Electric Babblings

[Jason]

1) It only looks weird on the runway (when I run-up on the ground I hit my
idle-up setting), not many will see it in the air (not best set-up anyway).
2) True, true, true. I set my idle for about 600rpm.
3) Again true.
and....
4) I noticed that I even had to carry a bit of power entering spins as it
would get too slow. But I also feel that it was in large part to the
airplane design. I'll know next month.
5) The way my Hacker system was set-up as far as arming was easy, if the
canopy wasn't screwed on the plane, the battery wasn't plugged in. When it
was plugged in, NO ONE was allowed near the prop, even if the switch was
off. I think on my new one's I'll make my connection on the outside of the
plane (like having fuel lines).
6) LiPo myth..."reproducing the Big Bang theory"....well, let me tell ya,
having witnessed first hand (not one of my packs) there is no massive
explosion. Each cell makes a pop right before a 6-8" flame burns for about 5
seconds. Even when 3 go off at once it's not that big of a deal.
7) "Flameouts" are still a possibility. As with anything in like...Murphy
strikes at the most inopportune times. Cell, controller, motor...any of
these could go.
8) Done babbling....

Jason

-----Original Message-----
From: discussion-request at nsrca.org
[mailto:discussion-request at nsrca.org]On Behalf Of Doug Cronkhite
Sent: Wednesday, December 03, 2003 2:29 PM
To: discussion at nsrca.org
Subject: RE: Winter / Focus / Fuel/Electric.



Well.. you fix that by setting a good idle speed before you take off. You
never let the motor stop in flight for a few reasons.. 1) as you
described, it looks weird.. 2) a stopped prop is not the best solution for
downline breaking.. 3) the start/stop is hard on the gears..

-Doug

On Wed, 3 Dec 2003, Henderson,Eric wrote:

> What I find weird is having the plane sitting on the runway with no engine
running. Then it just seems to burst into life and  take-off. Not a
transition that is easy to get used to.
>
> Also in stall turns it is hard to gauge what prop rpm is needed. and when
to come on the power on a down line in a crosswind is perplexing.
>
> E.
>
> -----Original Message-----
> From: discussion-request at nsrca.org
> [mailto:discussion-request at nsrca.org]On Behalf Of Keith Black
> Sent: Wednesday, December 03, 2003 2:56 PM
> To: discussion at nsrca.org
> Subject: Re: Winter / Focus / Fuel
>
>
> Doug,
>
> While you're at that flying site by yourself be REAL careful around the
prop
> on that electric. One false move and that sucker could be at full power at
a
> very inopportune time! To me that's the hardest thing to remember when
> switching to electric.
>
> I highly recommend using a separate arming plug/switch for the motor so
you
> can run the control surfaces and have the motor disabled until just before
> taking off.
>
> Of course, I'm sure Jason has told you all about that.
>
> Keith Black
>
> ----- Original Message -----
> From: "Doug Cronkhite" <seefo at san.rr.com>
> To: <discussion at nsrca.org>
> Sent: Wednesday, December 03, 2003 1:42 PM
> Subject: Re: Winter / Focus / Fuel
>
>
> > Sure thing..
> >
> > Motor: Hacker C50-14XL geared.
> > Controller: Jeti Hacker Master 77-3p.
> > Batteries: Thunder Power 10s3p (actually 2 x 5s3p wired in series)
> > Charger: Schulze ISL 6-330d x 2
> > Aircraft: ZN Line Supreme
> >
> > Cost is unreasonable at this stage of the game. The motor and controller
> > are actually not the bulk of the price. It's the batteries. Including
> > everything (motor, controller, battery, chargers) I have roughly $2000
> > invested. You could knock about $650 off that if you only buy 1
> > 10s3p battery pack. I already had the chargers so you're looking at
> > another $380 to buy a pair. I'm also developing my own mounting setup
for
> > the airplane (which ZN will manufacture as an option). Landing gear is
> > also being designed to handle the 22x12 APC-E prop. 1st rev will be
> > aluminum but a carbon gear is in the works as well.
> >
> > As far as weight goes, I'll have to get out the scale for exact numbers,
> > but the installed weight is about 8 ounces more than a comparable glow
> > installation (this is using Jason's airplane as a reference as I'm still
> > building mine). Judging by the component weights of my kit and hardware,
I
> > think I'll be at 9.5 pounds before paint/covering so 10.5 pounds should
> > be VERY workable, but keep in mind I'm looking at every gram that goes
> > into the airplane to keep it as light as possible.
> >
> > OK.. so the disadvantages at this moment are costs, lack of completely
off
> > the shelf components, and the volatility of the LiPo batteries if
they're
> > mistreated (fire and explosion). There is also the unknown of just how
> > many charge/discharge cycles these batteries can take at these current
> > levels (roughly 65 amps max). These are all things I'm willing to
> > risk/endure however.
> >
> > The advantages to me however MORE than overcome the problems.
> >
> > 1) lack of vibration
> > 2) perfect throttle response
> > 3) zero weight change/shift through the flight
> > 4) low noise
> > 5) no lean/rich runs
> > 6) no flameouts
> >
> > Last and most importantly is the available practice sites for me. We
have
> > an electric only field here in San Diego which is 10 minutes away and
> > rarely used if ever in the afternoons giving me all the flying time I
will
> > need.
> >
> > -Doug





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