LS1 in a Moose on behalf of Steve Bowley
Posted: Sun Feb 19, 2012 4:26 pm
I have noticed some discussion regarding the LS engine in a Cessna. I saw
that when it first came out several years ago while I was building my Moose
with a LS 1. I was hoping that when my project was finished that I could
have a reliable aircraft with a cost effective, high performance engine that
would perform as well as a Moose with a M-14. I don't have many hours on
the plane yet to claim reliable, but I have enough hours to claim that the
climb performance is similar to the M14 and the cruise is 125 kts at 21
inches of manifold and 2100rpm at the prop [engine rpm 3800] burning 10-11
gal/hr of auto fuel. I only have 50 hours of flight time on the plane and
hope to get a lot more.
My firewall forward [ engine, mount, cowl, exhaust, all accesories, psru,
computer, radiator] cost $26000 plus shipping. I purchased a 3 blade MT
electric prop for $12500 because it allowed me to use the psru without a
governor and only weighed 55 pounds. The prop was pitched at the factory to
require 350HP to turn at 2500 prop rpm and 4500 engine rpm. The engine at
full throttle turns the prop at 2500rpm which means I am getting 350 HP at
take-off.
I haven't been able to measure my ground roll, but with me and 60 gal of
fuel I estimate it to be in the 350- 450 foot area. I am not too sure of
this at present, but will try to get a better measurement in the future.
My plane weighs 1906 empty. In looking at the M14 empty weights they seem
to come in at any where from 2100-2300. The empty weights for the 300HP Lyc
come in at 1850-1950. So, the concept of auto engines in the MOOSE being
too heavy don't appear to apply. No doubt this engine in a smaller airframe
may not work. At my FAA inspection, my CG came out to be exactly at the
forward limit and with any load addition, it will stay within the CG.
The cooling did present a problem intially, but with ongoing R&D I have the
temps under control. When I was flying in September with OAT of 110F, the
water temp was 200F and the oil was 210F. Now with OAT of 50-70F, the water
runs at 180F and the oil at 160. In the first 50 hours of operation I have
added 2 quarts of oil and I changed the oil at
25 hours. The first quart of oil was added because of a leak of the front
seal which was replaced at the cost of $3.00 and labor.
Presently, the plane will be VFR on wheels and no plans to use floats even
though I installed the float attach points. All the published mods have
been done to the airframe and a Dale Fultz tail spring was used. I have to
say if anybody has a opportunity to use this tail spring, I wholeheartedly
endorse it because it works great in absorbing my not so perfect landings.
I agree that if I had purchased a Lyc or Cont engine, my build time may have
been shorter and I certainly have had some unique problems while getting to
this point in this project. The problems have not been insurmountable, all
you need to continue is time and money. In spite of my problems, the use of
the LS1 and the expense of the MT prop cost me less than a new or factory
reman 300 HP Lyc or Cont engine without the accessories, mount, cowl,
governor, and prop.
I have been flying at every free moment and have modified the cowl during
the test flights, so I haven't been able to paint the cowl. Some rainy day
in Phoenix, I might have time to finish prepping and painting the cowl. I am
waiting until I get the cowl painted to send pics to the Moose website to
document that it is done.
Obviously, I don't have that magic number to prove it is reliable and would
suggest that anyone considering the same type of endeavor do their homework
thoroughly. This has been a huge project and I have made every effort to
ensure that it will be successful. Most of the joy has come with flying and
has made the many thousand of hours working evenings, weekends, and
vacations seem to be worth the time. This plane, like any plane will be
subject to continous inspections and modifications in order to keep it
airworthy. I hope that I can give the readers of this server an update in
the future, hopefully with continued success.
Steve
Moose/SR #99
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that when it first came out several years ago while I was building my Moose
with a LS 1. I was hoping that when my project was finished that I could
have a reliable aircraft with a cost effective, high performance engine that
would perform as well as a Moose with a M-14. I don't have many hours on
the plane yet to claim reliable, but I have enough hours to claim that the
climb performance is similar to the M14 and the cruise is 125 kts at 21
inches of manifold and 2100rpm at the prop [engine rpm 3800] burning 10-11
gal/hr of auto fuel. I only have 50 hours of flight time on the plane and
hope to get a lot more.
My firewall forward [ engine, mount, cowl, exhaust, all accesories, psru,
computer, radiator] cost $26000 plus shipping. I purchased a 3 blade MT
electric prop for $12500 because it allowed me to use the psru without a
governor and only weighed 55 pounds. The prop was pitched at the factory to
require 350HP to turn at 2500 prop rpm and 4500 engine rpm. The engine at
full throttle turns the prop at 2500rpm which means I am getting 350 HP at
take-off.
I haven't been able to measure my ground roll, but with me and 60 gal of
fuel I estimate it to be in the 350- 450 foot area. I am not too sure of
this at present, but will try to get a better measurement in the future.
My plane weighs 1906 empty. In looking at the M14 empty weights they seem
to come in at any where from 2100-2300. The empty weights for the 300HP Lyc
come in at 1850-1950. So, the concept of auto engines in the MOOSE being
too heavy don't appear to apply. No doubt this engine in a smaller airframe
may not work. At my FAA inspection, my CG came out to be exactly at the
forward limit and with any load addition, it will stay within the CG.
The cooling did present a problem intially, but with ongoing R&D I have the
temps under control. When I was flying in September with OAT of 110F, the
water temp was 200F and the oil was 210F. Now with OAT of 50-70F, the water
runs at 180F and the oil at 160. In the first 50 hours of operation I have
added 2 quarts of oil and I changed the oil at
25 hours. The first quart of oil was added because of a leak of the front
seal which was replaced at the cost of $3.00 and labor.
Presently, the plane will be VFR on wheels and no plans to use floats even
though I installed the float attach points. All the published mods have
been done to the airframe and a Dale Fultz tail spring was used. I have to
say if anybody has a opportunity to use this tail spring, I wholeheartedly
endorse it because it works great in absorbing my not so perfect landings.
I agree that if I had purchased a Lyc or Cont engine, my build time may have
been shorter and I certainly have had some unique problems while getting to
this point in this project. The problems have not been insurmountable, all
you need to continue is time and money. In spite of my problems, the use of
the LS1 and the expense of the MT prop cost me less than a new or factory
reman 300 HP Lyc or Cont engine without the accessories, mount, cowl,
governor, and prop.
I have been flying at every free moment and have modified the cowl during
the test flights, so I haven't been able to paint the cowl. Some rainy day
in Phoenix, I might have time to finish prepping and painting the cowl. I am
waiting until I get the cowl painted to send pics to the Moose website to
document that it is done.
Obviously, I don't have that magic number to prove it is reliable and would
suggest that anyone considering the same type of endeavor do their homework
thoroughly. This has been a huge project and I have made every effort to
ensure that it will be successful. Most of the joy has come with flying and
has made the many thousand of hours working evenings, weekends, and
vacations seem to be worth the time. This plane, like any plane will be
subject to continous inspections and modifications in order to keep it
airworthy. I hope that I can give the readers of this server an update in
the future, hopefully with continued success.
Steve
Moose/SR #99
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