That must be one of those Jap-Talian jobs.
Anything can be done; getting it to work well is another thing entirely.
It will be interesting to see how it performs. It doesn’t look like he moved the rotor head to compensate for all the extra weight out back.
It will move into another aircraft weight category now.
I wish him well in his testing.
Thank you, Vance
Right, but it looks like a Magni......anyhow, yes it can be done, and has been done by many in the past, there was no disputing that.....But is he going to manufazcture and sell that set up?
Wasn't that the original question? a production gyroplane with a subaru?
Thought we had all that straightened out until we found out Sportcopter II was not going to use the soob.
It is easier to prototype something than going with it in to production line.
Availability of items is key on choosing what to use.
I believe the Sportcopter II is now fitted with a Lyncoming engine one would guess it could take a Subaru too but...
The SCII has been flying for two years with the Subaru 2.5, and was only recently refitted with the Lycoming IO360. Part of it was lack of a vendor for reliable Subaru conversions that met their advertised specs, but the big reason was market demand. When the machine was displayed at EAA AirVenture in 2007, the people with the resources to consider buying one saw the Subaru powerplant and suddenly were no longer interested.
If you have the tools and experience to blueprint a Subaru with the needed upgrades, there's no doubt you can create a reliable aircraft powerplant. But unless you're a homebuilder on a budget, there's no compelling reason to do so. Auto conversions will always have their reputation defined by the 90% that wind up with issues. Rotax, Lycoming, Continental all offer purpose-built aircraft engines that can be bought off-the-shelf with good track records and warranties. If you're building it for yourself, go for it. If you're building it to sell in volume production into the aviation marketplace, use an aircraft engine.
One more on the wanna be gallery.
Many good gyros have been made in the 8 years I have been around.
Still the problem remains: no interface with manufacturers, no standard training, no repair parts, poor maintenance.
We have at least 3 great single seaters and 3 doubles to market. The prices keep going up like their made of gold and diamonds.
The entire gyro movement is turned inwards with very little to none recruiting.
I did fly a couple of very good traveling machines. During my training speeds over 95 mph were common and I saw over 110 several times.
No project is ever considered finished, builders have no marketing skills at all.