Anyone Running a DLE 40cc Twin?
11-03-2014, 01:25 PM
#29
My Feedback: (34)
Thanks, I built a 83in Jerry Bates SBC Dauntless, I was going to use a regular DLE55 but decied I would like something with less vib and a little better sound....
Im resurching my options now.
It looks like I may have to go with a Satio 300 twin nitro or gas,
I like the 40cc 4c singles on the market but they need more power.......
Im resurching my options now.
It looks like I may have to go with a Satio 300 twin nitro or gas,
I like the 40cc 4c singles on the market but they need more power.......
11-12-2014, 12:48 PM
#37
So far have been VERY happy with the DLE40
Here it is pulling around my 16lb big stick at 6000ft msl, running rich during the 1st break-in gallon.
Sorry for the dirty lens causing focusing issues
http://www.youtube.com/watch?v=tK6tp1X7WhE
Here it is pulling around my 16lb big stick at 6000ft msl, running rich during the 1st break-in gallon.
Sorry for the dirty lens causing focusing issues
http://www.youtube.com/watch?v=tK6tp1X7WhE
11-12-2014, 04:27 PM
#38
Nice. Hey, you fly like I do! The only way anyone can tell if I have lost the radio link is if the airplane is straight and level for more than a few seconds! 
Another thing I like to do besides rip roaring around the sky like that, is to fly mine totally within the confines of the flying field just like a park flyer, but not doing 3D; just slow flight maneuvers. Those Stiks are just amazing fun fliers and I can't believe how far mine will glide, even though it was repaired from a major crash, has a twin cylinder engine, smoke system, etc. and is pretty heavy. Mine does nicer, prettier spins using just elevator and rudder with no "pro spin" aileron. You might give that a try.
I have a home-made 48cc twin on mine made out of two Echo 24cc engines and a BME crankcase. Fun airplane!
Nice flight and nice flying field and airstrip! What size prop are you running on that DLE twin? What part of the Denver area are you in?
AV8TOR
Another thing I like to do besides rip roaring around the sky like that, is to fly mine totally within the confines of the flying field just like a park flyer, but not doing 3D; just slow flight maneuvers. Those Stiks are just amazing fun fliers and I can't believe how far mine will glide, even though it was repaired from a major crash, has a twin cylinder engine, smoke system, etc. and is pretty heavy. Mine does nicer, prettier spins using just elevator and rudder with no "pro spin" aileron. You might give that a try.
I have a home-made 48cc twin on mine made out of two Echo 24cc engines and a BME crankcase. Fun airplane!
Nice flight and nice flying field and airstrip! What size prop are you running on that DLE twin? What part of the Denver area are you in?
AV8TOR
Last edited by av8tor1977; 11-12-2014 at 04:30 PM.
11-17-2014, 02:57 PM
#41
Here's another couple pics of that engine. I have two of them I made and they are great engines, I really like them. I also made a few for customers but we got the crankcases from BME engines and they are all gone and not going to be made anymore. I also run a 20 x 8 prop on them. I made the one on Giant Stik with the carb mounted on top because fitment obviously wasn't an issue, and down draft carbs suck up less dirt and start somewhat easier than the standard updraft carb setup on twins. (I fly off of dirt runways and sometimes the beach.)
AV8TOR
Last edited by av8tor1977; 11-17-2014 at 03:07 PM.
11-26-2014, 07:33 AM
#42
It has been many years since I flew into Denver to visit my old flight instructor when he was based there, and we didn't have time to cruise the countryside. I did get to drive up and check out Aspen however. Is there natural grass around the Denver area like it shows in your video? I didn't think central and eastern Colorado got enough rain for natural grass.
Here's another couple pics of that engine. I have two of them I made and they are great engines, I really like them. I also made a few for customers but we got the crankcases from BME engines and they are all gone and not going to be made anymore. I also run a 20 x 8 prop on them. I made the one on Giant Stik with the carb mounted on top because fitment obviously wasn't an issue, and down draft carbs suck up less dirt and start somewhat easier than the standard updraft carb setup on twins. (I fly off of dirt runways and sometimes the beach.)
AV8TOR
Here's another couple pics of that engine. I have two of them I made and they are great engines, I really like them. I also made a few for customers but we got the crankcases from BME engines and they are all gone and not going to be made anymore. I also run a 20 x 8 prop on them. I made the one on Giant Stik with the carb mounted on top because fitment obviously wasn't an issue, and down draft carbs suck up less dirt and start somewhat easier than the standard updraft carb setup on twins. (I fly off of dirt runways and sometimes the beach.)
AV8TOR
Very cool engine!
11-26-2014, 08:06 AM
#43
Hi and thanks for the answer and compliment.
My instructor's name is Mark Guthrie. He was flying for a corporation when in Denver; can't remember the name. That was many years ago and now he is a captain for TWA flying "the pond". I've lost touch with him and haven't talked to him in years. Very nice guy though. We actually roomed together in Tucson for a couple of years.
An S2C huh? Now that would be fun!! Years ago I had the option of getting my time logged and getting my High Performance/Complex sign off so I could fly the Rockwell Commander series of airplane that I liked so much, or do a taildragger/aerobatics course and fly a Great Lakes. My friend decided on the Great Lakes route, and I chose the HiPo route. I had a lot of fun and was glad I did, but I always wished I could do the taildragger/aerobatic training too. It all costs far too much for me now....
AV8TOR
My instructor's name is Mark Guthrie. He was flying for a corporation when in Denver; can't remember the name. That was many years ago and now he is a captain for TWA flying "the pond". I've lost touch with him and haven't talked to him in years. Very nice guy though. We actually roomed together in Tucson for a couple of years.
An S2C huh? Now that would be fun!! Years ago I had the option of getting my time logged and getting my High Performance/Complex sign off so I could fly the Rockwell Commander series of airplane that I liked so much, or do a taildragger/aerobatics course and fly a Great Lakes. My friend decided on the Great Lakes route, and I chose the HiPo route. I had a lot of fun and was glad I did, but I always wished I could do the taildragger/aerobatic training too. It all costs far too much for me now....
AV8TOR
Last edited by av8tor1977; 11-26-2014 at 08:09 AM.
12-14-2014, 09:10 AM
#44
Hi and thanks for the answer and compliment.
My instructor's name is Mark Guthrie. He was flying for a corporation when in Denver; can't remember the name. That was many years ago and now he is a captain for TWA flying "the pond". I've lost touch with him and haven't talked to him in years. Very nice guy though. We actually roomed together in Tucson for a couple of years.
An S2C huh? Now that would be fun!! Years ago I had the option of getting my time logged and getting my High Performance/Complex sign off so I could fly the Rockwell Commander series of airplane that I liked so much, or do a taildragger/aerobatics course and fly a Great Lakes. My friend decided on the Great Lakes route, and I chose the HiPo route. I had a lot of fun and was glad I did, but I always wished I could do the taildragger/aerobatic training too. It all costs far too much for me now....
AV8TOR
My instructor's name is Mark Guthrie. He was flying for a corporation when in Denver; can't remember the name. That was many years ago and now he is a captain for TWA flying "the pond". I've lost touch with him and haven't talked to him in years. Very nice guy though. We actually roomed together in Tucson for a couple of years.
An S2C huh? Now that would be fun!! Years ago I had the option of getting my time logged and getting my High Performance/Complex sign off so I could fly the Rockwell Commander series of airplane that I liked so much, or do a taildragger/aerobatics course and fly a Great Lakes. My friend decided on the Great Lakes route, and I chose the HiPo route. I had a lot of fun and was glad I did, but I always wished I could do the taildragger/aerobatic training too. It all costs far too much for me now....
AV8TOR
12-31-2014, 01:20 PM
#45
Join Date: Aug 2006
Location: Stillwater,
MN
Posts: 77
Likes: 0
Received 0 Likes
on
0 Posts
I am in the process of installing a DLE40 in a GP Ultimate 160. I am about to order a Tru Turn 4" Ultimate spinner cut for a Xoar prop. What size retainer bolt do I need? What are some other options for spinners out there?
01-04-2015, 07:05 AM
#48
Junior Member
Join Date: Dec 2007
Location: Wanssum, NETHERLANDS
Posts: 3
Likes: 0
Received 0 Likes
on
0 Posts
Hi Eddym,
Putting a DLE 40 twin on a GP Ultimate 160 was exactly my thought! I've been flying this plane with an OS FS200 fourstroke (32cc, 18x8 APC), but in spite of the beautiful sound and low weight this engine just hasn't the power required for this size Ultimate. Did you fly already with your Ultimate and the DLE? Does the DLE fit in the cowl or did you had to cut holes for the spark plugs? What about the overal weight, dry or wet? From the specs it looks like the DLE would turn a 20x8 at the same rpm as the OS turns a 18x8, but it is about a full pound heavier. I haven't bought the twin yet, but it is very tempting...
Please share your experiences, I'm dying to know how it looks and performs!
regards, Dik
Putting a DLE 40 twin on a GP Ultimate 160 was exactly my thought! I've been flying this plane with an OS FS200 fourstroke (32cc, 18x8 APC), but in spite of the beautiful sound and low weight this engine just hasn't the power required for this size Ultimate. Did you fly already with your Ultimate and the DLE? Does the DLE fit in the cowl or did you had to cut holes for the spark plugs? What about the overal weight, dry or wet? From the specs it looks like the DLE would turn a 20x8 at the same rpm as the OS turns a 18x8, but it is about a full pound heavier. I haven't bought the twin yet, but it is very tempting...
Please share your experiences, I'm dying to know how it looks and performs!
regards, Dik
01-05-2015, 06:23 PM
#49
Join Date: Aug 2006
Location: Stillwater,
MN
Posts: 77
Likes: 0
Received 0 Likes
on
0 Posts
DLE 40 in GP Ultimate
dexta1962
My aircraft originally had a Sato 180 installed but has never flown. I am in process of converting it. After reading your post I got curious and went down to the shop and test fitted the cowl with the plug leads connected and was relived to dicover that it all fits in the cowl. If I push in on the sides I can not feel the plug caps. I installed some baffling in the inlets to direct airflow over the cylinders. I am planning on enlarging the air exit. There was not many options for connecting the choke linkage so I ran it out the bottom of cowl. Not happy about it.
01-08-2015, 12:15 PM
#50
Junior Member
Join Date: Dec 2007
Location: Wanssum, NETHERLANDS
Posts: 3
Likes: 0
Received 0 Likes
on
0 Posts
Hi Eddym,
Thanks for your reply. It's a relief that the DLE 40 twin fits without chopping up the Ultimate cowl! I presume it is still a rather tight fit.
By the way, instead of enlarging the air exit, you could also consider to glue a small horizontal extension strip just before the air exit to create an underpressure to draw the hot air out of the cowl. I recently read an old thread of (the late) Pé Reivers who perfectly explains how this works. I could look for it again if you're interested. Pé's bottomline is that just enlarging the outlet is much less effective than creating an underpressure that actively 'sucks' the hot air from the cowl. He also highly recommends adding baffles or other ways to force the incoming air through the cylinder cooling ribs.
What weight are you coming at? Mine ended up around 16 pounds, not really a lightweight. I'm a bit worried to add too much extra weight. I do have a smoke system installed that I could take out, which would save a pound again (but it would be a pity to do without!).
I'm also interested in your prop choice for this plane-engine combination and the rpm's you get with it. Keep me posted on your maiden!
regards, Dik
Thanks for your reply. It's a relief that the DLE 40 twin fits without chopping up the Ultimate cowl! I presume it is still a rather tight fit.
By the way, instead of enlarging the air exit, you could also consider to glue a small horizontal extension strip just before the air exit to create an underpressure to draw the hot air out of the cowl. I recently read an old thread of (the late) Pé Reivers who perfectly explains how this works. I could look for it again if you're interested. Pé's bottomline is that just enlarging the outlet is much less effective than creating an underpressure that actively 'sucks' the hot air from the cowl. He also highly recommends adding baffles or other ways to force the incoming air through the cylinder cooling ribs.
What weight are you coming at? Mine ended up around 16 pounds, not really a lightweight. I'm a bit worried to add too much extra weight. I do have a smoke system installed that I could take out, which would save a pound again (but it would be a pity to do without!).
I'm also interested in your prop choice for this plane-engine combination and the rpm's you get with it. Keep me posted on your maiden!
regards, Dik
dexta1962
My aircraft originally had a Sato 180 installed but has never flown. I am in process of converting it. After reading your post I got curious and went down to the shop and test fitted the cowl with the plug leads connected and was relived to dicover that it all fits in the cowl. If I push in on the sides I can not feel the plug caps. I installed some baffling in the inlets to direct airflow over the cylinders. I am planning on enlarging the air exit. There was not many options for connecting the choke linkage so I ran it out the bottom of cowl. Not happy about it.
My aircraft originally had a Sato 180 installed but has never flown. I am in process of converting it. After reading your post I got curious and went down to the shop and test fitted the cowl with the plug leads connected and was relived to dicover that it all fits in the cowl. If I push in on the sides I can not feel the plug caps. I installed some baffling in the inlets to direct airflow over the cylinders. I am planning on enlarging the air exit. There was not many options for connecting the choke linkage so I ran it out the bottom of cowl. Not happy about it.