airplane engine
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From: Houston TX
airplane engine Last edited by blakester; May 3, 2005 at 06:47 PM.
When I first clicked over and looked I was going to post something about how small planes usually don't have much power - then I realized what the hell it had bolted in there!!
From that site:
Engine Type GM Corvette LS1/LS2/LS7(!) V8
Turbo System Normalised to sea level @ FL30
Cockpit Pressurisation Sea level @ FL30
Engine Cubic Capacity 5.7 Litre (7 Litre for the LS7)
Fuel Burn @ 65%-300 HP 13.5 Gal/ Hour.
Engine Weight, wet with turbo 480 lbs.
Gearbox reduction Ratio, standard 1.385:1
It's been a while since I've talked planes with anyone, but if I remember right EVERY SINGLE PART has to be FAA approved, certified for flight - right down to the nuts and bolts and washers.
Not sure anyone would really want to pay for THAT inspection process!!
From that site:
Engine Type GM Corvette LS1/LS2/LS7(!) V8
Turbo System Normalised to sea level @ FL30
Cockpit Pressurisation Sea level @ FL30
Engine Cubic Capacity 5.7 Litre (7 Litre for the LS7)
Fuel Burn @ 65%-300 HP 13.5 Gal/ Hour.
Engine Weight, wet with turbo 480 lbs.
Gearbox reduction Ratio, standard 1.385:1
It's been a while since I've talked planes with anyone, but if I remember right EVERY SINGLE PART has to be FAA approved, certified for flight - right down to the nuts and bolts and washers.
Not sure anyone would really want to pay for THAT inspection process!!
Holy crap - more from that site:
With that weight and that engine I don't think the guy needs to bolt the wings on!!
The new Corvette C6 will come with a new version of the LS1 with a dry sump oiling system, the LS7. Power output is way up to 500 hp, yet it makes 385 ft lbs of torque at 1600 rpm, and 485 ft lbs at 4400 rpm. When it finally becomes available, I'll take a good look at it and see if the dry sump is worth using in this application instead of my system, GM can certainly do it cheaper that I can through mass production, and another 150 hp, and 15 lbs lighter is great news. It's geting the power to weight ratio up really high, the empty weight should be around 1080 lbs, so this is about 2.5 lbs per HP. Don't know if I'm brave enough to put one of these engines in it, but someone will want to I'm sure.
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From: Monroe, SD
Originally Posted by 01ArcticSS
When I first clicked over and looked I was going to post something about how small planes usually don't have much power - then I realized what the hell it had bolted in there!!
From that site:
Engine Type GM Corvette LS1/LS2/LS7(!) V8
Turbo System Normalised to sea level @ FL30
Cockpit Pressurisation Sea level @ FL30
Engine Cubic Capacity 5.7 Litre (7 Litre for the LS7)
Fuel Burn @ 65%-300 HP 13.5 Gal/ Hour.
Engine Weight, wet with turbo 480 lbs.
Gearbox reduction Ratio, standard 1.385:1
It's been a while since I've talked planes with anyone, but if I remember right EVERY SINGLE PART has to be FAA approved, certified for flight - right down to the nuts and bolts and washers.
Not sure anyone would really want to pay for THAT inspection process!!
From that site:
Engine Type GM Corvette LS1/LS2/LS7(!) V8
Turbo System Normalised to sea level @ FL30
Cockpit Pressurisation Sea level @ FL30
Engine Cubic Capacity 5.7 Litre (7 Litre for the LS7)
Fuel Burn @ 65%-300 HP 13.5 Gal/ Hour.
Engine Weight, wet with turbo 480 lbs.
Gearbox reduction Ratio, standard 1.385:1
It's been a while since I've talked planes with anyone, but if I remember right EVERY SINGLE PART has to be FAA approved, certified for flight - right down to the nuts and bolts and washers.
Not sure anyone would really want to pay for THAT inspection process!!
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From: Lewisville, Texas
Your correct, that A/C will be classified as experimental, he probably couldn't afford to have it FAA certified, that's an extremely expensive process.
Originally Posted by AAron
im pretty sure that if it isnt FAA approved then it gets labeled as Experimental.
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HOLT ****.
I remember like two years ago, a guy was posting on LS1.com about an experimental header setup that he was planning on running on a kit airplane. People were throwing a few things out there, but for the most part, they were clueless on advice.
But holy crap, that engine is going to have to sustain a consistent 3500-5000 RPMS for operation. Usually Cessna engines are a horizontally opposed steel mills that generate about 95ish HP at 2300 RPMS. However, for that thing to operate as an airplane engine, the engine will be subjected to RPMs or 3500-5000 RPM for sustained consistent periods of time.
I will be really impressed with that.
I remember like two years ago, a guy was posting on LS1.com about an experimental header setup that he was planning on running on a kit airplane. People were throwing a few things out there, but for the most part, they were clueless on advice.
But holy crap, that engine is going to have to sustain a consistent 3500-5000 RPMS for operation. Usually Cessna engines are a horizontally opposed steel mills that generate about 95ish HP at 2300 RPMS. However, for that thing to operate as an airplane engine, the engine will be subjected to RPMs or 3500-5000 RPM for sustained consistent periods of time.
I will be really impressed with that.
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Originally Posted by Elite_Hot_Rod
Your correct, that A/C will be classified as experimental, he probably couldn't afford to have it FAA certified, that's an extremely expensive process.
I don't think he would have to have it FAA certified unless he was planning to mass produce it.
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From: Lewisville, Texas
Yes that's correct, he will have it registered as experimental unless he plans on mass producing it but they are extremely hard to sell when classified as experimental because of the liability issues. It ought to make great power but that raises other issues with the mounts. I worked on a Glass Air with the guy who built it, that plane had an TGIO 540( turbo charged, gear driven opposed 540 CID) in it and it had engine mount issues constantly, they make so much torque the tubular frame can't handle it and they break motor mounts left and right. They are fun to fly, they're very fast and manueverable but not a real stable flight platform with the short wings.
Originally Posted by LS1vazquez
I don't think he would have to have it FAA certified unless he was planning to mass produce it.
Badass little airplane. Remember though, it will make HUGE power down here at sea level, but up in the clouds altitude will play a huge role in reducing that power production. I heard thats why they went with the turbo setup on it...
Originally Posted by Stang Man
Badass little airplane. Remember though, it will make HUGE power down here at sea level, but up in the clouds altitude will play a huge role in reducing that power production. I heard thats why they went with the turbo setup on it...
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From: Monroe, SD
Originally Posted by Elite_Hot_Rod
TGIO 540( turbo charged, gear driven opposed 540 CID) They are fun to fly, they're very fast and manueverable but not a real stable flight platform with the short wings.
oh and the short wingspan is for manuverability. acrobatics.
i got to fly in the Raven back in '98 at reno, Wayne is a friend of my dads, and man you talk about unstable, it moves before you think about moving the stick.
fun as all get out 
