New Hangar 9 P-51 60cc
06-01-2015, 06:04 PM
#903
Hi,
If you're lucky enough to find any, the Airtronics 94820 mini digital is a PERFECT servo for the elevators for this bird. Perfect fit and 90 ounces at 6v. Moot for most since they're so hard to find now, but their holding power and precision is better than ANY JR/Spek product of its size I've messed with. I just found 6 on RCU and have installed two of them in this Mustang I'm finishing to sell.
If you're lucky enough to find any, the Airtronics 94820 mini digital is a PERFECT servo for the elevators for this bird. Perfect fit and 90 ounces at 6v. Moot for most since they're so hard to find now, but their holding power and precision is better than ANY JR/Spek product of its size I've messed with. I just found 6 on RCU and have installed two of them in this Mustang I'm finishing to sell.
06-03-2015, 05:41 PM
#907
Hi,
Yeah, and I just noticed a pretty significant warp in the rudder. When the bottom is in the neutral position, the top has a quarter-inch of deflection at the top. I've seen this happen when the 'builder' is pressing on something too hard when covering. I wish I'd noticed before adding the control horns, because I'd have just recovered it. Pretty lousy covering on it anyway.... :/
Yeah, and I just noticed a pretty significant warp in the rudder. When the bottom is in the neutral position, the top has a quarter-inch of deflection at the top. I've seen this happen when the 'builder' is pressing on something too hard when covering. I wish I'd noticed before adding the control horns, because I'd have just recovered it. Pretty lousy covering on it anyway.... :/
06-07-2015, 06:39 AM
#909
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Thought I'd share a few pics from our local warbird event. Mine is Glamorous Glen III and my friend's is Gentlemen Jim. We put on a pretty good formation show. Still waiting on pics of them in the air together.
Nick
Nick
06-07-2015, 09:02 AM
#917
Roger
06-07-2015, 09:15 AM
#918
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I I do not have the starter fitted, although it doesn't need it. Easiest starting engine I've ever owned. A few flips to pop, a few more to run.
Correct, it is "almost" completely enclosed in the cowl. I had to cut a little area around the front muffler bolt. I didn't realize when i ordered the mmuffler that jtec makes one specifically for this bird that most likely requires no cutting.
I did have overheating issues after switching to the in cowl muffler. The only solution for me is to run Sunoco leaded race fuel. The leaded and higher octane burns cooler. I did not have any issues with the stock muffler hanging out in the breeze. My friend's does not overheat, but a lot of muffler side area is sticking out in the breeze. He also mentioned that he talke to h9 rep at joe nall and they implied that they had the same issue with a da-60, so I'm probably not the only one.
Correct, it is "almost" completely enclosed in the cowl. I had to cut a little area around the front muffler bolt. I didn't realize when i ordered the mmuffler that jtec makes one specifically for this bird that most likely requires no cutting.
I did have overheating issues after switching to the in cowl muffler. The only solution for me is to run Sunoco leaded race fuel. The leaded and higher octane burns cooler. I did not have any issues with the stock muffler hanging out in the breeze. My friend's does not overheat, but a lot of muffler side area is sticking out in the breeze. He also mentioned that he talke to h9 rep at joe nall and they implied that they had the same issue with a da-60, so I'm probably not the only one.
06-07-2015, 09:17 AM
#919
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It took me about 10-12 flights to diagnose the overheat issue. It would just die at about 2:30 into each flight. Luckily I learned very quickly how to nail a dead stick landing with this bird.
06-07-2015, 01:29 PM
#921
I put telemetry in all my gas planes. My first plane (existing and later put in telemetry) was running over 300 degrees F and I was able to get that down to 230 with baffles and more air outlets. Most of mine run about 225 - 250 give or take ambient air temps. Also, I use the telemetry RPM readings in the air to figure the best prop that gets the engine in the power band. There is quite a bit of difference between running on the ground and in the air. RPMs also help tune for that slightly rich sweet spot. But you can get a hand tach too for that.
06-07-2015, 03:32 PM
#922
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I posted pics of the muffler install awhile back. I'll try to find them again.
I too have telemetry installed (Rpm, temp, Gps). I do it on all my scale gas birds.
Yes, the baffle is installed, made 0° change when installing. Here is a rundown of what happened.
1. Airplane maidened with stock muffler and leaded racing fuel - 0 issues
2. Installed in-cowl muffler around flight #6 still with leaded racing fuel - 0 issues
3. Switched fuel to Rec-90 ethanol free gas as they finally restocked- trouble begins
deadstick 2-3 minutes into every single flight. Temps in flight were 265°-270°. I thought it was a tuning issue at first, but finally decided to fly it with the cowl off. I was able to fly an entire flight. Temps were in the 170°-175° range.
4. I ran home, installed the baffle in the cowl and headed back to the field. Same thing. Temps in the same exact range and dead stick after 2:30.
5. As I was running back through my head trying to figure out what I had changed, it finally clicked with me that I had switched fuel right before I started having trouble.
6. Ran to the nearest Sunoco, mixed up a fresh batch of their leaded race fuel, headed back to the field for another shot. Perfect flight x 3 more flights with zero overheating issues. Temps are now in the 225°-245° range.
At first, I thought it was an EME engine quirk, maybe it runs hotter than others...but h9 confirmed it unofficially that there DA overheats as well, so it must be an airframe, cowling-design issue. I think it would be a non-issue on regular gas with the muffler hanging out, but with it in, all that heat builds up and can't get out. It runs great on the higher octane-leaded fuel, so that's what I run. I may switch to avgas, as it's a little cheaper.
I too have telemetry installed (Rpm, temp, Gps). I do it on all my scale gas birds.
Yes, the baffle is installed, made 0° change when installing. Here is a rundown of what happened.
1. Airplane maidened with stock muffler and leaded racing fuel - 0 issues
2. Installed in-cowl muffler around flight #6 still with leaded racing fuel - 0 issues
3. Switched fuel to Rec-90 ethanol free gas as they finally restocked- trouble begins
deadstick 2-3 minutes into every single flight. Temps in flight were 265°-270°. I thought it was a tuning issue at first, but finally decided to fly it with the cowl off. I was able to fly an entire flight. Temps were in the 170°-175° range.
4. I ran home, installed the baffle in the cowl and headed back to the field. Same thing. Temps in the same exact range and dead stick after 2:30.
5. As I was running back through my head trying to figure out what I had changed, it finally clicked with me that I had switched fuel right before I started having trouble.
6. Ran to the nearest Sunoco, mixed up a fresh batch of their leaded race fuel, headed back to the field for another shot. Perfect flight x 3 more flights with zero overheating issues. Temps are now in the 225°-245° range.
At first, I thought it was an EME engine quirk, maybe it runs hotter than others...but h9 confirmed it unofficially that there DA overheats as well, so it must be an airframe, cowling-design issue. I think it would be a non-issue on regular gas with the muffler hanging out, but with it in, all that heat builds up and can't get out. It runs great on the higher octane-leaded fuel, so that's what I run. I may switch to avgas, as it's a little cheaper.
I put telemetry in all my gas planes. My first plane (existing and later put in telemetry) was running over 300 degrees F and I was able to get that down to 230 with baffles and more air outlets. Most of mine run about 225 - 250 give or take ambient air temps. Also, I use the telemetry RPM readings in the air to figure the best prop that gets the engine in the power band. There is quite a bit of difference between running on the ground and in the air. RPMs also help tune for that slightly rich sweet spot. But you can get a hand tach too for that.
06-08-2015, 01:31 PM
#924
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I posted pics of the muffler install awhile back. I'll try to find them again.
I too have telemetry installed (Rpm, temp, Gps). I do it on all my scale gas birds.
Yes, the baffle is installed, made 0° change when installing. Here is a rundown of what happened.
1. Airplane maidened with stock muffler and leaded racing fuel - 0 issues
2. Installed in-cowl muffler around flight #6 still with leaded racing fuel - 0 issues
3. Switched fuel to Rec-90 ethanol free gas as they finally restocked- trouble begins
deadstick 2-3 minutes into every single flight. Temps in flight were 265°-270°. I thought it was a tuning issue at first, but finally decided to fly it with the cowl off. I was able to fly an entire flight. Temps were in the 170°-175° range.
4. I ran home, installed the baffle in the cowl and headed back to the field. Same thing. Temps in the same exact range and dead stick after 2:30.
5. As I was running back through my head trying to figure out what I had changed, it finally clicked with me that I had switched fuel right before I started having trouble.
6. Ran to the nearest Sunoco, mixed up a fresh batch of their leaded race fuel, headed back to the field for another shot. Perfect flight x 3 more flights with zero overheating issues. Temps are now in the 225°-245° range.
At first, I thought it was an EME engine quirk, maybe it runs hotter than others...but h9 confirmed it unofficially that there DA overheats as well, so it must be an airframe, cowling-design issue. I think it would be a non-issue on regular gas with the muffler hanging out, but with it in, all that heat builds up and can't get out. It runs great on the higher octane-leaded fuel, so that's what I run. I may switch to avgas, as it's a little cheaper.
I too have telemetry installed (Rpm, temp, Gps). I do it on all my scale gas birds.
Yes, the baffle is installed, made 0° change when installing. Here is a rundown of what happened.
1. Airplane maidened with stock muffler and leaded racing fuel - 0 issues
2. Installed in-cowl muffler around flight #6 still with leaded racing fuel - 0 issues
3. Switched fuel to Rec-90 ethanol free gas as they finally restocked- trouble begins
deadstick 2-3 minutes into every single flight. Temps in flight were 265°-270°. I thought it was a tuning issue at first, but finally decided to fly it with the cowl off. I was able to fly an entire flight. Temps were in the 170°-175° range.
4. I ran home, installed the baffle in the cowl and headed back to the field. Same thing. Temps in the same exact range and dead stick after 2:30.
5. As I was running back through my head trying to figure out what I had changed, it finally clicked with me that I had switched fuel right before I started having trouble.
6. Ran to the nearest Sunoco, mixed up a fresh batch of their leaded race fuel, headed back to the field for another shot. Perfect flight x 3 more flights with zero overheating issues. Temps are now in the 225°-245° range.
At first, I thought it was an EME engine quirk, maybe it runs hotter than others...but h9 confirmed it unofficially that there DA overheats as well, so it must be an airframe, cowling-design issue. I think it would be a non-issue on regular gas with the muffler hanging out, but with it in, all that heat builds up and can't get out. It runs great on the higher octane-leaded fuel, so that's what I run. I may switch to avgas, as it's a little cheaper.
06-08-2015, 02:27 PM
#925
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If you go back in this thread a Horizon pilot pointed out you need to put a spoiler in front of you air exit hole to create a low pressure area to draw out the hot air. I fly in phx and have 9 flights so far. I followed his example and have no heating issues at all and we are in the hot part of the country.