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Narrabeenrick

aeromomentum aircraft engines?

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Hi guys

 

Anyone got an opinion on these engines? Aeromomentum aircraft engines Anyone seen one /got one ?

here is the website

Aeromomentum Aircraft Engines, LSA, Experimental, Airboats, Aircraft Gearbox, 1500cc, 117hp

and here is a youtube link

https://www.youtube.com/watch?v=xWOj5_0DoQI.

Cheers

Rick

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No experience but they look nice.

I like the fact there is plenty of info. Parts list with pics and prices.....

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Found another video that explains a bit more

 

And I found this bit from another forum here is the copy /paste

"The complete package includes Prop, wiring harness, exhaust, ECU, EIS radiator and mounts. The AM1500 runs $12,599. We can customize the package to delete any of the items you don't need or want to custom build yourself. The engine produces 117HP at 6100 RPM ( 3 blade 72 inch prop) cruises around 5100 rpm depending on prop. It has a conservative 1500 hour TBO, with a replacement cost of $2800. That is not a rebuilding, that is a brand new long block from Suzuki ready to bolt your accessories on."

here is the page

SE 5A, Airdrome Aeroplanes SE5A WWI replica fighter experimental aircraft kit - Page 3

 

Am I reading this right that when it comes time for an overhaul you just buy a new block? What a cheap way to do it.

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Am I reading this right that when it comes time for an overhaul you just buy a new block? What a cheap way to do it.

 

Research and you will find G13's have a cult following worldwide and are modified to all quarters. My point is there are quite a number of Suzuki specialists around who will rebuild them for you at a reasonable cost in Australia.

 

And by "reasonable cost", I mean by automotive standards, or in other words, "very cheap" by aircraft standards.

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Great video.

 

I really like the look of this engine. Only three flying so far though.

 

It will be interesting to hear how they go, when there are plenty more airborne and they are passing the 500, 1000, 1500 hour marks.

 

Only single ignition though, didn't they say, although they quote a 20,000 hour failure rate. (compare to 600 hour failure rate for magneto).

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Research and you will find G13's have a cult following worldwide and are modified to all quarters. My point is there are quite a number of Suzuki specialists around who will rebuild them for you at a reasonable cost in Australia.

 

And by "reasonable cost", I mean by automotive standards, or in other words, "very cheap" by aircraft standards.

 

Yes but in you words " rebuild them" his words "That is not a rebuilding, that is a brand new long block" Not the same thing, is it ?

Cheers

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Yes but in you words " rebuild them" his words "That is not a rebuilding, that is a brand new long block" Not the same thing, is it ?

Cheers

 

I'm just mentioning that there are a number of alternates if one owned one of these.

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hi this will gain popularity if there is local marketing dealer for sales parts etc an ignition up-garde to dual spark sys would be advantageous would certainly give jabiru / rotax a run for their money if all were on a level playing field

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I remember the last time I encountered a dud plug , 1982, A bloke had fitted BP5ES's to a Kwaker 900. Since then ? none....Dud ignition? 1996 in a 750 Katana, one pick up coil went bad...Still ran, but went onto 2 cylinders at low rpm... I can live with one ignition and single plugs.

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I have experienced plug failure at very low hours. D9EA in a Jab engine. Broke down at about a couple of hours. if they get past the first few hours they should go a couple of hundred. But with single ignition a failure would not be funny on take off.

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But with single ignition a failure would not be funny on take off.

 

There's no evidence or statistics to suggest one would. Modern ignition failures, extremely rare, usually show symptoms of either initial hard starting or just suddenly won't start, they do not 'just suddenly stop' while running.

 

I had a Yamaha 250 I rode to work every day that at least once a week wouldn't start after multiple crankings. I had to take the battery cable off and on the send a jolt to the ignition ECU and then it would start, but in 2 years I had it (Logan City to Wooloongabba daily) it never stopped while running.

 

People should concentrate more on fuel management that kills on take off rather than worrying about very obscure (modern) ignition failures.

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Sales of coils for honda small engines is strong

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I just received adaptors to fit car plugs to my 0-200, I'll let you know how it goes

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What I was saying was that it is not unknown for a very new plug to fail. With only one plug per cylinder, if that happens your power is way down at take off.

I will look forward to your putting car plugs in an O-200. What plug will you be using? Is it magneto spark?

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I have had one cylinder of a Continental 0-300 fail due a lifter malfunction. The C-172 wouldn't climb with one cylinder out and only 2 POB. The twin spark is there for reliability but the engine doesn't like having only one plug operating as it's effectively setting the ignition retarded for that cylinder and it get too hot on full power. If you can keep it rich and reduce the power to cruise or a bit lower than normal it's usually safe to run it . I wouldn't set out on a long trip after that happened though . Why tempt fate? but it's not a panic situation to do a normal circuit and land, and have it rectified as you would if you noticed it at the preflight engine run up stage. Some magneto failures run rough till you isolate one magneto completely. Know your motor.Nev

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The AM1500 runs $12,599.

 

The problem is converting that to an "in the aircraft and running" price.

Convert to aussie dollars, plus gst, plus shipping all starts creeping up towards a new Rotax price.

When you get to within 5 thousand or so of a Rotax, is it worth the risk?

Most keen pilots would get 100hrs a year. So 20 years to tbo on the Rotax plus running "on condition" could mean 30 years if all is well.

 

Schools, hire/training orgs and high use individuals would really get the most benefit from the cheaper rebuilds.....

But then you need a 24 aircraft......Most of these are Rotax powered....

 

My opinion is anyone making engines, really needs to get multiple airframe manufacturers onboard to be successful.

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I was rather surprised to price a new Rotax at $25,500 for the UL 80hp and $31,000AUD for the ULS 100hp.

 

That may be minus some accessories, delivery and of course, installation.

 

Ouch!

 

Not surprising many may be looking for reliable alternatives.

 

I would prefer dual spark plug per cylinder though.

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Most of the developmental costs would be well covered by now with those motors. A fairly low rate of production is the only excuse for those prices. As for competition many have tried and most have failed. A lot of fairly successful engines have persistent faults but the environment they operate in is harsh with varied and often little inspection and care. Many sit for weeks out in the open not used. Nev

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Ouch! $31 000 for a uls. That changes the context of my previous post a bit and makes these (auto) engines more appealing for sure.

Is there really no end to Rotax taking the p!ss out of buyers.....?

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