Dale, thanks a lot for the report.

Will these modified motors be available for sale from Joby or from you?

Oleg,

I am the first with the heat shrink housings and did the final heat shrink process myself, I hope JoeBen decides to incorporate this in all JM1's. You will have to ask.

Please do order them in my config directly from him if you have a project, we need Joby to exist!

Dale

Thanks for the info Dale, and sorry you had so many trubulations before and during Oshkosh, well done for the most e-flights anyway.

Originally Posted by KiloOne

using two CC HV160's per motor at 12s

I would barely trust a large model to a CC ESC let alone my life.

Neil.

Originally Posted by KiloOne

... We surface ground the outside of the stator ...

No shorts between the statorlaminations due to the grinding?

Originally Posted by KiloOne

... and then reduced the gold heat sink housing ID ...

How was that done, extra ring inside the heat sink?

Originally Posted by KiloOne

... I am the first with the heat shrink housings and did the final heat shrink process myself, I hope JoeBen decides to incorporate this in all JM1's. ...

Do away with the (lovely) heat sink completely? By using statorlaminations with cooling fins on the outside and attaching the bearings/prop carrier to the stator.

Anyway, great result, 40% more power


And I just stumbled across this one, they used Plettenberg or Hacker motors by the look of it
http://www.eng.cam.ac.uk/news/storie...tric_aircraft/


Vriendelijke groeten Ron

Originally Posted by Neil Stainton

I would barely trust a large model to a CC ESC let alone my life.

I trust my life to the Lazair as an aircraft/glider and in how I (as PIC) fly it. I have 2 motors and 4 controllers, many of which could fail before I become a glider. There are very few controllers that will actually control these low inductance motors and I am happy with this choice so far. Further testing will tell.

Dale

Ron,

We measured the efficiency of the motor before and after surface grinding and found no measurable difference.

The first heat shrink housing was done with an aluminum shim to create the interference while the housings I fly with were made with the correct ID.

A stator heat sink design would still require a motor mount that had the rotor bearing bosses on it and a way to attach the stator to the mount. I like the current design for now.

The motors used on that electric Lazair did overheat.

Dale

You have to comply with the 2.5 gallon limit for far103. Will you sell kits for other markets with 3 packs per motor instead of 2 for markets without that restriction?

Dale,

I check in on this thread from time to time and am very excited to see all your progress. Let me know when you come out with a kit for my RV-4. Ha.

With all that said, there may be a tremendous market for a conversion kit for motorgliders. Just a thought.

Originally Posted by Helno

You have to comply with the 2.5 gallon limit for far103. Will you sell kits for other markets with 3 packs per motor instead of 2 for markets without that restriction?

I am sure you know you mis-stated far103, it is a 5 gallon limit.

Yes we will sell as many batteries and compartments as a person requests. It is up to the pilot to ensure he is flying a legal ultralight.

I am sure you saw the third compartment in the Oshkosh eLazair that will hold the new light chargers when I go x-country.

Dale

Originally Posted by donmei

Dale,

I check in on this thread from time to time and am very excited to see all your progress. Let me know when you come out with a kit for my RV-4. Ha.

With all that said, there may be a tremendous market for a conversion kit for motorgliders. Just a thought.

By the time you run your engine out, it will be here.

Yes, I have a specific config in mind to make any fiberglass sailplane into a motorglider, patience.

Dale

Originally Posted by KiloOne

I am sure you know you mis-stated far103, it is a 5 gallon limit.

Yeah I meant 2.5 per side. How much are the new battery packs weighing in at?

I got to see the eLazair in action in the Ultralight area at AirVenture this year. Let me tell you, it was amazing! I got to speak to the pilot for about an hour afterwards. I would have never thought to wind the motors like they are... very smart.
Now all we need to do is have electronic flight be a more affordable option... I mean, sure, you won't pay for gas, but $7000 up front isn't really looking too great.

Originally Posted by Helno

How much are the new battery packs weighing in at?

The current weight is 28 lbs per pack (includes BMS and connectors etc).

Cell weight is 24 lbs. Each pack is nominally 2.22 kwhr.

Originally Posted by alexkmmll

Now all we need to do is have electronic flight be a more affordable option... I mean, sure, you won't pay for gas, but $7000 up front isn't really looking too great.

The way I see it, the only way electronic flight right now could be considered more expensive than gas is if you do not expect to fly your aircraft very much after you purchase it. I think that financing the extra initial cost should be looked at.

Break even numbers with regard to flight hours are very low. If you do not hit the break even hours, you still have an asset to sell to recoup some/or most of the difference in purchase cost.

Dale

You´re an impressive man, Dale, and its fun to follow your work. I have never flown an airplane - not even an RC - but I am sure interested in your craft.

Do you see any economic importance of electric ultralights, except for their recreational value? Will a lot of people use them for personal transportation? Will people be travelling around long distances in electric ultralights in the future? Can they deliver goods unmanned?

Will it cost a lot of money to land at various airports to charge batteries? Do you foresee a future when there will be a lot of water based places for amphibian ultralights to stop for charging of batteries and some food and rest?