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<DIV><FONT face=Arial size=2>Craig,</FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2>The first paragraph of your message had me shaking
my head wondering what it is you're doing to cause so much trouble with glow
engines. Like everyone I've experienced trouble with glow engines from time to
time, but I can count on one hand the number of rounds I've had compromised by
my Webra 1.45's over the last three years. Out of about 17 contests I think I've
only flamed out twice during a contest round, though I've had another two or
three rounds where poor runs caused me problems.</FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2>However, I have to admit, the last four paragraphs
of your message were extremely persuasive and made some very good points. What
makes your points even more impactful is that I've heard the same comments
regarding the flight characteristics from others that have flown
electrics.</FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2>I just wish the technology was just a little
further along because I'd love to be a convert. </FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2>Keith Black</FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV>----- Original Message ----- </DIV>
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<DIV
style="BACKGROUND: #e4e4e4; FONT: 10pt arial; font-color: black"><B>From:</B>
<A title=ccmlbuck@comcast.net href="mailto:ccmlbuck@comcast.net">ccmlbuck</A>
</DIV>
<DIV style="FONT: 10pt arial"><B>To:</B> <A title=discussion@nsrca.org
href="mailto:discussion@nsrca.org">NSRCA</A> </DIV>
<DIV style="FONT: 10pt arial"><B>Sent:</B> Monday, September 26, 2005 9:26
PM</DIV>
<DIV style="FONT: 10pt arial"><B>Subject:</B> Re: Electrics</DIV>
<DIV><BR></DIV>
<DIV>
<DIV><FONT face=Arial>I never want to see another stinking glow engine.
I can count one one hand the number of contest rounds I've completed with the
engine still running this year. I had trouble with the Webra 145 last
year. This year I battled the OS 160. I bought one of the huge
dollar Pinnacles before the Nats with a YS 160 so I wouldn't have so much
trouble there. Unfortunately the motor came in a month after the
Nats. So I take the Pinnacle to the D4 finals. I only had about 6
flights on it but the plane flew pretty good so I wanted to fly
it there. Takes 2 hours with the help of many to get it to start
Sat AM. I get 2 flights with outstanding power and predictable throttle
response. Even won a round. Starts and revs up nice for round 3
but a few minutes into the flight power starts decreasing then the motor dies.
(Yes, the fuel tank was full) With wind as it was and tall bushes
surrounding the runway I didn't make it back. Hit a bush. Plane is
repairable but no longer worth $3,000. People say the batteries and all
the associated electric equipment are too expensive. Tell
me how expensive it is to get 10 flights on a $3K plane and crash because the
motor won't run.</FONT></DIV>
<DIV><FONT face=Arial></FONT> </DIV>
<DIV><FONT face=Arial>How expensive is it to take a week off work to go to the
Nats. This year I was in 8th place in Masters after 4 rounds. They
were taking 8 places to the finals. I needed 2 more solid
rounds. In round 5 my OS 160 spit and sputtered with low power, in
round six it died on the first manuever. I finished in 12th place.
Not in the finals. How expensive are those batteries?</FONT></DIV>
<DIV><FONT face=Arial></FONT> </DIV>
<DIV><FONT face=Arial>After the Nats, Andrew Jesky let me fly his electric
Brio. At the D4 finals Bob Mairs let me fly his electric Eclipse.
In both cases I was mesmerized by the power characteristics of the electric
motor. You have totally linear throttle response over the entire
range from idle to full power. I was amazed as I pulled the Brio into a
perfect vertical (easy to do as the plane flys so well at low speed with the
huge slipstream) and slowly added power until I was satisfied with the rate of
ascent (a little over 1/2 throttle on the stick). The plane then
ascended at a constant rate of speed without any further intervention on my
part until I told it to stop. While doing a slow roll I found that the
plane was slowing down but just a touch more throttle stick and amazing, I got
just the little bit more power that I asked for. Not smoke and babbling
and wondering if the the motor will keep running. The electric motor
really reduces the workload of the pilot.</FONT></DIV>
<DIV><FONT face=Arial></FONT> </DIV>
<DIV><FONT face=Arial>I've seen the argument that the sponsored guys are only
using electric because they get it for free. I think what is far more
important to these guys is to win the contest, not a free motor or
battery. They are using electric because it is for now the superior
power source for pattern flying and gives them the highest probability of
winning. Don't you suppose if Chip Hyde wanted to use XWZ engines
that XYZ company wouldn't send him a dozen of them? These guys
can get for free anything they want and they choose
electric. </FONT></DIV>
<DIV><FONT face=Arial></FONT> </DIV>
<DIV><FONT face=Arial>With both my OS 160 and the YS 160 at full throttle
and several mid throttle points the ailerons are a blur from
vibration. I have held the electric planes at full throttle and though
you can certainly tell they are running, the control surfaces are pretty darn
still. Guys are using 730mah receiver packs and getting twice the
time that I get on my 2000mah pack because the servos aren't fighting the
vibration. Makes me wonder if the servo couldn't do a better job holding
the surface where you ask it to when it doesn't also have to think about
countering the vibrations coming at it 8,000 time per second. How many
times at mid season have you changed out a servo and been suprised at how
much better the plane flys. Makes you think how long have I been
flying with this damaged servo in the plane. Since the servos last much
longer in electric hopefully this problem will be mostly
eliminated. </FONT></DIV>
<DIV><FONT face=Arial></FONT> </DIV>
<DIV><FONT face=Arial>I'll be flying electric next year. I know there is
a large learning curve and there may be some problems. Hopefully I won't
burn my house down or electrocute myself. I look forward to no deadstick
landings (which I have become rather good at), creamy smooth throttle
response with big greasy gobs of torque, servos that last forever, no oil
spots in my van, not wiping goo off the plane and just
flying.</FONT></DIV>
<DIV><FONT face=Arial></FONT> </DIV>
<DIV><FONT face=Arial>Thanks for listening, Craig Buckles</FONT></DIV>
<DIV><FONT face=Arial></FONT> </DIV>
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