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Archive for January, 2015
Posted by dmrcflyr2 | Jan 31, 2015 @ 06:59 PM | 6,309 Views
Ok, I thought I was done for the day, but...... I started on the stabilizer. BTW, I did finish the right wing panel too. I put the final LE material on and sanded it to shape.

I must say that this kit is SO over engineered in areas it isn't funny. I already mentioned the wing tips, now this stabilizer. I mean really? First of all they use large material to make this. 5/16" spruce leading edge and 3/16" x 3/8" top spars. Top spars?? Then you put some die cut ribs in to hold the shape of no less 3/32" sheeting. Holy cow!? This is designed for a 1.20 size 4 stroke..... no it was designed way back when engines were much less powerful. I am absolutely sure no one ever ripped the stabilizer apart back in the late 60's and 70's with the under powered engines of the day. I am just shaking my head the entire time I frame this thing up.

Not only that but the material provided is very dense balsa. Good thing I am putting a relatively heavy Enya engine in the nose. Now some pictures. This is it for the night, my back hurts.... Oh this is just the top. The bottom also gets the spar and sheeting....geeeez.
Posted by dmrcflyr2 | Jan 31, 2015 @ 03:47 PM | 5,131 Views
The right wing panel is nearly completed now. The only things remaining to do are to fill some gaps, install the final LE edge piece and shape it.

I am NOT a perfectionist when it comes to building. I build strong, straight, make mistakes, correct mistakes and then in the end it gets covered with Monokote. I admit I sometimes get on a roll and make a mistake or two that needs to be fixed. Like beginning to install 3" wide LE sheeting instead of 4" wide sheeting. I have been building planes for over 27 years. Most airplane construction is pretty much the same from plane to plane. D tube wing construction, sheeting, cap strips, LG mounts, etc.

The wing tips on this plane are way over engineered and heavy IMO, but I am going to build this airplane pretty much as designed. I am not going to make major modifications to the construction process, but there are things I will do a bit differently. The wing tips, I pretty much just slapped together on the glass sheet. They will get final sanded to shape so I am not too concerned about absolutely perfect junctions.

Back to how I am building the Hog. I am thinking of going against common practice of 2 aileron servos and using the old school method of one in the middle of the wing with the torque rod setup as described in the instructions. Aileron box installed next.

Now the fun if this kit begins, cutting 1/2" parts from printed on 1/2" stock. Gotta love old SIG kits. Wing filler block for...Continue Reading
Posted by dmrcflyr2 | Jan 30, 2015 @ 07:49 PM | 5,789 Views
Well the decision was made and the Astro Hog wins out this time. Reasons: I have never built one before, 1 fewer wing, and thus possibly completed sooner. I will be installing my Enya 60-4C initially and then at some point the Enya 80-4C. This airplane is being built for those 2 engines. Since both have identical mounting holes and are basically exactly the same, it only makes sense.

The right wing panel assembly began tonight. I have a 48" long balsa building board and I also purchased some ceramic magnets from Harbor Freight. They are just all enough to act as 90 degree holders and PLENTY strong enough to hold the wood together.

I am using both Elmers wood glue as well as Bob Smith medium and thin CA for this build.
Posted by dmrcflyr2 | Jan 24, 2015 @ 06:39 PM | 4,529 Views
So I get these two engines and neither one runs. One engine is new but has a 'crack' in the head near rocker arm mount. The other is some pretty war torn engine. Between the two one good engine should result. Right? I took both apart starting with the used engine.

It was pretty dirty and had evidence of lots of run time as seen in the carbon deposits on the exhaust valve stem and face. The piston ring was worn into the piston head and I do not think they could ever be separated. The PO had installed the head from this engine onto the new engine. So this had the new head on it. I was so into the disaeembly that I did not take many pictures of the internals. I removed the valve cover and noticed a broke, sheared off rocker arm mounting lug, not a 'crack'. This head is toast. Strip the valves, springs, etc. and begin the clean up of the used head.

The new engine was just that a NEW engine with a used head installed. So I did not completely tear this engine down. I just removed the head and installed the cleaned up used head. I installed all of the new head hardware and tightened it all down. Set the valves and viola! Ready to run for the first time.

She runs!!

Enya 80-4C First run.(1) (1 min 22 sec)

Enya 80-4C First run.(2) (0 min 25 sec)
...Continue Reading
Posted by dmrcflyr2 | Jan 24, 2015 @ 08:17 AM | 4,387 Views
So back around Christmas I posted that I had scored a nice NIB Saito 56. Then in my search for the perfect NIB Enya 53-4C, I sacrificed the 56 in a straight trade. So I began another search for a 56 to replace it. I wasn't too concerned about getting a NIB one, but would if the opportunity presented itself. It did not, but I did find a very nice used 56 from a member here.

A 2 digit monetarty score and I have another very nice Saito. As usual with used engines I get, I opened it up to determine it's true usage and condition. I found it to be a used engine that seemed fully broken in. It had spent quite some time in a sideways mounted position, by the pooling/staining of the right side of the backplate cover and crankcase. It had never been opened up before. I could tell by the torque on the screws and the lack of marks on the rocker arm screws. Those screws are always so tight there is most often some burring on the slot if it has been opened up. Finding the exact thickness blade that is narrow enough to fit inside the slot is tough without grinding a screw driver down.

The intake valve was a bit loose > .10mm, but the exhaust valve was right on. The upper end, rocker arms and valve spring area was dry. Apparently it had never been lubed by the owner. The valve cover gaskets were dry and broke when I opened it up. No worry, I usually remove those gasket anyway. It is not like tons of oil gets up there and even if it did and I saw a small amount seeping...Continue Reading
Posted by dmrcflyr2 | Jan 19, 2015 @ 05:53 PM | 4,527 Views
With the 11 engines I have right now I would say only 3 of them are FULLY broken in. I have had numerous engines in the last 3 years. Some come and some go and in my desire to acquire NIB engines I sometimes forget how nice it is to have fully broken in engines. They include my Saito FA-45S, the Enya 60-4C, and the Enya 46-4C. Today I took the 46 out of the box and put it on the stand for a quick tank.

I am not a member of a flying club at this time; I let my membership lapse at the Largo Flying Field. Just too many electric fliers there and glow powered planes are looked down upon. Soon I will be joining SPARKS where I had a membership 10 years ago. At least there glow and gas powered planes are welcomed.

So I had removed the 46 from the Tower Uproar it had flown since I bought the engine in 2013. I am unsure how much run time was on it when I bought it but I have put some fuel through it on the Uproar.

On the bench, after prime, 2 flips and it was running. I had taken the needle valve out for storage so I had to reset it. Using my tach, I got it turning the 11x6 prop over 10,000 RPM. In fact it hit 10,500RPM and then I backed it back down to 9800RPM for the bench run.

I have to admit, in the past I have owned many more Saito's than Enya engines, and I cannot ever remember feeling so confident about an engine just sitting at idle for extended periods than I have with these Enya's. I mean the 60 and 46 I can pull the throttle back all the way to the...Continue Reading
Posted by dmrcflyr2 | Jan 18, 2015 @ 11:43 AM | 3,871 Views
So I put both the Enya and the Saito on the bench today for a quick tank before football comes on. I'm telling you that Enya is one of the best looking engines I have ever owned. Compared to the Saito it is a sweetheart too. Now obviously it doesn't have the same compression ratio of the Saito, 7.5:1 vs 9.82:1 of the Saito, but it does make it a bit less dramatic in hand starting.

That damn Saito, or should I say, those damn Saito engineers. I do not understand why they chose to eliminate the throttle stop screw on the carbs for the 91S. Most, if not all, other Saito engines have this. On the test stand it becomes a big deal, as I cannot see or tell how far the throttle is closed before it dies. Not to mention setting the idle. Anyway, this guy bit me yesterday. Numbed the tips of my fingers for a few minutes.

So I ran both and they both performed flawlessly, less the starting issue on the Saito.

They videos can be viewed here.

Saito 91 running (1 min 0 sec)

Saito 91 running video 2 (1 min 13 sec)
...Continue Reading
Posted by dmrcflyr2 | Jan 10, 2015 @ 12:42 PM | 4,344 Views
After a two year search, I finally landed the elusive Enya 53-4C and NIB! It cost me a NIB Saito FA-56, but I am good with that. I have had several 56's and they are plentiful. This on the other hand, not so plentiful. Especially this one. This is one of the early ones that includes everything under the sun. Glow plug, remote ignitor, tools set, but yet oddly no feeler gauge. No matter I have plenty of them.

I have been running the 46 and 60 today, so I'll leave this one in it's pristine state for a bit longer....Continue Reading
Posted by dmrcflyr2 | Jan 03, 2015 @ 11:04 AM | 3,577 Views
Well I did it, I strapped it to the bench and ran 2 tanks thus far. I am impressed, but not surprised. It literally started on the very first flip of the prop. Got to go to lunch now.... will add to this a bit later.

Ok, I just ran a third tank through it. The first two I had the needle valve set so rich that at WOT I was getting only 6000 RPM and 7000 RPM respectively. On the third tank I leaned it to 8000 RPM at WOT. I also began to adjust the idle on this tank. I have the airbleed set to hold a nice 2880 RPM with a nice transition.

I am running Omega 10% and a Master Airscrew 14x6 prop.
Posted by dmrcflyr2 | Jan 01, 2015 @ 08:53 AM | 5,139 Views
The engine had have wanted for a long time finally arrived yesterday. I was excited all the away up until I pulled it's hulking mass out of the box. This thing is HEAVY. I have loved Enya engines for many years in the smaller sizes. believe it or not this is the first time I have actually held a 90 or 120 size engine in my hand. Sure I have seen them bolted to the fronts of airplanes, but never held.

Well I must say it is a nice LOOKING engine and I am sure it runs well, but I am unsure at this moment if I will ever install it into an airplane. Several reasons:

1. I really do not build much anymore.
2. I do not really fly planes this size anymore.
3. Most modern ARF's of today could not accomodate this engine.

My first and 3rd points have to do with quality of construction of the airframe. It does not take a genius to figure out that any airplane this engine will be strapped into needs a VERY beefy firewall. Ones you can really only get by making them yourself. I have seen enough modern ARF's, having owned a few, to know that the quality of the wood, specifically plywood, is quite inferior and substandard to the aircraft grade you will find and use in kits.

As such I can keep this engine as a shelf beauty for x number of years and run it on the test stand as I do with so many of my engines, or I can sell it and try score the elusive NIB Enya 53-4C. Or heck, just buy another Saito. They seem to be on the for sale list literally ALL the time. Not...Continue Reading