, ranging in horsepower from 100 to 160. It has an optimal cruise speed of 138 KIAS, with an estimated fuel consumption of 5 gph.

Hankins said he and Jackson traveled to Slovenia in 2022 to visit the Gogetair factory and decided to sell the aircraft in the United States. Scissortail Aerosport has delivered one G750 in the United States, and a second G750 demonstrator was on display at EAA AirVenture 2024 in Wisconsin. They’re currently selling the aircraft in the experimental exhibition category and hope proposed changes to the LSA category will enable them to sell the G750 as a special LSA.

Gogetair advertises a stall speed of 38 KIAS, maximum gross weight of 1,653 pounds, and a useful load of 770 pounds. The G750 has fixed gear, and takeoff distance ranges from 394 feet with the 916iS to 787 feet with the 912iS. Maximum operating altitude is 14,760 feet, and an optional rear seat can seat two children up to 55 pounds each. Pricing ranges from $290,000 for the base Dynon Sport model to $350,000 for a luxury IFR model.

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All of the larger, more popular engines are relatively low-rpm, direct-drive designs using a carburetor and no supercharging. Designed to run on 93 octane U.S. or 95 octane European premium mogas, these Scarlett series engines have a 32-inch diameter and a TBO of 1000 hours. Experience shows some lead fouling on a steady diet of 100LL fuel. But this responds favorably to lead-scavenging additives or simply by running mogas. The TBO is expected to rise as experience is gained with higher-hour Verners. So far the company has sold about 150 engines worldwide. And while Watrous reports no issues, none have reached 1000 hours yet. Engine Model Drive Type Horsepower Weight Price Gnome Monosoupape rotary 125 hp @ 1125 rpm 260 lb with oil pump, air pump, ignition $62,000 M14P geared 360 hp @ 2900 rpm 515 lb w/ air or electric start, B&C alternator $52,000 M14PF geared 400 hp @ 2900 rpm 515 lb w/ air or electric start, B&C alternator $55,000* R-2800 geared 110 hp @ 3600 rpm 224 w/ starter, alternator, carb, ignition, stub exhaust $22,500 R-3600 geared 150 hp @ 3600 rpm 275 w/ starter, alternator, carb, ignition, stub exhaust $27,500 Scarlett Radial 3V, 100ci direct 42 hp @ 2500 rpm 86 lb w/ starter, alternator, carb, ignition $9,315 Scarlett Radial 5V, 166ci direct 60 hp @ 2300 rpm 119 lb w/ starter, alternator, carb, ignition $10,925 Scarlett Radial 5S, 207ci direct 83 hp @ 2200 rpm 152 lb w/ starter, alternator, EFI, ignition $15,815 Scarlett Radial 7U, 290ci direct 124 hp @ 2300 rpm 183 lb w/ starter, alternator, EFI, ignition $20,415 Scarlett Radial 9S, 372ci direct 158 hp @ 2400 rpm 238 lb w/ starter, alternator, EFI, ignition $25,710 LEAVE A REPLY Cancel reply Save my name, email, and website in this browser for the next time I comment. This site uses Akismet to reduce spam. Learn how your comment data is processed . In Case You Missed It Aero ‘lectrics A Matter of Trust Common Cents Privacy Policy 307 IMAGES Titan™ X320-X340 Experimental Engine Series Building high-performance experimental aircraft engines UL Power Aircraft Engines for experimental amateurbuilt kit aircraft Building high-performance experimental aircraft engines Lycoming IO-360 Experimental Engine GE Aviation’s Advanced Turboprop Engine VIDEO Aero Sport Power Engine Tour IGNIFLEX -Eletronic Ignition System for Experimental Aircraft Engines Towing Aircraft Aircraft Towing Airbus (NACRE) Concepts Scaled Composites Model 401, first flight video COMMENTS 2023 Engine Buyer's Guide With the new engine supply at a fast trickle kit builders are rediscovering that rebuilding existing engines is a valid path to flying. You'll need a core engine to start with, and those are getting scarce and expensive (of course), but the idea of using a quality rebuild is gaining ground. ... Because the market for Experimental aircraft has ... The airplane engine of the future could look radically different The aerospace world's intensifying push toward zero-emissions flying could result in radically new engine designs for future commercial aircraft.. Why it matters: The aviation sector, which accounts for about 2.5% of global greenhouse gas emissions and growing, is aiming for net zero emissions by 2050 — but sustainable aviation fuels can get you only so far, while hydrogen and battery ... 2024 Engine Buyer's Guide Supply chain issues have been the main narrative around aircraft engines since COVID, but that story is winding down. Yes, supply remains tight on complete engines, cylinders and other parts, but enough parts are now available that demand is no longer running away from supply. ... Engines in the 160- to 200-hp range dominate new Experimental ... The airplane engine of the future could look radically different The aerospace world's intensifying push toward zero-emissions flying could result in radically new engine designs for future commercial aircraft. Why it matters: The aviation sector, which ... NASA, Industry to Start Designing More Sustainable Jet Engine Core NASA, alongside industry, will soon begin designing a new jet engine concept for the next generation of ultra-efficient airliners — officially graduating to the project's next phase.. As part of NASA's goal to make the aviation industry more sustainable, the agency is developing a small core for a hybrid-electric turbofan jet engine that could reduce fuel burn by 10% compared to today ... NASA Runs First-Ever Test of New Jet Engine Tech One way to do that is to create new aircraft engine designs. Engineers at NASA's Glenn Research Center in Cleveland are testing a new fan and inlet design, commonly called a propulsor, which could increase fuel efficiency by four to eight percent more than the advanced engine designs airlines are beginning to use. ... The highly experimental ... Thunderbolt Engine Thunderbolt engines are Lycoming's brand of high performance, built-to-order power plants for Experimental aircraft. With Thunderbolt engines, customers get a genuine Lycoming engine that is factory built, factory tested and factory supported - with several popular options of fuel systems, ignition systems, performance enhancements and finishing options. Heron Turbine 10. Simplicity is an obvious hallmark of the 82-lb Heron GVA-130 turbine. The two shown at Air Venture were said to be complete, running engines and a third has been flying on a Bristol in England. Now we can add Greece to the countries joining the modern kit plane era, for that is where Heron is starting production of a decidedly compact 130 ... A380 superjumbo to test experimental open fan engine The world's largest passenger plane, the Airbus A380, has been recruited as a flight test demonstrator to trial new open fan engine architecture which could cut CO2 emissions by 20%, compared to ... PRESS RELEASE Developed as part of a long-standing collaboration between CubCrafters and Lycoming, the new CC363i F/P engine is only available from CubCrafters and offered exclusively on the E/A-B Carbon Cub series of aircraft including the EX-2, EX-3, FX-2, and FX-3. The original Light Sport (LSA) Carbon Cub remains powered by the ASTM certified CC340. Titan™ Experimental Engines Titan™ Experimental Engines. Our Titan™ engines are individually built to customer specifications, giving you better control over weight, displacement and power output. Choose from 4-cylinder engines in the range of 174-195 HP. You can also select multiple options for enhanced durability, reliability and safety. UC project sheds light on turbulence within jet engines Onoja and UC Assistant Professor Daniel Cuppoletti came up with a new experimental protocol that uses high-speed cameras and laser diagnostics to track airflow within the engine. "We designed an experiment where we would have a window where you shoot a laser inside and we can observe airflow using high-speed cameras," he said. DeltaHawk DHK180 Engine Heads To Production DeltaHawk Engines Inc.'s new DHK180 piston engine, which was FAA certified in May, is heading toward production, the company announced Monday at EAA AirVenture. According to Dennis Webb, DeltaHawk ... Lycoming Engine Prices and Configurations Updated For the standard experimental engines, this brings the prices back to a level that is close to comparable with the prices that were in place in early- to mid-2022. The new price premium for Lycoming's custom Thunderbolt engines (relative to the price of the same standard experimental engine model) is now $12,000. Alaska Airlines and ZeroAvia begin developing world's largest zero In January, ZeroAvia flew a retrofitted 19-seat aircraft with its prototype 600kW hydrogen-electric engine (ZA600). This followed the demonstration flight of a 250kW system in 2020, which at the time of flight was the world's largest aircraft flown using a novel zero-emission power source. Engine Builder Engine Builder. Thunderbolt Engines are Lycoming's brand of high performance, built-to-order power plants for Experimental aircraft. With Thunderbolt engines, customers get a genuine Lycoming engine that is factory built, factory tested and supported - with several popular options of fuel systems, ignition systems, performance enhancements and ... Building high-performance experimental aircraft engines Contact Us. We can help design and build your experimental aircraft engine. We specialize in all your experimental piston engine needs from brand new '0' time custom engines, to overhauls, prop strikes and repairing your cylinders and components. We are a global leader in customizing, designing and building high-performance experimental ... HOME Corsair replacement engines for piston-powered general aviation aircraft incorporate modified aluminum V8 engine blocks and modified components. These features greatly increase aircraft performance, and allow the use of multiple fuel types. Corsair engines cut the harmful tailpipe and noise emissions while reducing operating costs up to 60% ... 8 Exciting Ultralight Aircraft Landing at EAA's AirVenture Air Show Wild aircraft are the hallmark of AirVenture, the world's largest get-together for pilots, which starts today in Oshkosh, Wisconsin. The Experimental Aircraft Association (EAA) airshow last year ... 2022 Engine Buyer's Guide This is the second year COVID-19 has affected the aircraft engine market. Unlike 2020, where business was sometimes stopped completely, 2021 was a year not of total stoppages but of logistical slowdowns, and that trend continues. ... Once past factory-new engines, the purchasing process becomes less straightforward, but if the considerations go ... New Four-Stroke Engine for Light Aircraft; Replaces HKS A new engine was debuted at Midwest LSA Expo 2020 for light aircraft from ... The Continental O-200 a Certified Aircraft Engine is rated 100hp@2750rpm and is 201 Cubic Inches = 3,293.8 CC! ... if it can find an airframe developer that wants to use that engine. If the airplane is an Experimental Amateur Built assembly, no approval is needed to ... Is this the future of LSA? Scissortail Aerosport has delivered one G750 in the United States, and a second G750 demonstrator was on display at EAA AirVenture 2024 in Wisconsin. They're currently selling the aircraft in the experimental exhibition category and hope proposed changes to the LSA category will enable them to sell the G750 as a special LSA. Gold Edition VII™ Engine A Power-By-Victor Gold Edition VII™ Engine is designed for the high performance, experimental aircraft builder or manufacturer who wants the benefits of a zero-time factory engine that will perform like a "Power-By-Victor" engine.. We start by taking a "zero-time" factory new Lycoming or Continental Motors engine and testing the engine in our specially engineered load cell for thrust ... British Airways Orders First GEnx Engines for New 787 Dreamliners British Airways currently operates aircraft powered by GE Aerospace's GE90, CF34 and LEAP* engines. *CFM is a 50/50 joint venture between GE Aerospace and Safran Aircraft Engines About GE Aerospace AeroVolare Engines 100% Brand New Prices start at just $27,500 ... fully assembled From 300-350 HP Affordable Experimental Aircraft Engines Better Design! Better Build! Better Economy! [/su_column] [/su_row] We buy all brand new parts from OEM suppliers and assemble them into the complete engine in New London WI, USA. We test run each engine with a propeller ... 2021 Engine Buyer's Guide Engine Buyer's Guide Index. Like everything else, COVID-19 has had its way with the Experimental aircraft engine market in 2020, with repercussions extending into 2021. Nearly every engine manufacturer and rebuilder reported sales stalled last spring when quarantine protocols went into effect. But by summer, business took off. NEW Lightweight Low-Cost 4-Cylinder Aircraft Engine LSA AND FOR EXPERIMENTAL-HOMEBUILT CATEGORY AIRCRAFT. INTRODUCTION. In early 2013, the CEO of a well-known aircraft component company contacted EPI to inquire about the feasibility of designing and developing a clean-sheet aircooled engine to replace the ancient, underpowered, and overpriced Continental O-200. ... Although the power output of ... Garmin announces second quarter 2024 results Schaffhausen, Switzerland/July 31, 2024/PR Newswire - Garmin ® Ltd. (NYSE: GRMN), today announced results for the second quarter ended June 29, 2024.. Highlights for second quarter 2024 include: Consolidated revenue of $1.51 billion, a 14% increase compared to the prior year quarter Fuzzy Control for Aircraft Engine: Dynamics Clustering Modeling An integrated framework for aircraft engines is presented, which consists of three phases: modeling, control, and experimental testing, which accurately approximates the actual engine dynamics in the operation space. This paper presents an integrated framework for aircraft engines, which consists of three phases: modeling, control, and experimental testing. The engine is formulated as an ... Radial and Rotary I monitor market conditions, and when financially viable, additional parts and engines will be produced." New Warners almost came out about two years ago via the Monocoupe aircraft people, but the effort fell through. It's too bad as the 185-hp Warner is a perfect fit for many Experimental aircraft, especially replicas. essay homework paper phd review speech study thesis