Thought I would start a new thread regarding the trimming process.  First off the setup.

Plane:  RSM version of the Tom Warden Continental modified for electric.
Motor:  Hacker A30-10XL
ESC:  ZTW 70amp all settings at default.
Timer:  KR Governor/Timer.
Battery:  Hobby People 3200MAh 4S 25C with Deans connectors.
Prop:  APC 12x6.5WEP
External battery disconnect per Brett's proposed rule change.
All up ready to fly weight 62.5 ounces.

OK my initial setup had the RPM set at 8500RPM with the governor gain set to 5.  This gave me 4.9 second lap times.  With the handle set to full wide and the CG too far forward the plane was a slug.  After calculating the MAC and setting the CG to 20% (per Larry Renger's recommendation) the CG seemed very close to where it will wind up.  But the lap times seemed too fast and the plane was still hunting.  So I took the handle spacing down to minimum spacing and dropped the RPM to 8100 RPM.  This smoothed out the plane a lot and I was able to do every maneuver in the pattern.  Corners seemed good and inside/outside loops were consistent in size.  The plane had excellent line tention in the overhead eight, the vertical eight, and hourglass. The lap time increased from 4.9 to 5.3 seconds.  This is where I like to fly and the plane felt very comfortable.  

Battery usage went from 71% to 62% giving me some head room to look for lighter batteries, which hopefully will allow me to take some lead out of the tail and generally improve the plane.

After the first flight I checked all the internal power system hardware for heat build up.  The Continental is my first full fuselage electric stunt plane.  The IR thermometer showed everything was well within spec except the motor.  It was running around 145 degrees F.  I modified the spinner to allow air to pass through and opened up a large internal passage to get more air over the motor.  I also added a exit vent to get the hot air out.  With the RPM still set at 8500 RPM the temperature on the motor dropped 10 degrees F.  After setting the RPM down to 8100 RPM the motor temperature dropped another 9 degrees F with a total reduction of 19 degrees F over the first flight.  At 125 degrees I am going to add two additional small exit vents on the side of the fuselage to try and move more air out of the motor compartment.  Having said that I am happy with 125 degrees at the end of the flight.

From here I will next do some further examination of the control system to make absolutely sure every thing aligned correctly.  But all in all things are looking good for the Continental.
Andy

Andrew;   

Try using a Hacker cooling fan on the motor shaft .
It might change temp dramatically of the outrunner.
I run cooling fans on all my airplanes.  There is
very little power penalty and motor will run
more efficiently at lower temps.

The spinner that Andy is using has been modified to have an entry inlet in front, and the backplate is modified to be a fan.  He also opened up a passage for that air to be directed over the motor.  The temperature is now in an acceptable range.  I agree with the above suggestions to unload it more and ventilate it better while making the plane lighter.

At least it didn't fry the motor before we had a chance to make improvements! 

... and I am not sure what the result will be either but my rationale (if you can call it that) goes along these lines.

* Turning the wide heavy low pitch prop requires a lot of power from the motor.  That loading requires higher current draw that manifests itself through excess heat (the reason WHY the mtor is running so hot in the first place)

* A smaller/lighter prop will not load teh motor as deeply, the current draw will be less and the heat generated much lower.  That will be offset by the fact that you will likely be turning faster.  However, no matter what the motor heat should be lower.

* Oh how I wish you had a thin blade 12x6EP to use. it would not require a big change in RPM!

* output from the prop (work) is the same, the magic question is whether the reduction in current is enough to offset the extra RPM

No matter what, the 12x6 EP is lighter than the 12x6.5WEP so you should be able to gain on your CG issue.

Denny
I do have a 12x6EP and plan to do some testing today.  I will measure heat build up in the motor, battery usage and thrust.  When I get the numbers I will post them.  Larry I don't know the answer to your question, but I think you are correct.
Andy