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Saito 1.15
I finally had the chance to use my Saito 1.15. I mounted it on a Phoenix Turbo Beaver. After 40 minute break in it turns a master airscrew 15x8 a 9000 rpm. Nice transition from a low idle. It shakes a little at low idle but seems to be improving. Overall its as nice as any other Saito I have run.
fa115 with the same spinner that needs a polish,the plane needs a quick fly to blow the dust off it.
I finally had the chance to use my Saito 1.15. I mounted it on a Phoenix Turbo Beaver. After 40 minute break in it turns a master airscrew 15x8 a 9000 rpm. Nice transition from a low idle. It shakes a little at low idle but seems to be improving. Overall its as nice as any other Saito I have run.
On the FG break in, it takes an hour. First 10 minutes at WOT 4000 RPM, then increase the top end gradually. The break in directions are in the manual with the engine and they work well. Do not be surprised though for A. it takes forever to use up a tank of fuel and B. not a lot of oil comes out of the breather or exhaust. I have an FG11 that was in a T-Clips, plenty of power to fly it, but since it has such a slow transition to full power, it caused a stall I could not recover from that a normal glow Saito of the same displacement would have. I could fly for an hour on 12 ounces of gas in that plane, and had very little clean up afterwards.
When I broke mine in I was concerned that the 20:1 wasn't enough oil as the breather and exhaust was dry, so mixed it 16:1 and was satisfied with that. I eventually got to 20:1 after the next gallon, but considering it flew an hour on 12 ounces, that first gallon took forever to be used up. I have 3 gallons through it after 4 years or more of flying.
I now have it in my LT-40 and it flies it great, hangs off the prop nicely, and flies it much better than the OS 52 that I had on it, even with the added weight.
When I broke mine in I was concerned that the 20:1 wasn't enough oil as the breather and exhaust was dry, so mixed it 16:1 and was satisfied with that. I eventually got to 20:1 after the next gallon, but considering it flew an hour on 12 ounces, that first gallon took forever to be used up. I have 3 gallons through it after 4 years or more of flying.
I now have it in my LT-40 and it flies it great, hangs off the prop nicely, and flies it much better than the OS 52 that I had on it, even with the added weight.
My Feedback: (102)
Join Date: Dec 2001
Location: Colonial Beach, VA
Posts: 20,370
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Great picture C, glad you got it done.
AC, are you running the 13 x 7 or other prop, I was going over my FG 11 yesterday and noticed that it has copper gaskets on the rocker cover screws and a tiny bit bit sealant squeezed out of the crankcase to cylinder joint and the cam cover joint. The glow versions don't seem to get that kind of sealers. It has some really serious compression, when turning with my thumb and forefinger it takes nearly a half minute to leak enough to get it turned. It's a fun engine. I run a CH Ignition unit at 7.4 volts. Adrian has the 7.4 volt option check marked on it.
AC, are you running the 13 x 7 or other prop, I was going over my FG 11 yesterday and noticed that it has copper gaskets on the rocker cover screws and a tiny bit bit sealant squeezed out of the crankcase to cylinder joint and the cam cover joint. The glow versions don't seem to get that kind of sealers. It has some really serious compression, when turning with my thumb and forefinger it takes nearly a half minute to leak enough to get it turned. It's a fun engine. I run a CH Ignition unit at 7.4 volts. Adrian has the 7.4 volt option check marked on it.
On the FG break in, it takes an hour. First 10 minutes at WOT 4000 RPM, then increase the top end gradually. The break in directions are in the manual with the engine and they work well. Do not be surprised though for A. it takes forever to use up a tank of fuel and B. not a lot of oil comes out of the breather or exhaust. I have an FG11 that was in a T-Clips, plenty of power to fly it, but since it has such a slow transition to full power, it caused a stall I could not recover from that a normal glow Saito of the same displacement would have. I could fly for an hour on 12 ounces of gas in that plane, and had very little clean up afterwards.
When I broke mine in I was concerned that the 20:1 wasn't enough oil as the breather and exhaust was dry, so mixed it 16:1 and was satisfied with that. I eventually got to 20:1 after the next gallon, but considering it flew an hour on 12 ounces, that first gallon took forever to be used up. I have 3 gallons through it after 4 years or more of flying.
I now have it in my LT-40 and it flies it great, hangs off the prop nicely, and flies it much better than the OS 52 that I had on it, even with the added weight.
When I broke mine in I was concerned that the 20:1 wasn't enough oil as the breather and exhaust was dry, so mixed it 16:1 and was satisfied with that. I eventually got to 20:1 after the next gallon, but considering it flew an hour on 12 ounces, that first gallon took forever to be used up. I have 3 gallons through it after 4 years or more of flying.
I now have it in my LT-40 and it flies it great, hangs off the prop nicely, and flies it much better than the OS 52 that I had on it, even with the added weight.
Sorry to hear about the stall. I do a LOT of flying doing tight maneuvers at low speeds, just off the ground. That transition issue with gasoline in general plays a large part in my preference for methanol fuel! So important to have that well-tuned, crisp response. I would rather clean oil from a plane than clean up a crashed plane from the field.
How did you like the T Clip? I almost bought one but did not trust the covering job with the black fingers facing forward. I always try to lap the covering edges rearward. Been thinking about buying one anyhow and simply re-covering it.
Great picture C, glad you got it done.
AC, are you running the 13 x 7 or other prop, I was going over my FG 11 yesterday and noticed that it has copper gaskets on the rocker cover screws and a tiny bit bit sealant squeezed out of the crankcase to cylinder joint and the cam cover joint. The glow versions don't seem to get that kind of sealers. It has some really serious compression, when turning with my thumb and forefinger it takes nearly a half minute to leak enough to get it turned. It's a fun engine. I run a CH Ignition unit at 7.4 volts. Adrian has the 7.4 volt option check marked on it.
AC, are you running the 13 x 7 or other prop, I was going over my FG 11 yesterday and noticed that it has copper gaskets on the rocker cover screws and a tiny bit bit sealant squeezed out of the crankcase to cylinder joint and the cam cover joint. The glow versions don't seem to get that kind of sealers. It has some really serious compression, when turning with my thumb and forefinger it takes nearly a half minute to leak enough to get it turned. It's a fun engine. I run a CH Ignition unit at 7.4 volts. Adrian has the 7.4 volt option check marked on it.
Sorry to hear about the stall. I do a LOT of flying doing tight maneuvers at low speeds, just off the ground. That transition issue with gasoline in general plays a large part in my preference for methanol fuel! So important to have that well-tuned, crisp response. I would rather clean oil from a plane than clean up a crashed plane from the field.
How did you like the T Clip? I almost bought one but did not trust the covering job with the black fingers facing forward. I always try to lap the covering edges rearward. Been thinking about buying one anyhow and simply re-covering it.
How did you like the T Clip? I almost bought one but did not trust the covering job with the black fingers facing forward. I always try to lap the covering edges rearward. Been thinking about buying one anyhow and simply re-covering it.
I had 3 years of flying on it, but had not flown it very much when I crashed it that year. I was so used to the easy stall characteristics of the Something Xtra and recovery that I made the simple mistake of trying to do a Harrier, and instead of the usual drop of nose, it dropped a wing and went into a spin that I could not get out of. By the time the engine was up to full and just starting to pull the plane out, it ran out of sky. Thankfully hit hit wings level and nose first so damage was only to the forward fuse. I have it rebuilt but with a different engine on it now. Still have to open the cowl up a bit and put a needle extension on.
Here it is during break in, was running about 20 minutes at this point
Near the end of break in, still on the same tank of fuel an hour later
Couple years later along with my 1/5th scale SIG Cub
Aftermath of the dumb mistake. In front of those two pieces of wood is a hole from the prop hub that is about an inch and a half deep. It hit and bounced back.
Dave could you give me directions so i can alter a previous post? and i'd like everyone's thoughts on throttle transition of gas fg saito's compared to the methanol fa series.My experience has been that there is no difference in throttle up between an fg and an fa...any thoughts??
My Feedback: (102)
Join Date: Dec 2001
Location: Colonial Beach, VA
Posts: 20,370
Likes: 0
Received 25 Likes
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25 Posts
Thanks Pete, just hit the EDIT button and have your way with it.
The FG11 I have transitions exactly the same as a glow engine, there would no reason for it not to unless the carb was not tuned correctly. That's my take based on my experience.
The FG11 I have transitions exactly the same as a glow engine, there would no reason for it not to unless the carb was not tuned correctly. That's my take based on my experience.
The Glow ones do throttle up to full power quicker than the gas ones. The FG11 I have is well tuned and is smooth from idle to full, but side by side my 72 will hit peak RPM just a bit sooner then the FG-11. Glow is better for more power though, and that is where mine failed for pulling the T-clips out of the spin in time. Had it been glow, there is a good chance I could have pulled it out in time. I did find the prop, it was a 13 x 6 APC on the FG at the time, same that I use on the 72.
The Glow ones do throttle up to full power quicker than the gas ones. The FG11 I have is well tuned and is smooth from idle to full, but side by side my 72 will hit peak RPM just a bit sooner then the FG-11. Glow is better for more power though, and that is where mine failed for pulling the T-clips out of the spin in time. Had it been glow, there is a good chance I could have pulled it out in time. I did find the prop, it was a 13 x 6 APC on the FG at the time, same that I use on the 72.
I like the T-Clips, it has a lot of the same elements present in the Toledo Special. That is a fantastic plane to hot dog around! Now you did it, I am ordering a T-Clip
Last edited by Jesse Open; 12-07-2018 at 08:43 AM.
I may consider converting the FA-100 to CDI in my Cub. It drinks glow like a drunken sailor on 6 month shore leave. It is a blast to fly with the 100 though, takes off like an F-15 on full burner.
Evolution 15 x 6. Gave it scale speeds at just above idle, and pure unadulterated OOMPH at WOT. The wing struts would sing. It has a 10 ounce tank though, so good for maybe 6-8 minutes unless I just putt around below half throttle, but that leads to dead sticks eventually.
It is more like 1/4 throttle and just putting along. I think it just cools down too much from the head sticking out so far. It is twice the engine the 1/5th Cub needs after all!