Did you plumb your tanks like Fortitude describes?

This is what I use with a 200.

this is a 64 ounce tank.

I get 15 minutes of flight with this. I can do the Advanced sequence 3 times and land with a few 100 ml's left inside the tank.

Inside there are two clunks. The fuel lines to the clunks are Viton.

Originally Posted by gobigdave

Did you plumb your tanks like Fortitude describes?

That's correct, learned it directly from Andrew while setting up our prototype 123" Laser. BTW, don't overlook the new tanks sold by AJ Aircraft

http://www.aj-aircraft.com/Gas-Tanks_c_106.html

Originally Posted by vatechguy3

I use 1 dubro 60oz tank with a tee between the carbs.

Tony

Same as Tony....except a 64 oz juice bottle tank. Works perfectly. Easy 14 minute flights (Advanced sequences) and have more fuel left than I did with the same tank I ran in my piped 170 (before installing the 200).

Earle

I picked up a 64oz Ocean Spray juice bottle to experiment, but it won't fit on the tank floor without a lot of modifications to one of the formers. I'd rather not do that. As I suspected, it sounds like 50oz may be a little short, so I will try for two 32-34oz tanks. That gets me the longer flights, and each carb gets its own fuel supply.

Thanks all!

Dave

I want to ask the pros(you guys) running this engine. I have a 1/4 scale p-47 and needing a 200cc or so power plant. Would it be wise to stick with a large twin or would you guys be comfortable running the DA 200 the pressed crank on all wide open passes?.
What's your thoughts.
Jason

Originally Posted by kork

I want to ask the pros(you guys) running this engine. I have a 1/4 scale p-47 and needing a 200cc or so power plant. Would it be wise to stick with a large twin or would you guys be comfortable running the DA 200 the pressed crank on all wide open passes?.
What's your thoughts.
Jason

I avoid doing that, and should say, I never do that with my 200's, the only time I come to WOT is on an up-line with several elements and it is windy. But, my aircraft weighs circa 43 pounds. And I fly IMAC.

Jason for that 1/4 mustang I’m guessing the new 215 big block for DA would be a better fit . Just my thoughts, like Cam I fly Imac as well!

Originally Posted by kork

I want to ask the pros(you guys) running this engine. I have a 1/4 scale p-47 and needing a 200cc or so power plant. Would it be wise to stick with a large twin or would you guys be comfortable running the DA 200 the pressed crank on all wide open passes?.
What's your thoughts.
Jason

As with most warbirds you will need all the nose weight you can get up front so something there to consider with your engine selection.



Most engines will run all day long at WOT with the proper setup/tune. The hardest part of an engines lifespan is the instant acceleration of the rotating/reciprocating components. During this acceleration phase is where the weak link will rear their ugly faces by way of a failure.

I have about 11 hours on my DA200 now. I have two tanks setup, and I'm starting to notice one tank quite a bit lower when I land. I know this is expected since the rear cylinders are a little richer. I'm guessing I've past the mark where the motor is richening up and breaking in.

This is my first DA200. Should I lean out high and low maybe a screwdriver width? The idle is starting to load up, but it doesn't cough when I throttle up. It is starting to leave more residue on the underside of the plane though. So far, I've been afraid to touch it, but I have a feeling I will need to do something soon.

Thoughts?

I have never run separate tanks, always a 64 oz juicy juice bottle and then you won't loose two of four cylinders in flight. Or you can plumb the tanks in series rather than parrallel to get the same thing. Careful not to go too lean on the 200, I usually run a blade width richer, hi and low as compared to DA's settings. Best to get it from them...

I would recommend you not be afraid to touch the needles. Go ahead and tune the motor. Turn all 4 needles in and then turn them all out 1.5 turns out
Then turn both high and low on the rear carb an additional 1/8 of turn.
Then fly her and see what happens. If it runs well and transitions well and does not fade on up-lines, I would be happy with that. But see how it performs and then tune as needed. I know you know this, but baffling is critical

Thanks, orthobird. I started with those exact settings before my first flight, and I haven't touched it since. Like my previous DAs, it's definitely richening a bit, but transitions and uplines seem to be fine. I'm just seeing more difference in fuel usage and more residue to cleanup after an IMAC practice session.

My motor is baffled up very well. Cylinder temps rarely crack 240°F according to my Jeti MU units.

Sounds good then! I would leave it alone. On my 200 mag, it has 42 hours over an 18 month period
And yes, there is oil on bottom of airplane that I have to clean

This is normal
But the key is that motor runs cool and is well lubricated

I would not mess with it

I just acquired a Dalton 300ML. Fuel system is a wreck.
It has dual tanks. Wondering where i can find some good advice on plumbing these correctly.

Joe