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Discussion Starter #1 (Edited)
Hey Everyone,

I thought I would include you on my progress of the 66' Mustang Fastback progress. As some of you know about the project and what it all entails, I hopefully at least keep you guys interested as I both develop a digital model for structural analysis as well as material savings costs as I strengthen and build the mustang. Exhaust Routing, Computer generated body-flex and thus a solution, as well as turbo-piping, header design, and any and all geometry questions will be solved before the issue ever becomes an expen$ive mistake. Take a peak guys! AS ALWAYS, comments and questions always welcome, you guys and your knowledge will be the reason this project is ever completed, published, and enjoyed on the open road.


~Mike K

University of Minnesota
Mechanical & Jet Turbine Engineering
Graduate of 2006

Green Bay, WI
 

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Not to get you off topic, but I was noticing the jet turbine engineering title. I drive around a couple of PW305As strapped to a fuselage :)


I can't wait to see more progress on the car. Keep us updated.
 

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Not to get you off topic, but I was noticing the jet turbine engineering title. I drive around a couple of PW305As strapped to a fuselage :)


I can't wait to see more progress on the car. Keep us updated.
hahahah :lmao I drive around a couple of PW305As straped to a fuselage

Now thats sig material
 

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hahahah :lmao I drive around a couple of PW305As straped to a fuselage

Now thats sig material

That what they say about the Lear 60. It's 2 PW305As flying in formation pushing a fuselage.

It'a 9200 lbs of thrust in a 23,500 MTOW airplane. That's a good power to weight ratio in the civilian world. That's why we can see 13,000 fpm climbs off the rotation, and a 11 minute time to climb to FL410. That's on a good day.

With passengers on a normal flight, we usually see 6000 fpm at 250 KIAS.
 
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