System Description


Options

We currently produce conversion kits for amateur built aircraft as well as the Republic Seabee. The engine options are Camaro LS-1, Corvette LS-1, and Corvette LS-6. The reduction units may be equipped with variable pitch, constant speed, reversible propellers. The following is a description of our original conversion. This is still flying in our demonstrator, CF-ILM. We have continued to refine the design. For details of our current conversion offerings, please refer to the Seabee Options page.

Engine

The LS-1, Corvette version, is a stock 1998 unit purchased new from G.M.. It is rated at 345 H.P. @ 5600 R.P.M and produces 350 FT Lbs. Torque @ 4400 R.P.M. The engine has been mated to a custom built 1.7:1 reduction unit. The engine has been de rated to approximately 320 H.P. by limiting the engine to 4500 R.P.M. This will permit the prop to turn @ 2600 R.P.M. (Maximum rating by Hartzell Propeller for the model I have). I believe de-rating the engine should help me reach my number one objective - reliability. I believe a large engine working at less than maximum power should last significantly longer than a small engine that is working it's heart out.

  • The engine is equipped with dual, custom designed ceramic coated stainless steel mufflers. The ceramic coating reduces the heat build up under the cowling.
  • I removed the electric throttle body actuator and replaced it with the cable controlled mechanical throttle body actuator.
  • The engine is equipped with the stock G.M. air conditioning compressor.
  • We manufactured a new alternator mount to enable us to use the stock Sea Bee cowlings.
Reduction Unit

The reduction drive was custom designed to fit the Sea Bee installation using Auto Cad. It is based on standard Morse Hi VO chain and sprockets, and was sized and installed as per their technical publication. The chain is lubricated with engine oil via a spray bar. The aluminum housing was cast, aged and tempered in a local foundry. The design was loosely patterned off of the existing Franklin engine extension, with changes as required to maintain the existing thrust line and propeller position. All thrust loads (forward and reverse) are carried by the rear reduction unit bearing. The propeller pitch control system is identical to the Franklin set up. It has proven to be trouble free over the years, so why change it. Oil return is by gravity to the engine sump, and all oil is filtered through a custom remote oil filtering system. The drive mates to the engine via a splined adapter bolted directly to the flywheel. I used the manual version of the flywheel as a safeguard against any potential vibration concerns.

Cooling System

The liquid cooling is provided by a stock Corvette radiator, complete with stock electric cooling fans controlled by the computer. I added a manual over ride switch for the fans so the pilot can turn the fans on anytime he pleases. The stock air conditioning condenser is mounted in front of the radiator as it is in the Corvette.

Fuel

Fuel is supplied via manually controlled dual electric fuel pumps, complete with a water separator and dual automotive filters. Operating pressure range is 58 - 62 PSI. The LS-1 will run on either premium automotive fuel or 100 Low Lead aviation fuel.

Engine Control System

The Computer I chose is a standard G.M. system. The unit is Custom programmed with the export code for leaded fuel, and uses no oxygen sensors. This was to enable me to run 100 octane Low Lead fuel as well as premium unleaded fuel. The emission and VAT codes are suppressed. The wiring harness was purchased from an after market supplier. Computer Power is supplied from one of two full size batteries. The batteries can be manually isolated in case of an alternator or battery failure. The computer power source is selected manually.

Copyright 2004 - EBR Inc.  Website designed by Langnetic