what could be the problem, LSN? it runs fine in air, idles fine, good response from low to high revs... but once the revs drop to idle in air on landing approach the engine cuts... I always land dead stick... whilst flying I never cut throttle as I am afraid it will cut... my landing approach I take and then basically cut throttle and glide her in and it cuts out on its way to the landing area...

I had the same problem with my O.S. 91 FX Ringed last year. It sounds like you are slightly rich on the low end. To get a perfect low end/mid range, get your glow engine started and run it at full throttle ( Thats to clear the motor ) then go half throttle. VERY CAREFULLY, adjust the low end until you hear the engine smooth out. Keep turning it clockwize until you here it slightly decrease in power ( That means you are too lean ) so turn it back counter clockwize until you get that fast nice smooth RPM, then turn it 1/16 to 3/16 turn more, then leave it. Now throttle down for a bit and move the throttle at a good pace to full throttle.

Now it's time to adjust the top end. Once you have the top end set the way you want it.( Tilt the nose of the plane up, if you hear the engine rpm slightly increase, that's good.)

Now the real test after doing what I suggested.

Let the plane idle for about a 2 minutes, now slam the throttle forward. You should get a very slight hessitation, then your engine should go full power without coughing or quiting.

Ever since the President of my club showed me how to get the settings right on glow engines, I haven't had to re-adjust my engines either low end or high end. Matter in fact, that O.S. 91 I was writing about is in my Seagull Extra 260 and my high end needle is in my closed cowl, and I haven't taken the cowl off since the first and last initial needle adjustment.

Notice no hole or high end needle extention sticking out of the cowl in pic's below.





Now at times the barometric pressure effects the engine power slightly once and a great while, but not enough to effect the engine performance all that much. Ever since Tom taught me how to properly adjust my engines, I haven't had any embarrasing "Dead Sticks." Thank God for the "Old Timers" in this hobby.

Give it a shot, it really works.

Pete

yo man, I really like the 3blade prop on there... how do you cut out that spinner so nicely and also the cowl? do you just buy a specific spinner? most spinners with the kit are precut for 2bladed... I want to do what you have done... ok as far as tuning goes, I do the same as you on the HSN... always with a new engine and maiden flight I point nose up and ensure I don't lose any power... the low end I just use to lean until I get no more bogging or hesitation from low revs to high revs... I always start with HSN as this is the fuel flow and it effects the LSN as well... I will give it a shot the way you do it... thanks for help... help me out on 3bladed part please... it looks so much more like the real thing, I love it!

Switch, what engine are you using?

rossi R65 (.67 2stroke)

Switch,

this may be very basic, but does your carb baffle have a small opening at idle? It used to be recommended practice to set up the engine so that it cuts at idle. In older days before computer radios, this was required to allow you to cut the engine in case of emergency and though modern competer radios have the "throttle kill switch", many instructors still setup in the older style. It could also be that the hole is too small to sustain ignition at idle, so just use End Point Adjust and open it a bit just a bit further if that is the case.

If all of the above is OK, it is probably a LSN problem. Engines gain RPM in the air (I learnt this the hard way when my kill switch did not work) so dead sticking in landing is uncommon if the idle is OK in the ground

Ameyam

maybe ur right just needs higher idle... i want to be able to cut throttle in air (not meaning cut out, just all the way down on stick to my idle position on ground) and land it that way else it comes in too fast...

How long will your engine idle on the test stand?
What happens when you increase the throttle after a minute of idling or so?
How far is your tank from the engine and how is it plumbed?
Have you testing running the engine nose up and nose down?
How much fuel has been run through this engine?

The tuning advice is really good above, so I won't repeat it. One thing I'll add though is that when I'm setting up a new plane, I won't fly it until it will idle for at least a minute on the ground, transition without hesitation, and run wide open with the nose up without going over lean. That's with a hot engine after the 2-3 initial break in tanks. After that, future tuning is to adjust for weather and to lower the idle speed after about 10 tanks or so.

probably one of two thing the engine is a little to rich or you idle is to low.

Remember to do what Oberst said with 1/2 a tank of fuel or LESS.

Also what type of plane is it? Is it by any chance a Cub?

no way!... cubs are the most boring planes in the world, that is if gliders are not considered as planes... no offense if you oaks have some... its a great planes revolver... I have tested the plane nose up nose down... its just either an idling issue or lsn too rich... i think its the LSN, cause my idle is pretty high... I will check it out this weekend...

A rich LSN will cause the engine to slowly lose RPM until it just stops, and also will cause rough transitions. You could have your idle set too low if it's a fairly new engine (hence my questions above) or you could be using the wrong glow plug (too cold).

good spot there also about the plug, its a Rossi R5 which is colder than the cold plugs of OS... but this is exactly what the engine does... it just drops revs and keeps on dropping until it shuts off... so I think your diagnosis of too rich LSN is the answer here... was my first suspicion anyway... thanks, think that raps it up...

If that doesn't help go to a hotter glow plug. I've seen engines act rich on cold days when the pinch test showed a good mix because of an old plug before.

SOUNDS likes you have a part time glider there BUD[>:] I fly both.
Set your high speed NV first then adjust the LOW end with the engine OFF a tiny little bit (I DO MEAN TINY ,a width of the screw slot is enough) , to the lean or clockwise. Restart and retest. This procedure may need to be repeated a few times before is spot on. ERROR ON THE RICJH SIDE, AND as new engines break in tweaking may be needed. FOR SAFETY REASONS NEVER ATEMPT TO ADJUST LOW END ON A RUNNING ENGINE. If you get way off return to start settings. Once you learn to do this PITA adjustment you will allways have better running engines.

no part time gliders man :-) ... I cant really attempt adjusting the LSN while engine is running any case... not unless I want my fingers chopped off... but jip agreed it needs leaning for sure...