tkline

Well if the 50 won't fly it like I want I have a couple of saito .72's and I believe one of those would do a good job.

earlwb

That will work. sounds like a plan to me.

FNQFLYER

Guys re the Corsair thing
1/ Retracts use a 90 degree bell crank to provide the necessary input from the servo to the mechanicals
2/ If you are thinking of swapping engines around consider starting with a 56 rather than a 50 (if possible) cause you will be able to use the same Saito mount right up to 82 size without changing it.

Rudolph Hart

Have you run any vp20 pumps on a fourstroke and if so what did you find re adjustments to the pump,was it intially lean??,see you survived the floods we are on fire here

tkline

I realize the mounting pattern is the same for a .56-.82 but my question was what a good airframe would be for a .50 that I have but thanks for the imput though

w8ye

My Feedback: (16)

Usually with the Perry VP-20, they just work as they come from the box

FNQFLYER

Old Fart, your lot are going to have to learn to lock up your resident greenies and get on with rubbish reduction burn offs, we just drown them up here when they rabbit on about crocodiles or fishing.  Popular sport here is trolling, you put a greenie on a set of water skis tow him behind a boat in known croc rivers and drop him in the water occassionally, we call it troling they call it water skiing.
When running an Enya 53 fourstroke in a duration model we had a choice of running lean and getting a cut 90% of the time or running rich and not developing RPM, we put a perry pump in the fuel delivery circuit and were so successful the rule was re written to penalise "pumped engines"  It was straight out of the box, we had to mess with fuel line diameter and the return to get the max effect out of it (remember this is a competition engine) but yes straight out of the box adjust the mixture as required and you'll be happy
BTB the clean up is a bugger in Cairns and would appear to be horrific in Cardwell. It is interesting to compare Larry and the recovery administration with the current effort and then look at what has been achieved in the S.E corner
It also interesting to note the friction betwen the president of the ALP and Julia, aparently cat fight is the operative phraseology
But enough crap, I fondled the FG36 yesterday and looked longly at the Swordfish and then spend the rest of the day cleaning up.  Read motivation to get back to the modelling board
Catch Ya    

Rudolph Hart

Thanks for the replies on the vp20 trying to suss it out.Ran the 220 on it's standard set up today it's the third 14oz tank put thru it over the last two days,a very gentle engine to start last run was full throttle and very rich tacho 5200 20x8mas.

For God's sake don't write the longhand version of the greenie croc trolling joke here

FNQFLYER

Yeh I guess the trolling thing was a bit much but so is what they are doing on the ground in the clean up areas, but that is not for discusion here.
Got to play with a neighbours OS26 fourstroke R/C car engine yesterday (they are newbies) not bad and I would love to see Saito do a version would be interesting in a small duration model  The little bugga really screamed

davidgeorge212

Hi, I have a saito .30 that I bought about a year ago off the internet brand new. When I got it a year ago I ran it may be only a few time (1 or 2 small tanks) and then I put it away until now when I finally have a plane for it. I have never had a saito inverted on a plane before and this is the first time Ive tried it. When I first ran this engine it ran great just like all my other saitos, but when i inverted it and have been trying to start it on my plane now it just doesnt want to run as reliable any more. I have gotten it to run a few more tanks but a few times I have had it quit on me for no apparent reason. I know they are a little more trickier to get running inverted but I would like to get a few reliable runs before I try to fly it. I have noticed that when inverted, the engine has more of a tendancy to fill up with fuel and hydro lock. It has made it want to kick back and run backwards a time or two. Im just looking to see if anyone has any tips for helping an inverted saito run at its best because its something I have never experienced before. My fuel tank is actually positioned slightly above the carburetor, Im not sure if I should try positioning it at a different hieight.

I appreciate your help, Thanks.

David

w8ye

My Feedback: (16)

One of the biggest factors with inverted engines is the tank height. The centerline should be very slightly below the needle valve.

Engines with airbleed carbs are sometimes more troublesome when inverted.

davidgeorge212

so I should try lowering the tank some. I think my centerline is just above the needle valve.

w8ye

My Feedback: (16)

That would help your hydro lock problem

Quikturn

My Feedback: (12)

Did you first run this engine upright with good results before attempting it inverted? i mean since you have taken it out of storage?

davidgeorge212

Yes, It was broken in upright on a test stand and it ran excellent

Rudolph Hart

Have you tried storing or resting the plane so that the engine is upright?

RC-Bearings

My Feedback: (1)

I hate to do this but I tried a post in the for sale/trade section and only got useless replies.

I have a NIB Saito 100 that I would like to trade straight across for a NIB Saito 82 (new case). Anyone interested?

FNQFLYER

Guys, on the inverted thing, an old rubber plantation owner that I knew put me onto this lurk.  When mounting 4 strokes inverted mount them slightly off set so the exhaust valve is at the bottom of the engine (inlet is slightly on the raised side (biase). Then when you turn the engine over to check "for locks" the exhaust open and any surplus fluid that has accumulated in the now bottom of the cylinder (around / in the combustion chamber) is expleeled when the exhaust valve opens.
Works for me 

FNQFLYER

My spelling is atrocious this AM, blame it on Yasi every one else does.  The rubber guy lived in Malaysia and like us here you had to do a lot of your own fixes or have a big bank account.  I usually disconnect the fuel line (well most times) on my inverted engine installations as well.  Likewise I am particular with the tank installation and agree that a little below the centre line for most apps is good except for Texaco comps then it is generally spot on or biased to the high side
The exhaust valve thing does work well try it

spaceworm

That also often puts the exhaust pipe and muffler more in the bottom center of the fuelage which make it easier to hide for better scale effect.

Regards, Richard

FNQFLYER

You got it, I won't be doing it with my Stinson but have done so in the past and the exhaust has usually been a flexible pipe with  a can type muffler mounted on the firewall

davidgeorge212

I lowered the tank down and in a much better position then it was before and that really seemed to help it out. The plane I put it in is rather unique in that the motor can only really be positioned straight down or level with the horizon. I actually built it to be mounted straight down though and I cant change the position now. The saito exhaust shoots in a tube and comes out the side of the fuselage in a scale location so I cant even rotate the motor to have the exhaust facing straigt down. I ran it with the tank lowered and it is a lot more reliable and I think I will be able to fly my plane now.

w8ye

My Feedback: (16)

Sounds good

Rudolph Hart

Fired the 220 up the other day and ran 2 14oz tanks thru it scared the hell out of me don't know why epected to be hit in the chops by prop while handstarting i think.Pulled 5200 fully rich full throttle third 14oz tank last sunday.Fired her up in the backyard today and smoked the neighbours out good fun tho a gentle engine to run but a bit barky on the ear specially with the hand held throttle,cheers

w8ye

My Feedback: (16)

you are saying all the correct impressions