What engine and exhaust for AW 42% extra

[DKY]

Guys, what engine and exhaust combos have you seen work really well in the AW Extra 260 42%?

I would like excellent IMAC performance and I fly at 3800 ft ASL. I also can run 2 blade props with no issues.

How did the 3W 170 compare to the Da 150 at tuscon in the invitational class through the sequences?

cheers

Derrek

[BigBird]

DA150/ Greeves Pipes/ 32X10 Mezlick is what I flew mine with at the XFC. Jason Noll was using the same setup with a 30x12 at TAS. This airplane is very large and it is simple to put the pipes in. This set up is very impressive in the power department. Sean flew his with the 3W 170. He is running a DA 150 in it now.

[DKY]

thanks

Do you know why Sean switched? I was going to seriously consider the 3W 170CS. I have always run DA but I was thinking of going for more power and straying?

Derrek

[Jason Noll]

Sean was having some inconsistency problems with the 3W motors so he decided to try a DA that Dave gave to him at the shootout. At the moment I do not know if Sean has "switched" motor brands so please do not take the above post as being a factual statement and put Sean it a bind with his current sponsor. Time will tell what Sean decides to do.

I am running as Jason stated a 30x12 Meijlik, Greeves pipes and a DA-150. I am getting about 6500 rpm on the ground. This power system is more than enough for the airplane!

JN

[DKY]

Thanks Jason

Those look like pretty good RPM numbers.

Any setup tips you can share and a good balance point to shoot for?

How is your Carbon Gear holding up?

Derrek

[Jason Noll]

Honestly, I never have really balanced mine. After the first flight I shifted a few things until I got the CG were I felt it was good for flight performance (ie: snaps, spins, etc..). If you run Greeves pipes and the DA-150 you will want your batteries right on the wing tube. Also with this in mind that you are running pull-pull and one elevator servo per half. I have (2) 8711's on each wing and (3) on the rudder. This is the best set-up I have found for myself. Also, if you decide to run two aileron servos you should use the two inner slots and leave the slot out at the tip empty so you keep the weight out of the end of the wing.

JN

[DKY]

Thanks

You answered one question I was wondering about I think. I was on the fence whether I wanted to put the rudder servos in the tail. It sounds like they need to be up front to get the CofG in a good spot for sequence stuff.

I was going to run

2 aileron /side- 5955
1 elev/side - 8711
2 rudder - 8711

Engine I am still undecided. I ran a Da150 on K&S 1090's in my Yak 3.3m before I sold it and it was marginal to okay but not stellar in the flying power department. It turned a 32/10 Mej at around 6600 rpm which is good numbers but in the air it still was not enough. It would just pull out of a hover at maybe 1/2 mph most days and sometime not at all.

I was really hoping to make Tucson this year. First year I missed in the last 4 years. I really enjoy watching you fly Jason. I was looking forward to watching the DA vs 3W through the sequences but is was not to be and also to talk to you guys about this plane.

When you put your sold Carden through its last free style a few years ago it was exciting!

Would you be interested in sharing some pictures of your set internals?

It would be much appreciated.

Derrek

[OnTheEdge]

	Quote: Originally Posted by DKY
	Engine I am still undecided. I ran a Da150 on K&S 1090's in my Yak 3.3m before I sold it and it was marginal to okay but not stellar in the flying power department.

You are comparing two very different aircraft. The AW should be around 38 lbs with the DA/KS set up. The 3.3 was at least a 43 lbs plane (probably a little more ). 5 lbs in a pull out is a HUGE difference.

[DKY]

Ya they are very different. I really liked the Yak except for the vertical performance. I am currently flying a 35% AW extra 260 with a DA 100 on stock exhaust and it is good power but not what I would call great. It pulls out of a hover at least. Not like a rocket but a slow climb. This plane is right around 26.5 lbs right now.

I would expect the DA 150 and pipes in the 260 to be really good compared to the Yak 3.3m in the area vertical acceleration. Not only is it lighter by about 5-6 lbs it is has less frontal area so it should be easier to retain energy and develop speed from a stand still. It seems like the Greeves pipes are the ticket these days.

Derrek

[Cracky]

DKY, I saw BigBird fly his 260 (he was coming through on his way to the XFC) and it had very nice power. Where we are located we are at about 600'. Not sure of your elevation but it might make a difference.

[dmichael]

If you feel you need every bit of power from an engine and don't mind the cost/work of installation then the long pipes seem to be a good option.

If you don't then I'll put in a plug for the JMB cannister mufflers. These are so easy to use it's ridiculous. No extra power but don't require any special header length- you just mount them where they fit and go. They really sound great too- a deeper tone without any "tinny-ness" that I have notice when running tuned cannisters (not pipes). They are also fairly inexpensive.

Especially if you are planning on running a 170- you should have way more than enough power. I have a set on a Super 160 in a 40% Carden and have more than enough power for any IMAC class.

Dave

[DKY]

Does anyone happen to know the weight difference between the Greeves pipes and the KS 1090 pipes?