When I started this section I didn't realize it would take off this well. Now having converted to electric I would like to personally thank all those who helped me in figuring this out. I hope yesterdays events don't happen again this season. I am drawing on all the knowledge that is expressed in this forum. Thanks all.

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Flight report. Very troubling day today. I loaded my Crossfire into the car ,drove to the park. I set everything up and had Ted hold the plane. beep-beep and walked to the handle. Waited 30 seconds and the motor started slowly. I waved for Ted to launch. It did not move. Ted grabbed the airplane and I walked back to it. The motor was spinning maybe 1000 RPM. Long story short. The ESC had a corrupt file. This was found out after a call to Will D and working through the issue. Try again this week.

Yup.  You've traded off a need for encyclopedic knowledge of minute arcana of IC engines with a need for an encyclopedic knowledge of the minute arcana of electronics, with a dash of computers tossed in.  Oooh -- big advantage!

I am building my new beam-er with all the 1960 Ty's techniques and materials(well almost it does have a new control system). Blending the old with the new.

While having a new control system I am not sure its better, just newer.

Today it went into the air. I am fairly pleased with the airplane so far. The wind whipped up and I didn't want to chance flying my untrimmed airplane anylonger. But wings were level and lap speed was at 5.6 so next session I will work on tip weight and line rake. But the hard flight is over the first one.

Today it went into the air. I am fairly pleased with the airplane so far. The wind whipped up and I didn't want to chance flying my untrimmed airplane anylonger. But wings were level and lap speed was at 5.6 so next session I will work on tip weight and line rake. But the hard flight is over the first one.

great to hear Robert,, hope the trimming goes smoothly

It only gets better after the first two flights are under your belt. Your already looking for ways to squeak out another 150mah less battery consumption with your next Crossfire. Watch out for those errant flights when you forget to install a fresh battery ! 

Bob
You might want to consider a simple and very effective setup instead of a complex and very effective setup.  I am still waiting for somebody other than the very top level flyer's to explain just how they make use of the wealth of data that comes from the ESC data logging.  I am sure it is cool to look at on the laptop screen but the data must be of value to make the process worth the cost and complexity.  We (myself excluded) never used data logging with IC engines and still managed to turn in some really great flights, and the same is even more true with simple effective power systems. So why make life hard?
Andy

I am also thankful that I fly on a field hat William is there. He is always help me in the field and outside as well.
Thank you William,

sina

Start looking at the logged data, you'll start to understand what it all means after you get accustomed to looking at it. Kinda like the 1st time you moved the mouse on a computer! When you look at the motor power out % on the graph it should not peak at 100% or flatline at the top ever, keep it in the 80% range. At the bottom of the graph you will notice the average and maximum, my last 2 flights were at 59.6% avg. with a max of 89.4%(happy motor). When you look at this graph you can actually see the maneuvers and which one uses the most power. Try to put up one flight for one good set of data and fly a gasser till you can download the data. Once you find the sweet run you may never want to look at the data again until something doesn't seem right. But you will have to empty the logged data to get a fresh sample, the ESC can only store so much info until it is full.
 Hope this helps, Bob

Andy
The way I found easiest to learn how to work with the data logger data is to only look at one line of data at a time. Fly and record a pattern. download the data. The data viewing program, at least CC's, will let you look at only one data line at a time. Getting all the complexity out will let your eye pick up patterns much easier. Start maybe with rpm. You will be able to see each maneuver by the rpm changes. You will be able to see what kind of rpm changes you are getting at various segments of each manever. You will see both acceleration and braking. Make sure the governor is able to keep the same rpm throughout the pattern. If its dropping off at the end, you do not have enough energy for the whole pattern. You will want to go up in battery size either in mah or go to higher voltage by adding another cell. I usually find its easier to go to a larger mah battery if I see this. You can learn a tremendous amount by just looking at the rpm curve. Then pick another curve, maybe amps or voltage to see what is happening with them. When you find one that gives you the most info for what you can understand, change something in your settings and see what kind of difference it makes. For instance you might change the gain on a flight and see what kind of change you see in rpm. Before you fly though, write down a hypothesis as to what you think the gain change is going to do and what you think that might look like on the graph. Then look to see if you were correct. If not, try to determine what you are seeing in that one variable and correlate it to the change. Also note any differences you found in the flight and how it felt. I was very surprised when I did a series of tests on CC & Hubin equipment with what I found and how it correlated to how the plane flew. Don't take anyone's word for it unless they present you with the data and can prove it. "Common knowldege" is not always correct.

Enjoy it! The ability to consistantly fine tune an electric is a huge advantage.

bob branch