BaldEagel

DX18 and you need another channel?

BoomerSooner

My Feedback: (80)

Trying not to use the xplus. I've got a 1222x so not compatible with the xplus that I know of. I can't remember exactly how I've got it programmed, I'm out of town. But I remember using two channel assignments in the tx to do the mix

izzy

Theoretically you could run the retracts and brakes on 1 Chanel and use down elevator mix to add the brakes
ie. use gear channel 2 way switch for up /down and elevator mix to retract channel ( when adding down rlevator)to add some more movement to retract servo to apply brake
just make sure you inhibit program mix when gear in up position
hope this helps
izzy

quist

My Feedback: (198)

You only need one channel. Use a mix, gear as the master and slave. The mix will change the end point of the servo so you can activate the brake.

Midas D.

I'm in the middle of the build and getting to the point of making an decision about the fuel tank.
Should i use the saddle tanks and skip the wing tank or use the wing tank and skip the saddle tanks? (for fuel supply only)
Got them both, but till now don't got the intension of using smoke.

Whats you guy's opinion on this one?
And how do the saddle tanks involve on the CG (full and empty)

The way i look at it is that the saddle tanks for the fuel system saves a connection so the fuel system stay's in one pice during transport and a bit less fiddeling during the build up of the plane at the field.
And a bit more fuel to carry so that's an advantage but if it fu... up the CG cause of the tanks are so way back....

Help would be appreciated

Craig B.

My opinion.....the wing tank is a better geometry especially for vertical manoeuvres and for me making a couple of connections is not a big problem. That's what I run with but I go top tank to wing tank to header.

Bravo77

I heard about this type of connection before but what are the advantages , and yes one extra connection, but will it affect the cg as the wing tank will be left with fuel versus the top tank, is it better than the conventional way , which is top tank header then wing tank.
Thanks

Midas D.

Euhhhhhh..... ???

really don't know try to figure it out my self what's the best option and route.......
rocket science i would say

izzy

I am using saddle tanks for fuel then top tank
wing tank for smoke
works great. Noproblems
I get at least 10 minutes flying on K140G
using full bypass

Midas D.

Thanks for the response izzy,

do you also fly with empty smoke tank (wing tank) and do you then got any CG issues?

Regards,

Ed

Craig B.

Does not adversely affect c of g for landing at all. Better to draw from wing tank last in my view because:
1. geometry of wing tank is better so chance of pulling air out of it in vertical manoeuvres is less, and
2. you are not drawing fuel up hill against gravity. This then reduces the suction generated within the fuel lines and theoretically may reduce the risk of cavitation in the fuel line.

BlueBus320

My Feedback: (57)

Just something to throw in the mix, but depending on your setup/equipment used, you may need the saddle tank's area to place your ECU batt to obtain cg (if you don't like adding wieght to the tail). That's what I had to do using a P100, when I switch to the K140 it'll probably go back to its stock location

Bravo77

So Craig , You are using this system with great success I guess . Always concerned about the flat bottom top tank . I will try it .

Thanks

Dave Wilshere

Everyone has an idea...There are thousands of Flashes, tens of thousands of flights-OK much more, most...vastly use the stock set up. My three Flash models have around 1000 flights, never had a tank issue. If there was, it would have been sorted in 2006....seven years later it works just fine
If you mount the fuselage tank as intended-front end not sitting too low, back end no higher than necessary. Felt clunk (I have something for you all on that) in both tanks. Its not the best system, but it works....

Dave

Dave Wilshere

I've been a fan of the felt clunks for years, never given me an issues. But I noticed some time ago the weighted centres vary in hole size. There are large and small versions. I have drilled out the small ones when used on big turbines, but this is only a partial solution...so M&R have been working with a customer who also noticed (others too) the hole size and decided we should offer a large, hi flow centre for the felt type pick up.
We have developed two sizes, for upto 160 and over 160 motors, you can use 4mm bore tygon as a clunk line on the largest size!
You can see the difference in flow rate, the hopper tank does not expand so much as fuel passes in faster.
There is an O ring fitted so the tank does not wear. I also show the std weighted clunk, also in two tube sizes.
We will sell the felt type with and without felt

This is one of the prototype units...

Dw

izzy

Dave. Looks great. Will pick up a pair at JP if u have them for sale by then
Just came back from days flying the U Flash. Have started to nail those landings nice and soft.
No more broken pins
Flew with wing tank empty for 2 flights. No issues

Dave Wilshere

Izzy

Yep,we have the first stock arrived today, more in time for JP. Looking forward to meeting you

Dave

Craig B.

Yes I have always used this system on both my classic flash and my ultra. Have over 250 flight combined flight on the two and never an issue. I don't use a felt clunk either as I have found they clog in our climate progressively over time. This is not to discount Dave W's experience but we live in different climates. Bacterial growth in the felt clunks can occur, probably more so in warmer climates, and this has lead to congestion within my felt clunks and contributed to cavitation, so I no longer use them. Even with nothing other than a heavy duty clunk on my fuel lines, I have never had an issue with air in my fuel lines leading to the engine.

There are a few different fuel set ups that will work. I just employ what I think is best practice for my conditions.

Dave Wilshere

We have some great heavy clunks too ;-)

Today at JMA Long Marston there was a UF fest.

Paul0088

some pics of the Blue scheme JMA Long Marston

Ruizmilton

My Feedback: (29)

Flew again today, but limited to a single flight because the super eagle decided not to cooperate today, burnt glow plug and burnt starter, yes everything decided to break down today. Still, had an almost no wind, really a slight crosswing apporach to the runway, yet really a smooth, predictable landing with no issues, again I'm impressed at the way it flies (lands) vs the classic, and I loved the classic!

BlueBus320

My Feedback: (57)

Anyone know how many milliamps per flight with 8411's all around? I have 2-2100mah rx packs & thinking I can reduce overall weight by switching to 2-1100mah packs. I will monitor my usage once I start using her.. Taxi test done today, but bad charger & high crosswinds postponed my maiden
hopefully next weekend

steve2972

My Feedback: (2)

Had a great weekend at the JMA jet meet at Long Marston and a successful maiden of my new Ultra Flash.A HUGE thanks goes out to Dave Wilshere for all his help and guidance over the past several months.Its a great flying plane and scoots along nicely with the P100X!

Dave Wilshere

With a PB Sensor switch its 130-140mAh per pack, per flight.

Dw

BlueBus320

My Feedback: (57)

Thanks Dave, off of curiosity, what sized rx packs do you usually use?