Amazing Turbine Powered Murphy Moose Beast
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- Опубликовано: 14 июн 2023
- Turbine Motor Conversions (TMCX) and Cascade Aircraft Conversions, LLC (CAC) transform the already capable experimental Murphy Moose "back-country" aircraft into a Beast! Yesterday's radial headaches involving continuous maintenance, oil leaking everywhere, lack of performance especially at higher altitudes and questionable reliability are a thing of the past.
All of the old reciprocating engine options are replaced by the Pratt & Whitney (PWC) PT6A-20 550 Shaft Horsepower Turboprop engine. PWC turbine engines are recognized worldwide for their unbelievable reliability. Pratt’s engine really delivers on the true design intention of the Murphy Moose - easily and more safely haul a load of people and gear into and out of difficult landscapes. Those who fly their Moose often or exclusively off of water will really appreciate the massive performance boost.
The owners of Turbine Motor Conversions have vast experience with turbines and requirements for aircraft performance via their years of agricultural crop spraying. Cascade Aircraft Conversions, LLC has provided the agricultural aircraft industry with turbine conversions and performance upgrades for decades. This collaboration has created one of the most amazing duplicatable transformations in the experimental aircraft category - the Turbine Murphy Moose “Beast.”
For inquiries regarding the Turbine Murphy Moose, please contact:
TMCX - Ken Meines @ 509-432-1442.
To contact Cascade Aircraft Conversions, LLC, please call 509-635-1212. 
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As a fellow M-14P powered Moose owner, I am getting well and truly fed up with being covered in oil.. this is inspiring.
It won’t be inspiring for your wallet lol
Also not inspiring to the wallet: $20K - $30K to go retrieve the Murphy Moose with the M-14 that decided to consume over 6.5 quarts of oil within 30 minutes of take-off and begin a spiraling climbing temperature to overheat even with power cut and descending. The extra adrenaline and heart rate while eventually emergency landing on a gravel road in SE Montana just as the chip detector light comes on - Priceless (like the Visa commercial.)
Love the sound of a turbine not to mention the lower cost of Jet A...
Yeap, when i see the nose to firewall (wings also), similliar to PC6 😊
Definitely no reasonable way to depart from the general profile of a turbine-powered aircraft. Although lighter per unit of power output, these longer turbines are often dramatically longer than the recip powerplants to be replaced. It can present a W&B challenge for sure when finalizing the conversion design.
@@cascadeaircraftconversions thanks for detail explanations, i do agree with that
Awesome and beautiful!
BadA$$!!!💪🏼😎
Mini Pilatus Porter. 👍🏻
Good Analogy! Although this Moose can't haul as much as the larger aircraft, it essentially has the same SHP as the larger plane with faster cruise, etc. In the hands of experienced and good pilots, the extra power-to-weight ratio can be considered valuable insurance in difficult unexpected flying conditions.
Awesome
I just met a crop duster guy in Coeur d Alene who is doing this conversion on a moose
That would be Ken Meines of TMCX (Turbine Motor Conversions) who is the primary contact for these. Cascade Aircraft Conversions LLC is just the R&D Engineering & Production support for TMCX. The one in this video was the first and we now have a second in the hangar getting transformed by TMCX (and CAC.)
Like a mini Porter!
Good Analogy! Although this Moose can't haul as much as the larger aircraft, it essentially has the same SHP as the larger plane with faster cruise, etc. In the hands of experienced and good pilots, the extra power-to-weight ratio can be considered valuable insurance in difficult unexpected flying conditions.
Can you run off road diesel in the PT6 ok? That would help a bit on the fuel price....
Apparently it's theoretically possible but there are many challenges and not recommended - The PT6A-20 is ignitor (spark) driven which Jet A is designed for. Diesel has higher oil content and is intended for compression ignition (no spark). Although there was no mention of the modifications applied, I read about an AG operator running a PT6A-34AG on diesel and apparently the quantity of smoke produced was quite intense and there were doubts about the long-term effects on engine integrity. PWC does allow the PT6A-20 to be operated on all grades of avgas for up to 150 hours per overhaul cycle (essentially in an emergency.) I've read about some operators adding lubricant (oil) to avgas to help ensure lower impact on the long-term PT6A maintenance/overhaul program. Being a bush plane, it's good to know you have at least one alternative option in a pinch.@@jimgolden9666
@@cascadeaircraftconversionsGood stuff! Don't laugh too hard, but I'm looking at converting a Duramax with a PSRU with a huge fly wheel to soak up the spikey power pulses and swing a prop. Would like to ground run it for six months before actually building a plane around it. I was looking at something similar to a Helio Courier...which is pretty similar to your Moose but with slats. I've got all the data that Dr. Koppen used in the 40's to design the Helio. Because the engine is heavy, it'd end up looking more short coupled, like a Beaver, but if the power pulses could be tamed down to not destroy a prop (I was thinking two big helical gears, rather than spur gears, to dampen more as well as make the thrust of the gears pull toward the engine to offset the thrust of the prop), I think it could be a pretty neat bush plane that would run on off road diesel, on road diesel, or Jet A. And it should be cheaper than a turbine.
All that being said, it's hard to beat a PT-6! You guys did a great job with this!
Thank you for the praise and your project ideas - which are always welcome. For one example of a diesel-powered working aircraft, (if you haven't already) see the twin-turbo V12 diesel on an Air Tractor - ruclips.net/video/8zykwnETUlk/видео.htmlsi=_cvx0LAH70DP92-M . It's a cool concept and we once even took a casual look at getting involved in similar projects. But with the ever rising cost of that particular "aircraft grade" diesel and the AG industry demand for larger aircraft (needing far more power,) we didn't see a good ROI on navigating FAA time/cost issues for smaller aircraft (c'mon - FAA guys are required to actually go into the office at least once a week ;)
Your keep-it-more economical approach is a great idea if it could be pulled off. However, that V12 AG bird doesn't have to perform at any real altitudes, so high-altitude temperature issues are not an issue for the diesel fuel (an issue that has contributed to lack of diesel recip. solutions in the aviation world.) Unfortunately, the AG world (at least in N America) has psychologically forever left the recip. engine world behind - deeming any/all solutions too unreliable for their commercial use.
One of your biggest challenges that would likely dramatically increase the realistic cost of the project is the PSRU. We have seen some fantastic working conversion ideas out there that have ultimately experienced reliability issues with "add-on" gear-reduction units. Getting a "aviation-grade" PSRU designed and built for that application might prove challenging to say the least.
One of the huge factors for Ken @ TMCX choosing the PT6A-20 was the decades-proven reliability of not only the powerplant itself, but its aviation-designed and produced (built-in) reduction unit. Many don't realize that the gear-reduction section in turbine turbo-props is likely a large portion of the value of the engine. For the experimental market's low-hour usage, the "relative" low cost of heavily-used but still quite reliable -20s, and the uber-dependable turbine - this solution definitely made the most sense despite the somewhat steep fuel costs.
I love the idea of diesel power as much as you do - especially the versatility and economy. With the serious advancements in electric-motor driven vehicles like EVs and hybrids, it surprises me that few have explored power with a diesel-electric solution for land or maybe even air. I wish you the best in possibly transforming your ideas into reality. Aircraft conversion work is very rewarding indeed.@@jimgolden9666
Jezz-us. That lifted off like a helicopter.
Now get slats
So much want
Get in Line! 😅
Top Speed?
The PT6A-20 easily pulls this T-Moose along at the edge of the yellow IAS of 160 mph all day long under any and all density altitude conditions with very low power/torque settings - I believe Ken said in the 50-60% range. More importantly while doing so, the -20 stays nice and cool and ever-so-smooth and reliable.
Nice and modern but one’s a baby Beaver and the other a Porter Puppy. No points for originality.