As far as I know, he is. Been flying gas and electric the last couple years so haven't ordered recently.

Thunder power runs a black friday half off deal. Anyone who doesn't take advantage of that is missing out.

Got 4 sets of 6000's for $440. Best batts I've had in a while.

Not really......but you just can't say the stuff you did and not have someone come back on you.

A local buddy got some of those....I haven't flown them but he says they are great.
Mebby next time though.
I usually get about 500 flights per pack on the F3A/U packs.
Lets see what happens if NSRCA approves the 12 cell packs....I think that would be great!

'cause it is. Everyone's different.

What I say is my experience and what people believe or not believe, is up to them.

Nope....there is a one word reason why almost everyone dropped YS.....reliability.
If it had not been for that I would be still flying them

Oh wait.....I forgot....you are the exception!

I'm not the only one flying YS.

Like I said. People can believe what they want.

Hi Guys,
This debate is a little jaded at this stage.

One thing I don't fully understand is why the IC's have to keep getting bigger and bigger and bigger !

Brian

I suppose for the same reason there is a push to go from 10S to 12S.

Hi,
No !! That is just the fuel.

Brian

Hmm, semantics.

The end result is the same.

Hmm, shallow !

Hello
I have 3 Harmonie, two with 175 CDI and love to fly with about 15 mn to 20 mn.
No problem of reliabilty.
I also have Harmonie with hacker Q80, I also love it. But just my opinion, flight is too short about 7 mn.
There are advantages and disadvantages with YS and electric motor.
Friends of mine have difficulties with the two;
deadstick with Yam and burn of plane, loss of magnets, breakage fuselage and loss of motor ...
But The main thing is to have fun.
claude

Maybe Claude has the answer; one of each!! Somehow....I know I'll loose that battle with my wife

I haven't told my wife about my new one on order or the 200

You are playing with dynomite my friend !!!

Time will tell

Mr. DRAC1 you are not alone! Here we are a group of 2 1/2 flyers with YS.
The main problem with IC compared to elec. is the need of the understanding and knowing how to adjust the engine, which most people lack.
One other point in favour of the 4 stroke is the rule requirement for the model to resemble a real aircraft in performing the manouvers: Gracefulness, precision etc. and that includes noise IMHO. Noise of a real airplane, not the noise of my plug-in Prius, with all due respect. Sure there are issues as with all devices, that's why we gather together and discuss it. BTW, my good friend had his motor seize at the start of a competition. Electric, what else. Real bummer. So we continue to pass along our solutions, either IC or CG (Current Gulpers) with no worries "seeking sympathetic ears" and flying happily ever after.

I feel your pain Dave. Mine was driving me mad and it wasn't the first time it had done it to me. The final piece of my puzzle was the valve clearance (cold and at TDC) needed to be at least .002". Any less than that and the engine was difficult to tune and would start to misfire a couple of minutes into the flight. I believe it had other problems that were sorted during the year and a half it took to solve but the valve clearance was a bogey man lurking under this engine's bed since the day I had bought it. Maybe the cam was ground on a Friday afternoon??

I did consider an electric conversion on the Aries07, but decided against it. I don't have the ancillary equipment to support 10S flying properly, the plane would have wound up even more overweight and (did I mention?) I'm still flying 36Mhz. Despite the horror stories I'm running the CDI and RX from the same 2S Li-Po although they are supplied via separate linear regulators as I haven't gone HV yet. I've got the 2.4 module and a few RX's for the 14MZ if I NEED them for a particular comp.

Any flight cost differences between running IC or electric gets blown away by the travel costs of one comp, so I'd consider it a moot point, but I reckon if I had just bitten the bullet back in 2009 and gone electric instead of IC I "think" I would have been happier. I'll never know??

Serd it over anytime and I will get it running properly.

Pumped is the only way to go.

Back when I re-entered the hobby I went back to helis. I spent a LOT of time on the Heli Freak website. One of the guys had two helies of the same model, one electric, one glow power. He kept good records of each.. According to his records, at the end of the day (life of the models) the cost of glow vs electric was almost a wash. Now that has been several years ago so it may no longer hold true.

Ken

For me running electric for pattern was more of a choice of what I thought I could be most competitive with. Not that electric flies any better but it certainly is quieter and from what I have seen in my little square of the world that seems to help a tad. I love the fact that I don't have to clean the airplane and don't go home smelling like glow fuel after a practice session or contest. I do however own and fly other YS powered models and enjoy them very much. IMO it is not beyond anyone's abilities to gut a YS to run reliably, once one understands that 90% of the time the issue is a leak with the fuel system somewhere.

For me, because just about every comp was far away and at sea level, so I always have that little nagging voice asking me "is the mixture going to be ok?" for the first flight.

I think dragging an electric out of mothballs and putting a battery in for round one on Saturday morning is a bit less worrying than trying to get a few passes in with the YS just to make sure it's ok..

Noise from a YS is more of a perception than reality. At the Australian World Cup event a few months ago in Sydney, my Xareltoo was officially measured at 88db and my Valiant was 87db. Many of the electrics were around 89/90db, with one contra being right on the 94db limit. Of course this depends on the equipment used, both for electric and YS.

In the past cleaning was a bit messy, but with cdi, that has changed considerably. A couple of weeks ago, I flew my Pinnacle with a DZ160. After 2 flights, it had more oil to clean off than I get after 12+ flights with cdi. Just a quick wipe is all that is required.

Unnecessary fiddling with a YS also causes problems. If it ran OK the last time it flew, then there is no need to adjust anything, but many just can't resist. If it ain't broke, don't fix it is the motto here.

Whatever you fly, the main thing is to have fun.

My main flying field is around 1000ft and the other one I fly at regularly is at around 500ft. Going from one to the other of these doesn't require a mixture change, but the plane does fly a little different at the lower altitude.

In April, I went to Hawkes Bay, New Zealand, which is at sea level to compete in the Trans Tasman. The engine was a bit lean there, so I richened the reg 1/8th of a turn and the needle 5 or 6 clicks. 500ft shouldn't need retuning, but more than that, depending how big the altitude change is, then richening the reg 1/8th and up to 1/4 a turn on the needle should be pretty close.

I wouldn't expect much change in 500 ft, otherwise we'd be running in-flight mixture control for anything above 1/2 box height.

The type of change I'm referring to is dropping 1500 ft, starting up in the morning cold and having your engine hesitating a bit on throttle up. Just enough to be noticeable and have you reaching for the screwdriver with one hand while crossing your fingers with the other, hoping that it might just go away when the engine warms up a bit more so you won't have to touch the regulator.

That being said, I haven't been able to get to a sea level field since I've sorted the engine, so the mixture may be more flexible than what it used to be.