Electrics

[jeffghughes at comcast.net]

I saw a 60 size engine (I think it was an OS) at a swap meet once with an internal gear train. Probably hard to get good gear life. Probably better to think about belt drives for the big 2 and 4 stroke motors.

-------------- Original message -------------- 

Ive been wondering about that big slipstream comment on the larger props. Curious to hear comments on a geared  down (or belt drive reduction) engine w/ a ratio that will turn the bigger props at a max speed that wont be to noisy.....hmmmmmmmm



Ed Alt <ed_alt at hotmail.com> wrote: 
Yeah, I didn't want to say anything at first because Craig had me by about 14 places after 4 rounds in Muncie.  Aside from busting a crankshaft two weeks ago and having a pump pressure tube crack (my fault for spilling some CA on it, making it brittle), I have had nothing but great runs from 3 different OS 1.60's over 1 1/2 seasons.  Something on the order of 350 flights accumulated, mostly on the one that busted the crank. Re. the Webra, I feel Craig's pain on that one, but ofcourse we know a few guys that have this working well.  The OS hasn't cost me a point anywhere, but the Webra, that's another story.

Anyway, I think I hit on a good recipe that was offered up by others using the OS 1.60 with the VP30 pump.  Aside from that little pressure tube that I screwed up once, it's been great, though it took a couple of days of fiddling to learn the combo of adjusted pump pressure and lean low end needle to make the low end and mid-range work right.  Now if OS would just put stainless steel bearings in at the factory, there would be even less to fuss with.

I'm giving it another year at least to see what shakes out with this electric stuff.  Looks like very nice performance when it's all working, I just can't afford to be on the industry learning curve with the rest of you.  The two key things to me are getting the cost down and longevity WAY up on the packs.  Capacity to weight is assumed to be taking care of itself as the technology is further developed.  Better controllers that don't go up in smoke should be relatively easy, it's most likely a matter of manufacturers getting a firmer handle on the conditions they are actually running under in the fleet.  Flyers learning how to optimize ducting for everything to keep it all at a reasonable temperature range is another key factor.  Would love to play, just can't do it for now, so good luck to the guys paving the way.  Lot's of us are watching.

Ed
----- Original Message ----- 
From: Keith Black 
To: NSRCA 
Sent: Monday, September 26, 2005 11:39 PM
Subject: Re: Electrics


Craig,

The first paragraph of your message had me shaking my head wondering what it is you're doing to cause so much trouble with glow engines. Like everyone I've experienced trouble with glow engines from time to time, but I can count on one hand the number of rounds I've had compromised by my Webra 1.45's over the last three years. Out of about 17 contests I think I've only flamed out twice during a contest round, though I've had another two or three rounds where poor runs caused me problems.

However, I have to admit, the last four paragraphs of your message were extremely persuasive and made some very good points. What makes your points even more impactful is that I've heard the same comments regarding the flight characteristics from others that have flown electrics.

I just wish the technology was just a little further along because I'd love to be a convert. 

Keith Black
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