Author Topic: List "YOUR" set up for the OS .46LA (Read 100833 times)

Bill Little · « **on:** April 03, 2011, 12:57:37 AM »

Run Style: (4-2-4, wet 2, solid 4)

Venturi:

NVA:

Prop
Make:
Diameter and Pitch:

Fuel
Brand:
Nitro%:
Oil% and "Blend":
Quantity used:

Frank Imbriaco · « **Reply #1 on:** April 03, 2011, 06:49:34 PM »

Bill,
Hope you get good feedback here. I've got an OS .46 LA that I just completed a light break in( 20 ounces of 5% Nitro, 20% castor ). I got rid of the remote NVA , plastic backplate and stock venturi. Using the NVA and venturi from the OS 25LA with an additional headshim.

I did the break-in using an 11-4 Zinger and plan to start with an 11-5 XOAR in the air. After a half dozen or so flights, I'll be going to 10% nitro and a 20% synthetic/ castor blend. Using a tongue muffler.

The aircraft is a Nobler and it will possibly be over-powered, so I'll likely run it 4-2 if it'll cooperate.

Just waiting for the weather and field ground conditions to improve.

Steve Helmick · « **Reply #2 on:** April 03, 2011, 08:22:13 PM »

Bill...I'd suggest adding "muffler type & brand" to the questionaire. It can make a lot of difference on the rest of the setup, and 'specially on fuel mileage. Might ask about muffler pressure or not, also.

I used my .46LA (Tower .40 backplate, .285" venturi, .156" spraybar, 10-22 Powermaster and 11.5 x 4 APC) on a Humongus, and it worked well for that plane with a MACS Muffler, launching at 10.2k or so. Slightly wet 2 stroke. Great fuel economy, easy to setup, start, and fly.

I eventually tried a Big Art tube muffler with a 12-5 APC, everything else the same except launch rpm. Liked the run a lot, but it wasn't fast enough for the Humongus, and the fuel economy was not nearly as good. Sounded like a 4-2-4, but maybe just bogged down. I still think it would have worked nicely on a Profile Cardinal or a classic.

I put that engine into Don McClave's old white Skylark with a Randy CNC Tube muffler on muffler pressure. It worked ok with the 11.5 x 4 APC, but I had to reduce the venturi to .272" to work with the existing fuel tank, and the Bolly CF LG was marginal with the 11.5" prop. The model still exists, but it never had much line tension up high. I do have some ideas to make it work better. I tried a 10.5 x 4.5 "Magic" prop with poor results, and some Bolly 12 x 4.25 3-bladers clipped to 11", with nothing good happening. I'd like to try the 12.25 x 3.75, 12-4, and 12-5 APCs, or at least a 12-4 Xoar. The LE of the fin is kinda blunt, and I'm thinking that maybe it's a problem. I'll re-shape the fin LE sometime soon.

Steve

Joe Messinger · « **Reply #3 on:** April 04, 2011, 04:52:09 AM »

I have three Brodak Cardinal profiles that are powered by OS LA .46 engines. The set up that seems to work best for me is:
*APC 12-4 prop.
*Mac's muffler.
*Muffler pressure.
*.285 venturi.
*Randy Smith NVA.
*Aluminum back plate.
*Brodak 10%-11-11 fuel.
*5 oz. Sullivan clunk tank.

I have not been able to get a true 2-4 engine break with these motors. Perhaps another combination of the above would allow this but I'm quite happy with the wet 2 stroke run that it produces. I might add that I am not an expert flyer. Mostly week end sport flying so that might be taken into consideration. I have tried a good number of combinations with this engine/plane and as I mentioned, so far, this particular set up works best- for me.

Joe

Brett Buck · « **Reply #4 on:** April 04, 2011, 02:27:06 PM »

Quote from: Joe Messinger on April 04, 2011, 04:52:09 AM

I have not been able to get a true 2-4 engine break with these motors.

It can be done (seen several that way), but there's no reason to, it provides much better performance when run the way it is intended.

Brett

Bill Little · « **Reply #5 on:** April 04, 2011, 03:01:50 PM »

My purpose is to gather information in one thread so that fliers (like Frank has already contributed) can see what different people are doing and have a "clue" when they start to use theirs. The OS .46LA is very popular (as it should be

) but not many people actually ever say "how" they have set theirs up or how they "run" them. Just, "I put an OS .46LA in the Nobler............"

Prop, fuel, venturi, NVA, muffler (yes, Steve, I should have included that

), type of run, etc., used will give people a start point. Too often we are guilty of just saying "use a LA .46" which leaves questions in some minds. Putting these set ups in a single thread will save time, IMHO, for those who have not used the .46LA yet.

Mark Scarborough · « **Reply #6 on:** April 04, 2011, 03:27:34 PM »

Bill
with all due respect, I have listed my setup ( Pat Johnstons actually ) many times, in fact most every time the subject of the LA46 comes up online,,
but fwiw,,
.272 venturi
ST needle assembly ( or Randy)
Powermaster 10 22 GMA fuel
good thourough break in!!!!
and the key,, an APC 12.25 x 34.75 prop
Ground setting is typically right around 9800 rpm

we tried to run them with 11x4, 11x5, 11.5 x 5 and all kinds of stuff, including the 12x4, with all the other setups, the engine had a tendancy to go over rich, or lean with small variations in needle settings, specifically a few hundred rpm could make a HUGE difference in flight times. Once we set upon the 12.25x3.75, ran them wet two stroke, those issues all went away.

Allan Perret · « **Reply #7 on:** April 04, 2011, 03:44:06 PM »

Quote from: Mark Scarborough on April 04, 2011, 03:27:34 PM

good thourough break in!!!!

How much bench time do you consider a "good thourough break in" ?

Mark Scarborough · « **Reply #8 on:** April 04, 2011, 03:51:56 PM »

Allan,
on the LA engines, I read a lot of people that run a couple tanks through them, I think I ran most of mine about 25 minutes combined before I flew them. They will fly sooner, but you end up messing with minor inconsistencies in flight and I don't need any help being inconsistent!

John Miller · « **Reply #9 on:** April 04, 2011, 04:04:27 PM »

Quote from: Mark Scarborough on April 04, 2011, 03:27:34 PM

Bill
with all due respect, I have listed my setup ( Pat Johnstons actually ) many times, in fact most every time the subject of the LA46 comes up online,,
but fwiw,,
.272 venturi
ST needle assembly ( or Randy)
Powermaster 10 22 GMA fuel
good thourough break in!!!!
and the key,, an APC 12.25 x 34.75 prop
Ground setting is typically right around 9800 rpm

we tried to run them with 11x4, 11x5, 11.5 x 5 and all kinds of stuff, including the 12x4, with all the other setups, the engine had a tendancy to go over rich, or lean with small variations in needle settings, specifically a few hundred rpm could make a HUGE difference in flight times. Once we set upon the 12.25x3.75, ran them wet two stroke, those issues all went away.

Gee Mark, a 12.25 X 34.75 prop, not figuring for slippage, and assuming the engine has enough ponies to spin that prop that fast, I figure level lap, flight speed of over 322 mph.

Mark Scarborough · « **Reply #10 on:** April 04, 2011, 04:26:51 PM »

well John, my flying skill has improved so I can keep up now,, and I figure at that speed the judges cant find the errors in my pattern,,

yuck yuck,,
yeah ok so how about 12.25 x 3.75

Bootlegger · « **Reply #11 on:** April 04, 2011, 05:35:59 PM »

Bill I am running my LA 46 with the head squish band reduced to about 50% of the original, to expand a little the band is about, and I mean about, 3/16" and I had "Rube Goldberg" AKA Curtis Ship reduce the s/band to about 3/32", this lowers the compression some, but the needle setting is very steady.
I am using a 46/60 Super Tiger needle valve assy, 10/22 Powermaster fuel, long reach T/Bolt idle bar plug, running a 12x5 APC prop, and it breaks 2-4-2 somewhat, not at all like the Fox 35, but it does break, it is using 5oz of fuel per flight and I am very satisified with it.
I sent Curtis a cylinder head that Charley Melancon had some for a lot of us prior to his untimley demise, oh the venturi is a .275 that I got from Jim Lee.
Hope that this helps, if I can help any more just let me know... I also add about 2 oz of castor to the fuel, and a tongue muffler that has 10 4-40 holes in it and I have three of them blocked. Your milage may vary.. LOL

Will Davis · « **Reply #12 on:** April 04, 2011, 06:24:25 PM »

Teosawki LA 46 Setup

Stock Engine
Stock Muffler
.288 Venturi ( FP )
ST NVA
Powermaster 10 22 1/2 syn 1/2 castor
5 ounce Brodak Tank Uniflow vent,Vents forward
No Muffler Pressure
12 4 to 12 3.75 C/F prop, Eather.. Bolly or Equal .
Run very fast 2 stroke . No 2 4 break

Alan Buck · « **Reply #13 on:** April 04, 2011, 07:44:12 PM »

stock muffler or tonque 280 venturie o.s or tigre needle valve 8800 to 9000 rpm 11x5 zinger prop 5% nitro 50/50 oil pressure or not it is work for me

Bill Little · « **Reply #14 on:** April 07, 2011, 04:52:26 PM »

Quote from: Mark Scarborough on April 04, 2011, 03:27:34 PM

Bill
with all due respect, I have listed my setup ( Pat Johnstons actually ) many times, in fact most every time the subject of the LA46 comes up online,,
but fwiw,,
.272 venturi
ST needle assembly ( or Randy)
Powermaster 10 22 GMA fuel
good thourough break in!!!!
and the key,, an APC 12.25 x 34.75 prop
Ground setting is typically right around 9800 rpm

we tried to run them with 11x4, 11x5, 11.5 x 5 and all kinds of stuff, including the 12x4, with all the other setups, the engine had a tendancy to go over rich, or lean with small variations in needle settings, specifically a few hundred rpm could make a HUGE difference in flight times. Once we set upon the 12.25x3.75, ran them wet two stroke, those issues all went away.

Thanks, Mark. With all due respect, the problem is, a lot of people are very impatient and do not like to dig through a bunch of search results. I know I hate that, I want the answer when I want the answer, not 30 mi. later after going through a couple hundred posts which do not list the "set up", only a reference to "OS .46LA".

This will get pinned at the top since the .46LA is so popular.

Mark Scarborough · « **Reply #15 on:** April 07, 2011, 05:04:59 PM »

Granted, agreed, and acknowledged,,
I know I have been "guilty " of the same thing,, not searching before asking a question,, lol,,
having a pinned topic is a great idea,,,

Joseph Patterson · « **Reply #16 on:** April 07, 2011, 11:07:27 PM »

Before its demise a few weeks ago, the LA46 I had was running in a 2-4-2 break, It was mounted on a TUTOR II- gross wt. 50oz. The head had been hemi'd to a deep spherical chamber almost to the glow threads. The squish band was less than 3/32" wide. Similar to the bootlegger's head, but a little deeper into the head. I was still using the OS NVA, venturi I.D. was .282", still had the plastic backplate. Ran engine on pressure w/ Dubro 6-oz. plastic clunk tank . 5-1/2 oz. fuel gave 7 min. run. Fuel was POWERMASTER- 10/22- half syn./castor. Randy Smith tongue muffler. Prop- 12-5 APC. 62' lines. This motor was very very strong, plenty line tension on the verticals, even though it had a soft break in the right places. These motors do well with virtually no mods running lower pitched props as has been stated in this thread, but most of us in the Baton Rouge Bi-Liners like to get them softened up a little. The late Charlie Melancon started this trend on the LA46 WITH THE DEEP HEMI, they ran so well we have continued the mod. We have found the best prop for the LA46 with these mods. to be an APC 12-5, Rev-UP 12-5 wood, TF-EW 12-5 wood.
Doug

phil c · « **Reply #17 on:** April 09, 2011, 08:20:10 PM »

Take the motor out of the box and bolt it on the plane after cutting off (or not mounting on the newer ones) the rear needle valve. Run a regular OS CL needle valve through the venturi. I use a .256 venturi and the stock muffler. 10/4 APC prop. 10/11/11 fuel. Sullivan SS-6 tank with uniflow. Takes off at about 12,000 rpm in a lean 4 cycle until the last couple of laps..

Joseph Patterson · « **Reply #18 on:** April 11, 2011, 10:28:44 PM »

I need to make a correction.Just noticed I previously mistakenly stated that I ran the LA46 with a tongue muffler.I meant to say I use a Randy Smith Tube muffler. In the future, I will install the metal back plate and ST NVA's on my other LA46'S. I would have made these mods to the first one, but pilot error and concrete saw otherwise.
Doug P

Bill Heher · « **Reply #19 on:** April 25, 2011, 12:11:42 AM »

Stock .46 in a Tutor ARF,
Tounge muffler, long wedge hard tank, muffler pressure, capped vent for fueling
RSW 11X6 (5 ?) prop, 10 -22 ( 50/50 mix), needle is ST, set just past fat into a solid 2 stroke held level,

Tried the APC 11 X 3.75 but it just didn't cut it @ 5K feet in ABQ. Jim from CLC suggested the RSW- it works great.

Rick Henry · « **Reply #20 on:** August 08, 2011, 09:37:16 PM »

Metal FP backplate
ST NVA (from a ST 51)
OS venturi (7mm inside diameter I believe)
Stock muffler
Plastic clunk tank on muffler pressure.
Sig 5/20 fuel (half castor and half synthetic) plus 2oz on Sig castor added to a new gallon.
APC 12.25 X 3.75 prop (stock-not cut down)
Fox long plug

Rick Henry · « **Reply #21 on:** August 12, 2011, 11:45:12 PM »

I flew three patterns on Wednesday and was able to get down to 3.25 oz of fuel per pattern. This engine is just amazing.

Rick

Bill Little · « **Reply #22 on:** August 16, 2011, 11:44:16 PM »

We will have our own .46LA going pretty soon in Aaron's new Trophy Trainer. Going to go with the 12.25X3.75 APC, small .40FP venturi (6mm??) and still have to decide on muffler. Looks like the model will come out nose heavy so a light tongue will probably be used.

Big Bear

Mark Scarborough · « **Reply #23 on:** August 17, 2011, 08:45:05 AM »

Bill,
I have had mixed results with a toungue muffler , in some situations its not very happy with it. wants to heat to much I guess.
I used a Randy Smith CNC tube muffler, at just around an ounce its not much heavier than a tongue muffler and I would rather carry 1/4 ounce tail weight than deal with questionable runs.

Bill Little · « **Reply #24 on:** August 17, 2011, 12:48:13 PM »

Quote from: Mark Scarborough on August 17, 2011, 08:45:05 AM

Bill,
I have had mixed results with a toungue muffler , in some situations its not very happy with it. wants to heat to much I guess.
I used a Randy Smith CNC tube muffler, at just around an ounce its not much heavier than a tongue muffler and I would rather carry 1/4 ounce tail weight than deal with questionable runs.

Thanks, Mark. I *might* have one of Randy's liteweight tube mufflers around here that will fit. Forgot all about that, the mind is semi mush right now.

Bill

Ron Hess Sr · « **Reply #25 on:** September 18, 2011, 10:02:16 AM »

I have a os la 46 and the break is to strong,it comes on @8 and stays on until level again? suggestions on how to 4/cycle more. Thank you. Ron. here is the setup.
11.5x4 apc -T.bolt plug. metal backplate.
10/22 powermaster 1/2-1/2.
.282 venturi and ST.nva and 1-head gasket.
scott dinger muffler with no pressure.
B.line air filter with green screen.
6.oz uniflo tank.

Paul Taylor · « **Reply #26 on:** September 22, 2011, 09:24:13 PM »

I took one right out of the box and bolted on Ryan's Tutor II. Ran two tanks of fuel through it and went flying. Set it between 9600-10200 depending on the weather conditions. We run Lou's brew 10/22 on muffler pressure on a clunk tank swinging a TT 11.5x4.5 One flip starts every time.

I also have one with a standard OS front mounted NVA metel backplate. Standard muffler running pressure to a clunk tank. APC prop 11x4 same fuel and rpm as above.
Set it and forget about it.

Bill Little · « **Reply #27 on:** September 27, 2011, 10:25:18 AM »

Quote from: Ron Hess Sr on September 18, 2011, 10:02:16 AM

I have a os la 46 and the break is to strong,it comes on @8 and stays on until level again? suggestions on how to 4/cycle more. Thank you. Ron. here is the setup.
11.5x4 apc -T.bolt plug. metal backplate.
10/22 powermaster 1/2-1/2.
.282 venturi and ST.nva and 1-head gasket.
scott dinger muffler with no pressure.
B.line air filter with green screen.
6.oz uniflo tank.

HI ROn,

Sorry for being late, but I just haven't felt much like spending time on the computer for a few days. Chemo starts tomorrow........

Anyway, the LA.46 is generally run in a "wet 2" mode since that is what the stock timing likes to do. Props in the 11-1/2 to 12-1/4 diameter and pitch from 3-3/4 to 4-1/2. One excellent set up is the APC 12-1/4 X 3-3/4 prop ans set just off peak rpm for launch. To get a real 4-2 run you will probably have to lower the blowdown which will cause some loss of power. Derek Pickard gave a run down on this in a Stunt News (??) article a while back. He raised the top edges of the intake ports in the cylinder. He also talked about cutting grooves in the top of the piston to achieve the same basic result.

It doesn't appear to be the case where too many are getting a true 4-2 run on the stock .46LA.

Big Bear

Chris Wilson · « **Reply #28 on:** October 23, 2011, 10:10:02 PM »

Here is an alternate setup that probably doesn't fit your template guidelines! Enjoy.
http://www.davisdieseldevelopment.com/diesel_conversion_0S46LA.php

gwassenaar · « **Reply #29 on:** November 02, 2011, 02:55:26 AM »

Quote from: Bill Little on April 04, 2011, 03:01:50 PM

My purpose is to gather information in one thread so that fliers (like Frank has already contributed) can see what different people are doing and have a "clue" when they start to use theirs. The OS .46LA is very popular (as it should be ) but not many people actually ever say "how" they have set theirs up or how they "run" them. Just, "I put an OS .46LA in the Nobler............"

Prop, fuel, venturi, NVA, muffler (yes, Steve, I should have included that ), type of run, etc., used will give people a start point. Too often we are guilty of just saying "use a LA .46" which leaves questions in some minds. Putting these set ups in a single thread will save time, IMHO, for those who have not used the .46LA yet.

Mr. Little, perhaps the posts on the LA 46 engine a bit lower in this forum could be transferred here?

Also, I think it would be useful when people specify the glow plug they use. See my discussion on the use of the Enya 3 plug?

Scott Pahlow · « **Reply #30 on:** January 22, 2012, 05:38:40 PM »

Hi Guys,
This is my first post. I have a few LA .46 engines. I am a beginner. (retread) I fly profile Twisters , Cardinals , and I have an arf Brodak Pathfinder. All with the LA .46. I use a Curtis Shipp backplate, 7mm Stuka Stunt delrin venturi, (longer) and Randy Smith style NV from same. I like the rubber gasket to keep the needle setting rather than the "collet " style of the Super Tiger NV. I haven't taken the head off. I do use a bru-line green air filter , and a Sig GP003 plug with idle bar. I use the Admissin tongue muffler from SS. It seems to run hotter. I have used muffler pressure. I like the way it runs with the pressure. I have used normal vent and uniflo vent I like the uniflo better. I use 11-5 , APC. All my engines are converted from RC , if it makes any difference. I mix 3 gal of Wildcat 15% premium and one gal of Fox Superfuel. It comes out to abouit 12% Nitro and 22% oil - mostly castor. Yeah my planes get oily! I launch 9800-10000 on 60' lines for about 4.8 second laps. They start right up , speed up the last lap or two. Wet 2 stroke the whole run. It works well for me. So that is my 2 cents worth. Thank you all for your posts that help me.

Scott Pahlow

Paul Taylor · « **Reply #31 on:** February 18, 2012, 07:11:28 AM »

Because I got a new LA .46 coming in the mail in a few days I started looking here for more info on this engine. Then I remembered some time ago I got a PM from Pat Johnson with some very good information.
Here is his PM.
=======================================================================================
Paul,
This is one of my favorite subjects as the LA46 is one of the best engines I have ever owned. Here is the Top Secret setup!:::
Starting with a ST style NVA through the body in the usual place, I use anywhere from a .257" (stock LA25) venturi up to a .275" venturi. With 5% nitro and 24% oil, this produces fuel consumption anywhere from 2 3/4 ounces up to 3 3/4 ounces. Starting Props are 11.5 X 4W APC and the 12 1/4 X 3 3/4W APC. These props are very good but a little heavy. A modify 12" props to approximate the lap times. The wood props weigh 1/3 the weight of the APC props and reduce GP by that much. A "Rabe" rudder helps negate the effects of the wood props.
Other minor mods to consider: Install a metal backplate. They are supposed to make for a more consistent seal. The second is to decompress the head a little. I open the chamber a little with a ball shaped stone in my drill press. Primitive, but it works. Opening up the combustion chamber is better than shims as the plug stays a consistent distance away from the face of the piston. The decompressed head does not seem to make all that much difference and is just an option to play with.
Hope that helps.
Pat
=======================================================================================

Some good info from Pat.

And for those of us to don't know.... what is a squash band? I saw that in a few post here.

phil c · « **Reply #32 on:** February 18, 2012, 01:12:26 PM »

Quote from: Paul Taylor on February 18, 2012, 07:11:28 AM

......
Hope that helps.
Pat
=======================================================================================

Some good info from Pat.

And for those of us to don't know.... what is a squash band? I saw that in a few post here.

Squash band or Squish band- If you take off the head you see a more or less flat circle with a dimple in it so the glow plug shows. That leaves a band around the face of the head, the squish band. Usually it has a slight angle in it, maybe 2-3 degrees. It's purpose is to squeeze the charge into the dimple with a lot of turbulence so it burns cleaner. To do that it needs to be about .010-.015 away from the piston at Top Dead Center. Since higher compression is needed to run at higher rpms, Pat's method of opening up the plug cavity lowers compression so it matches stunt rpms and still lets the squish band work. Let's you run bigger props without overheating.

Chris Wilson · « **Reply #33 on:** February 19, 2012, 06:05:38 PM »

Good article on squish bands here -

http://web.me.com/flyingkiw1/Model_Aircraft_Stuff/The_Secret_Life_of_Squish.html

Randy Cuberly · « **Reply #34 on:** May 18, 2012, 11:37:52 PM »

I'm still running the same setup I developed over 12 years ago when I first comverted an RC LA46 to Stunt use (The CL versions weren't available yet) in a Scarinzi Blue Angel for VSC (Too far back to remember which one). It still works very well here in Tucson (2200 ft alt) or in CA at sea level.

Run Style: solid 4, Breaks a little toward end of flight on overheads.

Venturi: .280

NVA: ST (.156 dia valve body)

Prop
Make: APC
Diameter and Pitch: 11.5 X 4, 9600 RPM Launch, on 66 ft lines (center to center)

Fuel
Brand: Brand has changed several times over the years bu mix has remained constant. Used Power Master GMA 10-22 half and half for last several years.
Nitro%: 10%, except in summer here in Tucson switch to 15% when temp goes over 100 degrees. Have on occassion used 20% but only effect is about 10% more fuel usage.
Oil% and "Blend": always 22% half castor half synthetic.
Quantity used: Varies a little from one engine to the next but typically about 4.5 oz some have used as much as 5 oz (3.8 to 4 oz with port mods listed below).

I've modified the transfer ports to re direct the intake flow toward the rear of the cylinder on a lot of LA46's and it does improve fuel consumption a little and seems to broaden the torque curve...although this is subjective but does make sense dynamically. Less of the incoming charge in the cylinder lost out the exhaust port.
It works and is worth while however I would caution anyone who tries it that the crank case is very thin in the area that needs to be modified and it's easy to break through to the outside world. I did a "how to" thread on the other stunt forum many years ago on the redirect machining required. Note that this is not a port timing change the engine timing is not changed. I have tried modified timing changes but most did nothing really noticible at best and some were decidedly not good. I also tried different head chamber shapes and squish band areas. Not much improvement for a lot of work. I did most of this work when the engines first came on the market with the intention of marketing some replacement parts but other than the redirected ports decided that the engine ran just fine for most folks without modification and that marketing parts would likely not be a very enterprising business. I also got more responsibilities at Raytheon about that time and couldn't keep up with continuing to do engines.

This, in my humble opinion is the best stunt engine available for under $250.00.

Randy Cuberly

Ray Rowh · « **Reply #35 on:** December 22, 2012, 10:48:19 PM »

Your milage may very but this works most days. Stock LA46s- plastic back plate were resealed with RTV, 2 of them have the metal back plates that have been sealed with RTV also- Ven is 265 w/ stock OS nva listed for 20 through 40 LAs - APC 10.5 X 4.5 RPM 11,200 for flying in the wind - APC 11 X 3 RPM 10,800 to 11,100 this is a wet 2 - APC 11 X 4 9,800 - Top Flite, Zinger, Brodak narrow and wide blade in 11 X 5 and 11 X 6 with RPM range 8,400 to 9,000 will give a nice break as long as the outside temp in below 85* with less than 70% hum. Made sure to check the balance on all props! Thunder Blot idler bar long - Power Master 5%- 22% half and half - Big Art tube muffler, to fine tune use one of those flexable extentions and cut the length to what ever works the best for you. Tank is a clunk 6oz(on muf pressure) with fuel used between 3 3/4 to 4 1/4. Out side temp, hum, and nitro does change this here. Lap time on my Cardinal (44oz) with 62' - .015 lines run 5:05 to 5:40. Landing time is always less than 7 1/2 min. Back when we could get away with running a tongue muffler getting a good 2-4-2 run wasn't that hard with most any 11 X 6 wood prop and on good days an APC 11 X 6 could be made to work. The hole size and number of holes in the tongue muffler make a big difference too. I think we're 1,000 above sea level here in Akron Ohio. All these numbers come from 4 different LA46s, one has 6 hard years of crash and burn, two had 15 or 20 flights when I bought them 5 years ago and one was new 3 years ago. My flight book and I got really wet the last time out and some of these numbers are hard to read, but the LA46 will do anything you want it to do once you get the right set up. Roger Strickler and Gary Tultz helped me work out different things to try and the one thing that surprised me is the different weight in props. One bag of T.F. 11 X 6 wood props can very as much as 3 grams from prop to prop. Here's the difference is some others APC 10 X 6 is about 31.5 grams - Master Air Screw 22.7 - Xoar wood 17.2 Merry Christmas and a Safe New Year - Ray

RandySmith · « **Reply #36 on:** December 25, 2012, 11:00:45 AM »

""This, in my humble opinion is the best stunt engine available for under $250.00.

Randy Cuberly"""

Hmmmmmm I would put up an Aero Tiger against it any day of the week, will far outperform the LA 46 and last about 3 times or more longer

Randy

Reptoid · « **Reply #37 on:** December 25, 2012, 01:43:59 PM »

Quote from: RandySmith on December 25, 2012, 11:00:45 AM

""This, in my humble opinion is the best stunt engine available for under $250.00.

Randy Cuberly"""

Hmmmmmm I would put up an Aero Tiger against it any day of the week, will far outperform the LA 46 and last about 3 times or more longer

Randy

So....He should have said "under $239" ?

All kidding aside; do you have any new ones in stock?

Merry Christmas

RandySmith · « **Reply #38 on:** December 28, 2012, 11:40:29 AM »

Quote from: Reptoid on December 25, 2012, 01:43:59 PM

So....He should have said "under $239" ?

All kidding aside; do you have any new ones in stock?

Merry Christmas

Yes they are in stock , and are 239.00 ... so maybe try 238.00 ... nO that would not work either, there are other motors :-_

Randy

Garf · « **Reply #39 on:** December 30, 2012, 07:49:27 PM »

LA 46, stock venturi, Super Tigre NVA, aluminum backplate, 1 extra head gasket. Fuel, home brew 5% nitro, 15% castor, 5% klotz, 3 to 4 oz. Prop, XOAR 12 X 4, Tower 40 muffler. Pulls my Fronkensteen 4 with authority. Setting, wet 2.

Randy Cuberly · « **Reply #40 on:** February 22, 2013, 05:42:39 PM »

Quote from: RandySmith on December 28, 2012, 11:40:29 AM

Yes they are in stock , and are 239.00 ... so maybe try 238.00 ... nO that would not work either, there are other motors :-_

Randy

Well Randy I'm afraid I have to disagree with you. I have two Aerotigers and they are great engines but definitely will not handle the prop or the airplane weight that the LA46 will...

Believe what you will, I've tried many times to fly a larger airplane with an aerotiger and it doesn't work well!

So "Sorry Charlie" but it just ain't so!!!

The advantage of the Aerotiger of course is that it's smaller and lighter but put it in a 650 SQ in 57 oz airplane and it will suffer. The LA46 with more displacement is just a different animal and will fly a bigger airplane easily.

In a Nobler size airplane at 45 to 47 oz. the Aerotiger shines.

In my opinion you're comparing apples and oranges!

Randy Cuberly

RandySmith · « **Reply #41 on:** February 22, 2013, 06:47:31 PM »

Quote from: Randy Cuberly on February 22, 2013, 05:42:39 PM

Well Randy I'm afraid I have to disagree with you. I have two Aerotigers and they are great engines but definitely will not handle the prop or the airplane weight that the LA46 will...

Believe what you will, I've tried many times to fly a larger airplane with an aerotiger and it doesn't work well!

So "Sorry Charlie" but it just ain't so!!!

The advantage of the Aerotiger of course is that it's smaller and lighter but put it in a 650 SQ in 57 oz airplane and it will suffer. The LA46 with more displacement is just a different animal and will fly a bigger airplane easily.

In a Nobler size airplane at 45 to 47 oz. the Aerotiger shines.

In my opinion you're comparing apples and oranges!

Randy Cuberly

There is a guy in cal. flying a 60 ounce TP, Ted Fancher design, Aero Tiger powered 60 size ship, with authority, PTG was stunned when he saw it.
so that blows your theory that it has not enough power. sorry
It also knocked many of Bill Werwages ST 46s out of several of his airplanes, and It will pull a USA-1 which is about 750 sq in..........
The Aero Tiger will also turn the same prop that Walker used on his Impact running a VF 40... with authority.
They will also last many times longer than the LA will.

regards
Randy

goozgog · « **Reply #42 on:** March 02, 2013, 06:15:23 AM »

My two cents worth. This is flown on
modified .40 sized Cardinals with 62'
lines.

- Standard OS venturi and NVA. (Not remote NVA)

- metal back plate

- Gently cut back squish band.

- APC 12.5 x 3.75 prop

- Omega 5% fuel with 5oz of castor added.

- Idle bar plug

This set up 2-4's beautifully and seems to
work well in the wind. The added castor does
turn everything brown but it gives me
more consistent runs.
I own 6 LA .46's but, (and this is my point)
the oldest one with many hundreds of flights
is also the best. It's getting a little sloppy in
the bearings but I know it will start and it's
very consistent. I would fly an LA straight
out of the box, but they seem to improve
over time.
The LA.46 isn't as good as my PA.40 or my
Ro-Jett but it's almost as good.

Cheers! - Goozgog

Ron Varnas · « **Reply #43 on:** June 11, 2013, 03:58:42 AM »

Great thread on the LA 46 setups, just one minor thing a lot of the guys are not specifying what type & brand of plugs they use in their setups ??

Geoff Goodworth · « **Reply #44 on:** July 03, 2013, 10:08:54 PM »

Now it's been flown by a few people who like it, here's my LA 46 setup:

Model—my Shoestring 40, designed with Bob Reeves around the Brodak P-40 wing (see Control Line World Jan 2011) which weighs a porky 59 oz
Engine—stock with an FP 40 backplate (I bought a couple before they all disappeared)
Venturi—stock (the large 7.1mm/0.280" dia from when FP 35/40 was supplied with two venturis)
NVA—stock OS through-the-venturi part
Plug—OS No6 supplied with the engine
Muffler—Standard factory E-3030 with the outlet drilled out to the diameter of the outlet tip, i.e. the casting draft removed (5/16" dia).
Propeller—APC 12.25 x 3.75. I had been using a Bolly Clubman 11.5 x 5 until I crashed last year and broke it so I'm saving the remaining Bollys until I can fly better.
Tank—3 1/2 oz Brodak deep profile uniflow, no muffler pressure—currently gives about 8 minutes flight time
Fuel—22% oil, 50/50 blue Coolpower and castor, no nitro

Garf · « **Reply #45 on:** September 08, 2013, 08:09:07 PM »

Fronkensteen 4 (heavy), OS LA 46, Tower 40 muffler (large exhaust), XOAR 12 X 4 prop, Fuel-5% nitro, 15% castor, 5% Klotz. 3.75 oz gets a pattern.

Steven Kientz · « **Reply #46 on:** September 17, 2013, 06:39:39 PM »

Stock nva, 11x 5 zinger prop, Brodak tank on a 58oz. rebuild of a Tutor II(STUNT PIG). Actually all that was left of the plane was the wing. Don't know what lap times or for that matter fuel(doctored up some r/c fuel). I do know it is thoroughly broken in(2nd airframe) and runs great right out of the box.
Steve

Brian Massey · « **Reply #47 on:** September 17, 2013, 10:57:42 PM »

Here's my LA 46 set up on a 53 ounce Trophy Trainer;

NVA: Stock
Venturi: Stock
Back Plate: Stock
Muffler: Scott Dinger
Head shims; Added 2 (3 total)
Fuel Tank: 6 oz round Sullivan cluck tank on pressure
Prop: Brian Eather 12.5 x 4.5 reworked to 12.25 x 4.2
Fuel: GMA 10/22 (50/50)
Glow Plug: Stock
Fuel Consumption: About 125cc's for a 7 minute run.
I fly at an elevation of 250 feet above sea level, in a mostly dry climate.

I've done a lot of experimenting with this setup, and I can get a 4-2 break with the right tweaking, but it seems easier to set to run the wet 2 stroke. When I get the 4/2, it does it very well with the right power when you want it. When running the wet 2 stoke, the 4/2 break never seems far away.

Brian

adam collver · « **Reply #48 on:** November 13, 2013, 07:26:21 PM »

Can you run the 46 out of the box stock?

Mark Scarborough · « **Reply #49 on:** November 13, 2013, 07:28:09 PM »

Adam, that is pretty much the best way,, the only exception being some like a smaller venturi,,

personally,, I use a .270 venturi,, with 10% nitro,, etc etc,, see above,,