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Archive for March, 2014
Posted by dmrcflyr2 | Mar 29, 2014 @ 12:23 PM | 5,639 Views
I ran and continued the break-in of some engines today.

First was The Little Gem, Magnum FS-30. This little engine continues to impress me. As I mentioned in an earlier post, as the compression increases the difficulty in starting decreases. It took a whopping 6 flips to get it running today. Of course the key to hand starting a four stroke engine is properly priming it. Not all engines prime quite the same.

I always start with the tried and true full throttle, cover the carb opening, and turn the prop over until fuel comes out of the carb. Close the throttle and turn the prop over a few more times. Although this engine draws fuel in easily using this method getting it into the intake is another matter. This engine needs a bit of fuel shot into the head through the glow plug hole. Once that is done it fires right up. I am running a 10x6 APC on this engine and it posted 8300RPM at WOT and ticked over nicely at 3100 PRM at idle. I did begin to adjust the low speed needle; I closed it about 1/4 turn. Transition is from idle to full throttle is nice as long as I don't really advance it too fast. I deem this engine ready for mounting into the Waco 30 it came with.

Saito 80 GK
This engine is on about the 4th tank. I inadvertently installed the MA 14x6 on it today instead of the 13x6; I did not notice this until after the run. As mentioned above about priming, this engine does NOT suck fuel up into the carb very well using my normal method. I have seen this...Continue Reading
Posted by dmrcflyr2 | Mar 24, 2014 @ 06:57 PM | 5,104 Views
Finally I scored a NIB OS FS-90! The previous 2 were not pristine like this. The first, which I no longer have, was well used. The second had a low but undetermined amount of time on it. This one looks just like it did 30 years ago from the factory. Granted it has a bit of dust and 30 years of exposure. According to the fellow I bought it from, it was purchased many years ago and installed into a P6E and hung from a ceiling all these years. When the original owner passed his widow gave this engine to the fellow I bought it from.

I intend to break this engine in according to the instructions and then find a suitable plane to call it home in. My second is currently up for sale on RCU but I am seriously considering pulling it back and keeping it. As it is a low time engine I would have an excellent source of spare parts just in case. Parts for these are quite difficult to get, however finding entire engines does not seem to be as hard seeing as I have purchased 3 in the last 2 years.
Posted by dmrcflyr2 | Mar 23, 2014 @ 03:29 PM | 4,636 Views
Well I have 3 hard earned tanks of fuel through this little engine. The break-in is going well and the compression is starting to increase, as felt by my hand. This has by far been the most difficult engine to get started that I have ever owned. I don't own and don't believe in electric starters, so this is my burden to bear. I am sure that had I used an electric starter I would not have had the issues getting it running. But as the compression comes up it gets easier to start each time. In fact the last run of the day took and amazing low 10 flips to get it running.

I may have also been hampered by my glow plug selection. The middle plug is the one I had been using and got one tank run on. I just took it out of my plug box and I am not sure the make. I cannot see any print on it. I thought I had a few OS 'F' plugs but they must all be in my other engines. The plug on the left is a new Hangar 9 2 cycle Super Plug. I used this on the 2 tanks of fuel today. Perhaps it's longer reach aided in starting. The instructions for the engine just state a 'hot' style plug designed for 4 stroke engines. Eventually I will get another OS 'F' or a Fox Miracle plug. For now the Hangar 9 will stay in it. The plug on the right, IDK, I was using it just to make sure my ignitor was still good after the darn thing wouldn't start on the hundreds of flips required to get it running.

On the last tank I had it running up to 8000 RPM and it would hold a low speed of 3500 RPM without having even begun to adjust the low speed screw. I think I can safely set it for about 9000 RPM for flight with the 10x6 APC.
Posted by dmrcflyr2 | Mar 22, 2014 @ 07:54 AM | 5,720 Views
I just picked up a new little 4 stroke engine, a Magnum FS-30. I got this in a package deal from a member here. I also got the long since discontinued Sportsman Aviation Waco 30 biplane. More on that in a nother post though.

There is a certain member on this forum that really despise this little gem. I will find out soon enough if this hatred is justified. The box is very attrative and the paper contents are just as impressive. A very comprehensive set of paperwork comes with it along with a single allen key and muffler assembly. This engine is NIB and has never seen a drop of fuel. I will be evaluating it for ease of starting and overall handling. Check out the price listed on the box. I am unsure how old this engine really is but I paid nowhere near the price on the box for this engine. RC Forums are great places to buy engines!

I will be starting the break-in process this weekend and when the mini servos arrive early next week, I will start the Waco/Magnum project.

Well it took some time but I got it started and running. I knew it would be a bit difficult being a ringed engine and the compression being low intially. I compounded the problem by not having my glow ignitors fully charged. I think the first 30 minutes I spent trying to get it running for the first time was due to them. Once they were charged up and really making the plug glow, a few shots of fuel into the chamber and about 5 good flips and it was running.

A quiet little thing. I ran about 8 oz of fuel through it and I am letting it cool now before another run. As per the instructions I left the ignitor on for the first minute, then I removed it and leaned it just enough to keep it running rough at half throttle. I would put the ignitor on periodically just to hear the increase in RPM and keep it going.

I am running a 10x6 and Omega 10% fuel through it.
Posted by dmrcflyr2 | Mar 16, 2014 @ 12:58 PM | 4,690 Views
At one time I had 2 of the engines I have since sold the one that came with the box and tools. It looked to be the one with the most run time. So down to this one that I detailed disassembly and cleaning of below from Dec 2013.

I put it on the test stand yesterday for a run and I took some videos. I did not get it primed well enough when I first started it; it took longer than normal to get going. Apparently the last time I had it on the bench I had it set pretty darn rich as it died immediately when I took off the glow ignitor. I don't know if I thought it looked so noew it needed to be broken in or what, but I leaned it out to my normal 8500-8800 RPM with the MA 14x6.

Such as this damn addiction is, I also just made an offer on a NIB FS-90 from RCU. I will detail that engine when it arrives. Seeing as I am not really building planes from kits anymore, especially larger kits, I am not sure if I really need 2 of these engines again. But since I like to have the newest most pristine engines as possible, this one might find it's way to the classifieds along with the TF Red Box P-39 I bought for this engine.

Here is a link to the 3 videos of the one tank I ran through it.

Posted by dmrcflyr2 | Mar 08, 2014 @ 04:40 PM | 4,887 Views
I have put 4 tanks of fuel through the 80GK as of this writing and the break-in process is nearing completion. The rest really needs to take place on an airplane BUT I don't have one for either of the mid sized Saito's I have.

I took the chance to run all three engines today just as a general comparison of starting and operating characteristics. I hand start EVERY engine I own 2 and 4 stroke. So obviously one of my evaluation points is how easily an engine I own starts.

Of the 3 Saito's my favorites from a overall operating characteristics to include cold/warm starting, throttle transition, and idle, are in order 65, 91, 80.

The 65 is just a sweetheart in every way. It takes the least prime, it is the easiest to start, nicest idle and excellent transition. This engine has at most 7-8 tanks of fuel through it. It averages 2 flips to start.

The 91 is a VERY close second. When this engine was purchased it was well used; so it is fully broken in. This engine might take 3-4 flips to start.

The 80 is a real BITCH of an engine. It takes the most effort to prime it; in fact both times from cold it needed fuel shot into the glow plug hole before it would fire up. The compression ratio is so high it kicks back and literally tore my leather glove up just getting it started. Granted it is not broken in but it really pours out the exhaust smoke. I have it set at about 3 full turns open. When I started to try to lean it a bit it detonated and threw the prop. Obviously,...Continue Reading
Posted by dmrcflyr2 | Mar 02, 2014 @ 03:58 PM | 5,209 Views
I fired up the 80GK I recieved last week as detailed below. Since I am never parting with this engine I figured I would begin the break-in processe. I have run 2 full tanks of Morgan's Omega 15% through it today. I used a MA 13x6 for the prop. Ordinarily I would run 10% but I needed to finish up this gallon that I purchased when 10% was not available.

I also used the header and muffler from the 91 I have instead of the one that came with the engine. I think I will purchase a new steel header, as the one that cames with this engine was AL. I am not sure how long Saito provided AL headers, but this is the first one I have ever seen and I have owned over 15 different Saito engines.

I set the needle valve to 2 full turns open from fully closed and ran the first half of the tank at 4000 RPM by adjusting the throttle. I shut it down after half a tank and let her cool down before the next run.

The videos are from the second tank. Initially it needed a few drops of fuel injected into the glow plug hole; it fired up immediately then.

Holy cow! I brought the engine in to cool and just now went back to touch it. Man it has a very high compression ratio! A 1993 vintage might be the original compression ratio of 15.5:1 as listed here
It is quite stout. What a beauty!