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| Haaspower,Inc. 700 Ponderosa Dr Jackson Hole, Wyoming USA. Phone/Fax 307-733-9554 NEWS Nov 2007 The engine has about 200 hours now and everything is functioning better than expected! For all of you that are interested in this powerplant for experimental aircraft here are the components going into this engine. It all starts with a Ford Motorsports engine block . This is an all aluminum design with web stiffeners located throughout , all water and oil line plugs are the screw in type. This block needs special machining to incorporate all the standard parts that are available worldwide for a 302 automotive and truck version except the steel forged crankshaft, H beam rods and forged pistons which are available from several racing suppliers. Heads are Edelbrock aluminum with Stainless Steel valves, silicon bronze guides, hard seats, Aluminum intake manifold, Holley 500 cfm two barrel with the Mc Neilly mixture leaning block installed.. Dual MSD ignition, Mallory billet aluminum custom dual pickup distributor, ARP engine studs, Melling oil pump, Crane billet steel roller cam, roller rocker arms and roller lifters, Fluiddamper balancer, aluminum V pulleys and various other components that are the best that I can locate. This combination will be a 349 cu in motor. My desire was to package a motor that is easy to work on, be very reliable and have worldwide parts availability. This combination will be set up using a wet sump oiling system and a rear sump oil pan for extra clearance in the nose of the plane. I am using a Belted Air 1.43-1 redrive on the prototype. The numbers I am shooting for are one pound of engine weight for each horsepower and a small total engine profile that will fit in most airframes. This is a liquid cooled engine that will provide safe cockpit heat and end all chances of shock cooling of cylinders, liquid cooling also can provide a lower fuel burn for increased range. AS of 2/16/2004 the motor has fired up and run . 7 / 05 /2004. Currently the prototype has over 40 flight hours on it and all components are showing no signs of any weakness. The fuel burn is better then expected though and I am presently confirming the JPI 450 for accuracy. Cruise @ 11,000msl is producing 5.9 0 -6.3 gallons an hour. The down side is the EGT's are in the 1600 range and although the motor and valve train are designed for this, keeping exhaust collector gaskets from degrading is proving to be an challenge. With the EGT's in the 1460 area the fuel burn goes up to the low 7's. The sound of it flying overhead is MOST impressive. 8/15/2004, I switched to custom copper Exhaust gaskets and they are now holding up nicely. 2/25/2005, Cold weather testing is underway, it starts in -27 f temps and all systems perform well. The redrive belt shows no sign of problems at these temps either. The really nice thing about liquid cooling is I can climb to 15,000 feet, pull the power back to idle, dive at3000+ fpm and there is no danger of shock cooling the motor. 3/07/2006, 101.3 hours and all issues have been resolved and the motor is running perfectly.. EGT temps are down in the 1480 - 1520 degrees f with the fuel burn at cruise showing 6.1 - 6-3 gph. This powerplant is exceeding my expectations and I am VERY encouraged with its future in experimental planes. Now for the next 100 hours....... Ben Haas |
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