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  #11  
Old 06-24-2009, 03:18 PM
jasman45 jasman45 is offline
 
Join Date: Jul 2008
Location: San Antonio, TX
Posts: 54
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Quote:
Originally Posted by RV7Guy View Post
I don't know what happened to the plane or the company.
I have seen the plane in southeast Idaho. It was flying last summer when I saw it.
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  #12  
Old 06-24-2009, 03:51 PM
TSwezey TSwezey is offline
 
Join Date: Oct 2005
Location: Savannah, GA
Posts: 1,849
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The guy who made the plane(Predator Aviation, Stein knows the guys name) faked his death a year or two ago. Nobody knows where he is. He screwed many people out of a lot of money.
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RV-10 Vesta V8 LS2/BMA EFIS/One formerly flying at 3J1 Hobbs stopped at 150 hours
Savannah, GA and Ridgeland, SC
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  #13  
Old 06-24-2009, 03:52 PM
TSwezey TSwezey is offline
 
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Location: Savannah, GA
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Quote:
Originally Posted by Hard Knox View Post
No! A LS1 is suitable in a Chevy or a Corvette, I had three, 1 LS2 and now a LS9. The airfoil on my vettes is turned the correct way for the LS series of engines! I'm waiting on some one to try a V10 Viper engine on a RV3. Its not suitable either, but someone will try and yes, my Viper airfoil is turned the correct way as well. Thank God Mooney quit with the Porsche engines or my Boxster would need hamsters and a wheel.

I beg to differ with my dear friend Pierre, but this is not experimental aviation, its nuts!

Sorry for the rant, but I saw Dennis Miller in concert last Thursday and I've not been the same since!
Hey I need another test pilot! You up for the job?
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N110TD
RV-10 Vesta V8 LS2/BMA EFIS/One formerly flying at 3J1 Hobbs stopped at 150 hours
Savannah, GA and Ridgeland, SC
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  #14  
Old 06-24-2009, 04:34 PM
Rotary10-RV Rotary10-RV is offline
 
Join Date: Jan 2005
Location: Central California
Posts: 388
Default For the 10 OK but 7...

The LS-1 Package is way to large and heavy for the -7. As a -10 engine to replace the IO-540 OK. The -7 is designed for around 200 HP, if you got the thing flying and could actually turn the engine up into the power band you would be over VNE in a heart beat. Read the designing section of the RV-10 on the Vans site. Van was concerned that as soon as he published the design HP for the RV-10 (260 max recomended) then people were calling in to ask if they could use a 300 HP engine! The plane hadn't even been built yet! Come on guys, I'm a dyed-in-the-wool alternative engines guy and I think putting an LS-1 on a RV-7 is just plain stupid. The result would be a aircraft in search of a catastrophic failure. Like the engine pulling itself off the firewall, or pulling the firewall off the airplane. Or the airplane going over VNE and fluttering the wings off. The part of alternate engine design responseability that we have is to use an engine that is as close to the design HP as we can. If you use something radically different in HP from the original YOU have just become the aircraft's head designer, act accordingly.
Bill J
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  #15  
Old 06-24-2009, 04:40 PM
jasman45 jasman45 is offline
 
Join Date: Jul 2008
Location: San Antonio, TX
Posts: 54
Default Predator flight characteristics

I talked to someone who knew someone (I know it is remote) who did some test flights in the Predator plane and I think the description of it's power off handling characteristics was "lawn dart".
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  #16  
Old 06-24-2009, 06:09 PM
TSwezey TSwezey is offline
 
Join Date: Oct 2005
Location: Savannah, GA
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Quote:
Originally Posted by Rotary10-RV View Post
The LS-1 Package is way to large and heavy for the -7. As a -10 engine to replace the IO-540 OK. The -7 is designed for around 200 HP, if you got the thing flying and could actually turn the engine up into the power band you would be over VNE in a heart beat. Read the designing section of the RV-10 on the Vans site. Van was concerned that as soon as he published the design HP for the RV-10 (260 max recomended) then people were calling in to ask if they could use a 300 HP engine! The plane hadn't even been built yet! Come on guys, I'm a dyed-in-the-wool alternative engines guy and I think putting an LS-1 on a RV-7 is just plain stupid. The result would be a aircraft in search of a catastrophic failure. Like the engine pulling itself off the firewall, or pulling the firewall off the airplane. Or the airplane going over VNE and fluttering the wings off. The part of alternate engine design responseability that we have is to use an engine that is as close to the design HP as we can. If you use something radically different in HP from the original YOU have just become the aircraft's head designer, act accordingly.
Bill J
Many use the higher hp engines not to get full hp but to get a good amount of hp while at lower rpms. Still the LS series is no good for the -7. Good fit for the -10 though. The rotary engines are pretty cool also.
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N110TD
RV-10 Vesta V8 LS2/BMA EFIS/One formerly flying at 3J1 Hobbs stopped at 150 hours
Savannah, GA and Ridgeland, SC
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  #17  
Old 06-24-2009, 08:34 PM
fmarino1976 fmarino1976 is offline
 
Join Date: Jan 2007
Location: Tricities, TN
Posts: 166
Default direct drive?

The stock LS1 puts out 200 HP and 350 ft-lbs at 3000 rpm (according to
http://www.gmperformanceparts.com/En...4322&engCat=ls ).

Could it be possible to match it to a prop that would allow the engine to spin up to 3000 rpm for takeoff?

Weight might still be an issue, I couldn't find the weight of the LS1 really easily so I can't tell what the difference would be.

Any engine gurus care to say yay or nay?
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  #18  
Old 06-25-2009, 04:35 AM
N62XS N62XS is offline
 
Join Date: Jan 2005
Location: Hazlehurst, GA
Posts: 1,359
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Quote:
Originally Posted by TSwezey View Post
Hey I need another test pilot! You up for the job?
Did you get a new Corvette, Todd? If so I'm in!
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  #19  
Old 06-25-2009, 04:39 AM
N62XS N62XS is offline
 
Join Date: Jan 2005
Location: Hazlehurst, GA
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Quote:
Originally Posted by jasman45 View Post
I talked to someone who knew someone (I know it is remote) who did some test flights in the Predator plane and I think the description of it's power off handling characteristics was "lawn dart".
SSSSHHHHHHH! I believe the government already outlawed lawn darts due to safety concerns. Could auto engines in experimental airplanes be far down the road?
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THEM: Why do you always carry a knife?

ME: I can't open a bag of chips with my Glock!
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  #20  
Old 06-25-2009, 04:41 AM
pierre smith's Avatar
pierre smith pierre smith is offline
 
Join Date: Jan 2005
Location: Louisville, Ga
Posts: 7,840
Default Yaaaawn..

Quote:
Originally Posted by Hard Knox View Post
......I beg to differ with my dear friend Pierre, but this is not experimental aviation, its nuts!

!
My quote was really tongue-in-cheek since I wasn't even thinking of going there because this whole discussion is so old hat. Heck, I wouldn't be surprised if some guy isn't scrounging up an Allison V-12 to stuff into something like an RV-3...

Oh well, you can lead a horse to drink but you can't make him water...no...wait!...something like that

Oh well,
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RV-10, 510 TT
RV6A (Sojourner) 180 HP, Catto 3 Bl (502Hrs), gone...and already missed
Air Tractor AT 502B PT 6-15 Sold
Air Tractor 402 PT-6-20 Sold
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It's never skill or craftsmanship that completes airplanes, it's the will to do so,
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