ABBRA vs IMPACT

[Pat Hewitt]

Hi Brian,

Could you please send me your spread sheets on your IMPACT.


Thanks

Pat Hewitt





------ Original Message ------
Received: 11:27 PM CDT, 09/26/2005
From: brian young <brian_w_young at yahoo.com>
To: NSRCA <discussion at nsrca.org>
Subject: Re: Electrics

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


__________________________________________________
Do You Yahoo!?
Tired of spam?  Yahoo! Mail has the best spam protection around 
http://mail.yahoo.com 



If you want your reply email to go to the list, you must Cc: the list!

To access the email archives for this list, go to
http://lists.f3a.us/pipermail/nsrca-discussion/
To be removed from this list, go to http://www.nsrca.org/discussionA.htm
and follow the instructions.

List members email returned for mailbox full will be removed from the list.