Here is a list of all the postings Jon - Laser Engines has made in our forums. Click on a thread name to jump to the thread.
|Thread: Acro Wot XL Engine Choice|
I agree most over do the power in models but in this case the AWXL can take it.
Although its only a bit bigger on paper than an astro hog its twice the model in terms of bulk and it is (by class) an extra 300 where as the hog is an upside down piper cub. They just arent the same model.
The AWXL will fly on a 120, but it would be..pretty lacking overall. 180 4 stroke is always my recommendation for the model and while mine has that 40cc OS its also very heavy due to the weight of the engine and not all 40cc engines are created equal. The OS would easily loose a tug of war with a dle30.
In any case, when hooning around with a laser 180 powered example there was little between them in terms of overall performance.
More cylinders means more fun
|Thread: The State of Play|
I would love a Beaufighter but its got to be big. The full size is a monster of the thing and a little one just wouldnt do it justice.
Im not worried about twin i/c, modern engines are plenty reliable and the beau has a big old fin and huge rudder so even if one did stop it would be no problem to handle it. Heavy engines well forward would also help c/g.
Costal command colours, Mk X with rockets would be my choice of decoration
|Thread: How bad can things get|
While i completely understand your annoyance and frustration try to consider things from the other side.
We (laser) sent components for hardening about 2 days after your tranny went in and we still dont have them back.Its a right pain as i cant finish anything. I have an engine in for repair waiting for one of those parts.
I cant speak for Ripmax directly, but if they only have a skeleton crew on hand they cant spend all day on the phone as they wouldnt get any work done. This could be why the phone is being ignored and i really struggle with people who request constant updates as i can only do one thing at a time. Do you want me to call everyone with updates on work, or would you rather i just got on with it and finished it quicker? I know your answer will be 'but it only takes 5 minutes to call me' and that might be true, but what if there are 50 5 minute calls to make to angry customers wanting their stuff fixed? its not like yours is the only radio in for repair or only thing that needs to be sorted out as i think rmx are still the futaba agent for the whole of europe? and i doubt more than 2 blokes are doing all the work.
As for returning it to a shop and threatening them...grow up mate. The shop will do nothing other than send it to ripmax as they are entitled to return it to the uk service agent for diagnosis and fault finding. You might be able to go and yell at them, but yelling at people when you want them to help you is not likely to work out too well.
Edited By Jon - Laser Engines on 28/07/2020 19:58:15
|Thread: Hangar-9 Spitfire cannon barrels wanted|
On my old Mick reeves hurricane i mounted the cannons using balsa dowels that would snap if i whacked them. It worked fine, but i also tied a little thread on them to act as a restraint should one escape in flight. I drilled a small hole though the cannon, tried the thread on, and then made a loop that would slip over the stub on the wing. It did work as i clipped a tall piece of grass once on takeoff and my cannon was a bit wonkey. Before i got down it fell off but was saved by its little string. Sadly my DB Hurricane will not allow me to do this as its cannon setup was already in place before i started so i suspect i will be bending them rather regularly.
|Thread: Carb tuning|
Selling well, yeaa..a little too well.
Corona has slowed my progress and now the company that do our case hardening has lost half our stuff. If they dont find it that means another 3 weeks before i can finish anything. Bah!
|Thread: Effect of thicker wing tips.|
if you go too mad with the thickness to chord ratio nasty things happen. If you can draw up the two profiles and slap them on here.
As Nigel says there are plenty of ways to deal with tip stall with washout being the norm. Stall strips are used extensively on full size
|Thread: Carb tuning|
The chap in the OP is probably wishing he never asked..
Gangster, sorry, it just triggers me as no amount of arguing will make the nose up test any less pointless...unless the engine is pumped, then it can be used to help detect pump failure. Counter intuitive huh?
OS prices are...inventive, especially the 4 stroke side. If you want a cheap 2 stroke there are plenty 2nd hand or some new offerings from just engines.
4 stroke you only have Laser and saito to pick from if OS are deemed to expensive.
Richard...i did have stock
unless pressure isolated overall fuel head remains the same.
There are methods of sorting that, but they introduce their own issues. On balance, its less effort to mod the airframe during the build than fight with it every day you fly.
you dont prop hang at full power
we are getting off track a bit but yea, your problem with the dead stick was likely the fuel tank position. Lower the tank and give it another go. The reason i take the time to make sure the fuel tank is in the right place is that it saves all the guess work when it comes to overall engine operation. It also saves fuel, makes the model cleaner and prolongs the life of the engine as you are not running rich for half your flight so the chance of rust in the crankcase due to accumulated fuel is lower. Seems like a fair reward for a little balsa bashing.
We should probably discuss the tempest elsewhere, but i am surprised to hear there is no room. Typhoons, yea they can be an issue, but the tempest has a half decent nose so it should be ok. If not, just cut new notches in the ribs, beef them up and move the main spar. Overlap it with the current spars by 2 rib bays either side and cut out a bay just large enough for a tank of the required size. you need 20oz tops for a 200 so no gallon buckets needed
Wont be at full power for that part though
But you were moving forward at more than 20mph and that makes all the difference. You never sit there at full throttle while nose high and not moving. That is why i say its not representative of flight conditions.
Richard im in agreement apart from the nose up test. Its just a complete waste of time, not at all representative of in flight conditions and only leads to engines running excessively rich. I dont know how or why this pointless exercise has endured over the years but there we are.
Beyond that, yep all sounds good although i always recommend checking the main needle at the start of every flying session. By that i mean 5 seconds to tweak it back/fwd to make sure its right and not half hour before every flight revving the thing and waving it around in the air.
Yeaa MDS...stands for 'many dead sticks'.
Sadly their carbs were pants and its rare you can get one to actually work. A carb swap can really help and justengines might be able to help you with that.
As martin rightly suggests though, a run down of the prop, fuel, plug etc would really help eliminate potential issues.
|Thread: Fixing lead inside engine cowl|
On my little Hurricane i made a horse shoe of lead that wrapped around the front of the engine. I then drilled the lead and hammered captive nuts into it. I could then support it on some steel plates screwed to the engine mount.
On my much bigger sea fury i have a laser V upright and installed a normal 40 size nylon engine mount under the engine. The lead then sits on the nylon mount with screws/nylocs to hold it all together.
|Thread: Brian Taylor Hurricane Project|
The rona certainly has slowed me down. I did want the 120 back by now but its obviously not. It is the next engine that will return as soon as i have the parts.
Before that i need to replace all the other sizes that are out of stock. 3 weeks i have been waiting for the parts to come back from hardening so i can finish the 20 odd engines i have waiting
Thanks 2020 for being such a pain!
?? I dont remember saying that, who gave you that impression?
Anyway, the 120 works the best for power, fit and fuel tank placement. The 100 pokes out more and tank placement is more difficult, the 155 as it now is has the same problem and its just too powerful anyway given the target weight of 12-14lbs.
|Thread: OS 48fs problem|
I would check the woodruff key has not escaped somewhere down the line as that is a sure way to throw a prop.
Beyond that i would not expect the 48 to give any trouble. My dad has one still and its never been any trouble to get going.
|Thread: Brian Taylor Hurricane Project|
Im a big Hurricane fan. I am currently building a DB Hurricane which is my...4th hurricane? Something like that. To date i have only 1 spitfire to my name although there are 2 waiting in the wings.
If you wanted a laser i always recommend our 120 for the BT Hurricane as its fits in the cowl with a minimum of disruption to the scale lines. The 75/80 are just not man enough if built to a realistic weight. If you go for an alternative power plant then something of equivalent power would be recommended.
I know the purists will get very upset, but if its 12-14lbs and has a 120 in the nose it will be just fine.
|Thread: Propeller safety|
Pusher hand launch models scare the pants off me. I always refuse to hand launch them if asked as they seem like an accident waiting to happen. The only time i will do it is if the model is launched with no power and then the motor cranked up just after launch.
As for all those questioning how close their launches are we need a high speed camera to check that. In the case of this recent incident, the chap had launched this model loads of times but this time he said it just slipped very slightly as the wind caught it and clearly that was enough to make the difference.
As for i/c i really have to try hard to stay on the ball as i start engines with such regularity at work that its so easy for it to become routine and concentration to be lost. Its for this reason i try to test run engines in batches of no more than about 5.
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