Aeromomentum will be the "#1" engine in experimentals! Yep it's a bold statement but when you're the best,,,,, you'll fly right up to the top! Nice airplane too!.
I've been watching Aeromomentum for a couple years and I'm intrigued with the design. I work in aircraft maintenance engineering for an airline and Mark Kettering impresses me as knowing his stuff and applying thorough design and engineering process to his product. There may well be an AM powerplant under my cowl in the future.
Great aircraft, great engine, a winning combo for sure 👍 I talked to both Mark (engine) and Alex (Aventura) at Oshkosh 2019 this year and almost walked away with a kit combo....just a really knowledgeable and professional pair of companies.
That's a lot of pony for a 103. One thing I keep coming back to with engines is direct drive. Instead of geared down to 3000rpm, would it be possible to drive a proportionally smaller propeller directly at say 4500rpm. Looking at 912 engine graphs, the power is around 79HP at 4500rpm instead of 100 but at lower weight and cost without the gearbox. And the fuel efficiency is a lot higher at 4500 so any efficiency loss from more turbulence of the smaller disc might well be completely countered. And I hunch that the higher the airspeed, the less the smaller prop efficiency penalty is. Besides, jet fans run at significantly higher rpm than 4500 so it can't be a completely unworkable scheme. A smaller prop will also enable some aircraft layouts otherwise not possible. Shorter gear or easier pusher arrangements. Less thrust pitching. The main advantage would of course be that we can use automotive style engines directly and free us from any potential reliability issue of addon engineering. We could use a known ultra reliable engine more or less as is. Or any engine. At the around 2000$ price they might have. Good aerodynamic cowling around it should help the smaller prop. And because the efficiency is so much better at low rpm then an ultra sleek plane could become an extreme distance flyer.
Aeromomentum will be the "#1" engine in experimentals! Yep it's a bold statement but when you're the best,,,,, you'll fly right up to the top! Nice airplane too!.
I've been watching Aeromomentum for a couple years and I'm intrigued with the design. I work in aircraft maintenance engineering for an airline and Mark Kettering impresses me as knowing his stuff and applying thorough design and engineering process to his product. There may well be an AM powerplant under my cowl in the future.
Great aircraft, great engine, a winning combo for sure 👍 I talked to both Mark (engine) and Alex (Aventura) at Oshkosh 2019 this year and almost walked away with a kit combo....just a really knowledgeable and professional pair of companies.
dang you still up. get some sleep thanks for your video
Was that a bird strike at 5:53 ?
No, that was a bug on the windshield of the photo plane.
That's a lot of pony for a 103.
One thing I keep coming back to with engines is direct drive. Instead of geared down to 3000rpm, would it be possible to drive a proportionally smaller propeller directly at say 4500rpm. Looking at 912 engine graphs, the power is around 79HP at 4500rpm instead of 100 but at lower weight and cost without the gearbox. And the fuel efficiency is a lot higher at 4500 so any efficiency loss from more turbulence of the smaller disc might well be completely countered. And I hunch that the higher the airspeed, the less the smaller prop efficiency penalty is. Besides, jet fans run at significantly higher rpm than 4500 so it can't be a completely unworkable scheme. A smaller prop will also enable some aircraft layouts otherwise not possible. Shorter gear or easier pusher arrangements. Less thrust pitching.
The main advantage would of course be that we can use automotive style engines directly and free us from any potential reliability issue of addon engineering. We could use a known ultra reliable engine more or less as is. Or any engine. At the around 2000$ price they might have. Good aerodynamic cowling around it should help the smaller prop.
And because the efficiency is so much better at low rpm then an ultra sleek plane could become an extreme distance flyer.
It would not normally be used on a Part 103 ultralight vehicle of 254 lbs.
The Ultralight Flyer
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