When flying the other day at 0 to -2C, after landing, my entire bypass was still warm, even up front. Undoubtedly there is some reverse air flow due to turbulence and back pressure, as well as some heat conducted thru the bypass itself. I know the BVM bypass design is nice, but I doubt flow is uni-directional laminar, through the bypass at all times.

Hopefully this keeps ice off the inlet. Additionally, up here in the winter, the air is not only cold but extremely dry with dew points of -10C or lower, making icing less likely.

So far, the Electrodynamics Battery Backer is working as advertised. I am using (2) 1400maH 5-cell JR Extra packs. They come off the Graupner charger at about 6.8-7.2 volts, but shortly after turning on the Rx and loading the circuit, the "surface charge" dissipates, dropping down to about 6.5 volts. With the intrinsic 0.9v drop in the backer, I take off at about 5.6 volts at the receiver bus, and land at about 5.2volts under load. It takes about 300maH/flight symmetrically out of the packs, i.e. about 150 out of each pack according to the readout on the Graupner charger.

I still think I am probably overkilling, but the money involved in a jet loss always seems to breed overkill in the systems. The last time I lost a plane due to battery failure was on a glider at Torrey Pines in 1970. And that wasn't all that bad since to retrieve the plane below the bluff on the beach meant crossing a nude beach!! It took me a while to find that plane!!

Tom