Plane LT-40
Motor Thunder Tiger Pro.46 (any other sugestions that would work well with a trainer. Or is the best bang for the buck. If i have to spend $10-30 on a motor that is better i will)
Radio Hitec Optic 6 (dont want to have to go out and buy another radio)
servos and resever The ones that come with the Optic 6 (does RX mean resever and TX mean transmitter AKA radio?)
Fuel,props,starter (anyother thing i need for the feild???)

Fuel pump, glow ignitor with charger, extra fuel line (3 feet minimum), Thin CA and 30 minute epoxy for putting the ARF together.

Anyone else?
Dennis-

opps i forgot the fuel pump. Thanks.
I have a glow ignitor from my R/C car. Rubber bands.
I am lining up an instructor/club. I

Do you have a battery tester? It's important to periodically check the receiver voltage to be sure you don't fly with it too low. It's also good to have a spare glow plug.

How about your field battery for your starter? Various small tools for the tweeking that will need to be done. IE phillips head driver neeedle nose pliers long tips and short. I am not familiar with Thunder tiger but I havent heard any real horrror stories about them a few guys at my field use em and have good luck with them. You will probably use this engine on your first and possible 2nd plane. Given the fact that I dont know what your style of flying will be like when you transition to a 2nd and 3rd plane it would be tough to tell you if you picked the right engine for you as far as longevitiy goes. But for your set up its fine.

Another inexpensive, user friendly engine you may want to look at is the Evolution engine. Where the TT has the needle valve on the carb, the Evo has the needle valve on the rear of the engine. The Evo is preset at the factory and SUPPOSEDLY already broken in. The downside is the limiters (which can easily be removed ).

For a prop (while learning ), I suggest the Master Airscrew (the black ones). They are a lot more tolerant of prop strikes than APC. I suggest an 11x7 in a MAS. After you have learned how to land, switch over to an APC 11x6 for the same performance.

You can wait on getting your field equipment (starter, battery tester, etc) until after you've done some flying at the club. You don't have to wait, if you have the $$. But if you don't, this is not a MUST for getting into the air. Just borrow someone elses stuff for the first few flights.

Stick with the Thunder Tiger. Very good engines. The quality of the Evolution engines is a mixed bag. SOme run great out of hte box. Some run crappy and get worse with every run. I was unfortunate to get one of the bad ones in 61 size. Supposed to be rated for 12000 with an 12-6 APC prop. I could barely get over 11K on the first run and was losing rpms with every flight. I pulled it and replaced with a Tower Hobbies 75 which has run great. My Evo engine now just sits on one of the benches somewhere. [8D]

Usually when engines are rated for RPM's, that is the max rpm, and you don't want the engine to be pulling that on the ground. The engine will unload in the air. If you were getting 11,000 on the ground, then I guaratee you were getting over 12000 in the air.

I just did a spec side by side of the Tower Hobbies .46 BB and the Thunder Tiger Pro .46

From what i know in my car motor. A bigger bore and a shortor strock will result in Higher rpm HP.
IF i have a power band that is higher and just a little over .32 more hp than the Thunder Tiger Pro.
They are the same price but one has more HP and the TH .46 has ball bearings. I think i up for a motor change.

Don't do it! The TH .46 is a chancy machine -- sometimes they're good & sometimes they're terrible. The TT is a better engine in just about any way you can imagine. The TT will also match the TH for power if you put the TH muffler on the TT (power ratings are crap in any case). Additionally, with model engines you want torque, not peak power (unless you are building a speed model), & the better performers have longer strokes.

The rear needle valve set up is also a problem area for the TH. The major pressure drop in the fuel delivery system is across the needle valve, & the fuel will tend to vapourize downstream of the NV in the delivery line to the carb. Additionally, there is an a further pressure reduction across the throttle bore which will drop the pressure in the delivery line to the carb even more -- this promotes bubble formation in the delivery line & erratic operation.

I own both types & there really is no comparison -- stay with the TT.

One other thing that you will need sooner or later -- a garbage bag to bring home the pieces (I'm not joking).

See finaly someone that has had both of these motors. I have done search after search seeing if someone has flow with both motors. I know that the TT has less hp but i bet it has a little more TQ because of the bigger strock and vis versa for the TH. I wander what the Dif between the mufflers. Like the syle. Does one have more ripples than the other.

With the same mufflers, both engines are about equal in power (the TT may actually make a bit more). The TH muffler is a large-volume unbaffled "tuned" muffler -- that is where the extra power comes from. For $15 you can buy a TH muffler & put it on the TT -- which will then easily match, or exceed the TH for power. The TT will start much more easily than the TH, is much easier to tune & is more reliable in flight -- never a flame-out (unlike the TH -- or OS FX/AX for that matter).

I use my TH .46 in "disposable" models (SPADS) for practicing tricky aerobatics -- I don't really care if it gets hurt.

The both have ball bearings.

Do not pay attention to horse power ratings on these engines. The manufacturers get those ratings with the engines running at rpm's that would cook the engien in just a few flights. The numbers are WAY over rated, and if Tower happens to get theirs at a slightly higher rpm than TT....

If you look at engine reviews you'll see that peak torque occurs at much lower rpm than peak HP. What really matters is the torque rating, and unfortunately they don't give us that.

Go with the TT. Unlike the TH and many others, I've never read anything bad about the TT 46 Pro.
Dennis-

I second (or is it third?) the TT. I've had both. No comparison. I switched from TH to TT when I started having problems with my TH dying after takeoff. No one at field could figure it out. Swapped out the mufflers and have never looked back. In my 40 Uproar I'd get unlimited vertical, and I'm not convinced the muffler had that much to do with it. I put the same engine with a Bison muffler in a much heavier GP RV-4 kit. With a Zinger 11x6 it pulls the RV-4 all over the sky. And it is a super smooth idler. A number of times folks have thought it deadsticked when I pulled it back to idle in flight, only to be pleasantly surprised to hear it come to life again with an advance of the throttle.

Fastsky, if you want to rid yourself of that pesky Evo .61, PM me... I'll take it off your hands if your price is reasonable.

Re: " If you were getting 11,000 on the ground, then I guaratee you were getting over 12000 in the air. " < The EVO ads indicate that they will get 12,000 on the bench with an APC 12-6 prop. Since this is not unreasonable for a strong engine in this size range then that what I expected to see with my tach. Jett does the same thing, tells you what rpm you should get with a specific prop on the bench. He goes one better and also guarntees that if you don't get that rpm, then he wants to hear about it! Lowlevlflyer, I am going to re mount the Evo 61 on my Kaos 60 and try to find out what is going on. The Kaos makes a great test bed because it can handle high speed flight with a strong engine or float in like a trainer if the engine dies. I may remove the stops so that I have better control of the settings. [8D]

Don't get bent out of shape about static rpm -- it varies with air temp & barometric pressure, plus the manufacturer, material, blade aspect ratio & condition of the prop, as well as the nitro content of the fuel & the heat-range & condition of the glo-plug. EVO's adds are advertising, & you know how factual advertising is.

I've got the Evo .46nt on my Kadet, and I had to move the stops to get it just right. Now, it runs perfectly. Taking the stops off your .61 will probably let you get it right on the money.

OS .46AX is the way to go. I have one and I trust it to my life, I have well over 50+ flights on it, it has never quit, never spit or sputtered on me, I have it on an Extra 300, and the thing is heavy, and it pulls it vertical for a VERY long ways with a 12x4.

EDIT: I have some expirence with TT .46Pro and I can tell you its lacking, the OS is way more powerful.

Patience......if you have patience then you'll succeed!

As far as engine choice goes......put a .51 Super Tigre and put all the others to shame! Can't beat the price either. I might suggest using 15% Wildcat fuel too. You'll love it and so will your wallet.

That poor lt40 is going to bo so over powered if i drop in that .51

It is the same physical size as the .40 and the increased hp isn't going to hurt a thing. The .51 will give you power when you need it and by the way....the .51 weighs less than the .40 or .45 ST. Can't beat that ! It's this thing called power to weight ratio! Trust a cheap skate.......go with the .51.

Brit, I do get bent out of shape about static rpm since I first bought a tach and took it to the field. Fer instance, I am used to seeing 14,200 on my FX46 with a MAS 11-6 prop on the front or 14,200 with a 10-6 MAS on my FX40. If I don't read that then something is wrong!!! I also found out that for the same prop the 46LA engines are running the 11-6 prop at 12k. It works but you do see the power diffference. On the Evo engine its not the fact that I don't get as advertised rpm that bothers me as much as the fact I that I can't get a relaible run out of the engine. When I run an FX61 or a TH75 on the same plane and get good reliable runs then I have to assume that the fuel system and the fuel are ok. I'll work on it some more but I am not holding my breath!