Not yet, sorry. WIll post here results when I have.

DISCLAIMER: The report below represents MY individual results. In NO way am I recommending this to others. As installations vary greatly, both in principle and in practice, it is impossible for me to evaluate whether or not this configuration will give you the same results that I have. I assume NO responsibility for anyone’s decision to use all, or part, of the setup I detail below. I also assume NO responsibility for ANY results in performance, damage to equipment, property, or persons resulting from this configuration.

Now.... the “legal� stuff out of the way...

You all know I have been running the DL (RC-EXL) ignitions on both regulated 5.4v (from 6.6v A123 2S pack) and non-regulated, direct 6.6v direct from the A123, 2S ignition pack. Results have been excellent, and predictable, with total current draw per flight only increasing slightly from regulated to un-regulated, when compared to 4 cell NiMh.

In my setup, the RC-EXL ignition supplied by DL with my engine draws approx. 7 ma per minute, or about 420-450ma per hour. This is when operated over the power range of the engine, only at full throttle probably 2-3% of the flight. Majority of operation is at mid-throttle or below, representing 3500rpm and lower. Max throttle on the DL with the NX 22 x 8 at this point, 32:1 mix, Pennzoil, is 7260 rpm when hot.

I am also operating the Spektrum AR 7000 receiver, with one satellite receiver, stock. It is powered by the 2S A123, no-regulators, and is installed in a “stock� mid-ship configuration with the satellite receiver behind, above, and at 90* to main receiver. Satellite receiver is mounted approx. 9� aft and 6� above the main.

Ground range checks, engine off/on are nearly identical, being well over the 90 ft. Minimum, and closer to 125’ or more before the low throttle “fail-safe� kicks in.

My ground tests with engine on also were with the straight A123 connection, and today, connected to the MAIN 2S A123 battery powering the entire system. Performance was flawless; no differences observable, current drawn from the single 2S A123 pack agreed with the “normal� system draw, PLUS the anticipated ignition module current load.

Engine running, it went to fail-safe at the safe distance and antenna orientation as when configured with the normal 4 cell NiMh dedicated ignition pack.

Next is flight testing, and that should take place this evening. I will update when flights occur.

Braving 102*, and 15mph quartering blast-furnace hot gusts, I hauled the Cap out for the big non-event. Yep. That's right. NON-event.

NOTE: Radio in use is a Spektrum module in JR 9303, Spektrum AR 7000, single, stock satellite receiver

A non-event because...
1. Ground range checking, engine on or off, not ANY difference from original install. 46 paces with the bind button depressed.
2. Try as I might, at the fringes of ground range... regardless of engine throttle setting.... everything worked perfectly normal.
3. Flights were picture perfect. Low, long, distant approaches, and departures.... rock solid. "Tracking" the airplane, with the antenna pointing right at it (worst signal condition for 2.4), even at the ends, and the TOP of the box.... solid.

Everything worked perfectly. Current draw per spec, performance of the ignition per spec.

My test - for me - is a success, and I will retrofit the balance of my planes to this single 2S A123 configuration for RX, servos, and ignition. Because it works.

The "gut check" was a low, distant, horizontal line, pulled to vertical, then accelerated straight up, rolling, until I literally could no longer see which way it was going. Wish my calibrated eyeballs would tell me how far, but it was up there a ways. Remained solid, and the throttle cut when *I* told it to.... This has been a good test, and I will continue with this configuration.

as long as there is no interferrence generated by the ignition-- the cells are up to the task -easily
the loads or instant loads are drops in a bucket compared to what the cells can deliver over effective charge period
good show!
now watch--- some one will do this all wrong and blame the 2.4 radio or the batteries ---
or you
tell em to pisoff

It sounds good. It would be great if you could get aa Eagletree recorder and get a print out of the voltage. I would try it but its too hot here

LMAO! Dick, you have little faith in your fellow man. Or a lot of faith in the idiot's among us...

Not that I will argue, mind you.

Mark

If I had one, I'd install it, just to have the "science" behind the performance. I also would like to track the "rf" environment and whether or not it is being affected by some form of radiation off the long Ignition power leads. But I don't....

Gotcha, Dick. Ques - will a JR PCM R955 tolerate unregulated 6.6 v ? I have a module and that RX to test this configuration also.

I would be more interested in how the voltage is effected by the servo current drain.

Here is how it looks on my Weeks Special with 5955's on the ailerons and 5995 on the rudder.(NI-CD 6V 2400mah)
Note that there are spikes reaching down to 4.8 V

dirtybird - great graphical report.... thanks! What is the battery source on your Weeks? Looks like throughout the report, although lots of excursions, hopefully none were of "fatal" duration or depth. I'm running 5955's all round, JR 8231 on throttle. I would think the A123 would reduce those excursions because of it's internal impedance and high current capability under load.

How much those eagle tree thingy's cost, anywho??

on the 2400ma cells -unless they are better than those I have seen- I would expect that kind of droop---under high demand

When I tested my 2 cell A123 - vs 5cell new -conditioned - 4300 MA NiMH - they were close -but the A123 held more voltage under same load. any of my smaller packs were simply nowhere near voltage at load .
the real tell ,is in using a electric motor which will pull 40 amps - the 123 simply hold voltage thru effective charge
I also compared with 2070 ma LiPo in dual 11 volt packs (3x2) and the 4 cell A123 again held higher voltage at same amp draw
to be fair - the LiPos started at 12.4 volts and the A123 at 13.5 volts
but- the combined Lipo amperage rating was 4000ma and the A123 --2300 Ma
better yet - the friggen Lipos had to be shut down befor they reached 60% of pack use -or they commit suicide.
The A123 ?
I just run em down till they quit -then charge right back up - I got rid of the Lipos
I used no test equipment except a simple VOM(the Astro Whattmeter .)

see www.eagletreesystems.com
Just get the recorder for $169. You can't watch the dashboard while flying.
Anyway the printout from the rcorder is more usefull.

Flew 5 12min flights today with a single A123 on the ignition..voltage started at 3.36 and after 5 flights was at 3.29...Was using 180 mah per 12 min flight..Not to bad! Im guessing I could prolly get another 6-7 flights maybe a few more...Its one of the newer CH Ignition's..

Is that a single cell?

So its not a problem to run the ignition at that low of a voltage? Has anybody confirmed that this is ok say for 50 hours of flying or anything yet?

Yes a single cell...Scott has been using a 3.7v Lipo with no problems as well..

I will be abusing a single cell lipo as well to see what it will take soon as well

Well we kinda know about abuse on Lithium batteries....they don't like it.

Thats why I'd like to see some abuse data on these A123 batteries. How do they handle vibrations? Are they reliable? Sure the ignition will run at 3.3 volts, but does it like it... Or say over 50 flights, does it cause an increase failure rate of the electronic components. I doubt it...but I'm a bit more conservative with my $2500. No one sponsoring me.

I have one sponsor..VISA---My own!!

No one sponsoring me, either, but my debit card. I will be interested to learn how this all goes, also, as I'm CURRENTLY running my ignitions on the same 2S A123 battery pack as the rest of the RX/Servo system. So far, the RC-EXL ignition v. 2.0 doesn't seem to mind the 6.6v nominal supply, and the rx/servo system doesn't seem to have a problem sharing the battery.

Since all of my airplanes are now in this configuration, when I'm able to get more flights, I think it will be useful info on reliablility, etc.

I sure wouldn't be doing this if I believed the battery technology had not already proven it's reliability and durability, but we shall see..... I am hopeful that we see only "good things"....

I woulda done like you Bob but the CH wont take that much voltage..I could always use a reg but don't want to..if the single A123 doesn't work out for some reason Ill just go back to a 4.8 Nimh...

Glad you mentioned which ignitions..... I'm only using the RC-EXL at this point, and they seem to be okay with it.
I would NOT recommend trying the twin A123 on ignitions that cannot withstand 6v use....for sure!

abuse data ?
these cells were designed for hand tools which are drop kicked all day long
_ I can't think of a high energy cell which has the abuse ability these have .
not all lithium technologies are the same
I run em as power batts for electric models at over 40 amps discharge - and they will take 70 amps constant
these are not the delicate LiPos - just the opposite - I watched a video of one under load and then the operator drilled a hole in it - -it just smoked and passed gas ( so would I.)

I dont have any worries about the batteries being able to handle vibrations etc..

The point about harming the EI on low voltage---I have no idea --but I would think that if there was an issue, it would have been reported..lotsa guys are running single cell lipos and I haven't heard of any problems yet.

I'm sorry but I got a lot more neurotic about batteries in the past 2 weeks.

I had a 2 cell LiOn pack go south on me after just 3 charges and 9 flights. Luckily I was on the ground. It was the RX battery pack as well and there was no redundancy. Died while starting the engine after the 2nd flight of the day.

That event would make the most jaded among us a little more neurotic than normal, I think. Don't blame you a BIT.... that is an "un-good" thing.....[]