A new engine was debuted at Midwest LSA Expo 2020 for light aircraft from Aeromarine-LSA. Paired as it is with a new engine-specific prop, this is a refreshing bit of news for ultralight enthusiasts and other single seat light aircraft lovers.
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.
He quoted an introductory price of $7,500 for Hybird used on Merlin, the somewhat bigger brother to Merlin Lite. Hybird for Merlin includes an engine mount, custom cowl for Merlin, the freshly-developed Aeromarine carbon propeller and spinner, radiator, and all fittings.
“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.
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.
The inventor died of Heart Problems and his son did sell the concept. Sad, Sad, Sad.
Hi David Reich
Thank you so much
for the sad news
Are you sur:… All is finish…?
Claude
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!
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!
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.
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?
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.
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.
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
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).
How many safe hours can I expect for $7,500?
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.
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.
Would love to be able to see this mounted on a Quad City Challenger.
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.
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
Jim:
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.
Dan love your channel and everything your team does for aviation.
That’s very kind of you to say, John. I’ll consider it my first Christmas present. ?
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.
Hi
For reply and goal discuss …
claudehd08@gmail.com
So long
Claude
(France )
I got over 60,000 kilometers on this type Rotax engine on a snow machine, very reliable unit.
Felix: This is not a Rotax brand engine although the Austrian company is very big in the manufacture of motorcycle and snow machine engines.
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.
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.
Will this engine be configured for both the front and rear pusher configuration design?
The VTwin has bearings and mounting for tractor or pusher. It as already been flying on some pusher aircraft for some time now.
Made in China?
F Boyd: Yes, see other comments as well.
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.
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.
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
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?
Great job as usual. Did not see weight.
Dennis: Thanks for the kudos. Weight is stated as 115 pounds with radiator and reduction drive but without exhaust.
Cost?
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.
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.
What about including the exhaust?
Has the Aeromarine 4-stroke been installed on a Quicksilver MX II Sport yet? What is the decibel output compared to the Rotax 582?
Ask the source: Aeromarine LSA
Dan, I want one. Can you Help? Ed Aldridge
Please contact Aeromarine-LSA for more information. Links are provided in the article.
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.
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.
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