the Wasp

My Feedback: (1)

what,,, wait,,, is your name Gary ? LOL

http://www.mecoa.com/index1.htm

Jim

the Wasp

My Feedback: (1)

LOL

Jim Bob

the Wasp

My Feedback: (1)

no-p, orange plane x black engine should be it

Jim

Glowgeek

What's inside a GK that's not inside a Silver Saito? Nothing, so why pay more?

Maybe the lincoln wasn't powder coated or perhaps poorly prepped or didn't didn't get cured at the correct temperature. Who knows, but powder coating is one of the toughest finishes out there if done right. Not something you're going to rub off with your finger anyway.

Jesse Open

Lonnie,

I think you commented some time ago about never having seen a 125 CDI on methanol fuel
This is a very old FG-20 that I converted back to methanol.
Has an RCexl ignition and an FA-125 carb.
Also has factory silencer fitted with a custom oversized tail

Glowgeek

Nice, I'll be running my 180 on cdi sometime soon. I have seen that vid before, just forgot.

Captcrunch44

Ok ok
Saito 56 or bigger with orange cylinder and case and black push rod tubes and black valve covers.
I will see what I can do.

Outrider6

My Feedback: (2)

I ran four 8 oz tanks through the 62 today, before it rained, and it is now fairly broken in. I imagine (and hope) the top rpm's increase a good bit as it gets more broken in, as I was only seeing just under 10k with a 13x6 APC. The instructions state 11,500 peak on a 13x6. I wasn't trying to lean it out for the max yet, but near the end of the 4th tank, with over 40 minutes run time, I wanted to get it near the peak, then richen it up until it dropped about 300 rpm (following the instructions). At about that 10k, going any leaner, it started dropping revs, so I immediately richened it, before shutting it down, as the rain started.

I was a little disappointed to not get more revs out of it with that much time on it, and I hope it gets better. But it sure did start easily and idle pretty low already. I'm building my SSE fairly light, so I am really hoping it has enough power for unlimited vertical and a little hovering.

Monty Python

Lonnie both my parents lived their whole lives together in the same tree nibbling gum leaves...i left home as a teenager, how much can a koala bear?

ps gary good to hear from you

Monty Python

Your new fa62 may need a little more time i'm assuming it's still on the bench. I've never flown a sse 51"? but your fa62 should do what you want in a 4 to five pound airframe. As a guide my first seagull 67" decathlon weighed nearly eight pounds and the fa62 flew it at better than scale performance. As i wanted unlimited vertical all the decathlons after that one were powered by fa82's, no lead in the tail although the battery pack was back there. Once you've test flown the sse and you are happy with the flying tune, as opposed to bench running tune, you might want to try an apc 12x7 sport prop and see what you think.

Glowgeek

Welcome Outrider6, congrats on your successful fa62 break in. Yes, the manual states the maximum practical rpm is 11,500 and the max recommended prop is a 13x6 but it does not state that the engine will turn a 13x6 at 11,500.

You didn't state what fuel you're using but anything over 9700 peak rpm with an apc 13x6 is excellent power output. The Horizon Hobby benchmark is "APC 13x6 @ 9900" however that kind of performance would likely require 25% or higher nitro content in your fuel.

Now that your break in procedure is complete it's time to check and readjust the valve lash. Using a .002" feeler gauge is best to use for that purpose. The religious use of after run oil or Dextron ll ATF after each day's flying session is a good idea, It minimizes rust formation on the internal parts. Injecting approx 3cc into the engine through the crankcase vent line and tilting the engine in different directions to distribute the oil works best.

My two 62's would turn an apc 13x6 at 9600 peak on 15% fuel. Richened 300 rpm for flight (9300) produces right at 7 lbs of thrust, plenty for unlimited vertical on a 5lb plane such as an SSE. My SSE built to just over 5 lbs and flew good with that engine/prop combo. A 12x7 prop on this engine is great for flying 40 size warbirds at scale speeds.

Lonnie

Hobbsy

My Feedback: (102)

Key Features

• 0.62 cubic inches of power in a 0.56-size case
• Integrated head transfers heat more easily and evenly
• Turns an APC 13 x 6 prop at 9900 rpm
• Installs easily in all .40–.72 models
• Unique champagne color drive washer
• True chrome AAC cylinder lining
• 1-piece cylinder head allows engine to run cooler
• Backed by a full 3-year warranty

At 40 to 50 minutes run time, it's not going to loosen up much more.

My numbers for a Saito 62-b: MA 12x6 3 blade 10% full syn. fuel max rpm 10,150, idle 1,850 Glo-Devil, 4c plug.

Hobbsy

My Feedback: (102)

When I sold my early 125 so I could buy the 125-a I paid $349.00, there was a $30.00 rebate from $379.00, $265 ain't bad for a GK.

Glowgeek

Dave, will the velocity stack from a 150 or 180 fit a 120 fathead carb?

Hobbsy

My Feedback: (102)

I think so, you'll need one of those aluminum ring inserts, of which I have a couple.

Glowgeek

Ok thanks. I think I have a ring left over from a 150/180 carb kit, if that's what's in the kit. If you don't have a spare 120/150/180 velocity stack laying around I'll order one

Hobbsy

My Feedback: (102)

I have several, I'll post a picture in a while. I bought a goodie box from Gary a while back.

Glowgeek

Have you played with that midrange adjustment on the fathead? I think it's just a convenient way to rotate the cat eye on the spray bar but it is a cool feature.

Hobbsy

My Feedback: (102)

I didn't keep the Fat Head long, it seems to be very collectible. You're exactly right though.

Glowgeek

Yes, very collectable to the right person, some are in love with them it seems. They have an excellent reputation for having the grunt to spin larger props than the 120S (except maybe the high cr early version). I'm not sure why as they have the same cam, bore and stroke. Not sure on the carb bore differences. They are said to run smoother as well, no doubt due to the additional weight from using larger castings.

Anyway, it should be a fun project to refresh the ol' girl.


Edited to remove misinformation.

Jesse Open

As I recall not the same cam, the lifters as well are totally different. No mushroom. The Fathead will idle far, far lower than any other Saito I have seen. Lots of fin, very tame compression. Not an engine for those looking for a virtual two stroke on peak RPM. For those who fly the wing, the Fathead is precious.

Jesse Open

BTW, The carb is marvelous. Probably cost at least twice as much to make over the late style carbs.

Hobbsy

My Feedback: (102)

Here are a few off the carb inserts

Various inserts

O-ring around insert

Look Ma, no light.

Glowgeek

Dave, I saw that thick aluminum spacer in a carb kit, assumed it was for use when the choke has been removed. Is that right?

Hobbsy

My Feedback: (102)

Lastly, three different spray bars with three different sized cat eyes.


A sad day for some engine if a too small cat eye got installed by mistake.