RE: TF FW190 GIANT ARF
[quote]ORIGINAL: cubarican323 Do you think this plane can handle a DA85? [/quote] Any plane will handle anything if it balances out & you beef up the firewall. I'm putting a Saito 450R3D on mine fired of by CDI burning methanol/nitro & if my mods work out, I'm expecting see up to 8 HP & swing a 24 X 8 pitch 3-blade prop @ 6850 RPM static W/60# of thrust.. It might not be super fast, but it shpuld go out of sight vertically.
Posted on: 5/23/2013 7:35 PM by Author "SrTelemaster150" in the forum "RC Warbirds and Warplanes"
http://www.rcuniverse.com/forum/fb.asp?m=11520529

RE: TF FW190 GIANT ARF
[quote]ORIGINAL: Chris Nicastro [quote]ORIGINAL: SrTelemaster150 I think I'll ditch the Eagle head & go this route. [URL=http://s76.photobucket.com/user/PowerWagon896/media/RC%20Planes/Top%20Flite%20FW%20190/FW190A5_zpsd86267d2.png.html][IMG]http://i76.photobucket.com/albums/j31/PowerWagon896/RC%20Planes/Top%20Flite%20FW%20190/FW190A5_zpsd86267d2.png[/IMG][/URL] The graphics
Posted on: 5/23/2013 12:59 PM by Author "SrTelemaster150" in the forum "RC Warbirds and Warplanes"
http://www.rcuniverse.com/forum/fb.asp?m=11520486

RE: TF FW190 GIANT ARF
I think I'll ditch the Eagle head & go this route. [URL=http://s76.photobucket.com/user/PowerWagon896/media/RC%20Planes/Top%20Flite%20FW%20190/FW190A5_zpsd86267d2.png.html][IMG]http://i76.photobucket.com/albums/j31/PowerWagon896/RC%20Planes/Top%20Flite%20FW%20190/FW190A5_zpsd86267d2.png[/IMG][/URL] The graphics are available from Callie. http://www.callie-graphics.com/airplanes.php
Posted on: 5/23/2013 8:00 AM by Author "SrTelemaster150" in the forum "RC Warbirds and Warplanes"
http://www.rcuniverse.com/forum/fb.asp?m=11520192

RE: Are On Board Glow Drivers Worth the $$$?
[quote]ORIGINAL: iskandar taib Hmmm.. Is it really all that complicated - or expensive, even? http://www.hobbyking.com/hobbyking/store/__17157__On_Board_Glow_Igniter_1_5V_3A.html Iskandar [/quote] That's not the point. A glow driver does not improve performance other than keeping the glow plug lit @ low RPM to prevent flameouts. CDI is not really any more complicated & produces more power, 20% better fuel economy, easier starts & lower reliable idle speed. CDI is not practical on engines much under 1.00 cu. in., but anything larger it has benefits & the larger the engine gets, the larger the benefits.
Posted on: 5/22/2013 9:40 AM by Author "SrTelemaster150" in the forum "Glow Engines"
http://www.rcuniverse.com/forum/fb.asp?m=11519312

RE: TF FW190 GIANT ARF
From the looks of pictures #1, #2 & #3 it looks like you use dsquare brass tubing to make the tracks. (left to right across the top) Picture #4 is the "shoe" that rides in the center track @ the rear. (top right) Picture #5 shows the screw head that rides in the front side tracks (bottom left) Picture #6 shows the rear end of the front/side tracks. (botton right) A few more questions. What did you do for a canopy/windsreen & frame? What sort of frame is used to mount the "shoe" that rides in the rear center track.. What kind of "latch" would you emply to keep the canopy closed during flight? Got a link for the "ESM D9" forum? Or at least a date range. Search on this forum SUX.
Posted on: 5/21/2013 1:38 PM by Author "SrTelemaster150" in the forum "RC Warbirds and Warplanes"
http://www.rcuniverse.com/forum/fb.asp?m=11518504

RE: TF FW190 GIANT ARF
[quote]ORIGINAL: Ramstein44 I'll get mine out of the garage and post some pictures later. It was more of a pain for this model then others due to the design of the deck and the engineering process. I know of several way to do it, pneumatic or manual, it just depends on the amount of struggle you want to deal with. [/quote] I just want a manual slfing canopy for static display. If I don't have a sliding canopy so I can remove the pilot, I see little point in doing a detailed cockpit. If I have to use a non-sliding canopy I'll just put Gunter Rall in the standard TF cockpit.
Posted on: 5/21/2013 10:18 AM by Author "SrTelemaster150" in the forum "RC Warbirds and Warplanes"
http://www.rcuniverse.com/forum/fb.asp?m=11518314

RE: TF FW190 GIANT ARF
I want the fan for 2 reasons. The scale look is a big factor & also I think it will help cooling W/O cutting too many large holes in the cowl. If I make baffles for between the cylinders on the Saito FA4503D radial I think the fan will be quite effective. I need a 3 blade spinner anyway so that writes off about $70 of the price anyway..
Posted on: 5/21/2013 9:50 AM by Author "SrTelemaster150" in the forum "RC Warbirds and Warplanes"
http://www.rcuniverse.com/forum/fb.asp?m=11518258

RE: TF FW190 GIANT ARF
[quote]ORIGINAL: Ramstein44 Srtele, good to know you've made up your mind. [:D] [/quote] I've been laid up after the 2nd knee replacement since December & just got back to working on the plane about a week or so ago. What is involved in setting up a sliding canopy? Sorry if this has been posted before, but th search function on this site is next to worthless.
Posted on: 5/21/2013 9:48 AM by Author "SrTelemaster150" in the forum "RC Warbirds and Warplanes"
http://www.rcuniverse.com/forum/fb.asp?m=11518281

RE: TF FW190 GIANT ARF
[quote]ORIGINAL: Ramstein44 Srtele, I believe I answered these questions earlier in the thread when I posted the fan unit with my FW190, I know I had several PM,s on the issue. The fans are composite /resin type material wrapped around a aluminum back plate and the spinner itself is carbon fiber. If you're seriously interested in getting one, you will pay for it and the best reliable resource again is from Fighteraces.co.uk. Talk to Phil. He's a great guy and can answer all of your questions. Companies aren't carrying them as often as these were designed for the SIST as I'm sure you know and the 1/5th scale SIST kit's are far and few between due to the 1/4 scale kit take over. I got rid of mine as they don't have a lot of weight to them and wanted a heavier spinner so I don't have so much lead in the nose. And this plane to me just wasn't worth it since it comes with a decent spinner for the money. [/quote] I want to run a 3-blade prop so I need a spinner anyway. What ever happened to the days when spinners where easy to get un-cut? I am assuming that the fighteraces/SisT spinner is un-cut as that is how it appears. I felt like since I needed a spinner anyway this would be an option & I want the function of the fan. From what you pointed out, I am looking @ the same spinner/fan in either case as the picture I posted was from fighteraces.com so that eleiminated the decision on where to get the fan /spinner. Thanks. I had sent an e-mail tp Phil already.
Posted on: 5/20/2013 6:36 PM by Author "SrTelemaster150" in the forum "RC Warbirds and Warplanes"
http://www.rcuniverse.com/forum/fb.asp?m=11517701

RE: TF FW190 GIANT ARF
[quote]ORIGINAL: DraganRi a link to the ''german'' page http://www.sist-modell.de/index2.html Regards Dragan [/quote] So is the fan aluminum on the SisT fan/spinner?
Posted on: 5/20/2013 4:32 PM by Author "SrTelemaster150" in the forum "RC Warbirds and Warplanes"
http://www.rcuniverse.com/forum/fb.asp?m=11517578

RE: Welcome to Club SAITO !
[quote]ORIGINAL: FNQFLYER Sr Telemaster, good article / post.  Question would that CDI system work / fit / improve the 56 and 65 engines ??? [/quote] You can get a CDI system for a Saito 56 or 65 but what kind of airframe are you putting it in? The 65 would take the exact same triggre magnety ring a \s an FA91S & I know for a fact that C&H has those ready made. You could contact C&H after Memorial day about the .56. As far as the airframes? A 40 sized Cub or similar would be able to house the module easily, but a 40 sized Mustang or other warbird would not.
Posted on: 5/20/2013 4:07 PM by Author "SrTelemaster150" in the forum "Glow Engines"
http://www.rcuniverse.com/forum/fb.asp?m=11517558

RE: TF FW190 GIANT ARF
[quote]ORIGINAL: vik Well we do have the VAT (19% in Germany) add on it the price. It is like sales tax in US. The diameter is 144mm And the cone is CF as well [/quote] By cone, do you mean it cames W/a spinner @ €139? That's not much more than the other & the SisT has a CNC machined aluminum fan does it not? I might go that route if it's €139 for both the spinner & fan. Can you please post a link to the "german" page?
Posted on: 5/20/2013 12:52 PM by Author "SrTelemaster150" in the forum "RC Warbirds and Warplanes"
http://www.rcuniverse.com/forum/fb.asp?m=11517384

RE: Are On Board Glow Drivers Worth the $$$?
[quote]ORIGINAL: Sport_Pilot [quote]There's nothing complicated about ''multi cylinder'' CDI systems either. And, you comment regarding CDI being somehow less stable on engines that are being broken in is ludecrous given the more stable ignition timing of CDI & how can the oil collecting on the (spark) plugs be more of an issue W/CDI when the engines are running 20% leaner?[/quote] I should have said 4 cycle not 4 cylinder. And I did not say anything about CDI it was a reference to on board glow and oil in the glow plug not spark plug. The oil is a problem without onboard glow not with. Please stop trying to read between the lines. [quote] There's nothing complicated about ''multi cylinder'' CDI systems either. [/quote] Except there may be more pickups and or coils, depending on the method used for the CDI. Not a problem with a single pick up I suppose. But you still have to worry about the firing order, sometimes with interferance. IMO installing the pickup is enough to go to on board glow. Especially when you plan on removing it when the engine is broken in. Your 20% gain in fuel economy is only for those who use a glow plug too hot to begin with. I am sure the gain is considerably smaller after I have picked the glow plug with the highers RPM, and usually the leanest needle setting. Having burned maybe 3 tankfulls of fuel last year, I don't care if it saves 100% of fuel. I need to burn some fuel! [/quote] Man, you are all over the map here. Firing order is only relevant in our common modeling engines on radials. On twins or even 4 cylinder engines the "firing order" is not relevant because the spark occurs @ everytime the piston passes over TDC. It's called "waste spark". 1 of the spark cycles is "wasted" on the exhaust stroke just before TDC. On radials, the new single module units from Saito, RCEXL & C&H have 1 more magnet than the # of cylinders. That reverse polarity magnet "sequences" the firing order. A 3 cylinder radial fires 1-3-2-1, a 5 cylinder radial fires 1-3-5-2-4-1, a 7 cylinder radial 1-3-5-7-2-4-6-1. Every- other cylinder. A reverse polarity magnet (the extra magnet) triggers the every-other cylinder firing order. All you have to do is make sure than you are starting W/the #1 cylinder when the 1st magnet after the sequencing magnet is passing under the hall sensor. Set that cylinder for whatever the appropriate timing advance is & the computer takes care of everything. There are no external coils, they are contained in the module. The pickup is a small simple hall affect sensor & the most you would need on any model engine of 4 cylinders or less is 2. Radials only need 1. It becomeing clear that this is over your head & that's OK & understandable. For you GI is probably the best choice.
Posted on: 5/20/2013 11:21 AM by Author "SrTelemaster150" in the forum "Glow Engines"
http://www.rcuniverse.com/forum/fb.asp?m=11517310

RE: Are On Board Glow Drivers Worth the $$$?
[quote]ORIGINAL: Hobbsy That particular SS unit plugs in between the Hall effect sensor and the box. They came in 1,500 and 2,500, ''all in'' settings. [/quote] I know how it works, but when was it made? Was it pre'97? The plastic case makes me think otherwise. The picture downloader isn't working again so here is a picture of the Mk I Synchrospark units circa 1997. Note the delrin trigger magnet ring & primitive hall sensor bracket. [URL=http://s76.photobucket.com/user/PowerWagon896/media/RC%20Planes/C%20H%20New/CHignition1_zpsc32c1f63.gif.html][IMG]http://i76.photobucket.com/albums/j31/PowerWagon896/RC%20Planes/C%20H%20New/CHignition1_zpsc32c1f63.gif[/IMG][/URL] Here is the back of the case showing the manufacture month & year. [URL=http://s76.photobucket.com/user/PowerWagon896/media/RC%20Planes/C%20H%20New/CHignition2_zps290b413e.gif.html][IMG]http://i76.photobucket.com/albums/j31/PowerWagon896/RC%20Planes/C%20H%20New/CHignition2_zps290b413e.gif[/IMG][/URL] I bought that system last summer on RCG. BTW, when are you guys going to get some 21st century sofware so PIX can be loaded directly. This software SUX!
Posted on: 5/20/2013 10:09 AM by Author "SrTelemaster150" in the forum "Glow Engines"
http://www.rcuniverse.com/forum/fb.asp?m=11517235

RE: Are On Board Glow Drivers Worth the $$$?
[quote]ORIGINAL: Hobbsy Dan, one thing you might consider adding to your recommendation is that, carefully setting the LS needle is of utmost importance since it controls the mixture for about 85% of the throttle range. An engine with a poorly set LS needle can actually get better fuel economy at full throttle than at, say, half throttle. I plan to set up my 1.50 with C&H Ignition and a Cline regulator, this should be the ideal combo as I will only need to run the engine 50 rpm rich of peak because leaning as the tank empties is no longer a concern. That should keep the spark plug cleaner as part of the bargain. PS, I found another older C&H Ignition that has the wire set up for a Maloney 1.25, I'll get two of the 120 degree repair kits from Adrian. The Maloney had a special spark plug that Terry Grant used a special wire end on. Here are a couple of pictures of the old C&H ignition, note it has a separate module for the SynchroSpark, this one is ''all in'' at 2,500 rpm, barely above idle. Maloney spark plug is visible. Also note Deans connectors, a bit of history right there [/quote] Yes , the LSN is important for fuel economy. That's why I lean it out until it stalls on transition & then open it up just enough for smooth transition. I especially like the FA300TTDP dual carb setup for setting the LSN. I just lean outb the LSN @ idle until that individual cylinder drops out, then open it up until it just picks back up. I love the dual carbs, For me they are easier to get balanced than the single carb 300s. " having lived through dual AMAL Monoblocs on my hopped up '65 BSA, setting up the dual Saito carbs is a "walk in the park". I find the 50 RPM off peak unneccessary W/CDI, but I do back up to the rich side of peak RPM that can be 1/4 turn if leeway W/CDI. That's some odd C&H unit you have there. I thought the earliest Snchrospark units were all metal cased. I have 3 Mk I units from '97, some of the earliest SS units.
Posted on: 5/20/2013 9:18 AM by Author "SrTelemaster150" in the forum "Glow Engines"
http://www.rcuniverse.com/forum/fb.asp?m=11517165

RE: TF FW190 GIANT ARF
[quote]ORIGINAL: vik [/quote] Ahhhh, the ''accessories'' page is ''under construction''. I just want to double check the price of the SisT fan. If I remember correctly, the fan alone was nearly as much as the fan/spinner combo pictured above. 1/5 scale FW190A spinners ain't cheap. [/quote] Try German page :) I paid €139 + shipping If you are interested in diameter let me know and I can measure it tonight. [/quote] That's more than the spinner/fan combo above. That's what I thought.
Posted on: 5/20/2013 8:41 AM by Author "SrTelemaster150" in the forum "RC Warbirds and Warplanes"
http://www.rcuniverse.com/forum/fb.asp?m=11517117

RE: Are On Board Glow Drivers Worth the $$$?
[quote]ORIGINAL: Sport_Pilot [quote]ORIGINAL: SrTelemaster150 [quote]ORIGINAL: Sport_Pilot On board glow is used for inverted and multi cylinder applications. The latter of wihich would be more complicated with CDI. Some engines are difficult with inverted applications because of oil drowning out the glow plug. [/quote] Where on earth did you get the idea that inverted engines are ''
Posted on: 5/20/2013 8:05 AM by Author "SrTelemaster150" in the forum "Glow Engines"
http://www.rcuniverse.com/forum/fb.asp?m=11517070

RE: TF FW190 GIANT ARF
[quote]ORIGINAL: vik [quote]ORIGINAL: SrTelemaster150 Does anyone know where to get the best price in the Sist 1/5 scale A-8 cooling fan/spinner? I found one fiberglas/carbon version for $168 + P&P. [URL=http://s76.photobucket.com/user/PowerWagon896/media/RC%20Planes/Top%20Flite%20FW%20190/FW190spinnerFan1_zps21e369f4.jpg.html][IMG]http://i76.photobucket.com/albums/j31/PowerWagon896/RC
Posted on: 5/20/2013 6:51 AM by Author "SrTelemaster150" in the forum "RC Warbirds and Warplanes"
http://www.rcuniverse.com/forum/fb.asp?m=11516968

Are On Board Glow Drivers Worth the $$$?
I get so much resistance from "dyed in the wool" glow driver users when I suggest that CDI ia a much better alternative to OBG. They seem to think that CDI is complicated, bulky, heavy, expensive & unrelibale. Here is a picture of a typical McDaniels single cylinder OBG. It retails in the neighborhood on $85. [URL=http://s76.photobucket.com/user/PowerWagon896/media/RC%20Planes/C%20H%20New/McDanilesonBoardGlow_zps25a9f786.jpg.html][IMG]http://i76.photobucket.com/albums/j31/PowerWagon896/RC%20Planes/C%20H%20New/McDanilesonBoardGlow_zps25a9f786.jpg[/IMG] [/URL] Now compare that to this picture of a single cylinder C&H CDI system The retails for about $115. [URL=http://s76.photobucket.com/user/PowerWagon896/media/RC%20Planes/C%20H%20New/CampHCDI_zpsd158307b.jpg.html][IMG]http://i76.photobucket.com/albums/j31/PowerWagon896/RC%20Planes/C%20H%20New/CampHCDI_zpsd158307b.jpg[/IMG][/URL] Granted, the CDI system doesn't include the charger, but you use the same type of charger/ switch/charging jack that you use W/your RX & the same 4.8/6.0/7.4v battery packs. Looks to me like the CDI is a [b]wole lot less[/b] complicated than an OBG. The weight will be about equal but the CDI will take up less room in the airframe. As far as cost? The CDI will use about 20% less fuel to make 6% more HP so the fuel savings outweigh the $30 added cost. So CDI is simpler, less bulky, not any heavier, the added cost will be made up for in fuel savings, but what about reliability? I have 2 C&H systems that were put into servive in 1997. One of them has survived several crashes, one crash was straight in @ WOT from about 100' up. They both still operate flawlessly. The spark plugs last almost forever. The idea that CDI is somehow unreliable is ludicrous as it is emplyed on almost every kind of IC engine you can imagine W/great reliability. So, so far it looks like CDI has some advantage over OBG. Now, lets look @ the added bonuses of CDI over OBG. OBG is still a glow ignition system W/all of the drawbacks of glow ignition. That is, the ignition timing will fluctuate W/the fuel mixture, nitro content, ambient temperature, barometric pressure, humidity, etc, etc. W/CDI the ignition event timing is exactly the same every time & it can be programed to retard/advance as the engine RPM dictates. You will get about 5-6% more HP, (200-300 more RPM @ peak) you will be able to run about 25% longer on a given tankful of fuel, the engine will be super easy to flip start, the reliable idle speed will be about 300 RPM less, (easier landings) & the overall user friendlyness will be much better W/CDI. Oh yeah, W/CDI you can totally eliminate nitro W/O affecting reliability or user friendlyness. Given all of these factors, it would seem that OBG has nothing to offer over CDI & CDI is a much better option W/lots of added features.. Here are some clips of both of my 16 year old C&H Synchrospark CDI sytems taken last summer. [youtube]http://www.youtube.com/watch?v=5xaiAR8Yelc[/youtube] [youtube]http://www.youtube.com/watch?v=vdmLu13UJzs[/youtube] Here is the latest developement from C&H Ignitions. A single module, single hass sensor CDI for 3 cylinder radial engines. [youtube]http://www.youtube.com/watch?v=iERCMNum7XY[/youtube] C&H also has CDI sytems for 5 cylinder & 7 cylinder radials in developement.
Posted on: 5/20/2013 3:54 AM by Author "SrTelemaster150" in the forum "Glow Engines"
http://www.rcuniverse.com/forum/fb.asp?m=11515392

RE: TF FW190 GIANT ARF
[quote]ORIGINAL: motor12 SrTelemaster150 i am curious, where do you fly in your area. [/quote] There's a nice BIG AMA sanctioned field about 20 miles from me in Bruston, NY.
Posted on: 5/20/2013 3:25 AM by Author "SrTelemaster150" in the forum "RC Warbirds and Warplanes"
http://www.rcuniverse.com/forum/fb.asp?m=11516823

RE: TF FW190 GIANT ARF
It's been slow progress but I'm getting able to spend more time on my feet. The knee replacement recovery is progressing slowly but surely. I got a little clip shot of my totally electric Robart retracts. The TW retract functions via the electric jackscrew actuator mounted forward in the servo bay. [youtube]http://www.youtube.com/watch?v=0vKxxmWTsRc[/youtube] The right retract & TW are on "delay" but there is a lag in the right main retract motion due to the screw taking up the lock slack. That makes the TW seem to operate sooner than the right main. Since the full scale Wurger did not really stagger the mains on retract, I think I'll put the mains on the same timing W/the TW delayed. That way, the TW will not start to retract until the right main has been able to come part way up. The full scale TW was operated via a cable on the right maingear.
Posted on: 5/20/2013 3:23 AM by Author "SrTelemaster150" in the forum "RC Warbirds and Warplanes"
http://www.rcuniverse.com/forum/fb.asp?m=11516821

RE: Welcome to Club SAITO !
[quote]ORIGINAL: frets24 Thank you Spaceworm for asking the question that I was going to ask and SrT150 for the clarification. If we are talking glow fuel w/ spark ignition then the higher ExhaustGasTemp of gasoline is no longer a factor. I wasn't planning on OnBoardGlo as this twin seems to be as reliable as any single. The CDI GlowFuel Ignition is truely begining to pique my intrest. Just curious as to why a spark ignition on glow fuel would yield more power than a full time energized glow plug? Also, why the consumption would be less? It seems that means one would be running a leaner mixture and that would mean hotter with less lube to my understanding. I am not trying to be controversial, but I [i]am[/i] a [i]glutton[/i] for information and SrT150 seems a reliable and knowledgeable source. Or maybe I am completely confused here!![&:] (doesn't take much these days![;)]) [/quote] The reason that CDI yields more power than GI is that CDI is a timed spark event. The engine can be tuned very precisely for maximum HP. W/GI your spark timing will vary W/the A/F mixture, nitro content, lube content, ambient temperature, barometric pressure, relative humudity or any atmosphereic condition. W/CDI the spark & therefore the ignition occurs @ precisley the same time every time. The spark curve can also be calibrated for the RPM range. Yes the engine runs leaner W CDI because you are burning all of the A/F mixture & it can safely run leaner because the A/F mixture will not change the ignition timing as W/GI. Yes it runs a bit hotter, but not nearly as hot as the same engine burning gasoline. The methanol fuel cools the intake charge so the engine runs cooler. As far as less lubrication due to the leaner running conditions? Bear in mind that you no longer have a volitile ignition timing issue as W/GI. You will not need the added insurance of eccessive lubrication to keep the ignition timing in line or protect from lean conditions that play havoc W/GI. In fact, it is general concensis that lube content can be reduced to 10% or perhaps even slightly less when running CDI W/glow fuel. I ran the equivelent of a 55 gallon drum or more of 15% Cool Power glow fuel through my FA150 that was run on CDI. After a crash, the engine was left in an unheated shed for 14 years W/fuel still in the tank. Aside from some corrossion (not as bad as some would have you believe given the lack of castor oil in the fuel) there was no abnormal wear on the engine when I tore it down to build my High compression stroker 180 on the 150 case. I could have cleaned it up, installed a new set of bearings & had a perfectly fine FA150. W/the exception of the smaller valves, I reused all of the valve train including the cam. The cam is perhaps the most wear prone part in a Saito engine due to poor oiling. If the lower volume of oil due to the leaner HSN settings where to have had any detrimental affects, it would have shown up on the cam. Now a few words about the HSN settings W/CDI. Common & probably the wisest method of setting the HSN on an engine W/GI is to peak the engine RPM & back off 200-300 RPM from peak. This is insurance that is well deserved because any change in atmospheric conditions can affect ignition timing & that can further upset the need for a specific A/F ratio. (mixture) Since we have removed that variable W/CDI we no longer need to "back off 200-300 RPM from peak. What you will find is that when you reach peak RPM W/CDI there will be a considerable range where the HSN no longer affects RPM. What you want to do is S-L-O-W-L-Y go as far as you can (leaning) until the engine faulters (goes lean) or you reach a point where the needle has been turned in several clicks (1/4 turn perhaps) W/O any change in peak RPM. Do this a few clicks @ a time allowing the engine to catch up W/each adjusment. When you have reached either condition, start backing up (richer) until the engine again faulters from being too rich, then lean it out a few ckicks until you just regain peak RPM. Now, you will be runing just on the rich side of your peak power A/F ratio. Setting your LSN is similar to GI except you should be able to lean out the LSN W/O danger of kickback so you can proceed W/a little less apprehension as you lean out the LSN. Set your LSN as lean as it will go while still allowing smooth trasition. If the engine stumbles & then accelerates, it is too rich. When you reach the too lean LSN setting, the engine will stal when you open the throttle. Open up the LSN until you again achieve smooth transition W/O stumbling. Go back & briefly revisit your HSN settings after tweaking the LSN. I got a chance to weigh my C&H twin module. It wieght 4oz on my dietary scale so the net weight gain will be nil if you go W/4 liquid oz less fuel load. Here is a thread that will show yu step by stepm how to set up your C&H CDI system. since the FA200T1 is an even firingtwin, it will be identical as far as set-up. http://www.rcgroups.com/forums/showthread.php?t=1774802 Below is a picture of my brandy new C&H twin engine module. It is slated for my very own FA200t1.
Posted on: 5/19/2013 7:18 PM by Author "SrTelemaster150" in the forum "Glow Engines"
http://www.rcuniverse.com/forum/fb.asp?m=11516492

RE: Welcome to Club SAITO !
[quote]ORIGINAL: frets24 SrT150, That was a great explanation. I could very quickly become a fan of CDI and glow fuel...sounds like you have become a true believer in it already. Thanks for the link as well[:D] [/quote] LOL. I tried to run my FA91S on GI last year. I session @ the field was enough for me! Since I was able to get 3 1/2 HP out of my FA180HC CDI BBC engine, my next project is to get 7HP out of an FA4503D on 15% Cool Power glow fuel. I entend to get there by incorporating CDI & an 11mm "Big Bore" carburetor W/through the case induction. I will eventually increase compression either by machining some material off of the case deck or by stroking the crank a bit. If I do increase the CR I would expect about 8 HP.
Posted on: 5/19/2013 7:11 PM by Author "SrTelemaster150" in the forum "Glow Engines"
http://www.rcuniverse.com/forum/fb.asp?m=11516582

RE: Welcome to Club SAITO !
As I posted in my previous post, here is a step by step how - to for setting up a Saito single or even firing twin. (FA60T, FA90TS, FA300T, FA100Ti, FA200T1) http://www.rcgroups.com/forums/showthread.php?t=1774802 Soon I will be exploring the world of 3 cylinder radials. If any of you are not comfortable W/doing this yourself, I will set up & tune a Saito single or even firing twin W/a C&H (or similar set screw applied trigger magnet ring) CDI system for $25, you pay for the shipping to & from. Singles & small twins will fit into a Priority Mail box so shipping will be minimal. You can have the ignition sent directly to me.
Posted on: 5/19/2013 6:27 PM by Author "SrTelemaster150" in the forum "Glow Engines"
http://www.rcuniverse.com/forum/fb.asp?m=11516531

RE: Welcome to Club SAITO !
[quote]ORIGINAL: Hobbsy Dan, I can see what you're saying about the gnition providing more accurate and consistent timing. So far I have not achieved that close enough for a gain. When I can afford Adrian's sensor mount and adjustable ring I can try different timings with ease. With my home made one I have to make a new one each time. [/quote] Every engine I have converted got 200-300 RPM more @ peak. Some, like my FA150 responded @ 28° BTC W/150 more RPM, I expect it to yield more as W/E-85 in that engine there was a 300 RPM increase from 28° to 35° timing advance. That is when I accidentally discovered the power boost from aggressive timing advance settings, I fully expect the FA150 to gain @ least 300 RPM when the timing is advanced tom 35° BTDC. That should put it squarely in the range of what an FA180 will do W/GI. My FA91S yielded nothing in power increase when I converted it W/the timomg @ 28° BTC. Advancing the timing to 35° gained 200 RPM. You must be willing to be aggressive W/the ingnition timing as well as the HSN settings. As I pointed out in my previous post, there is no need to back off in RPM from the peak setting. Just go to the rich side of peak. There will be perhaps 1/4 turn or more @ peak HP where the HSN does not affect RPM. Just go to the rich side. of that range If you tune properly it you should get a substantial increase in RPM.
Posted on: 5/19/2013 6:13 PM by Author "SrTelemaster150" in the forum "Glow Engines"
http://www.rcuniverse.com/forum/fb.asp?m=11516514

RE: Welcome to Club SAITO !
[quote]ORIGINAL: spaceworm [quote]ORIGINAL: SrTelemaster150 [quote]ORIGINAL: frets24 Seriously considering that, though I'm really getting into a critical wieght stage. If I can put all of the CDI gear and battery in the cowl it may be a good option. I was under the impression that gassers yielded a lower output per Cu.In.? Also with the scale exhaust I'm not sure that the significantly
Posted on: 5/19/2013 2:52 PM by Author "SrTelemaster150" in the forum "Glow Engines"
http://www.rcuniverse.com/forum/fb.asp?m=11516339

RE: Welcome to Club SAITO !
[quote]ORIGINAL: frets24 Seriously considering that, though I'm really getting into a critical wieght stage. If I can put all of the CDI gear and battery in the cowl it may be a good option. I was under the impression that gassers yielded a lower output per Cu.In.? Also with the scale exhaust I'm not sure that the significantly higher EGT would bode well for the fiberglass fuselage at the stack outlets. [/quote] You will save the weight of the CDI by the reduced fuel amount you need to carry. You can get the a bit more flight time of a 24oz tank on GI W/a 20oz tank on CDI. That will save you 4oz flying weight, more than a CDI system weighs. If you are going to carry OBG there won't be any difference in wieght as the maodule weighs just a few ozs & the battery pack will be needed anyway even if you go OBG. 20oz will give you 15 minutes flight time on CDI according to your test for GI & a 20% better fuel economy for CDI. 24oz of fuel load on GI will get you just under 14.5 minutes @ 10oz per 6 minutes. I will weigh the twin cylinder module I bought for my FA200Ti & post it later.
Posted on: 5/19/2013 11:40 AM by Author "SrTelemaster150" in the forum "Glow Engines"
http://www.rcuniverse.com/forum/fb.asp?m=11516155

RE: Welcome to Club SAITO !
[quote]ORIGINAL: frets24 I have ordered a complete bearing set as the cost for four wasn't a whole lot more than for just the rear two. I'm thinking that the resistance in the rear case could easily rob me of 10% of performance as the resistance multiplies with increased rpm. Once the bearings are replaced I'm going to run it with my scale exhausts and then with the stock exhaust stacks to see if that is also any factor. The consumption works out to 10oz in @6 min at WOT; so just under the planning expectation of 1oz per cubic inch. [/quote] Put CDI on that engine & fuel consumption will drop to 8oz @ 6 minutes & power output will increase by 5-6% W/about 400 RPM lower reliable idle speed. It's a simple twin cylinder module set-up as the firing order is 360°.
Posted on: 5/19/2013 8:12 AM by Author "SrTelemaster150" in the forum "Glow Engines"
http://www.rcuniverse.com/forum/fb.asp?m=11516003

RE: Are On Board Glow Drivers a Waste of $$$?
[quote]ORIGINAL: Sport_Pilot On board glow is used for inverted and multi cylinder applications.  The latter of wihich would be more complicated with CDI.  Some engines are difficult with inverted applications because of oil drowning out the glow plug. [/quote] Where on earth did you get the idea that inverted engines are "more complicated with CDI"? I ran my FA150 inverted in my Dynaflite PT-19 W/great reliability. All you have to do is pay attention to how you orient the engine during storage to prevent oil puudling on the spark plug. Any inverted engine application, either GI or CDI, can be improved by canting the engine so that the exhaust valve is @ the bottom.
Posted on: 5/19/2013 8:06 AM by Author "SrTelemaster150" in the forum "Glow Engines"
http://www.rcuniverse.com/forum/fb.asp?m=11515997

RE: spray bar and needle valve
[quote]ORIGINAL: M3220 I have a Saito FA-65 ( the older version ) , letters B and E are stamped on the top side of motor mount. My hobby shop locally says the engine is not made any more. I am in need for a spray bar and needle valve. I missed one on E-Bay. I cannot find any parts listing on any sites. the part number on the E-Bay site was a manufacture Part # 65-41. I will call saito and see what they say. I thought i might get some info from RC Universe before I make the call. I did notice a number of Spray Bar up-dates on line, don't know if it will work for my FA-65 Thank you [/quote] I'm not sure if the "older version" has the same carburetor, but the "small - medium" Saito engine manual lists the same carburetor for the FA65 & the FA62 SAI50821C. If that's the case, the rebuld kit, SAI50133 (includes the spraybar) & needle valve SAI10085 should work. The spraybar is also available seperately, SAI65122A but it won't have the "O" rings that is inside the spraybar & needle valve body. There is also an "upgrade kit" SAI50144 available. It iclude all the parts in the rebuild kit + some additional "O" rings & such. The fact that the spraybar has "65" in the part # means that the carb is derived from a "65" series carburetor. Have you LHS order the parts on their next order from Horizon to save shipping costs. http://www.horizonhobby.com/products/fa-62a-aac-with-muffler-al-SAIE062A#t4 I hope this helps.
Posted on: 5/19/2013 6:51 AM by Author "SrTelemaster150" in the forum "Glow Engines"
http://www.rcuniverse.com/forum/fb.asp?m=11515924