stunthanger.com
Speed,Combat,Scale,Racing => Carrier => Topic started by: Mike Anderson on March 01, 2016, 10:11:40 PM
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I have posted a note in the "Events" section. Flyer is attached there.
We will NOT be having a separate Carrier contest - Carrier will be Sunday, as it used to be.
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Here are the Carrier results -
PL. .15 Profile High Sp. Pts Low Sp. Pts Landing Bonus Total
1 Mike Anderson - electric 70.00 56.96 100 --- 227.0
2 Paul Kegel - glow 56.41 27.94 100 --- 184.3
3 Art Johnson - glow 50.73 16.64 100 --- 167.4
Profile High Sp. Pts Low Sp. Pts Landing Bonus Total
1 Paul Kegel (glow) Guardian 84.61 34.78 100 10 229.4
2 Mike Anderson (elec)Spearfish 78.31 85.49 --- 10 173.8
3 Pete Mazur (glow) Guardian 79.32 --- --- 10 89.3
4 Curt Netcott (elec) MO-1 Att
CL1-2 High Sp. Pts Low Sp. Pts Landing Bonus Total
1 Pete Mazur (CL1-elec) MO-1 106.91 106.31 100 100 413.2
Also flew-
Pete Mazur (CL2-elec) MO-1 117.33 111.11 100 100 428.4
Pete Mazur (CL1-glow)MO-1 100.07 97.62 100 100 397.7
NCS Sport High Sp. Pts Low Sp. Pts Landing Bonus Total
1 Art Johnson Skyray-Glow 61.87 24.13 95 --- 181.0
2 Pete Mazur Skyray-Elec 75.47 --- --- --- 75.5
Note that all events except .15 Profile were flown as percent of 2015 Top 20 Best, so Pete had 3 flights in
Class 1-2 - and his Electric Cl1 was his best percentage score. All results have been submitted to Burt
for inclusion in the 2016 Top 20.
edit: Well, I tried to format this so that everthing lined up correctly, but decided that it came out close enough
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Thanks Mike for posting the scores. I've been waiting to see Pete fly his electrics, knowing that the last couple of years I've always had an idea how he was coming along before the NATs now I think maybe I don't want to know. He has sure got the speed nailed down well, hope to see everyone at the NATs this year.
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His Cl-2 at 15.4 seconds for high speed is flat out jaw-dropping awesome.
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I am curious about Pete's set up. That thing has got to be turning close to 25000 rpm to get that speed.
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I don't know the particulars of either his Cl1 or Cl2 - I know they are lower Kv and higher cell count than most of us use. Perhaps he will chime in here.
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I "think" your right Mike, more cells. I've limited my planes to 4 cells ever sense I started playing with electrics. My reason is based on physical volume to fit the batteries inside the planes I build. Pete used ARF planes in CL-1&2 when he first flew electrics and they had more room for different battery packs and he did a lot of testing. In my CL-1&2 planes I have always placed the batteries in the plane with the cells on their side where I "think" Pete has stacked his cells so he can use more of them? I don't know but it appears to me that he is having the same problem that I'm experiencing, balancing where to use the power available in HS and LS to arrive at a good overall score. I hope he chimes in here and can shed some light on his planes.
PS; Those damn batteries are heavier than h--l.
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Hey Eric, there all all kinds of options, to da--- many if you ask me.
John
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I just noticed an error in my score computation above - I credited Pete with 75.5 points in Skyray. Skyray, of course, has a 75 MPH speed limit, so I need to email a correction to the Top 20 tabulator. ~^ LL~
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My electric Class 2 is so fast and heavy that it is a real challenge for me to fly it. In the old days I would fly that speed but with an airplane that weighed half as much. This is just too much for me at my advanced age and decrepitude. So I am considering putting in a smaller motor and battery. The heavy airplane (4 lb 7 oz) seems to be just too heavy for a good low speed.
I do have a large (and heavy) motor which is the reason it goes so fast. I am hoping a lighter setup will go slower but achieve a better score due to a better low speed. I have a high cell count (10s) but that is not to get higher speed. The power our of a system does not depend on the voltage selected as long as the KV is set for the same rpm with whatever battery is being used. This is because the windings for low KV won't take the high current of a higher KV motor. It all gas to do with the fact that the internal cross section for copper wire in the same motor sizable is the same. Winding more turns of fine wire or fewer turns of heavier wire will end up with the same power capabilities. The reason to go to higher cell count, higher voltage and proportionally lower current is to save weight and money for the electronic speed controller. High current controllers are bigger, heavier, and require heavier wires than low current ESCs. So it is a budget and weight consideration, not a motor power consideration, that might cause one to select a high cell count.
Pete
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Pete, if what you say about your plane weight wise, how could you get an official score. Remember when an individual would bring his plane to processing and have weights to add until he got to 3 pounds and 15 ounces. In fact he packed up one year because he changed from a wood prop to a composite prop which was heavier. I just came from the rules section where it say max weight is 4 pounds and max pull is 100 pounds(25 times weight). Yes I guess I'm nit picking. And yes I will have to go read rules again if I do try to fly again. S?P
Well it looks like I need some crow to eat. Went back to AMA site and read further down. I see electric electric rules make you perfectly legal with 20G pull test. Guess this old man jumped the gun again. Please except my apologies. DOC Holliday H^^
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As Pete's pit man, it is very hard to get off the deck before he is back there.
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Bill,
I think you have a lot of motivation to get off the deck with over 4 lbs of airplane at 115+ mph coming around! I can't imagine the amount of pull on the handle and how Pete can keep it under control.
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Let's put it this way, he is not standing straight up with his hand on his chest. He is bent about 45 degrees at the waist, arms straight out and running for his life and ours.
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Bill
Your a brave man, 2+ sec lap, I couldn't move very far away. Pete must be lifting weights.
John