I consider that the American market for .60 size plane engines at elevation, is for the taking, for the first manufacturer who can produce low vibration, a FULLY PUMPING carb, and 10 lbs of thrust at 800m. We have had failures in the Tucson clubs with the OS glow-gas 15cc, I have had an OS ignition 15cc fail, and I've had real trouble trying to tune the Saito FG21 at elevation. The muffler won't stay on the Evolution 10cc gas engine.
I think that RCGF has the RIGHT idea by moving to CNC crankcases and small twins! IF the RCGF carb is really PUMPING, and can be tuned to elevation (such as 1000m), and the 21cc twin has low vibration, it would be my gas engine of choice for .60 nitro size planes. I'm having trouble tuning the Saito FG-21 at 800m elevation, and it is only putting out about 7 lbs of thrust. That is too low for a .60 size plane at 800m and vertical aerobatics.
I consider that the American market for .60 size plane engines at elevation, is for the taking, for the first manufacturer who can produce low vibration, a FULLY PUMPING carb, and 10 lbs of thrust at 800m. We have had failures in the Tucson clubs with the OS glow-gas 15cc, I have had an OS ignition 15cc fail, and I've had real trouble trying to tune the Saito FG21 at elevation. The muffler won't stay on the Evolution 10cc gas engine.
I think that RCGF has the RIGHT idea by moving to CNC crankcases and small twins! IF the RCGF carb is really PUMPING, and can be tuned to elevation (such as 1000m), and the 21cc twin has low vibration, it would be my gas engine of choice for .60 nitro size planes. I'm having trouble tuning the Saito FG-21 at 800m elevation, and it is only putting out about 7 lbs of thrust. That is too low for a .60 size plane at 800m and vertical aerobatics.