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Post  ian1954 Sun Jul 06, 2014 2:42 pm

O.S. 46 LA       O_s_4610

Cheap as chips!
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Post  Cribbs74 Sun Jul 06, 2014 3:02 pm

Cheap as chips and probably the most popular CL engine on the market at the moment. Looks like you are set no matter which way you go!
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Post  Ken Cook Sun Jul 06, 2014 5:39 pm

Ian, what do you do with all of them? Are these all engine that you own? Quite a collection if they are. Ken
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Post  ian1954 Mon Jul 07, 2014 4:38 am

@Ken Cook wrote:      Ian, what do you do with all of them? Are these all engine that you own? Quite a collection if they are. Ken

Yes - they are mine - all mine! These will be amongst the few I intend to use.

I now have a collection of 46s, 40s - a few 25s, a 15 and a 10.

I have been perusing stunt articles, looking at the engines modellers are using and how much current engines cost.

I may be proficient with smaller glows and expert with diesel but the larger 35 - 60 glows, I have not really done much testing. In my day the majority in the club I was in stunted with Merco engines (cheap) Super Tigre (more expensive).

http://www.ooobopshibam.webspace.virginmedia.com/merco/index.htm

I like the Enyas but they are much more expensive. Then again - nothing compared to Ro-Jett or Double Stars.

Why so many? They are cheap and expendable and there is a glut of them at the moment.

They are not the best but represent excellent value for money and scope for fiddling.
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Post  Ken Cook Mon Jul 07, 2014 2:29 pm

My father and myself could never afford to purchase Super Tigers. I probably should restate that and just say that they were just too much money than what we wanted to spend. They certainly were terrific engines at least the versions I was interested in. However, Super Tiger or World Engines had a real problem in that they would change the versions of these engines on a monthly basis it seemed. They were constantly undergoing changes that unless you knew exactly what you were dealing with you weren't getting parts. The LA engine series I feel is a really good choice. I abuse these engines and they take it. I have some purposely for running hard and I have some for stunt which I just baby. Either way, they really have stood the tests I've given them. Great collection you have. Ken
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Post  RknRusty Mon Jul 07, 2014 3:08 pm

Sounds like I should start getting an LA here and there for when my FPs wear out. Wayne calls the LA the best mistake OS ever made. I guess that means being originally meant for RC, they convert into a born CL engine.
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Post  Ken Cook Mon Jul 07, 2014 5:04 pm

Rusty, the LA .46 is really a great running engine. Many choke down the venturi using the LA .25 .265" which I don't care for. I use the larger venturi's (.273"-.280"). Fuel consumption greatly increases as well as power. Running with the larger venturi requires a 5 oz tank for the pattern. The .265" in the LA depending on the plane usually can be done using 4-4.5 oz's in these parts. I'm sure the higher in elevation, the less fuel your going to use. Essentially it's a very universal engine due to being a .40 size case. It's a drop in fit to mose .40's with more power. I myself have several of the .40's, these are very disliked amongst the control line crowd. I know why, but I just resolved those issues myself using head gaskets and head redesign. I essentially hemi-d the stock head slightly deeper lowering the compression which gave it less of a tendency to run away. Ken
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Post  RknRusty Mon Jul 07, 2014 8:45 pm

I'll be learning more about the fp40 soon I expect. As soon as the Skyray build is off the table, the Oriental project is on.
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Post  ian1954 Tue Jul 08, 2014 4:59 am

@Ken Cook wrote:      Rusty, the LA .46 is really a great running engine. Many choke down the venturi using the LA .25 .265" which I don't care for. I use the larger venturi's (.273"-.280"). Fuel consumption greatly increases as well as power. Running with the larger venturi requires a 5 oz tank for the pattern. The .265" in the LA depending on the plane usually can be done using 4-4.5 oz's in these parts. I'm sure the higher in elevation, the less fuel your going to use. Essentially it's a very universal engine due to being a .40 size case. It's a drop in fit to mose .40's with more power. I myself have several of the .40's, these are very disliked amongst the control line crowd. I know why, but I just resolved those issues myself using head gaskets and head redesign. I essentially hemi-d the stock head slightly deeper lowering the compression which gave it less of a tendency to run away. Ken

This is what I like about the LAs - they are prime candidates for "fiddling" with and experimentation. While I wouldn't say easy - modifications like Ken has performed are relatively straight forward.

It is easy for me to make new venturi's, modify heads and bench test - setting up for flight conditions is a different story. The all crucial 4-2-4 is something I have never played with or appreciated. My engine work has been restoration back to "as new" or "all out" tuning.

There is a fine art to selecting and configuring an engine set up for a stunt plane, complex and time consuming.
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Post  GallopingGhostler Tue Jul 08, 2014 8:37 pm

@ian1954 wrote:The all crucial 4-2-4 is something I have never played with or appreciated. My engine work has been restoration back to "as new" or "all out" tuning. There is a fine art to selecting and configuring an engine set up for a stunt plane, complex and time consuming.
This applies to control line flying. The older engines like the Fox .35 Stunt and Testors McCoy .35 Red Head can do this 4-2-4 very easily. They are older cross scavenge technology with heavier iron pistons running in a steel sleeve. Not all cross scavenged do this, and so far in my limited use haven't seen it in Schneurles.

Instead, I've obtained what is called a wet-2/dry-2. Engine runs in a "wet" or rich 2 cycle, then cracks to a faster "dry" 2 cycle when doing stunts such as a loop, wing over, etc. Then goes back to the wet-2 when back in level flight. The dfferences between these modes is the speed that the model flies. In a 4-cycle or wet 2-cycle, the aircraft is flying level at a moderate speed. When entering manuevers, it cracks into a 2-cycle causing the model to speed slightly to help better sustain it through the vertical maneuver.

I gather that not all engines are capable of this, and I've seen where that an engine will sometimes run away cracking into a leaner and faster 2-cycle, that never breaks, causing the CL plane to move out a quicker than the flier intended.

So, there is science in the madness.  Fireworks lol!
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Post  RknRusty Tue Jul 08, 2014 10:17 pm

I've had pretty good runs with my OS fp35 breaking. I think this may be what you are calling a wet-dry 2, but it accomplishes the same thing. I also don't know which type of porting this engine has. But it sure is consistent, rarely needing a needle adjustment.
Tell me what you think about the break you hear in this flight.
https://www.youtube.com/watch?v=fDlae60LYNQ



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