Just got back from Jersey. Had a crazy day with crazy winds, but I think everyone had an awesome time. As for me I pancaked my first landing in the 18 mph winds and by the end of the day my gear plate sagged. Nothing irreparable but disappointing none the less. Personally I pick the Gaudius as the star of the day and would note that close to 80% of the folks in attendance were e-machine operators hence the E-Team photo

More pics please!

Ask and yea shall receive . . .

Hey 2sunny what happen to the pictures of the E-Motion. I heard that you want to form a special Club

Jr

More!!!

Still More!!!

Last ones....

What engine does it use on this gasoline plane?
Thanks
regards.

That is a Syssa180 in Matt Kebajian's plane. Pretty good looking setup....couple very minor burps in flight.....but far and away the best gas setup I've ever seen for pattern. Plenty of authority for Masters even in the 20 mph winds we had.

Regards,

Syssa Aircraft Performance, SAP 180HP, ESComposites 30G tuned pipe, Macs OS140 header, 7/8"ID x 1/16" teflon coupler, 3 button head screws on each, pipe stem and header. All soft mounted on my own soft mounts (engine and pipe).

The set-up is still being worked out, tweeked for usable patternlike performance. I am very close to what we need in Pattern but not quite there.

Engine has a great deal of power and when you dial in a decent throttle curve the power band we need is definitely there. I had an inverted throttle curve at the contest (I never checked it until Sunday after the contest was over...dumb) and that made throttle management more difficult than necessary.

The engine turns an apc 17x12 with terrific authority. Break in using something like an 18.1x10 and fly 2-3 gallons that way. Then use higher load.

Weight wise, my plane picked up about 5 ozs over a Webra 160 set-up I had in it before, so it is a very light gasoline set-up. Interestingly enough, I didn't add any tail weight...just increased incidence about 2/10 ths degree to accommodate the nose weight. Flies as well as it using the webra.

What should raise an eyebrow is fuel usage: I am running a 14 oz tank and can go through the masters schedule 2 1/2 times and still have gas in the tank. Not only does it use cheap fuel it uses far less than the popular glow set-ups. This should have some interest in Europe I would think

In other words, a 10 oz tank is enough gas for probably 2, P11 schedules back to back

Who knew Dave was a talented photographer as well . . . what can't this guy do!?! Great shots Dave. Thanks for sharing!



Joe

I'm sure it must be the photos but it looks like you guys fly awfully close to the power lines....[X(]

Lotto looks to be happy again...

Cheers
Jason.

How come I'm not in any of those photos?? Oh, wait...

Joe,

I heard about it....Ed, Joe and I felt bad for you driving all that distance

haha, it's OK. I got to spend a day flying with Dave L and it was really helpful; definitely made the trip worth it.

Hello guys,

I think many of you already know this, but as it turns out, Dave Lockhart was down in Peru, South America for a series of training sessions with the Peruvian F3A fliers in late April of this year. I was born and raised in Peru so I check the website of the "Peruvian AMA" (actually called the ANAP) from time to time and came across that tidbit. Pretty neat stuff.

Teo

BTWI've started a thread on the care and feeding of this engine. It is on the first page of the Pattern forum. And there is an awful lot of info in that thread

The sound signature is different than anything else flying today. It isn't so much an exhaust and prop sound but rather an intake reed valve slap. It probably passes the sound requirement as is (we do have some test results that show that). But I believe we can quiet it down further with a little refinement. We'll see what develops. I'll learn alot more soon as I get my new design flying, since it has a fully enclosed pipe and the intake will be taken from the fuselage

We had 20mph+ wind Saturday and the 10 1/2 lb Temptress had no problem whatsoever cutting through that wind. It seemed to me that many electrics at this meet struggled in the wind...on the other hand Temptress is not one of the current crop of pachyderm airplanes designed for drag. It's an 8 year old design that's about 6" wide and only 12" or so deep. Wing is large at about 1050 sq inches but is thinner than most and is designed much differently than most, so it penetrates. Nevertheless, the SAP 180 in a fat fuse would still perform better than most.

I am sold on this engine so much so that I am selling all my glow stuff and buying SAP180's. I am having a Webra and Mintor sale. Anyone interested, PM me. No reasonable offer refused

I totally disagree on the electrics struggling. Some were just trying to fly too slow. I had no problem whatsoever.

I see we have several new members of the E-Bay boys (the E-Bay gang sign being flashed)... I know that Chris was an honorary member already because of his trips to SFO and hanging out with Riot3D and myself... we're the founding members of the E-Bay gang.

Got it, the wind

Since I have never flown any modern competitive electric set-up my view is possibly skewed. They just seemed to fly slower than usual with less penetration. Could be wrong...just my observation

Matt,

I have to agree with Joe on this. Years ago, that was the case, but the newer setups seemed to have leveled the playing field. I still don't believe there is a clear advantage to them, although many will disagree, but I think the playing field is definitely level now. I think that with the newer setups and prop choices they can fly pretty well on windy days. I flew Chip's Neu powered Passport last year and that thing was a rocket ship if you wanted it to be.

Arch

The biggest advantage with E power is reliability.

The biggest disadvantage is flight time if you want to do some serious trimming or fly multiple schedules on the one flight.

Personally, I haven't looked back since getting rid of all my glow engines and I know of many others that feel the same way.

You know E power has something when staunch YS devotes switch to E...

Everyone to the own though.

Cheers
Jason.

I think a couple things might be happening -
- early E setups were lacking for speed, but they appealed to many in calm/moderate conditions because of the very slow pace they were capable of, and some are trying to do this today, even when it is windy and they would be better served going faster.
- some flying E have simply not "updated" their setups to go faster.
- some benefit from the slower flight speed (more time to think), and it is simply a tradeoff of getting beat up a bit on windy days for an advantage on less windy days (hopefully the majority for those in this camp).

Matt just might have a ride or two on a modern competitive electric soon enough!

Regards,

Hello,

I am just getting started flying in the Sportsman class. I only fly e-planes and my current plane is propped for a 70 mph pitch speed. Because of the large diameter/pitch prop, in flight the model appears to top at about the same speed in flight. On windy days, I drain more energy out of the battery so I know that I am leaning more on the throttle. Is a 70 mph speed adequate or should I be propping for something closer to 80 mph. I believe that I read somewhere that Dean Pappas suggested a pitch speed of about 85 mph.

Thanks, and now back to the thread.

Teo