kahloq

Right here in Denver:
http://www.milehighrc.com/EME_E_Start.html

They also have a specific controller for it you can get, otherwise, you'd run a 30+ amp brushed esc with some form of electric switch. Flyinggiants has a decent thread about this starter.

Now for the kicker.....sdshobby HAS the eme55cc gas motor WITH the electric start system already on it for $315. I ordered one and need to go pick it up at the PO since missed the post man.

gibb

My Feedback: (7)

Beware of the dle engines and thier crummy mufflers. 6 flights and now broken. Pure Crap.

hellcat56

My Feedback: (21)

Tuskegee
Where can you get those parts for 50

vertical grimmace

My Feedback: (1)

Amazing how the TA 152 still remains such a beautiful airplane in spite of the awful color. True testament to a wonderful design.

DrScoles

My Feedback: (18)

Chris, Your wish is my command.... Didn't take an hour to install, might take an hour to cut out all the lead I glassed into the front of the cowl! EDIT: It just donned on me that I can probably remove those metal plates instead of the lead, anyone know if they have any structural significance?


http://www.rcuniverse.com/forum/m_11...m.htm#11508371

DrScoles

My Feedback: (18)

I've got close to 100 flights between two of them and they have been flawless. I have not touched the needles on either of them. I have flown in 40 degrees and 75 degrees... they just work. How did you "break" a muffler?

Lifer

My Feedback: (1)

Are you referring to the rear, or side-exhaust versions?

DrScoles

My Feedback: (18)

I have one of each.

n8622t

My Feedback: (8)

Don't worry glazier it's all in fun.... You're safe from the 00 😄

n8622t

My Feedback: (8)

Sorry guys but this is all old news.... It's the rear exhaust, tower knows about it, and it's a common problem that is yours to deal with. The fix is to have the weld beads all strengthened before you use it by a local welder that will weld aluminum..... Good luck and hope this helps😄

Lifer

My Feedback: (1)

So they haven't addressed the issue with the rear-exhaust mufflers yet?

n8622t

My Feedback: (8)

Last I heard lifer is that they don't acknowledge an issue exists and you can send it in for a charge to fix or replace... Best to just get a good welder to beaf up the welds before its used

Chris Nicastro

My Feedback: (3)

Sa-weet! Thanks man!

SrTelemaster150

Two More Pieces to the Puzzle

I know I've been slow, but I'm still recovering from my 2nd total knee repalcement in the last 6 months.

Money has been scarce too so the purchase of compnents has had to wait.

Well I got out of the rehab facility a couple of weeks back & was able to score a couple of pieces to the puzzle.

1st, my Robart Electric mains.



And last but not least. I scored a nice used FA450R3D for a
reasonable price.



Converting it to CDI while retaining the methanol/nitro glow fuel will up the HP (unlike gas that looses 15% HP)

Just the CDI alone ups the HP output to over 6HP, improved fuel economy by about 25%, reduces the oily mess & makes for a lot better running FA450R3D.

Gone are the glow plug flameouts & the idle as well as starting are vastly improved.

[youtube]http://www.youtube.com/watch?v=iERCMNum7XY[/youtube]

The engine will be torn down to the bottom end for inspection & if the bearings are supect it will get a bearing replacement.

After starting the engine up on the standard OEM 9mm carburetor for power testing on both GI (glow ignition) & CDI I will be doing some modifications to the backplate to eliminate the OEM iduction distribution system.

The backplate will be modified to allow induction through the crankcase. This will do several things.

1) Since fresh fuel/oil mixture will be drawn through the bottom end promoting better oiling of the rods bearings, cams, etc, oil content in the fuel can be reduced dramatically. 10% will be more than adequate & will further reduce mess, fuel consumption & will promote more power output.

2) The more direct induction will eliminate the FA450R3D's tendency to run rich on some cylinders. The rotating assembly will also help keep the F/A mixture atomized.

3) The direct induction into the case with its more even distribution of F/A mixture coupled W/the better over all low end reliability will allow for an increase in carburetor size W/O degrading the user friendliness. The OEM FA450R3D carburetor has a 9mm bore, the same size as the FA120.

I have on hand FA150 (10mm) FA180 (11mm) and the optional "Big Bore" carburetor for the FA220 (12mm)

I fully expect that I will be able to utilize the 12mm BB carburetor. The cross section for the 12mm carburetor will be 113 sq mm compared to the 9mm bore cross section of 63.6 sq mm.

That's a 78% increase in cross section area. That should allow for far greater intake charge density & result in a substantial HP boost.

Switching the FA180 OEM carb (11mm) for the 12mm BBC on a properly ported intake manifold made for a 17% increase in HP on my high compression FA180HC CDI comparing both carburetors on CDI W/15% Cool Power glow fuel. (3.0 HP to 3.5 HP)

Comparing the BBC W/CDI to stock FA180 on GI W/the same 15% nitro fuel there was a 25% increase in HP (2.8 to 3.5 HP) while using 20% LESS fuel.

I would expect the modified FA450R3D to respond likewise to the CDI & improved induction & make somewhere in the neighborhood of 7HP.

That ought to make the Wurger quite able to fly in a scale-like manner under part throttle W/a big slug of reserve HP when I want to play by pushing the throttle to the firewall & yanking back on the stick.

Also of note: The 6# engine coupled W/my relatively light monocote covered airframe & modified electric tailwheel retract that kept tail weight to a minimum, ought to make added ballast minimal. I will place all of the battery packs (ignition/retracts/receiver) on or around the engine box.

I'm just getting able to hobble up to my hanger room.

I installed the mains today & tested them & the modified Robart electric TW retract. The flex in the long pushrod & linkages alowed to much "spring" for the control board to switch off the motor when the TW was extended.

I need to make a stop in the guide shoe for more positive resistance. The TW should operate flawlessly after that minor alteration.

MX240

My Feedback: (4)

I feel your pain Telemaster. I had a doctor that would do both of my knees at the same time. One big ouch for sure....but it is the best thing I have ever did for my body. Pain free walking after twenty years of hurts. I was on a cane before I went in. Just take your pain meds. Now my hips are starting????

OK guys, I flew the 190 and like all the rest she flies solid. I think that thick airfoil makes her a little slower then the Mustang that I am use too.
My flaps drop down a full 2 1/4" and I have a little 1/16 down trim on the elevator and at 1/4 throttle the decent down to runway was solid.
I try to fly short finals. Those long ones seem to get me in trouble.
After reading some posts on here I added more "up" elevator and feel it is needed.
Pulling some "up" for a flare wheel landing I added more power as she slows down in a hurry as I got "that sinking feeling right above the runway".
She is not a slick bird as the Mustang with that big round cowl holding her back.
Turned out good for the one flight only.
DA 50 with Carbon fiber prop 22-10

n8622t

My Feedback: (8)

Thanks for the report MX240...mine is still waiting for the maiden after 6 weeks of Robart giving me the runaround, then the weather turns a bit sour with high winds across the runway. Im patient and know this bird will be a keeper

BJ64

Ok... so now you've got me interested.

What's involved, and what's the cost to convert an ASP FS400AR over to CDI ignition?

Hey - and speedy recovery on the knee-op too, yah?

BJ

SrTelemaster150

Right now it's all in developement.

You can get the RCEXL 3 cylinder module (same as the factory moduke for the FG84) from C&H as well as a set screw applied magnet ring W/the 4 magnet set-up & hall sensor mount that mounts to the cam housing.

You can contact Adrian @ C&H after he returns from vacation for prices but it shoud be under $300.

If you have ever run CDI on glow fuel you will know that it is well worth the expense if more power, better fuel economy & all around better handling are important to you..

Setting up the system W/the C&H conversion is very easy.

Here is a thread I did on converting an FA91S. The proceedure would be similar for the FA450R3D.

http://www.rcgroups.com/forums/showthread.php?t=1774802

kahloq

The motor bj64 is referring to is a 5 cylinder

Ramstein44

My Feedback: (157)

SteveD-RCU, interested in an update to your build[8D] What all extra are you planning to do to her? When I get the electric starting system, I'll be ready to maiden.

kahloq

Did you already order one? Cuz I have one that I got for my turnigy 50cc gasser, but it doesn't fit.

Ramstein44

My Feedback: (157)

I did but you know me.. I could always use another...

kahloq

If u want it, send me a pm.

n8622t

My Feedback: (8)

What happened to TF FW 190 discussion???? Now it's a smorgasbord of hodgepodge [X(]

n8622t

My Feedback: (8)

Maybe I will include my Moki radial and comp Arf GeeBee