No.. could it be..?
#152
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I need to post a message consisting of the entire Mirriam-Webster collection of rude, vulgar, offensive, and even correct anatomical words - so we can find out which ones are allowed.
Apparently that correct biological term is not allowed. I guess I can't name my next model the ******.
Apparently that correct biological term is not allowed. I guess I can't name my next model the ******.
#157
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The biggest challenge will be finding someone to launch it open exhaust..
If I don't like the way it throttles, I'd be tempted to have Jett make a replacement with a suitable bore size. The carb I put on the OPS .65 works like a charm so far. And it would look kewl.
Oh, for those in line for short kits, all the wood parts and all the spars are cut. I need to pick up a case of mailing tubes and get some plans printed (I have some but too much humidity cycling, they're headed for the wood stove), then we're good to go. Sorry I'm a bit slow guys but we're just about there.
If I don't like the way it throttles, I'd be tempted to have Jett make a replacement with a suitable bore size. The carb I put on the OPS .65 works like a charm so far. And it would look kewl.
Oh, for those in line for short kits, all the wood parts and all the spars are cut. I need to pick up a case of mailing tubes and get some plans printed (I have some but too much humidity cycling, they're headed for the wood stove), then we're good to go. Sorry I'm a bit slow guys but we're just about there.
#159
Awesome! I am looking forward to building this.
I might not comment but I read every post.
I wish I had more to add to this thread but my experience with high performance engines is all in my future. I am a fan of engines but I don't know how much time I want to spend tuning. But I am probably going to learn it any way. I want a good engine but I am not a fan of West or Jett for my own reasons. A carbed engine is my preference...I will be shopping for more powerful engines this summer. Some of the OS and other ducted fan engines sound good but I am not a fan of OS although I would try one before the other two. A Nelson does sound good to me. Ebay bargains is what I am good at. I have yet to determine what I am willing to pay for performance. I
I might not comment but I read every post.
I wish I had more to add to this thread but my experience with high performance engines is all in my future. I am a fan of engines but I don't know how much time I want to spend tuning. But I am probably going to learn it any way. I want a good engine but I am not a fan of West or Jett for my own reasons. A carbed engine is my preference...I will be shopping for more powerful engines this summer. Some of the OS and other ducted fan engines sound good but I am not a fan of OS although I would try one before the other two. A Nelson does sound good to me. Ebay bargains is what I am good at. I have yet to determine what I am willing to pay for performance. I
#163
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Small diaphragm pump with 1/4psi regulator - one line to crankcase pressure to work the diaphragm, and in/out. I think it is much the same as the pump in a gas carb in that respect.
The mystery is I believe mostly in getting the midrange correct - suction carbs tend to go rich in midrange on pressure. Hence Perry carbs and Perry pump carbs - I think the difference is just the mixture profile in the midrange, been a while since I read that bit somewhere - not on the website I could see.
Unless you mean the oscillating pump?
The mystery is I believe mostly in getting the midrange correct - suction carbs tend to go rich in midrange on pressure. Hence Perry carbs and Perry pump carbs - I think the difference is just the mixture profile in the midrange, been a while since I read that bit somewhere - not on the website I could see.
Unless you mean the oscillating pump?
#164
You are correct. No accelerator pump in the Perry Carb. The pump carbs are made to be leaner in the middle because the pump fattened it up some. The standard Perry carb was richer in the middle because they were made to run on muffler pressure.
#165
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Awesome! I am looking forward to building this.
I might not comment but I read every post.
I wish I had more to add to this thread but my experience with high performance engines is all in my future. I am a fan of engines but I don't know how much time I want to spend tuning. But I am probably going to learn it any way. I want a good engine but I am not a fan of West or Jett for my own reasons. A carbed engine is my preference...I will be shopping for more powerful engines this summer. Some of the OS and other ducted fan engines sound good but I am not a fan of OS although I would try one before the other two. A Nelson does sound good to me. Ebay bargains is what I am good at. I have yet to determine what I am willing to pay for performance. I
I might not comment but I read every post.
I wish I had more to add to this thread but my experience with high performance engines is all in my future. I am a fan of engines but I don't know how much time I want to spend tuning. But I am probably going to learn it any way. I want a good engine but I am not a fan of West or Jett for my own reasons. A carbed engine is my preference...I will be shopping for more powerful engines this summer. Some of the OS and other ducted fan engines sound good but I am not a fan of OS although I would try one before the other two. A Nelson does sound good to me. Ebay bargains is what I am good at. I have yet to determine what I am willing to pay for performance. I
How about... an Evolution .60NX (not the large case .61!) with the Jett aftermarket muffler. Killer power in a .40 case, relatively inexpensive. I have one in my original Demon now, waiting until it is NOT -29F plus wind chill to check it out. I bet it will be a riot.
Considering this motor can pull a Phoneix 7 ARF vertically after rotation on a 10-7, it ought to be adequate for a 3lb delta. Trick is to find the sweet prop. I believe joy will be found in a bit more shaft load than the 18-20k rpm .46-.50 crowd. I will start with a 10-7, try 10-8, and likely 9-9, 9-10.
Another idea is the TT Pro .46, again on a Jett muffler. 10-7 or 9-8/9-9 I figure (advice I got was to keep rpm around 17k or so for longevity, someone feel free to chime in). They haul Q500 ARF's in the130-135 range, there is roundabout 10-15mph more speed potential on the Demon.
Don't forget a good .32 - .35 in a .25 case is also a nice powerplant - you get a lighter aircraft that still boogies. All depends your goals - top speed? High revving .46-.60 small block sport engine, .46-.50 DF engine, pylon engines.
#167
I believe there is some misinformation on the Perry Pump, and Perry Pump Carburetors. The original Perry Pump is an oscillator pump. It works on vibration. There is also a Perry Pump that replaces the engine rear cover, and that pump works on regulated crankcase pressure. The pump carburetors have a larger bore, so that more fuel, and air can be ingested. For a given engine, the pump carburetor wouldn't work on suction. Not only would the mid-range be a miss-match, but there would be insufficient fuel draw at wide open. Greg
#168
Really it is nothing against the engines themselves but the people that use them were I fly. One in particular is a very unsafe flyer. Among other things he like to fly full throttle directly at the pits and then pull up just as he reaches them. It is just me but in my mind I want to do whatever he is not. I would rather fly with the crappiest stuff available than to mimic what he does in any way. One day he is going to hurt someone and it ain't going to be funny.
Late last year I picked up a few Novarossi's and so far I like them. I have never really propped a glow engine for speed and this will be the first year I have. I started getting into some fast electrics but smoking batteries, esc, and motors for a 3 minute flight is no fun at all. I am hoping find what I am looking for back in fuel powered planes. I have had one Evolution other than the 10CC gas I have. It was a .36 It was one of the best running engines I had till the bearings went out a bit prematurely. I am actually thinking about seeing if I can get the 10GX to go fast in some future project.
I really have no preferences on engines. I have used a lot of different brands and the only one I would say was a waste of money was a .46 Aviastar that never landed with the engine running. I gave it to a friend and even after swapping carbs he couldn't get it to run. I am not against spending a few hundred on a good motor. I think that OS is way over priced though.
I will be happy with anything that will go 130+ and give me 8 to 10 minute flights without having to work on it every day. I think the R528F I have has potential but I am not going to be out testing engines for another couple months. It is way too cold here in Michigan to be putting your hands behind a prop with a 130 mph wind chill.
I might eventuly stop associating West and Jett with a crazy flyer but for the time being I would rather try everything else on the market first.
Sorry for the detour.
Late last year I picked up a few Novarossi's and so far I like them. I have never really propped a glow engine for speed and this will be the first year I have. I started getting into some fast electrics but smoking batteries, esc, and motors for a 3 minute flight is no fun at all. I am hoping find what I am looking for back in fuel powered planes. I have had one Evolution other than the 10CC gas I have. It was a .36 It was one of the best running engines I had till the bearings went out a bit prematurely. I am actually thinking about seeing if I can get the 10GX to go fast in some future project.
I really have no preferences on engines. I have used a lot of different brands and the only one I would say was a waste of money was a .46 Aviastar that never landed with the engine running. I gave it to a friend and even after swapping carbs he couldn't get it to run. I am not against spending a few hundred on a good motor. I think that OS is way over priced though.
I will be happy with anything that will go 130+ and give me 8 to 10 minute flights without having to work on it every day. I think the R528F I have has potential but I am not going to be out testing engines for another couple months. It is way too cold here in Michigan to be putting your hands behind a prop with a 130 mph wind chill.
I might eventuly stop associating West and Jett with a crazy flyer but for the time being I would rather try everything else on the market first.
Sorry for the detour.
#169
I picked this up at a swap meet for $10...any idea what it is or what engine I should stick on it? Has a span of about 52" and a chord of about 10". It was apparently used for pylon racing. Do you think it is too much plane for that NR .28?
.
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#170
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Looks like a Scat Cat without the profile canopy:
A .25-.28 is enough power for sport flying - see the engine range above.
Near as I can infer, that R528F engine is likely car/buggy derived, and high rpm but modest torque. I think if you try to prop it for max power up in the 25-30k range you'll have way too little disc area for this airframe. Maybe start around 8-6 and see what happens from there? I think you should be able to spin that in the 20k range maybe better? But I don't have an R528F so this is SWAG. A piped mediocre .32 is good for around 18k on that prop, whereas Jett .30's spin a 9-6 the same speed.
The .28 would be in it's glory in a smaller airframe, maybe like a QM15 racer, spinning the crap out of a 6" - 6.5" prop.
A .25-.28 is enough power for sport flying - see the engine range above.
Near as I can infer, that R528F engine is likely car/buggy derived, and high rpm but modest torque. I think if you try to prop it for max power up in the 25-30k range you'll have way too little disc area for this airframe. Maybe start around 8-6 and see what happens from there? I think you should be able to spin that in the 20k range maybe better? But I don't have an R528F so this is SWAG. A piped mediocre .32 is good for around 18k on that prop, whereas Jett .30's spin a 9-6 the same speed.
The .28 would be in it's glory in a smaller airframe, maybe like a QM15 racer, spinning the crap out of a 6" - 6.5" prop.
#171
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I believe there is some misinformation on the Perry Pump, and Perry Pump Carburetors. The original Perry Pump is an oscillator pump. It works on vibration. There is also a Perry Pump that replaces the engine rear cover, and that pump works on regulated crankcase pressure. The pump carburetors have a larger bore, so that more fuel, and air can be ingested. For a given engine, the pump carburetor wouldn't work on suction. Not only would the mid-range be a miss-match, but there would be insufficient fuel draw at wide open. Greg
But the pump carbs do I think have some feature that cleans up the midrange, not just a larger bore? Otherwise you could just swap in a larger carb. Jett tweaks the midrange with the cam profile on the throttle barrel, and Fox did also according to Jett.
#174
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Sometimes I wish I still was..
People have JB welded the VP-30 into the backplates of engines before, eliminating the line between the crankcase port and the pump body.. same thing as a backplate pump really.
People have JB welded the VP-30 into the backplates of engines before, eliminating the line between the crankcase port and the pump body.. same thing as a backplate pump really.