Auto-power! Chevy, Ford, Mazda, VW, Subaru, etc. We often receive enquiries about the feasibility of installing modified automotive engines in Aerocomp products. This article is intended to help those who are considering that option by providing a history and summary of our customers' experiences with auto conversions.

At Aerocomp, Inc., our primary focus has been on the development and production of roomy, rugged, utility-class composite airplanes with high useful loads, excellent slow flight characteristics and strong low-maintenance corrosion-free airframes. We have been pleased with the
performance and capabilities offered by existing certified aircraft engines, and have not pursued automotive-based powerplant options ourselves. Most of our customers have followed our lead, and have installed and are now happily flying certified aircraft engines. A few have opted to explore alternative powerplant possibilities.

To date, the automotive engines that have been utilized by some of our customers include:

1. Chevy

2. Subaru

3. Cadillac Northstar

4. Cleveland 351

Other possible automotive-based engines which have been considered, but have not yet been tried in any of our products include: Mazda Rotary engines, various diesel engines, etc. Many prospective customers have expressed interest in a
variety of other "under development and soon to be available" alternative engines, but until those engines are actually in production and available for purchase, their viability cannot be determined.

Chevy

In 1997, Mr. Don Delay purchased a Comp Monster kit, which he intended to power with a Chevy V6 automotive conversion. Completion of Mr. Delays project has been delayed by a variety of factors, and it, too, has not yet flown.

Cadillac Northstar

The most successful automotive engine installation achieved to date in an Aerocomp product was the modified 4.6 liter 300HP Cadillac Northstar V8 engine installed in a Comp Air 6 by Mr. Ashley Jones. During 1998 and 1999, Mr. Jones flew his auto-powered airplane to many destinations in the eastern US. The airplane was flown to both EAA Oshkosh (Wisconsin) and EAA Sun `n Fun (Florida) fly-ins. The airplane performed well, although it was unable to match the climb and cruise performance of similar airplanes powered by 300 HP certified aircraft engines.

During the summer of 1999, however, while on a trip to Alaska, Mr. Jones experienced his third in-flight engine failure during a takeoff from a small airport in British Columbia, Canada. Although no one was injured in any of the engine failures (a tribute to Mr. Jones' piloting skills), the airplane was substantially damaged and had to be transported home by truck.

As this article went to print, Mr. Jones reported that he is in the process of retrofitting a used Continental to his newly rebuilt airplane. He indicated to us that he has no further plans at this time to experiment with automotive engines in his airplane.

Subaru SVX

During the summer of 1999, we reported in this newsletter that Capt. Brian Boucher was nearing completion of a Crossflow Aero Corp. Subaru SVX conversion in his Comp Air 6. Progress since then has been slow, because of a variety of reasons. However, since the article was written, Boucher's airplane passed inspection by a DAR, received its airworthiness certificate, and the airplane has been now been successfully taxi-tested.

Photo Below: Capt. Brian Boucher puts the finishing touches on his Subaru SVX-powered Comp Air 6.

It has not yet flown, however. To date, insufficient power has been available from the 250 HP-rated engine to enable the airplane to be safely flown. This has been attributed to excessive pitch in the original propeller, and other propellers are now being tried. Mr. Boucher is confident that once the engine is matched with the correct propeller, it will perform as intended.

Cleveland 351

This promising powerplant, designed to operate at only 3000 rpm in cruise, is planned for a Comp Air 6 currently under construction by Mr. Jeff Banks.