Portfolio

Jon Mlsna (Owner of AeroVolare LLC)

  • Graduated with a degree in Diesel Tech
  • Programmed engines and tuned engines on Dyno’s
  • Went back to school and became an Engineer
  • Had multiple businesses in the past 20 years
  • Decided to make a high HP aircraft engine – with modern technology

Jamie Fettig (Exclusive Rights to Resell)

  • Holistic Doctor for 8 years
  • Manufactured and Sold Medical Equipment with 2 FDA clearances
  • Started selling Veloce aircraft in 2021

Benefits of LSV based engines

Can get new from the factory

Used in Kohler generators – under load constantly equivalent of pulling a plane – at 3600 RPM’s for 5,000 hours regularly

Used with boat motors to push boats through water in 4.3 Mercruiser at 4200 RPM’s for thousands of hours

Based on LS3 – V8 engine everyone loves so much for planes, but with a much lower weight, as it is 2 cylinders less.

Used in truck, forklift, van, and many other vehicles constantly under high load for hundreds of thousand of miles.

Tens of millions with so many parts and aftermarket parts to support them

 

Oil-Spray Piston Cooling: Six oil-spraying jets in the engine block drench the underside of each piston and the surrounding cylinder wall with an extra layer of cooling, friction-reducing oil. The oil spray reduces piston temperature, promoting extreme output and long-term durability. The extra layer of oil on the cylinder walls and wrist pin also dampens noise emanating from the pistons.

 

Benefit:

Longer reliability , more time between overhalls , piston walls better lubricated . This would allow us to even take the engine up further in power if needed and adds a huge layer of reliability we used to modify engine blocks years ago for race car engines that exceeded 7000 RPMS it was a huge pain to do but made a huge difference.

 

Rotating assembly and windage tray: within the 4.3L’s block is a durable rotating assembly that includes a steel crankshaft and 6.125-inch-long, powder-metal connecting rods, as well as high-strength, aluminum-alloy pistons. The connecting rods have a new profile that enhances strength. The pistons are lightweight, which enhances high-rpm performance, as they enable the engine to rev quicker. They also have a unique head topography that is essential to the direct injection system. The “bowl” and shape of the top of the piston head is designed to promote thorough mixing of the air and fuel – a dished center section helps direct the fuel spray from the injector – to ensure complete combustion, which improves performance and efficiency, particularly on cold starts. The crankshaft in the Gen V small block is located with new nodular main bearing caps – a significant upgrade over more conventional grey iron main caps. Nodular caps are stronger and can better absorb vibrations and other harmonics to help produce smoother, quieter performance. A redesigned windage tray is also used with the Gen V engine, which features a new oil scraper design. This enhances performance and efficiency by improving oil flow control and bay-to-bay crankcase breathing. The cylinder block an main bearing caps maintain the optimal cranksase “windows” that were perfected on the Gen IV engine.

 

Oiling System: the oiling system is revised and features a new, dual-pressure-control and variable-displacement vane pump with increased flow capacity. As with the Gen-III/Gen IV engines, the oil pump is driven by the crankshaft. Variable displacement enables the pump to efficiently deliver oil pump flow as demanded. Dual pressure-control enables operation at a very efficient oil pressure at lower rpm coordinated with the Active Fuel Management and operation at a higher pressure at higher engine speeds providing a more robust lube system with aggressive engine operation. All Gen V engines are designed to be used with GM’s Dexos semi-synthetic motor oil. “Thinner” oil is used, too, which helps reduce friction to enhance efficiency. The 4.3L V6 uses 5W30 oil, held in a six-quart aluminum oil pan.

 

Modern verses legacy technology

There is much debate on the merits of various technology in aircraft engines. We all tend to think of direct drive air cooled horizontally opposed engines with magnetos and carburetor or mechanical fuel injection as being the norm for legacy aircraft engines and this is true to a point. But the use of liquid cooling, 4 valves per cylinder, gear reduction and other engines are far from new. What we have done is taken a look at all of the technology from the past and present and what is available readily and from the factory, and decided on what gives the most total real world performance for the money.

Performance

300 HP naturally aspirated – at 410 lbs installed –

350 HP up to 18,000 ft with Turbo – 450 lbs installed

Nothing gives you that performance for that weight.

Reliability

the LSV is based on the LS3 v8 engine that everyone knows, with 2 less cylanders. So extremely reliable and proven in many other industries, under similiar loads.

Affordability

Not only is our price about half of any lycoming or continental with same HP – but our fuel efficiency is way better – 15 GPH for 262 HP sustained power. that is about o.4 lbs/hp. No other aircraft engine is this efficient.