That wouldn't be directed at me, would it.................

Now THAT is a funny statement.

In all seriousness, good luck Andy and Tom with this adventure. I wish you fair winds and following seas.

I can see a 115 in my future. Also you might be wise to pursue the inexpensive 29cc and 52cc engines Keith started last year.

I ain't done yet.[sm=47_47.gif] When I am he'll be seeing tail feathers.
3 oz of gook outa the cans might be a step in the right direction.

Perhaps one day I'll share a story about a guy that lives at another site that showed up uninvited on Keith's door step, stayed for days, and how the family had to pretend they had a family emergency and leave their own home for a day to get rid of him.

Then I might share a conversation where I was told that an engine company did not in any way want to have issues like the early DA 50 had because it wasn't fully flight tested, and how extensive testing would be performed prior to the public release of the engine. It was to be perfect or not released. A statement that helped buttress my decision to support the engine....at the time.

Pat, Ralph told me all about that uninvited guest just recently, now you bring it up. Small world.

Larry LS PRO ENGINES

AIRBORNE RANGER

As a proud owner of a BME 110, I am happy BME will continue on. Best of luck to you guys.

I was in the top ten on the 58 Extreme list. I hope that list is still around somewhere. This is exciting.

It's an old story but one that speaks much of character.

The uninvited guest ---
I used to get those when I was deep into doing custom built models - all part of the job . Luckily for me these guys were typically happy with a short tour of the operation.
And the good will was worth the effort.
I bet I can guess who the guest was at the BME operation----

Link to new address and email.



http://www.rcuniverse.com/forum/m_7130233/tm.htm


Thank you,
Andy Snow

Thanks! That sounds like the purchase deal is done, then?

I'll be looking forwrd to your new website, and probably will order one of the new 115 intakes when available.

Do you have any plans to sell a modified, or 3-needle carb for the 115?

Thanks again,

AmpAce

After tomorrow if me n Pat can get together and do some flying I think the verdict will be that intake modifications will be more than adequite fixes. I gained almost 500 rpm to 7100 static on a 27x10 NX prop. Just about draining a 24oz tank in 14 minutes flying with no burbles. Time will tell after many flights how much heat is building up at high rpms but after hovering it will pull straight up without sagging. Not my favorite manouver after blowing a cylinder off from doing it before the reed block diverters cured a few problems. No I'm not trying to sell something, I've just spent days and days carving and shaping pieces of aluminum to stuff into the reed block and also experimented with a strategicaly located fuel puddle return port with flapper type one way valve. It gets the trapped fuel back into the fuel mix flow.

Not saying that if you or I can get a 3 needle carb we shouldn't because with that carb you can totaly control how much fuel the engine is getting at max throttle. Ask Ralph, it is a very good carb!

Yup, I would probably go for the 3-needle carb, if I could get one, it would be something interesting to play with, plus I am very interested in aceiveing a very smooth, progressive low and mid-range.

My engine runs fairly well on the bench, but I can't lean the low needle enough to get the mid-range clean, then when I lean out the high needle, of course the engine goes lean towards the top end, and will sometimes just die on a sudden application of throttle from mid-range. A tiny bit of needle adjustment seems to go a long way on this engine.

Every time I run it and tweak on it for a few minutes on the bench, I manage to get it a little better, though, so I'm hopeful that the new intake will solve most of the problems. That 3-needle carb would sure be nice!

AmpAce

I am sure there is more than one way to fix the "early" fuel draw which can lead to puddling problems. I am sure the new owners of BME have talked extensively with Keith and are going forward with the best option available.

As Altavillan mentioned, my 3 needle carb sure runs sweet.
He might not know it yet, but when I start flying my new plane he is going to take my 3 needle carb and reproduce it a couple of times

Amp-Go richer on the bottom then start leaning the high until that mid range richness dissipates. You can some what crutch the high with the low. The richening mid range is NOT from the low, it is fuel being drawn from the high too soon. That is why when you lean the high to correct mid range you go lean on the top with the un-modified WB25.
You can richen the low "tremendously" without affecting the mid range. Just try it and see if it helps.

Thanks, I'll try that. You are right, in that I have noticd that the low needle is not too sensitive in it's effect on the low and mid-range running.

I basically leaned the low needle until the engine would "sag" in response to a quick throttle opening from idle, then opened it back up just enough to get rid of the sag. I then leaned the high down in very small increments until the top end started going lean, and response from part throttle was poor. At this point, very little change in the high needle makes a lot of difference in the mid-range and top end.

Your advice makes sense, especially for low and mid-range, since that is the only logical way to keep the high orfice from dumping too much fuel too early into the venturi. Of course, I would expect the top end to still be too lean under these conditions, but that doesn't concern me too much, as I expect to very rarely, if ever, use high rpms and high power in flying my Super Cub!

I'll let you know what I think after trying it. Can't do it today, though, we have a minor blizzard going on, and I test out in the open.

Thanks again,

AmpAce

Hello everyone, The new BME's phone number is 405-821-2579 and the hours of operations will be 9:00am to 5:00pm central time. The phone is up now and we will start repairing engines Monday March 3rd. Our website might take a little longer than expected do to the fact that it will have to be built from scratch.

Well Andy, I’m glad to see the repairs start up again. I sent a 100 and the carburetor off a 110 down there in October for repair and upgrade and it was like they fell in a big black hole. I’ve had zero communications with Keith for 5 months. It will be nice to have the repairs back.

Crazyhorse, please give me a call so we can talk about the repairs on your engine. For now repairs should take 2 weeks (for new repairs that are showing up now). This is do to the fact that there were several repairs that had not been done by Mr. Baker. Tom and I are trying to get these repairs out the door as quick as humanly possible.

Andy Snow

Andy,

What do you anticipate the time frame to be before new engines become available again? And the $64,000.00 question; what will be the fate of the 115 and of those that are already in customers hands?

Thanks,
Pat

Good question. I might have to make you a set of reedblock wedges for your 115 if I'm ever gona see that compy Yak fly.

Hi Pat, New engines (58cc) should be available by the middle of April and I hope to release a bigger engine that is not currently available by July (maybe at the IMAC NATS). We are going to continue to produce the 115. My partner is working on the prototype intake. I hope to have the mod in customers hand by mid to late April. Current 115 owners will get the mod for free. We are changing a few things on the 115. It will have a thicker crank case. The surface of the crank case may have ridges to help with cooling. We are looking at some changes on the cylinders but that is a longer process because we have to change the molds. The BME website has our information on it now and my tech guy will be updating it with new pictures and some new pages. http://www.bmeengine.com

Thanks,
Andy Snow

Hi Andy,
A friend of mine sent my 102 to Keith for repairs a couple months ago and has been unsuccessful in contacting him. He has been trying to get in touch with you but hasn't received a reply? Could you please advise? Thanks.

Why a thicker crankcase and cylinder change? Guys need to make sure they have proper airflow/baffles. I'd lke to get my hands on another 110.

Is the 58 going to be introduced as a side or rear intake?

Probably becuase most people don't baffle at all, then complain that the engine is no good because they burnt it. I haven't burnt my 115 yet, and it has had plenty of abuse.

Makes for a stronger case and let's the manufacturer sell the engine to someone other than modelers. It's currently too thin to hold up in "industrial use" applications. The super thin case is extremely poor for heat transfer and heats up rather quickly with heat transferred from the cylinders. By leaving it a smidge thicker it also helps prevent an engine from self destructing over time through combustion shock. The benefit of increasing the case thickness far outweighs a weight gain of a couple of ounces. There are some changes that will be coming to the way our gas engines work in the not too distant future and those manufacturers that have already allowed for those changes will be positioned holding a large advantage.

Changing the cylinder slightly will provide better cooling, making it easier for a customer to get it right, and lower the return rate of engines damaged from heat. Cylinder fins weigh almost nothing. Break one and you find that out when you pick up the broken fin. In changing the cylinder the customer and the manufacturer are both better served. The customer because his engine doesn't break and require service, and the company because they don't have to expend time and effort in needless warranty or non warranty repairs. Most customers like it very much when all they have to do is add gas and go fly, not remove an engine and wait for customer sevice to return it. Baffles are still important but some room for less than perfect baffle installations will be afforded.

For the sake of speculation let's say the engine might gain 5 ounces with all the changes that could happen. If the engine then functioned well for 500 hours or more without having to go overboard in the set up everyone would be happy. The engine would still be a power house, and still be lighter than anything on the market. Even the current 85's will still be heavier than a 115. The "new" lighter DA 100 would still be a pound plus heavier and have 15cc's less displacement. No contest, the 115 would still be a big winner.

That was a much better explanation and on the mark too.