Which engine and muffler? Raptor G4

[snotvis]

Now what would I want with a 90 class engine? Especially since I have no 90 size helis!!!

[swale]

...surley your gonna need a bigger brother to look after the 50...like a velocity 90 :-D

[snotvis]

I am a poor school teacher...unless the generous folk on this forum take pity on me, I am destined to suffer with a tiny velocity 50 with a dodgy Align clutch. No wonder I am no 3D god!

[Andy from Sandy]

We are quite lucky at MK and I know a few clubs also have charging equipment on site. Without a generator in a field in the midlle of no-where is a prime reason to try nitro.

At present the cost of good batteries is still prohibitive and to have enough packs for a session requires a second mortgage.

Even as a sport flyer some of packs after only a relatively small number of cycles have gone a bit soft so the top boys I would imagine must be seeing their packs falling off in power in fairly short order as well.

If people are honest you will find out that packs are not lasting as expected. In order to have a good training session I think is going to see more people resort to nitro even if their competition machine is still electric.

So in the nitro vs electric debate unless you are given batteries you need both.

[snotvis]

So in the nitro vs electric debate unless you are given batteries you need both.

I concur.

[Andy from Sandy]

to be fair I find my 91 hz 3d on 30 has plenty of power

This misses the point of the 105. Of course your 90 has loads of power on 30% fuel but look at the cost difference between 15% nitro and 30% nitro fuel. It can be as much as £10 a gallon more. Now work out how many flights a competition pilot may have in a session and it won't be long before that 105 has paid for itself.

[airwolf]

This misses the point of the 105. Of course your 90 has loads of power on 30% fuel but look at the cost difference between 15% nitro and 30% nitro fuel. It can be as much as £10 a gallon more. Now work out how many flights a competition pilot may have in a session and it won't be long before that 105 has paid for itself.

It is strange how so many people are having a bad time with the YS. I did some research and started with a well matched glow plug YSno2 and used Rapicon 15% from the first start. Now admittedly the engine would not run at all well until I tuned the idle screw, which on OS is usually pretty well factory set, but after that I very carefully leaned the engine, balancing the main and mid, and mine is running amazingly well. People are surprised how well these big bore 90's perform on 15% fuel.

Today I experimented with the bottom rpm range of the engine. I set the governor to 1200rpm head speed and to my surprise the engine can hold this Rpm! OK it won't do hard core 3D but it will do loops, rolls, fast circuits etc at this rpm. The biggest surprise however is the fuel economy at this rpm, I timed my flight at 18 minutes, yes 18 minutes, this is with 15% fuel and Rail 696 blades at 1200rpm! That's not far off gasser flight times. It was also a joy to fly, doing very slow flips, loops etc was most relaxing. The CGY750 seemed to handle the low rpm with ease and the Heli felt as nimble (cyclically) as it does at higher rpms. I also tried running the engine at 16,500 rpm which is about 2080 head speed, and it really starts to sing at this top end. So in a flick of a switch I was flying it at very different head speeds today, the low rpm was a real surprise, and the 18min flight time may even make it cheaper per flight minute than electric! Long live nitro ;-)