Panther Sport Aircraft Forums

Yeah, I was thinking Lycon high compression o-200 with 9:1 pistons/cylinders. As I have already built an o-200 for my Zenuth that just sold. Only about $2k to do it. Would kick the o-200 up to 110-115 hp as per Lycon. Could also put a c-85 crank in to increase torque further. Could run with a true 110-115 dyno without appreciable wear on engine or high rpms, and you get a solid small engine like corvair for those who like aviation engines. Not better then Corvair, just different, for the WW fans.....

Paul, I do not care about LSA, and would do an o-320 in a heartbeat, but I thought gross was a hard number. Don't want to exceed gross or have to add rear ballast to offset for w and b. I am 240 lbs without belt and shoes, and I want to be able to carry more then 10 gallons of gas without exceeding the gross for aerobatics. Please clarify the o-320 comment

psalter wrote:It is not that it is too heavy for the LSA wing, but too heavy if you want to fly it as an LSA. There would not be much useable load left with the 1115 gross weight to keep in the stall speed. If you want to fly it with a medical and standard EAB there is more of a margin.

Correct, but if the FAA removes the 3rd class medical requirement it won't matter.

It is not that it is too heavy for the LSA wing, but too heavy if you want to fly it as an LSA. There would not be much useable load left with the 1115 gross weight to keep in the stall speed. If you want to fly it with a medical and standard EAB there is more of a margin.

My understanding was that the 0-320 was too heavy for the LSA wing. I assume you mean you are going o-320 with sport wing.

I think as Dan weighted everything the AE verison with the Christian Eagle system is slightly heavier than the 208 pound std IO-233.

doc

Just remember there is a new Lycoming Engien IO -233 fuel injected engine as well as now Renegade has an AEIO -233 120 hp 208 lb engine we have now been using for the past two years with tremendous success and its only 30 hp less than the 320 but up to 75 pounds lighter.

doc Bailey

WE have an 0-235 Lycoming with 43 hours on it SMOH for sale complete firewall forward for only 12k right now.

Sacpilot wrote:Hi! Thanks. Any approx ideas on how much this bigger cowl will slow down plane vs corvair cowling? O-200 is already a bit underpowered vs Corvair

Exactly why I am skipping the O-200 and 235 and going for the 320 (and paying a little weight penalty). From everyone I have talked to the 320 is the least expensive of the three to buy used or rebuild (supply and demand). Also since I fly out of a 6800 ft. field I can use the hp.

Hi! Thanks. Any approx ideas on how much this bigger cowl will slow down plane vs corvair cowling? O-200 is already a bit underpowered vs Corvair

Cristopher, check out this link for info on the universal cowl… https://flywithspa.com/panther-producti ... encowling/

There are also some other pictures of the new cowl sanded in primer (but not on the a/c), I think I saw the word voluptuous used! No doubt it will be nice with Dan doing the work.

Andy

Dan,

I have experience with the o-200 and like it as powrplant for Panther. Either basic or souped up. I started thinking about the lines. If the engine is 3-4 inches wider than the corvair, how does that line look with the fuselage? I assume wider cowl is necessary. Do you leave off the shaped parts on either side of prototype cowl?

Any way to see a rough drawing or mockup to see how the wider universal cowl looks on the Pan?