project pattern
W
Redux
hen Project Pattern Redux started in March 2012, I want- ed the series to be as compre- hensive as possible. Given I am a committed user of electric power, I asked my good friend Bryan (yes, with a “Y”) Hebert, a committed YS user, if he would be able to contribute some of his sage knowl- edge about the latest and greatest YS en- gines and detail his proven methods for get- ting the best performance from YS. With Bryan being perpetually busy, Brian (yes, with an “I”) Clemmons, a good mutual friend of Bryan and myself, entered the mix. Brian is another committed YS user, and I introduced him in the February 2013 issue of Project Pattern Redux. Brian conveyed a lot of great introductory info from Bryan regard- ing YS engines for use in Pattern planes. The intention was to have additional followup material presented by Bryan or Brian in a future issue of Project Pattern Redux. Well, after being perpetually busy preparing with Brett Wickizer for the 2013 F3A World Championships in South Africa, Bryan is again perpetually busy carving a plug for a new Pattern design, the Allure, which is slated for kit produc- tion in the spring of 2014. After a lengthy visit by Brian to Bryan’s shop, Brian is gra- ciously back this month to convey the lat- est info about YS engines used at the World Championships along with more tips on operation and maintenance of YS engines.
From Brian To start off with, I want to cover some quick bullet points on how to operate the engines: • Unless stored for long periods of time, there is no need to run the fuel completely
by dave lockhart with algirdas ungulaitis You can reach Dave Lockhart via e-mail at
davel322@comcast.net
PHOTOGRAPHY: BRIAN CLEMMONS
This Shindenbegan life with a YS 160 installed, moved up to a 170 and finished its days with a YS 175. No modifications were needed, as the motors are direct drop-in replacements for one another.
out, or to apply any after run oil. The four strokers are quite forgiving in this respect. • Store with an old plug, new plugs don’t store well. • Check valve clearances every 100 flights, adjust as needed. Follow the manu- facturer’s recommendations. Too loose isn’t much of a problem, but too tight definitely is a problem. • Use good fuel. Bryan, Chip Hyde, Brett Wickizer and I all use Cool Power fully syn- thetic from Morgan Fuels. We’ve all used many different fuels over the years, and have found Cool Power has the best lubri- cant package, leading to longer and more re- liable runs. Yes, we are sponsored by Cool Power, but would be using the fuel anyway if we weren’t. It’s that good.
• 20% to 30% nitro is best. Hot, humid weather may need higher nitro, but the newest YS 185 will run on 20% regardless of heat and humidity. • Synthetic lubricants will not plug valves up like castor oil will. • With the pumped versions, install a check valve on the end of the vent line, al- lowing air in but containing fuel from escap- ing. Fuel dribbles ruin paint and make a mess. Pinch off the fuel line while transport- ing. A hot car will make the tank swell, and force fuel out through the head. The newest YS 185 is the least susceptible to this problem. • Change bearings every 500 to 600 flights, or as needed; piston rings and sleeves every 700 to 800 flights, or as need
A good shot of the cooling openings (above left) in the front of the engine, which allow natural cooling to permit repeated flights without additional cooling
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time after flights. This is the first of the YS fuel injected engines (above right), the 140DZ. This particular engine originally belonged to Chip Hyde.
DECEMBER 2013
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