NOW we’re cookin’ with gas !! (Pun intended). THIS idea is long overdue … especially if it doesn’t require avgas, uses automotive technology and is upward scalable to a more reasonable power output. The Honda Fit engines produced by Viking in Florida have proven their reliability and lower cost.
I wish them well. Meanwhile, over at the eVaporware Aircraft Factory …
Contrast and compare this description of an experimental program with the recent breathless “we’re PLANNING on certifying our new product in the 3rd quarter of next year” press releases (though unlike THIS release, there IS NO HARDWARE for the “concept “ aircraft.
The idea that a major manufacturer is considering adapting a proven product for a specific market is more exciting that unproven POTENTIAL products from a new company.
The difference? This is a potential development of an existing program that has running aircraft engines—compared to nebulous ideas of something that has yet to fly.
This is news—the other is wishful thinking ?
Last week and for about the 10th time I checked out the crazy little v8 engines that use two 4 cylinder heads from big Japanese sports bikes. A lower powered one makes 350hp at 10k rpm and the whole engine weighs about 230lb. Yup. And I again wondered about a detuned version with cheap OEM parts - by aviation standards - and a decent TBO…
If Yamaha is casually asking the question, I’ll be interested to see what they find.
Not to be a negative Nelly but, I would expect that someone in a corner office on an upper floor might take a look at some numbers. Size of potential market vs liability potential . . . nah, everybody’s talk’n electric anyhow. let’s not.
I feel excited everytime I hear news about a new powerplant for G.A. Per Thomas’s foregong comment - sure many will shut down the endeavour when they look at the market conditions, but even those who decide to press on will likely hit a wall trying to get anything in aviation certified.
Exactly! Imagine if someone were able to successfully develop – from existing proven technology – a gas fueled aviation engine for ‘the masses’ that’d replace the O-320 and O-360 engines at a far more reasonable price and be more ecologically efficient, to boot. Now marry it up with someone able to use modern manufacturing methods and with deep enough pockets to NOT have to mortgage their futures to the Chinese and I believe there IS a US market, and beyond.
Don’t believe me? Go to Airventure – or ANY reasonably sized airshow – and see how many non-pilots are looking skyward and wishing they could do the things they’re seeing pilots do. At the right price and under the right conditions – can you spell "FAA … get out of our way for recreational aviation – this idea is a good one … as Jim Hanson said.
If EAA can somehow get the FAA off of their keisters and get MOSAIC – and more – passed (before most of us are pushing up grass in the bone yards) … the fertile ground for this idea would have a place to grow.
GOOD LUCK, Yamaha. OH … and don’t get sidetracked by any “electron” lovers. Stick to what you know best. I always liked my '71 XS-650.
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That 50 year old parallel twin XS is more sophisticated than most GA engines built today.
Hasn’t Rotax and even Lycoming already looked in to building “modern” O-320/360 replacements already? Not to mention all of the diesel/jet-a engines that are already available.
It’s great that another company is looking to build aircraft engines (even if it seems it’s starting with just ultralight engines), but I’m not getting my hopes up.
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The future of aviation, (if there’s any future at all) is the EXPERIMENTAL Aircraft. Most every new young general aviation pilot I’ve met has figured out that certified aircraft are just too expensive and out of reach. It doesn’t take a very big calculator to figure that out. Yamaha will have little problem finding buyers for a Rotax competitor.
Who knows, they may start an aircraft engine price war ? 
My point was, the O-320 and O-360 engines are the “meat and potatoes” of GA powerplants. Focusing on anything powered by something else would be a much smaller market share.
It’s a darned shame – in this ‘modern’ era of gas fueled engines – that Lycosaur can’t economically build a computer controlled engine variant of those engines. Just look at the difference between a 912ULS and a 912iS. If the price of an overhaul or new O-320 keeps rising … they’ll price themselves right out of existence. Certainly, inflation plays a role but the right engine at the right price would be a winner IMHO. In 1990, I bought a factory new O-320-D2G for $13,500 (one of the engines built for the Piper Cadet). Today, that same engine is approaching $50K. There’s your problem !!
Suzuki beat them to it several years ago. They offer an 800cc water-cooled, fuel+oil-injected 2-stroke, digitally-programmable dual electronic ignition powerplant for the recreational aftermarket. Its peak power (85hp@6000rpm) is de-rated to what’s necessary for my Mosquito XE285 experimental helicopter. The stock recoil starter is replaced by a electric starter and radiator fan. It’s a sweet engine.
This article makes me want to dust off my copy of Top Dead Center. Kevin Cameron’s writing never disappoints.
I like Rotax very much but they are just as expensive as Lycoming/Continental.
A simple engine with 1930’s technology should not cost as much as a Mercedes E Class!
When I’m on my uber reliable Honda Gold Wing cruising hour after hour at high speed effortlessly quietly and efficiently I wonder why this can’t be in an airplane! Apparently Yamaha has the same idea and I like it.
Kevin Cameron is an outstanding engineer and well worth reading his material I agree!