clockwise counterwise
 

Hello to all,
I look for a motor running clockwise.
as CL flyer Carrier I will exploit the torque.
The engine should not be greater than .40.
there are crankshafts for existing engines.
but I do not know where they are to get.
can someone help me ??
An example of application: http://www.youtube.com/watch?v=Sv945lgWmAE
greeting
Robert

Robert

1. Find yourself an Irvine .40 Mk II (natural case, removable front housing, UK manufacture). They come up all the time on eb*y and sell for around USD $60.00

2. Buy a reverse rotation crankshaft from here in the UK: http://www.rcmodelcentre.co.uk/Crank...rod_10335.html
and install.

On Enya two-stroke engines you can rotate the front housing by 90° and then get an engine that runs in "reverse".

Any engine with a removeable front housing will run in reverse simply by rotating the housing 90 degrees towards the exhaust side. Typical engines are the Enya, Irvine, K&B and OS FSR to name some.

I thought most all motors run clockwise. Perhaps you mean counter clockwise? That would appear clockwise from the front but the direction is based on looking with the engine, the prop at the top would go to the engines left if turning counter clockwise.

Hello dear model flyer on the other side of the world.
thanks for the replies.
I ordered an engine in UK.
a West 36 modified with a special crankshaft for reverse rotation.
This is a modified Webra 35
It is a lightweight and powerful engine.
http://www.westonuk.co.uk/westonuk2_009.htm
West produces very nice engines
@: Fiery your link led me to the track to UK.
have long sought in www.
turn only the front by 90 ° has always sacrificing performance.
greetings
Robert

Alo, Robert!

I don't know what CL Carrier rules you are using. If .40 cubic inch is a rule, you've made a fine choice.

Some years ago, Claus Maikis' website included a small plan of a profile semi-scale Me-109T (Traeger) for CL Carrier. He had an interesting 3-line system, elevator (Hohenruder) plus throttle (?Drossel?). It still may be on Claus' website. A friend of mine set an AMA(USA) Profile Carrier Record two years ago, with a model of an Me.109T. Not Claus' version...

Turning the front parts of some engines 90° gives you reversed rotation. We mostly describe prop rotation as we look at the model from in front, where we flip the prop. So, going over the top from right to left we call counter-clockwise. Reverse rotation goes over the top from left to right - clockwise.

Some engines of high power are made with a front end intake and bearing unit that can be turned 90° to give reversed rotation.(Port is turned 90° and shaft meets it 90° sooner or later - total: 180° shift. (Kurbelwelle?) port timing may not be as close matched for high power when reversed; manufacturers (Herstellern?) sell the best they can, for the use they expect.

I have flown an ENYA engine reversed this way. Good power, but I did not try to compare it to original power. That was over 50 years ago. Since, I have flown a stunt engine with factory reverse timed crankshaft. Same power, only needed a reverse rotation propeller. They were more available then - early 1990's.

Herzliche Glueckwuensche!

Or am I a messy Sprachenmetzger?

If an engine has a crankshaft port timing that's open for 180 degrees (for instance opens at 40 degrees ABDC and closes at 40 ATDC) then it'll have the same timing if the front housing is turned so will make exactly the same power as normal. However I've measured port timings on many engines and there have been radical differences even between engines designed for similar purposes such as CL stunt or RC sport so I doubt there'd be any noticeable power difference so long as the total opening was somewhere around the 180 degrees, maybe + or - 10 degrees or so.

While not really answering your question, I have to comment: Small control line planes flying with Cox reedies fly much better running in reverse with a pusher prop.

Lose line tension and the plane naturally flies to the outside of the circle instead of uncontrollably towards the pilot!

.Maybe it's just me but on the motors with the removable front housings like the OS FSR's. How in the heck does simply rotating the front housing AKA .(carb mount and bearing holder) 90 degrees toward the exhaust port , make the motor run in reverse? You can only do that on 2 strokes by changing the port timing and by rotating the front housing , your not doing anything but changing the carb orientation! And according to OS this is a quote from their home page " No, OS does not produce an engine with a counter rotating crankshaft. Until 2 years ago we stocked a reverse camshaft for the smaller OS four strokes to allow you to do this, but these are no longer available either. A standard engine cannot simply be 'reversed' in any means. However, you could go to a gear reduction system for both your engines with the reverse direction engine having one more or one less gear in the gear train. However, we are not aware of anyone who makes a product specifically for this task." but maybe it is just me.

The opening and closing point of the crankshaft inlet port is what changes when you rotate the front housing 90*. Take an engine with a removable front housing and remove the carb with the crank in a position to show the crank port. Now without letting the crankshaft change position, rotate the front housing only. Crank inlet port should be in a different spot relative to the front housing. Voila!

Dont believe everything you read, especially if it's written by the folks at the OS distributor. It's rubbish!

That's written by Hobbico, not by the OS factory. I suspect when it was written all current OS 2 strokes had a one piece crankcase which obviously means you can't rotate the non existent front housing :). The early Max-H 60/80 with the rear drum valve had an extra drive slot marked R for reverse rotation and machined 90 degrees from the normal slot.

Thanks for pointing out my poor wording. I edited my last post. Thanks DU!

To abacro,

As you pointed out the OS FSRs, and some few others, had a symmetrical bolt pattern bolt-on front end with intake and port in the shaft. Many ENYA engines are built the same way.

In 'stock' standard form, the shaft port opens as the cylinder rises. If you turn the intake housing 90°, either way, you change the shaft location where the intake opens by that 90° PLUS or MINUS the 90° change in where the shaft port meets the opening. If you rotate the intake to the left, you delay the start and end of the port� open period by 90° for the intake and 90° for the shaft port - a 180° change. If you turn the housing to the right, the intake opens 90° earlier and so does the shaft port. Again, a total change of 180°. That's reversing the sequence whichever way you rotate the front end. Details of shaft port 'standard' timing may differ slightly, but are quit close - except possibly for extreme speed or racing event use.

706Jim pointed out that the 'basic torque' - applied by the engine to the mounts - the force to turn the prop at flying RPM - tends to lift the inboard wing. Several CL Carrier fliers are using reversed rotation for that effect. When we fly counter-clockwise with a 'standard' engine (CCW prop rotation seen from in front of the model) that torque tends to lift the OUTboard wing, I. e., to roll the model into the center of the circle. Not good in Carrier low-speed phase. My friend, who set a carrier record a few years ago, took about FOUR minutes to complete 7 timed low-speed laps in his record flight! ANY choppy breeze or gust would be a major problem. Carrier rules restrict fliers from running back to regain lost control - they must stay within a defined small pilot's circle so the flight radius remains closely constant. Lap timing calculates airspeed. Only a dependable radius allows that.

Thank you guy's for clearing that up for me. It now makes total sense so I guess in FACT it really WAS me! lol lol :)


Art

What was written by Hobbico? Is there a post or two missing?

Perhaps this from post 10:
""And according to OS this is a quote from their home page " No, OS does not produce an engine with a counter rotating crankshaft. Until 2 years ago we stocked a reverse camshaft for the smaller OS four strokes to allow you to do this, but these are no longer available either. A standard engine cannot simply be 'reversed' in any means. However, you could go to a gear reduction system for both your engines with the reverse direction engine having one more or one less gear in the gear train. However, we are not aware of anyone who makes a product specifically for this task.""

It's correct that O.S. no longer produces a reverse crankshaft or camshaft for their engines. Demand has just become much too low. Any engine that has a one-piece crankcase cannot have its operating direction reversed without a reverse crank, four-strokes need a reverse camshaft. Older O.S. engines (or any other brand, for that matter) that have a removable front housing can have their rotation reversed by turning the front housing so that the carburetor points in the same direction as the exhaust port, or towards the right-hand side of the engine.

Some Saito engines can be made to run clockwise by fitting the camshaft from the opposing cylinder of the twin engine that resulted from combining two of the singles. So, while Saito does not produce reverse camshaft for the express purpose of reversing a single, it can possibly be done.

Enya 4-cycles can all be made to run in reverse (CW) by re-timing the camshafts. For those that don't know, Enyas have a cam for the intake and a cam for the exhaust.

Hi CL ér
I now have the engine
produced in Austria
West 36 R = as Robert or reverse rotation
Looks at the propeller
the piston clamped still in the OT.

greeting
rrr
reverse rotation robert
http://www.rcuniverse.com/forum/atta...mentid=2111654http://www.rcuniverse.com/forum/atta...mentid=2111655

Downunder is correct. The quote cited was from the O.S. FAQ page we created and maintain. It has mostly general questions, but when talking about specific products wanted, it does refer to current-production items.

O.S. used to make reverse crankshafts and camshafts for their engines. They no longer have enough demand to support production.

Older O.S. two-stroke engines that had the separate front housing could be reversed by rotating the front housing so that the carburetor was on the same side as the exhaust port, or 1/4-turn clockwise when viewed from the cockpit. All four-stroke engines need a special
reverse camshaft.

Also, as downunder pointed out, some of the rear-intake engines that used a disk for the intake valve were made to allow the engine to operate in either direction, depending upon how it was installed. The engine rotation was easily changed by the modeler.