Mustang Exhaust
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No... I am holding them waiting for a couple of people to fly with the new software and hear their report. There are about 30 in the field so we need a couple of flight reports before I ship them to RCS.
Posts: 73
Joined: 4/28/2004 From: V - S - F - FRANCE, FRANCE, METROPOLITAN Status: offline
Hi all, Comming back from holidays. Very glad to see things advance. Hope this device will works with Graupner Brand, as it's compatible with Hitec.
For international orders, if you choose UPS, you are sure to pay VTA and customs' taxes, as UPS has an agreement with every customs. With airmail, in France, 75% of small shipments is not checked by customs , and you avoid all taxes ....
I wait a little more to order the final release.
I don't know which IC is used on the device, but does the binary of the pgm will be available online ? It could be interesting if the burner is not too expensive vs the costs of shipment to upgrade it.
The current plan is to only offer software upgrades with a return of the device or just the IC. The programmer is expensive and the device is confidential. It is more than just software as there are PGAs in the IC as well. So its more than just your average off-the-shelf microcontroller. So do not plan on field upgrades.
Posts: 260
Joined: 1/2/2003 From: Holland,
MA, USA Status: offline
I was wounding if for the applications that don't use spinners if the sensing device in a model airplane tachometer could be used with this system in place of the magnetic ones? It could be buried in the fake radial or inside the cowl and pick up off the prop blades instead of the magnet in the spinner.
There is a section in this thread that covers applications without spinners. My recomendation is to use some special magnets I bought that you can mount in the prop hub of the engine rather than the spinner. I have some instock and they sell for $2.50 a pair plus shipping. The other two other suggestions were to mount the magnet on a piece of aluminum or fiberglass board between the prop and hub or mount the magnet in the center section of the prop itself.
I have a different device (heli governor) with an optical RPM sensor that is not ready for market yet. Optical is not as reliable or accurate as magnets. Plus dirt grease and lighting can be a problelm. This is why I did not offer and optical version of the Twinsync
The sensor input expects an open collector input and it is pulled up to 3.3volts. So any clean pulse train 0 volts-3.3V will work on the device. There can not be any glitches on the edges. So feel free to modify a pair of tachs and use them. Let me know if you can not work with 3.3V and have to have 5V. I can work something out for 5V.
Posts: 1055
Joined: 7/6/2005 From: liberty,
MO, USA Status: offline
yl5295,
I have no desire to fly twins (Can also be read as: I have no money to fly twins....) but I have read every post in this thread simply because the whole project and process appeals to me. This device is the most thought out, well designed, most ingenious device I have seen for radio control since the computer radio. I personally love how you are working hand in hand with the guys who will be buying it and explaining exactly how and WHY everything works. It's rare to get to chat with the guy who actually designed, or better yet is in the process of designing, something. Usually all we see on the consumer end is the marketing departments vague concepts of the actual functions.
Kudos to you and I wish you success in your future projects (8 more in the works is it?? I'll be watching)
< Message edited by coolbean -- 8/9/2006 9:49:01 PM >
As an update, I expect RC Showcase's inventory to ship this week. We should see some flight reports on the thread soon too. Anyway I am only fooling with one outstanding issue at this point and it is flywheel/magneto equipped Gassers - like Zenoah - at very low RPM)... Apparently, the engine response time at low throttle - i.e. low torque - is Really really slow at low RPM and we are getting some oscillation with those. Gassers with Electronic ignition looks great from initial reports with the new software.
One other thing that is becoming obvious is that it is likely that users may have to change the timing parameters depending on engine and servo combinations if not using something similar to the factory settings (glow with standard servos). The new software let's the user speed up and slow down the device to prevent oscillations. Everyone that has gotten a software update should have received the new manual that goes with it via email.
Posts: 2063
Joined: 2/8/2002 From: SheCarGo, Sillynoise,
IL, USA Status: offline
Oki doki... I have one of these units I have been working with... Some about the plane.. It is a tri-gear Stick plane, 66" overall w/s.. 58" over lenght counting the 7" nose I made for it... For power I have on this plane a couple TS .56 motors that have been a major PIA in getting to run consecutively as well as concurrently with each other... It is with purpose I am using these motors as I wanted to test the Syncro unit to the max... The one motor has a habit of running at a varying RPM and is not consistant in running... At WOT the motors will run and I do have several flights on this plane..
So... How did Sycro unit work... The basic answer is simple.. Sunday Aug 13,2006 took plane out.. Running motors every time the sluggish motor came down the other one came with it at an UNnoticable difference.. So basically they both came down the same.. Now lets try flying it... Ok.. Minor problem... Nooo,, not with the unit,, but with the motors.. The one does not like to run consistantly...
Started both,, got plane out to runway<carry> power and go <grass field>... Plane picks up speed and just at about the time lift off is to happen a motor comes down... Without the Syncro unit more than likely plane would have gone airborn and been a major mess... However,, bad motor comes down,, good motor comes down right behind it.. The plane yawed approx 20/30 degrees as BOTH motors came down.. This was not even enough to make plane flip over and touch wing tip.. Plane veered slightly and came to a halt being on grass.. Pull stick back,, move it back forward, good motor comes back up.. But that dang crappy motor was still dead.. Now,, understand,, all this happened in approx 1.384 nano seconds... The result of having the syncro unit is that it told me something was amiss,, throttled down the motors,, preventing the plane from taking off and possibly getting out of control and crashing... So to that extent.. This unit does excatly what it is suppose to do.. Help SAVE YOUR PLANE .... Ran out of time to do an in flight test but that is comming up soon.. After I get a couple flights using the unit while using the not so good motors I have a couple other motors that put out a ton more power and are pretty much on for reliability... This will be a good comparsion to test the unit with.. Then will get into trying out the different features the unit provides for...
To this point.. I would have to say this unit is doing excatly what it is suppose to do... Make it easier and safer to fly twins and to save personal grief and,, save your plane...
< Message edited by Robby -- 8/15/2006 1:02:50 AM >
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Posts: 281
Joined: 11/28/2003 From: Fort Gibson,
OK, USA Status: offline
I've been testing the TwinSync on my F83 gas conversion twin. See earlier posts. I had some problems with the unit "hunting" at mid and low range throttle settings. This was not a major problem but Bill Wike worked with me and some other gas guys to solve this problem. Basically these gas engines run at slower rpms and spool up and down slower that the smaller glow engines that Bill used to test the original unit. He has been working on reprograming the unit to allow for the big differences between various engines. I just received a new updated IC chip and he has just about solved the problem. The ground tests show no hunting at any throttle setting and Bill tells me he is further refining the programing to improve the syncro process on these slower engines.
The great thing about this product is how well it works and how easy it is for the designer to make the needed changes to make it bettter. Working with Bill has been a pleasure and I look forward to flying the big gas twin to test the system in flight.
I have a buddy who is putting the TwinSync on a C160 ARF with .32 2 stroke glow engines. We will be testing that set up within the next week or so.
Appologies to people that have ordered units from RC Showcase or have contacted me wanting a unit. It will not be a problem getting you one once initial problems are solved. I am still holding their inital shipment to make sure all initial bugs are worked out. I feel like I am doing the right thing by resolving all known issues before shipping additional units. Keep your back orders in place with them to reserve the intro price.
Several new features are being added now as a result of additional field tests. These include the following: - programmable Sync engagemennt point (new) - automatic servo response time based on RPM range (new) - RPM based glow driver circuit (already in 1.1.0 updates being provided for the last couple of weeks) - programmable response time to allow users to fine tune sync time/dead stick response time/ without RPM surges (new)
Future software features I am working on include the following: - remote display of LED status and engine RPM read out - 4 engine capability (as soon as my B-17 kit arrives)
I think (although maybe a little early though, to say that all issues are now at bay and eveyone should expect shipments in the next week +/- a few days)
YL5295
< Message edited by yl5295 -- 8/15/2006 12:19:58 PM >
Posts: 291
Joined: 9/26/2002 From: Baltimore,
MD, USA Status: offline
Bill, Took the Dual Ace out in the yard to test the new setup. Equipment was: Jr 10sx radio with 501 servos on throttle 2 ASP 61's TNC tach Twin Sync setup for independent control of the throttle servos on a 3 way switch.
Throw necessary to get sync control on the stick and not the trim lever was 100%/135%. This way the stick will reset throttle control if an engine is lost. Previously as shipped, and set at 100%/100% throw, the trim lever was the only way to reset the throttle, and would shut the running engine off.
The new option - programmable Sync engagement point (new) - should eliminate this
As mentioned earlier, an update to the instructions is needed for Switch position 3 programming.
All test went off without a hitch. Tach showed the engines well matched throughout their range (The sound also said the same thing). I started the plane with the switch in position for engine 1. Ran the engine up and set it for optimum. Flipped the switch to position 3 for engine 2. Did the same as above. Put the switch in Position 2 and got a perfectly synced set of engines. I pinched off one of the engines and the unit responded by bringing the running engine to idle. It reacted much faster than I did the other day when I lost an engine.
Unit will allow testing of (almost) engine out situations on either engine. Flipping to either position 1 or 3 will cause one engine to go to idle while the other is fully controllable The plane has flown before with the sensors disconnected because of the need to implement the changes mentioned above, so I don't see having the Twin Sync keeping the engines in sync during flight as presenting any problem. During flight the Twinsync acted as a sophisticated Y connection. It allowed control of the throttles, but without sensor input it didn't interfere otherwise.
I'll report back when I get out to the field.
Congratulations on a well thought out and executed piece of equipment. Several twin flyers at the field expressed admiration at the sophisticated design options.
Paul
< Message edited by drifter -- 8/15/2006 9:24:12 PM >
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RE: Eletronic engine syncronizer - no joke - 
