Aces High Bulletin Board
General Forums => The O' Club => Topic started by: ozrocker on October 02, 2012, 08:31:31 AM
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Not sure if this was ever posted, don't recall seeing it.
Pretty cool 2/3 scale Mustang maiden flight.
They used a LS-1 Vette motor :rock
Pilot who built did have to make a gear up emergency landing on a road
on a subsequent flight. Not injured, plane not too badly damaged.
http://youtu.be/OjUs6l_7Yfo
:cheers: Oz
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Looks like fun.
Gear drives scare me.
Mustangs do not need the EXPERIMENTAL sticker?
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Yeah right :headscratch: I didn't notice that before.
Didn't even think about that,lol
:cheers: Oz
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Looks like fun.
Gear drives scare me.
Mustangs do not need the EXPERIMENTAL sticker?
This is a 2/3 scale model "kit" or home build, so yes it requires one.
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Gear drive is OUT. That will get you killed. It is a Titan T-51.
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Gear drive is OUT. That will get you killed. It is a Titan T-51.
Guys still use them on Subaru and other engines.
Would need one on an LS-1 engine, otherwise the tips would go supersonic and that would be baaaaad.
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Gear drive is OUT. That will get you killed. It is a Titan T-51.
Nearly all large aircraft engines have some sort of gear reduction driving the prop. I ain't dead yet so it must not be all that bad.
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This is a 2/3 scale model "kit" or home build, so yes it requires one.
The Experimental placard is due to the category in which the aircraft is certificated. IIRC P-51s are Limited category (a category that is no longer issued). Mustangs modified for racing are quite likely Experimental category. B-17s are Limited category, the B-24 I flew was in the Experimental category. Other categories are Restricted, Normal and Utility.
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Gear drive is OUT. That will get you killed. It is a Titan T-51.
Yup, finaly saw the video (and cockpit), it's a T-51. Titans are mostly prefabricated and fall under the ultralight/LSA (one of the restricted?) category - not experimental, my mistake.
The Experimental placard is due to the category in which the aircraft is certificated. IIRC P-51s are Limited category (a category that is no longer issued). Mustangs modified for racing are quite likely Experimental category. B-17s are Limited category, the B-24 I flew was in the Experimental category. Other categories are Restricted, Normal and Utility.
B-17s are still a limited (likely also stop being issued long ago?)? Interesting. I'm pretty sure B-25s are also in the limited category too.
I swear, one day I'll memorize them all. :rolleyes:
Gear reductions should be pretty obvious and are still in good use on older aircraft. Hint: look at the powerplants in spits and mustangs, since their engines are upright, picture about where the bridge needs to be made between the crankshaft in the lower-half of the engine and the center of the prop/spinner.
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The video won't load on my phone but if it has an LS motor it isn't a Titan. It's likely a FEW (Fighter Escort Wings) Mustang which I found quite intriguing a few years ago. The company went TU when I was ready to order some components.
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The Experimental placard is due to the category in which the aircraft is certificated. IIRC P-51s are Limited category (a category that is no longer issued). Mustangs modified for racing are quite likely Experimental category. B-17s are Limited category, the B-24 I flew was in the Experimental category. Other categories are Restricted, Normal and Utility.
limited category aircraft are all ex military aircraft. The category was designed specifically for military aircraft. As far as I know, you can still have your aircraft placed under the limited category as long as it meets it type certificate. However, I don't know if they are still making type certificates for any military aircraft if that's what you meant and not individual aircraft. But then again, when I looked through all the type certificates for warbirds, I don't know if there are any left which already aren't there...
It seems the only two differences between Limited and experimental categories are the maintenance programs and limited aircraft are able to carry passengers and paying passengers through the LHFE program.
Our C-123 is experimental, but I believe the c-123s that were previously flying cargo in Alaska were all limited, however, I'm not completely sure of that.
I Know we can only carry members of our own organization on it. We even had to turn down being the drop plane for the Army Golden Kinghts once because of this when their plane went tech at an airshow.
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Good lord, someone buy that camera man a $200 fluid tripod head. Couldn't finish it, I got seasick.
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Love the sound and the 4-blade just makes it look *right* ..nicely done, thanks for sharin :)
-Frank aka GE
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Nearly all large aircraft engines have some sort of gear reduction driving the prop. I ain't dead yet so it must not be all that bad.
Reduction, like you say, is on every plane nearly. But an auto conversion gear drive is not something I'd like to trust.
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Whaoh, That's pretty cool
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Reduction, like you say, is on every plane nearly. But an auto conversion gear drive is not something I'd like to trust.
This is what I was getting at.
There is a guy in Alaska building the same plane that I am. He is using a Subaru engine. I love the whole setup, right up to the gear reduction box...
http://www.youtube.com/watch?v=YQ14WhtZ2Ck&feature=plcp (http://www.youtube.com/watch?v=YQ14WhtZ2Ck&feature=plcp)
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I personally don't get why people put automotive engines in cars... They aren't built for that type of running and quite often fail.
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I personally don't get why people put automotive engines in cars... They aren't built for that type of running and quite often fail.
A lot of the homebuilt forums that I visit mention the liquid cooling and EFI as the biggest reasons.
Not worrying about mixture might be convenient, but I have had to pull over on the side of the road on more than one occasion due to a cooling system failure.
Overheating at 5000' because a radiator hose blew does not sound like fun to me :noid
Full and half VW engines on the other hand, seem to be OK as they do not require the cooling system or the gear reduction drive. Corvair engines seem to be popular, too.
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Auto engine conversions fpr aircraft have been around since the first combustion engines were available.
Minimizing failures means 'doing it right' .. you cannot just bolt it in and expect an auto engine to perform well inverted ..an such :)
If anything ..these days are a golden age for conversions.
A properly thought out design and a CnC machine can solve any problem areas.
Heck a good machinist can build his own motor from blocks of suitable material.
As for the LS series motors . . you would have to go some to find a better engine.
They are anvils ..just amazing all the way through.
-Frank aka GE
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Auto engine conversions fpr aircraft have been around since the first combustion engines were available.
Minimizing failures means 'doing it right' .. you cannot just bolt it in and expect an auto engine to perform well inverted ..an such :)
If anything ..these days are a golden age for conversions.
A properly thought out design and a CnC machine can solve any problem areas.
Heck a good machinist can build his own motor from blocks of suitable material.
As for the LS series motors . . you would have to go some to find a better engine.
They are anvils ..just amazing all the way through.
-Frank aka GE
Agreed, but...
The biggest issue is reducing the rpm's at the prop.
Having a gear-reduction drive is one more thing to break.
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I remember, way back..
We had a 63 Olds F85 2dr post on the lot..
Was a nice car, had the Buick aluminum V8..
Guy paid cash for it.. Said he only wanted
the engine for an airplane he was building..
I think it was one of these..