Monster CORVETTE LS-3 Engine on a VELOCITY Kitplane!
ฝัง
- เผยแพร่เมื่อ 27 ส.ค. 2024
- MAR 9, 2021 UPDATE: Well I thought last week we were going to film an update. Len had an issue with his instrument panel and that put him behind a little bit. I really want to get you guys an update because there's a lot more finished on the airplane now than when this video was made. You should see his interior! Trust me, as soon as he let's me I'll film another full update video on this project!
FEB 24, 2021 UPDATE: Ok, I 'think' we will have an update this week. Len has actually been working full time on this project for a long time but it still almost looks the same. He has been hard at work on things like the nose wheel steering, panel wiring, antenna routing, interior, etc... It's stuff that doesn't make the airplane look much different and that's probably why he hasn't wanted to film an update. I think I've convinced him now that enough people keep asking for an update so we are planning this week. Don't hold me to it though! It's all up to Len!
Please make sure to subscribe and hit the notification bell so that once the update is posted, you will know.
I will alway be making update videos on this Velocity as much as Len will let me. We will set up a bunch of camera to capture the first flight!
This video is an update on Len Baxter's Velocity kitplane with an LS-3 Corvette engine. I will have another update video soon so ask your questions in the comment section of this video, and I'll have Len answer them in the next video. Please SUBSCRIBE to the channel and give this video a thumbs up!
Velocity Stickers: www.aircraftsti...
#velocityaircraft #LS3 #Corvette #kitplane
First time I’ve seen anyone LS swap a freaking airplane.
Shine on you crazy diamond!
Google "ls engine in airplane". He is definitely not the first one!
For another ls3 installation in an aircraft try moosemods.com.
I've seen a velocity with an aluminum Buick 215 V8. Sounded great. Long time ago. It got real props at Osh Kosh. I think it got best sounding homebuilt.
Spitfire aviation, offers this in their Spitfire kitplane. Awesome Supermarine Spitfire replica!
Any update on this project?
So, when you're finished this is basically going to be a Corvette with a really awesome aero package. Cool!
For those of you who aren't that aviation savvy, this thing is going to be stupid quick. I hope the gearbox works in this application. I'm in for more!
Yep....The ultimate 'Vette powered wheelie machine!
Ryan Pliley that’s what I was thinking, 500 plus hp on that little composite aircraft wow
@@acetylcholine3 I put a 170 Hp Lycoming in a Long-EZ and it goes 222MPH straight and level, can't wait to see what that monster engine will do !
@@marksmovies6191 ,
Is it going to have a pressurized cabin? I'm sure it's going to need one.
Ohhhhhhhh…….. The sound………. Nothing beats V8 rumble.
Currently developing a stand alone EDFJ and a EDFJ/DIESEL HYBRID.
The Rutan Long E-Z or the Cozy/side by side seating/based on the Rutan Verieze/Long E-Z design, as well as a Velocity 4-place, will be used as test bed aircraft.
Tested will be a single and twin power-plant configuration (all electric twin and diesel/Jet-A hybrid on the Velocity aircraft). Goal: to fly faster, farther in a more quiet and comfortable manner than any other electric airplane using current battery technology. Thank you for posting this video.
The fit and finish and panel gap lines are stunning.
Woke up one morning with LS on his mind. Went to sleep with the LS on the aircraft! SAVAGE!
These guys have a runway in their backyard? Life Goals
There are various airport communities around the country like country clubs with an airport instead of a golf course. There are race track versions of the same concept too.
I'd call the back yard the front yard and move the entryway. But that's just me.
I know a few people like that. It's pretty cool. 👍
dont we all??? well, truth be told, mine is only grass,,,,,and runs east to west along the south fence about 200 ft from the house. I dont have an intersecting one, im less than a quarter mile in that direction and power poles at that end....
Awesome, and well thought out build, love the idea of 4 cylinder backup with two ECUs'. Can't wait to see you put it to the test.
It's not a Corvette engine... It's an LS3, the motor that they ALSO put in Corvette.. It's in allot of other GM's. The LS family is the greatest V8 gas motor the world has ever known... Now... and forever. Excellent choice.
GOD BLESSES YOU WITH MEEKNESS !!
GM IS PURIST ROCK & ROLL !!
'merica, where LS swapping knows no boundaries.
If it fits the LS sits.
I want to see one swapped into an electric toothbrush.
430 hp wow. I like the MT prop so you can slow her down to land. So rad. It's gonna climb like a scalded cat. Talk about pride of ownership.
I wish I knew this Kat. Seems like I could learn alot just being around. Hands down the finest kit job Ive ever seen!
It's a Vet-locity. Very cool airplane. Kinda like an inline twin
Excellent update. Would really like to see this aircraft to completion and flying. Keep up the great work Len.
I love LS engines.. i use then in my daily drivers, race cars, toys, even had a LS boat.. at altitude, I want an engine engineered to be reliable in the air at near full throttle for hours on end.. I've seen automotive conversions fail time and time again.. gear reductions, ecu, electronic ignitions, liquid cooling.. all the extra moving parts.. the pros don't outweigh the cons for me, not yet anyway.. i hope it's good and reliable for you Len.. its certainly going to be nice.. i'd love to see the LS turn out to be reliable in the air..
I never cease to marvel at the craftsmanship that goes into these aircraft and the pure likability of the craftsmen that produce that work. His choice of the LS3 in the Velocity is, IMHO, the best possible pairing of elements in the home-built category. This should be an awesome aircraft to fly and in which to go from Point A to Point B for all on board.
0.58 I am amazed that this actually enhances performance because WW2 night bombers used a device called "flame damper" to prevent being seen by night fighters, it looked smilar but in fact REDUCED the aircraft's speed
It may be "as much" (?) to cool the exhaust so it doesn't damage the composite prop as any "thrust gain".
this plane is going to haul -ass and climb like a homesick angel, what a cool bird.
Climb a homesick angel I love that
Haha you really have a way with words!
At least the oil ploom and the GM parts falling out of the sky will make it easy to find his body!
@@johnberry2877 that's funny.. dodge fan?
Pegging my envy meter, big time! Sweet aircraft. Hope he gets his maiden voyage soon.
Corvette engine transportation without speeding ticket worries. 😁
There's actually speed restrictions for aircraft..
In the United States - Mach 1
10,000 feet msl or above - Unrestricted (but not more than Mach 1)
Below 10,000 feet msl - 250 kias
Class B airspace - Unrestricted at or above 10,000 feet msl, 250 kias below 10,000 feet msl
Beneath Class B or in VFR corridor through Class B - 200 kias
Procedure turn - 200 kias
Class C or D airspace (at or below 2,500 feet agl within 4 nm of the primary airport) - 200 kias (unless a higher speed is specifically approved by ATC)
Class E or G airport traffic pattern - 200 kias (recommended)
BEAUTIFUL build! Oh, love the floral seat cushions too!
Okay this may put you to sleep.....
Hi this is a comment on Len Baxter's beautiful Velocity with all kinds of innovative things such as exhaust augmentation cooling and on and on. Truly one of the finest projects I have seen. And importantly I do not want to bad mouth what looks like a great gear box "for boats" from Ballistic as possibly used on Len's plane..
I have some concerns to share on using this reduction in an aircraft. I am not an engineer but have spent a few years researching and building reduction drives for a 550HP 411 cu in. SBC Pitts Special project. In the course of this I bought a HyVo chain PSRU which was junk from an engineering perspective. Then I built a HyVo drive based on specs from the chain company's engineering support guys (did not use the airplane word, otherwise dial tone only). I also met Jack Kane from EPI who I have used over the years for advice, also Martin Hallman from Aircraft Designs (no longer with us unfortunately) and other knowledgeable resources. Anyway my HyVo unit came out too heavy and I am in the process of building a dual carbon fiber belt drive which is coming along well and NO I have no intention of selling any of this stuff.
Here is my reason for writing. There are numerous loads on the gear reduction unit and among them , thrust induced (pulling on the shaft and bearings), G loading at the prop, torsional loads from delivering the power to the prop and a BIG one , gyroscopic loads due to yaw (side load) induced by pitch changes. I do not think that this reduction was designed to carry the high gyroscopic loads (nose up or down transitions) common to aircraft especially when flying at high speed through turbulence, as an example. Or in the Pitts yarding the stick back for an aerobatic maneuver. To be specific, on my project with a 30lb 90 inch 2 blade wood prop, turning 2750 rpm and a pitch change of 2 radians per second (FAA guideline), puts a side load on the shaft and bearings of nearly 4000 lbs. These numbers come from an engineer and not pulled out of you know where. So I would worry a lot about this especially with a prop that by necessity is mounted pretty far out on the shaft from the bearing. You can find all kinds of excellent information on this and many other important gear reduction and engine conversions on Jack's website, I recommend it highly. Jack by the way sells a couple of different drives and he has a LOT of experience designing and fabricating reduction units for aircraft.
Here are the numbers I used to model the shaft and bearings in my FEA program for my Pitts:
2000 lbs thrust (we hope, airplane weighs about 1600lbs, should be fun ), in this case 2000 lbs per belt pull - 4000 total, G load on prop 300lbs at 10 g's, Gyroscopic load of 4000 lbs (trying to rip stuff apart). As a result the bearings I am running are spherical rollers and they are fairly large. They are sized to handle the above loads with a life of approx 500 hours per manufacturer specs for loading, rpm, type of lubrication, etc).
Another issue is torsional resonance harmonics which can rip stuff apart and is induced by the firing pulses in a piston engine interacting with the mass of the propeller and other assorted conditions. This is way complicated but in a nutshell the engine, gear reduction and prop combination are critical to avoiding hitting a harmonic that causes catastrophic failure. So the design needs to take these harmonics into account. To give an example on a test stand with SBC engine, an unproven but beautiful 3 geared drive and a constant speed propeller, we watched the gear box explode from torsional resonance at a very low power setting while cycling the prop. This drive was not replicated. The Ballastic drive probably solved for this ( for specific engine / propeller combinations) with the elastimar mounts that connect to the flywheel to the gearbox. However the resonance problem could occur if one departed too far away in terms of propeller, gear box and or engine characteristics. I note on the Ballistic website that they request certain information in building up drives and may have this consideration well in hand..
One last observation, it appears that the Ballistic propeller drive shaft may have a grove for a key way to locate the propeller hub. I don't think this is common practice in aircraft any longer due to the tendency for the shaft to fail based on the stress risers that sharp corners create.
Okay, just my observations and opinions and again I do not mean to be critical of the Ballistic drive for its intended operations especially when it is run in a configuration that was approved by them.
If COVID-19 was not keeping me at home and on edge this would have been far shorter..Best Jerry Davis
I really appreciate this write up. I’m a big fan of Jack Kane’s website and have read every page of it several times.
You mentioned that he sells his gearboxes, I’ve looked several times to try and find where to buy them, do you know if he still is selling them?
My basic tentative plan is to do an ls3 build with forged rotating assembly with the stinger gearbox and have the build analyzed for torsional vibration and harmonic frequencies. I haven’t done the math yet on gyroscopic loads for the stinger gearbox which is a very valid point you brought up. I do know that airboaters will often spin 180 or 360 degrees at pretty high turn rates with these gearboxes which gives me a tentative measure of confidence with regards to their ability to handle gyroscopic loads. That being said I would much prefer to go with an epi psru if they’re still available.
I’d love to get your opinion on my very tentative plan/automotive conversion engines in general. I am in love with the concept of a water cooled aircraft engine and enjoy researching the heck out of it. I’m not an engineer ever either but sometimes I wish I was.
Jack Kane does give a few morsels of hope in his writings along with a heaping dose of well warranted caution so I’d love to hear what he said about your plans.
Thank you for taking the time to write this up and good luck with your build!
@@kylanlarsen6752 Hi Kylan, you can reach me directly at jld8026@gmail.com. I have done quite a lot of research on this and we should talk. Great hearing from you and someone that appreciates the engineering challenges. Jack Kane sold his designs but the buyer has not put them on the market. Best Jerry
A work of art. Beautiful job. Nice attention to the small details.
this is like the moose! Cant wait to see what turns out!
It's really looking good now. The interior is mostly complete, but he's still waiting for the gearbox. Once he puts the gearbox on, he can put the wings on and it will look like an airplane!
Two very likable guys ... really enjoyed this video and am happy it came up in my recommended list 👍
Wow, just wow....engine sounds awesome
Sweet, I use to hang out at volicity back in the late 80"s. Love the plane.
Right there with ya, It was the 90's for me, really wanted to build one of those, built a Long-EZ instead, also a great plane.
Hey Len, nice build! However, as the builder of the only Velocity XL-RG with custom equal-length headers (N36LV) I think, in your position, I would perhaps sacrifice a bit of exhaust augmentation efficiency. I would cut off the lower part of your augmenters sticking out the engine cowl to match the lower profile of said cowling. This would look much more sleek and would make for much less turbulent air smacking into the forward edges of your prop, thereby increasing its efficiency.
I agree.
How much does the standard engine weigh?
I don't think the proper scavenging effect will work if its not a perfect circle at the exit.
Hell Yah!!! I got a 57 Chevy just waiting for that power plant!! LOVE THE SOUND!!!!! Hope this works for your airplane!!!
Wow! What a plane. Thank you for sharing. Keep us posted on the progress.
You guys are always going to be the coolest people in the room.
A thing of great beauty, Len. Well done.
Super nice. Well done.
That plane is looking real sweet. Lots of really cool features. Number one being the LS3 engine.
Now That's a sweet Ride !!😎👍👍👍👍
Just bumping these questions back up to the top, it would be great if these topics can be considered by Len to go through in the next video: Technical questions on Len Baxter's LS3 Velocity, would like to know more detail to see how this type of install could be applied to other homebuilt aircraft: 1) Can Len go through the engine mount design, specifically what are the engine mount points on the firewall side of the engine, and why rubber isolation mounts were chosen over hard mounting 2) Can Len go through the cooling system design, what size is the radiator, how was the scoop and ducting to the radiator designed and built, how were the sizes of the radiator and scoop determined, is an electric fan planned or is the prop suction and exhaust exit suction creating enough flow, how well is the cooling system performing on the ground, has there been any long duration runs with the cowling in place and the prop on to test the cooling system 3) Can Len go through the HVAC system, what brand of unit is installed in the cabin and what is used to control the cabin unit, is air conditioning installed and plumbed into the cabin 4) Prop information - how did Len determine the prop sizing and can we get more information about the electric constant speed actuator slip ring and controller, if there is a failure in the electric actuator or the slip ring what happens to the prop pitch for various failure modes and is there any redundant channels on the slip ring or the actuator 5) Weight estimates - is there any additional detail that can be provided on weight breakdown (engine with accessories, engine mount, cabin HVAC & lines, prop & CS actuator), has the plane been weighed all together with wings and how does weight and balance compare to a velocity with a traditional Lycoming or Continental 300HP engine installation. 6) What was learned about the cause of the prop balance issue and how is it being resolved? I know this is a lot of questions, I just find this engine conversion very interesting and want to learn as much as possible about it. I would like to do a build similar to this and it seems Len has some great thoughts here that are very valuable to learn from. Thanks!
That is absolutely beautiful. Thank God for smart and adventurous souls!
I don't even know this guy and I'm exciting for him and his project!
GOD bless You for applying a lifelong avocation to learning and applying that knowledge. May You be blessed with sufficient years to observe Your dreams come true ...
Those SDS computers are pretty tough. I had on in a Bronco that got filled with mud several times. Hosed it out and kept going. Also, nice Baja designs light in the nose.
Definitely have the best sounding plane at the airport
When it flies over everyone will look for a Vet.
Imagine being thee when it lands !!!
The LS3 cylinder deactivation is called DOD, the computer tells a solenoid to cut oil pressure to the designated lifters. The problem is is hot rod and performance engine builders have found is that over time the lifter will completely collapse which I’m imagining in an aircraft could be a potentially fatal problem.
Thanks for sharing this build video. Amazing what can be done in aircraft building today.
Fun video, awesome aircraft. I love the community that exists between builders, may have to give it a try someday! Thanks for bringing us into your hangar.
Love LS based aircraft engines.
While this plane is cool, the aircraft I would build with the ls3 would be a Murphy Moose. Check out moosemods.com!
Love the RGB, some heavy duty case and gears im sure....
Lynn this is an amazing build I love it can't wait to see it in flight
had SDS on an old Jeep.....loved it for that dash tuner. Looking good.
Sounds soo good!
Always thought a LS would be solid for a plane. Nice video thanks for sharing!
someone took the ball and ran with it when they heard "LS SWAP THE WORLD"
L. S. This L.S. That !!! Aaah Thank You very Much !!! I'll take a Texas Performance Speed L.S./427 Please !!!
While there are more than plenty of knowledgeable LS programmers out there !
Chuck Mallet out of Charlotte, NC , is absolutely one of the best that I can personally attest to Sir !
Especially when it comes to those tricky little hard to identify programming challenges !
If you are interested, I will do what I can to stir up his information for you !
Awesome project Sir !
Excited to see follow-up footage, and finally, that magic moment of crank-up, test run-ups, and final test flights before you live that ultimate dream of pure flight when all of your design concepts come together !
Happy Flying Sir !
Wow. This is the airplane that I have been dreaming about for forty years.
Nice work Len !!!! Sounds great on all 8. The cam has a nice rumble to it as well. Thanks for sharing a fellow VELO builder so we can all to see and enjoy.
Very cool project! Good to see another home built airplane project close to home here in Michigan.
If the engine makes more then the prop can handle, I would have a custom cam ground for the engine to limit output, decrease pumping losses, and increase the thermal efficiency.
I suppose that implies reserve throttle for a good cruise altitude though.
Do you know how these engines do running at constant speed for extended periods?
@@marksmovies6191 They run no probs on airboats for hours at a time.
@@nssherlock4547 I think perhaps you replied to the wrong person
Awesome build! Regarding your prop vibration issue, if you’ve ruled out prop balance, your prop vibration problem is likely a harmonics issue related to the firing order of the LS. First, I’d make sure your engine is running as efficiently as possible, and that your valve depth/timing/duration is ideal at all RPMS in which you plan to operate. Low and idle RPM chugging and misfiring is a sign the tune is severely sub-optimal(particularly when regarding engine balance and harmonics) at those RPMs. The variable valve timing and improved ECU on GM’s newer “LT” engine series ought to resolve the issue, but may be out of budget. Harmonics issues also become much less significant or go away entirely with a slush box, but that may or may not be feasible for your particular application either. A change in gearing or gear type (not straight-cut)or a drive belt with a little give, may also reduce or even eliminate the prop vibration issue. Good luck, looking forward to seeing more!
You're building what I have wanted to build for years but health and income made it just a dream
As it should be.... that is an awesome combination of power to airplane..........*( The guy building the "Raptor" one of a kind should consult with both of you , he might be flying his
invention instead of just running up and down the runway wondering IF it will fly ) I'll bet this Velocity will blow away 'bout anything .... a flying video of this plane is a must............. and the seat covers ? ( I use Carhart "T" shirts in my new SD F250 ). THANK YOU for the Video .
Oh my, that sound takes me to a happy place.
What a great project. Sound is off the charts. Congrats
Don't forget the tie wire on all the internal fasteners an every single screw, nut and bolt and hose on that thing!
tie wire on all the internal fastener. life or death important.
Couldn't He Add a Fluidampr viscous damper to Motor would be Life Extender ..
@@CustomIronMan Yes but thats not relevant to safety wiring the bolts....
Excellent build quality, fit and finish. Love everything about it so far except the panel, but that comes down to personal preference and $$$.
Outstanding workmanship for sure. I have owned a Velocity, Glasair III, Lancair 360 etc. Started off the Lancair 360 with an auto conversion. Worst idea I ever had. I have heard many times how the old aviation engines need to be replaced with modern technology. The problem with that thinking is the fact that modern engines that were built for car use are no more efficient than big bore aviation engines and they are less reliable as well. The IO-540 300HP engine in my Glasair III would push the plane 210 knots on 12.5 GPH LOP at 12k ft. At that power setting that engine will easily run 2000 hours with minimal maintenance. The V8 automobile engine that makes 450HP is meant to make that power for a very short period of it's life. During normal highway driving a car like a Corvette is maybe using 50-70 HP. It is not made to run at high RPM and 65 to 75% HP all the time. The PRSU is also a weak point and failure of that unit on a plane can easily be fatal.
Also, the Velocity XL with the TSIO-550 will push that plane 240+ knots on 16 GPH LOP at 20k ft. It is also a very reliable engine. If car engines worked properly in planes Vans Aircraft, Velocity, etc would offer them as a choice. With that said, I admire your work as it is outstanding and look forward to seeing that engine removed and put in some sort of cool kit car in the future
It's going to spin those little tires. ☺️😳😄
I have toyed around with ideas like this myself. Too many issues crop up for me. Weight is the first problem, not only is the engine heavier, but you also have to add a reduction gearbox at the very far end of the engine. A heavy weight that far away from the cg cause a lot of issues.
Most auto engines do not have the spare oil capacity needed either. A 5 qt engine is fine when you can stop and add oil, But this aircraft can fly long enough to require it to carry an extra 2-3 quarts of oil just so you have a reserve onboard and do not run the engine dry. Then you also add weight with a coolant system. Now you need to add a radiator. That changes the air frame design. And that weight can be used to fix the rear cg issue of the gear reduction box. But the farther you run the radiator forward the more coolant and piping required which again adds more weight.
If you do not change the wing design then you are stuck with the original aircraft max weight. All this extra fixed weight you are adding takes away from your useful load pound for pound, perhaps turning a 4 place plane into a 2 place plane simply because the useful load issue you create.
This is far more complex than just an engine swap.
Its gonna be AWESOME!!!!
Can't wait to see it fly. Very, very cool.
Technical questions on Len Baxter's LS3 Velocity, would like to know more detail to see how this type of install could be applied to other homebuilt aircraft: 1) Can Len go through the engine mount design, specifically what are the engine mount points on the firewall side of the engine, and why rubber isolation mounts were chosen over hard mounting 2) Can Len go through the cooling system design, what size is the radiator, how was the scoop and ducting to the radiator designed and built, how were the sizes of the radiator and scoop determined, is an electric fan planned or is the prop suction and exhaust exit suction creating enough flow, how well is the cooling system performing on the ground, has there been any long duration runs with the cowling in place and the prop on to test the cooling system 3) Can Len go through the HVAC system, what brand of unit is installed in the cabin and what is used to control the cabin unit, is air conditioning installed and plumbed into the cabin 4) Prop information - how did Len determine the prop sizing and can we get more information about the electric constant speed actuator slip ring and controller, if there is a failure in the electric actuator or the slip ring what happens to the prop pitch for various failure modes and is there any redundant channels on the slip ring or the actuator 5) Weight estimates - is there any additional detail that can be provided on weight breakdown (engine with accessories, engine mount, cabin HVAC & lines, prop & CS actuator), has the plane been weighed all together with wings and how does weight and balance compare to a velocity with a traditional Lycoming or Continental 300HP engine installation. 6) What was learned about the cause of the prop balance issue and how is it being resolved? I know this is a lot of questions, I just find this engine conversion very interesting and want to learn as much as possible about it. I would like to do a build similar to this and it seems Len has some great thoughts here that are very valuable to learn from. Thanks!
you are a true craftsman
That is a very good looking airplane. Those lines are awesome. Great project!
Wow ! The whole thing is beautiful my favorite part is the dash...
It is a very clean looking aircraft, really nice to look at. Excellent work!
That's a beautiful plane.
Tell Len he's gotta hurry, I can't wait to "virtually fly" in his new vette bird!
The runway is going to be full of burnout marks from this guy drifting the plane. Lol..
I hope so!
Wow! Great work all around!
That Sir is Bad Ass!!!🇺🇸
That's freaking awesome .
Len, I love the videos. It makes me wish I never sold mine. I built N787SB with an IO-540 and MT prop. The vet engine is pretty cool. I also noticed we both have a C-182. All the best. Steve
One thing i noticed was that all the wire ties on for the elec pitch control of the prop are all lined up on one side. This will add mass off center. Maybe stagger them.
Nah, this way he only has to wash one side of the plane to maintain perfect center.
I wouldnt worry about the weight of wire ties... you can trim that out pretty easily. A few pounds doesnt make a ton of difference, it's nice, but unnecessary.
Very cool build! Hope to see it in the air soon.
Thumbs up.
Years ago their was an Oldsmobile TV commercial where they put their aluminum V8 into an airplane.
I put a Mazda rotary in a Long Ez. It worked great, but I learned the hard way, that the key to increased performance in a pusher is not in adding horsepower, but by reducing weight.
There is certainly a balance to be had. A nose heavy plane flies badly, but a tail heavy plane often flies just once...
love the engine cylinder options
The vibration problem might be caused by the use of 2 ECM's. If they're not perfectly synced, it will induce a harmonic frequency in the crankshaft, leading to a failure.
he had a bad bearing in the gearbox.
Coming from an avionics tech, i'd work on that panel any friggin day
Great looking plane ..can't wait to see it fly.looks fast
Wow, it sounds just like a Corvette!!!! :o)
Beautiful beast of a powerplant 👌👀👍
I put one of those Long EZ's in the back of my tractor trailer once.
She's beautiful!
"my friend Mark is awesome"
😂
Damn. You really can put an LS in anything.
I am excited to see the next video of this plane flying.
Great plane, love the exhaust cooling copied from a mashine gun.
Ready for the update!
Me too! The gearbox issue is really slowing progress.
This should be a very cool airplane, I hope we get to see it fly!
I am looking forward to both of your first flights.
Me too!!!