Porsche powered Mooney start up
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- เผยแพร่เมื่อ 15 ก.ย. 2024
- This was filmed at Essendon airport in Victoria, Australia during a Porsche club visit. There are very few of these aircraft in existence after Porsche actively encouraged owners to re-engine them. Read here en.wikipedia.o...
I got to fly a Porsche Mooney once. The company I worked for did major airframe repair and we had repaired one that was damaged in Hurricane Andrew. There was more go, no go items on the checklist than any of the jets i have flown
What do you mean?
The Sound of Classic 911 Turbo 👌🏻
its not a turbo
If Singer wanted to go into aerospace: What about a Mooney M20 PFM reimagined by Singer?
A close friend owned one back in 1989. Loved looking at that plane. Unfortunately I only was allowed to fly his Piper Cherokee 140. LOL
I never got to see one of these in person. Too cool
That engine required the valves be adjusted every 25 hours. I met an A&P mechanic that was getting wealthy traveling to owners and doing the adjustments
This guy had two of them. Not sure how much maintenance was involved.
Flew 3 different examples when they were on the market. No faster than a 201, but engine management was easy!
I'm glad LoPresti wasn't there or it would be called The LoPresti Supreme Star Dream Mooneybeam
Tell me, what eldritch entity do you have to make a sacrificial ritual to in order to get an engine overhaul for that thing? I've been looking to do some dark magic myself, and I need a good lead.
You can't. Porsche disowned the whole thing.
NICE!!
Nice 👍
In those years Experimental Aviation evolves dramatically, but GA frames and engines seemed to be able to keep their 1930's technologies for ever. So the Porsche failure was a heavy blow on our hopes. Sooner or later someone had to bring the things towards the XXI century, it was Cirrus, (and Diamond), now we have the utility machine surrounding the million $. Which is doing great for so many old planes flying and refurbished again.
Massive amount of experimental airplanes fly with the 40s technology air cooled engine. The impediment to the certified airplane world is the high cost of engine certification and a very small aircraft engine market. The benefit of the 40s tech air cooled engine is in its simplicity, and the reason they are still being used and thousands are purchased new every year. Very few of the automotive based engine is sold compare to the legacy engines.
Product liability is responsible for the ultra high prices.
@@av8rshane491 This was in the 80s no longer the case for airplanes. The cost of production is labor intensive and the regulatory tests are high. The price of experimental has been rising as well. The old wives tale must stop.
@@2Phast4Rocket It is great to see a Pietenpol Air Camper with a 2 sq. ft. Ford radiator in front, difficult to make it in a Long Ez.
Lycoming, Continental, Piper or Cessna rested so constable in peace for too long, hiding complacency behind certification processes.
Experimental window was the escape route where Craig Catto, Klaus Savier and many others broke that hostage situation.
@@matiasmerono It is not complacency but rather the high cost of certification. For a business venture, the revenue must be higher than the development cost, include the extremely high cost of certification. Lycoming and Continental had gone down this road previously before they back out due to the negative revenue. A company cannot spend 50 millions USD in certification and expect to sell only 100 engines per year. There is no business case for this. In addition, as much as we like airplanes, the number of new airplanes sold is decreasing. There is really no growth in general aviation, other than student pilots progressing to their professional careers in the airline.
Aircraft car be like☠️☠️☠️☠️☠️☠️
Didn’t sound too healthy in start up
ah the 9/11
😂
Is this Porsche conversion substantially superior to say, 180 hp turbo Corvair engine ?
IDK - the Porsche had more main bearings and in general was more expensive to make.(individual cylinder heads, carbs and whatnot)
Realize Chevrolet made the finest piston engines OF ALL TIME when it ran the Kansas City Government Facility (later called Bendix) for Pratt & Whitney to produce it's C-Series Double-Wasp R2800 radial engines in the 40s and 50s.
[ That may sound controversial. People may think up other pretenders to the title like the miserable little Rolls Royce Merlin, the Bristol Centaurus or Daimler Benz 605 - but us people that REALLY KNOW engines know the C-Series was and is the Cat's Ass Queen Of All Engines ]
Short answer is that the Turbo-Air Six (Corvair engine) had a pretty restrictive cylinder head design. It is always far easier to make NA horsepower with the Porsche engine.
But on the other hand the Corvair had a world class set of connecting rods and crankshaft.
I spent many hours in the 70s and 80s on the dyno marveling at stock-bottom-end units scream away at 130" Hg absolute (that's 50 psi boost for you automobile peasants) and 7 grand making 480 gross BHPs out of 164 cubic inches.
Mike Drop.
@@patrickshaw8595 Tks !
@@xzqzq I wish you would blow a hunnerd bucks and find a copy of "R2800: Pratt & Whitney's Dependable Masterpiece" by Graham White.
One measure it's greatness is that a C-series with 14' 6" Hydromatic prop had 700 pounds of rotating shit - yet it could be bolted directly to the fatigue-prone structure of an aluminum aircraft and never crack it through vibration.
Try THAT with a Merlin or anything else for that matter.
its not a conversion at all.... its a proprietary liquid cooled engine that was developed for this airplane