April 13, 2015
“I wanted to inform you I purchased a Rans S6-ES with an Aero Cam 100 hp engine.I have had no experience with this engine but I had to let you know I was blown away by its performance and reliability.I flew the plane from Lima,Ohio to Burgaw,NC on Saturday,April 10th.Constantly monitoring
the gauges in it nothing changed except the coolant temp which went from 160 degrees until I crossed the mountains to 180 degrees when I flew into much warmer weather.The oil temp stayed constant.The oil pressure stayed constant. I can not say enough about how well this engine performs, however anyone I talk to I will definitely tell them to buy your engines.”Incredible performance”.One question.The plane
has a Warp Drive 3 blade prop.Would an IVO prop perform as good?Which one would you recommend-IVO medium 3 blade or IVO Magnum 3 blade?Please keep up the integrity and quality that you put into your engines.”
Daniel del Rosario
April 16, 2004
“Hello. My name is Daniel del Rosario from Lanzarote, Canary Islands. We’ve talked more than a year ago. Now my gyrocopter’s CAM125 has reached 300 (hours). I’ve punished it many times due to school flights and it’s wonderful how it performs. It’s like new.
I wanted to know if there’s extensions of time between maintenance peroids or some changes. Remember that my CAM125 has a Mikuni carburator. Can it be harmful for the life of the engine compared to fuel injection?”
Reply from Bob Masters of Firewall Forward Aero Engines
“Thank-you for bringing us up to date on your CAM125. It is always pleasing to hear people tell us how well their engines perform. This is, as you know, particularly so when the aircraft is a gyrocopter.
There is nothing to be concerned about using a carburator instead of fuel injection. We have tested different carburators including Mikuni and have found virtually no difference to report. The service periods are the same in either case.”
February 15th, 2001
” After considerable research, we decided to purchase and install a CAMDrive 500 gear reduction drive in our F.E.W. TP-51D Mustang. It is mated with a Chevy ZZ3 350 engine and a MP prop.
The CAMDrive 500 gear reduction drive has performed flawlessly. Bob Masters and Al Wilson have always been available and very co-operative in answering all of our questions. With their unit up front, we can relax and enjoy the wonderful performance of our Mustang.”
Gary Tallman – Four Seasons Aviation, Inc.
October 31, 1995
“I have just started flying my Merlin GT kitplane after the FAA sign off and now have seven hours on the CAM 100 motor in the air. The Merlin GT and CAM 100 are a perfect combination. The CAM 100 motor is everything you advertise and more! My Merlin just about jumps off the ground, what a smooth running powerful motor. I am using a Warp Drive three blade prop set at 12 degrees and am getting over 1000 FPM climb with ease. The motor was extremely easy to install and wire in my plane and being able to use car gas is definitely a big plus.
I also like being able to use a small heater core and fan for cabin heat, yesterday it was 28 degrees and I flew without a coat or gloves, in fact I was cycling the fan as it was getting too warm in the cabin! No worries about carbon monoxide from the heater either. Flying in Minnesota is going to be fun this year, I can’t wait for the lakes to freeze up so I can get in some good ice fishing!
I would highly recommend the CAM 100 motor to anyone who needs a powerful, smooth running reliable motor for their aircraft.”
July 24, 1997
“I have over a hundred hours now on my CAM 100 in my Merlin kitplane and I have to tell you how extremely happy I am with my motor.
Easy starting, in all weather conditions, smooth running, powerful, and especially the economical fuel burn. I average 3.5 to 3.6 GPH, that includes startup, taxi, take-off, and cruise.
I would recommend the CAM 100 to anyone who is looking for a 100 hp motor for an aircraft.”
Alan L. Daniels – VCR Specialists
The Kitfox now has over 230 hours on it in just the first summer. Every pilot that flies it is amazed that there is almost no vibration, and at the excellent power and torque of the CAM 100. I can’t even mention fuel burn without fear of verbal abuse from the other pilots. When ease and cost of installation, ease and cost of maintenance, reliability, fuel burn, and real power and performance is considered, nothing else even comes close.
March 16, 2001
N961AL is running much better with the new coils. It starts easy and runs stronger than before. I think the coils have also reduced fuel burn slightly. I have pitched the prop so I get about 4900 RPM static. It seems the more I pitch the prop the better I like it. I now cruise at between 105 and 110 at 4700 to 4800 RPM and burn about 3.5 GPH. NOT BAD AT ALL. Also it should be noted that the lower RPM does not seem to hurt my takeoff or climb much. In a “normal” direct drive engine you can feel and hear the engine loading and slowing when you pitch the plane up and it slows down, but with this engine the torque is such with the reduction drive that you do not notice and loading or slowing. Max speed is 125MPH and the RPM’s only go up to 5200, so you can see that I can olny pickup 300 RPM from static to 125 MPH.
We now have 425 hours on the engine with no problems with the engine or reduction drive. With the price of gas and especially 100LL and the price of parts for aircraft engines (It cost me $6,000.00 just for new cylinders for my Arrow – no labor – just the new cylinders) there are a lot of people wishing it was their plane. I figure it cost me almost nothing to fly, so we fly whenever we want.
May 28, 2003
We are at 600 hours now, and it is running better than ever. One of my boys took the plane up to 14,000 feet, and was still climbing at 200 fpm but had to stop as he had no oxygen.
I flew chase with my Kitfox Vixen following our build groups new Model 7 with the Rotax 912S. I have a lot of extras in my plane including a 40 pound BRS system, and I was still able to almost keep up with him in the climb – Due to the weight difference he was climbing steeper than was my best rate – but I had him by 15 MPH on the top end. I think when we repitch the prop on the 7 we will be close in overall performance. I am pitched for cruise.
Robert (Bob) Henderson
February 18, 1998
“I am sure you will be pleased to know that we now have approximately 350 hours on this installation in a SnoBird gyroplane. As you know gyroplane operation requires fill throttle on a nearly continuous basis. We have had no mechanical problems and the engine seems stronger than ever. We sincerely appreciate your immediate response for questions and the upgrades that you have provided.”
April 30, 1999
Excerpt from a letter from Capt. Sivaraman, a 747 captain with Malaysia Airlines, after a student pilot made a heavy landing in his Merlin Aircraft.
“What an awesome engine you’ve got in the CAM! I just returned back from the (air) strip and carried out your instructions. A complete and thorough visual check was carried out on both the engine and airframe. The airframe had but little damage to the landing gear. That’s a strong point of the Merlin which is optimistically called the Jeep of Kitplanes. I agree. The engine… amazed us. Strong as a John Deere.”