Electric Formula one

[robbert]

http://www.nmpra.org/rules/EF1NewRules_3_[1].pdf

[robbert]

http://www.nmpra.org/phpBB3/viewtopic.php?f=1&t=2352&start=15

[wubbo]

Ziet er leuk uit is grotendeels houtbouw en erg betaalbaar.

Ook grappig te zien dat het vermogen simpel wordt bepaald door de afmetingen van de motor.

Zou ook wel wat voor NL zijn denk ik, maakt vast niet al te veel lawaai.

Enig idee hoe hard dat gaat?

[M.l.v.Doesburg]

Mooie kisten

[RC-mike]

Ziet er leuk uit, en zal vast goed betaaldbaar zijn.
Aan welke snelheid moeten we hierbij gaan denken?

[robbert]

Electric Formula One http://www.nmpra.org/phpBB3/viewtopi...=2352&start=15
Those of you who attended the NMPRA annual banquet will recall that I committed to the membership that we would begin a project to study and create a new class of pylon racing for electric airplanes. We recognized that electric airplanes are more than just a fad and are rapidly becoming mainstream in the remote control arena. Indeed, in many places, due to noise and space restrictions, electric flying is the only option available to many fliers.
Since that time there has been an enormous investment of time and money put into this project. We have built and flown numerous airplanes and used many different power systems and components. We collected significant data from many people who were also experimenting with electric racing airplanes. We also communicated with a variety of manufacturers of airplanes, motors, electronics, and batteries to solicit their input. Our goal was to create an event that featured exciting aircraft, which used readily available and reasonably priced components. The target speed was to be at least as fast as the current 424 class using today’s off-the-shelf components. We also insisted that the airplanes be attractive, easy to build, and offered flying qualities that made not only a great racing airplane but a great flying sport airplane that anybody would enjoy flying. We recognized that trying to convert a current racing class to electric was not practicable. From the start, we wanted an event that could be flown on both the short course and a two-pole course to accommodate all field sizes. We ultimately settled on an airframe sized somewhere between the old QM15 class and the current Q40 class. This size airplane allowed us to access a wide variety of power system components, parts, propellers, and electronics. It was big enough to offer a low wing loading and an ability to handle winds, yet small enough that building one would not break the bank.
Achieving these goals was a pretty tall order; however, early on I drafted Jerry Small to take the lead on this project. Jerry is, without a doubt, one of the most talented aircraft designers of our time. Jerry is responsible for numerous designs, known not only for their great flying characteristics, but also for their innovation. Not only is he an enormously talented designer, but also he is a tenacious and tireless worker who would accept nothing less than total success at meeting all the goals laid out in this challenging undertaking.
What Jerry came up with is a family of airplanes based on a similar airframe. So far he has an LR-1a, Denight Special, Midget Mustang, and a Little Toni. The airplanes were designed around the .25 size outrunner motor.
Those of you who attended the NATS saw some of the early prototypes that Jerry produced. We tried to get as many people as possible to fly these airplanes to solicit their input. I am happy and proud to say that the response to these airplanes has been overwhelmingly positive and has exceeded our expectations. The airplanes are an absolute delight to fly, both as racers and as sport airplanes. Racers, pattern fliers, and sport fliers have all been impressed with the airplane and all had only one thing to say after flying the prototypes; "Where do I get one of these?" Based on the interest we have seen in these airplanes, we are hopeful that there will be at least one line of reasonably priced ARF’s offered in the near future to anyone interested.
What is presented here is the proposed set of rules for this exciting new event, which has been submitted to the AMA for adoption as the new electric pylon racing class. To summarize the rules, the power system is specifically designated by providing maximum size limits on the motor as well as a weight limit of 225 grams (approx 8 ozs.) and a maximum of four cells for the battery pack. The airplane is to be a replica of a full size formula one racer, of built-up construction with plastic film covering (no composites), and have a minimum wing area of 375 sq in and a maximum span of 52". Minimum weight is 3 ¼ lbs. and maximum is 3 ¾ lbs. The wing is a minimum of one inch thick, and the fuselage is a minimum of three inches wide and six inches deep. Read through the rest of the rules to get the rest of the info, but the bottom line is that these airplanes are good looking, great flying airplanes that are at least as fast as the current 424 airplanes. We are running 4-cell 2500mah lipos and a variety of motors, ESC’s and props. I predict that this event will be a huge success and that there will be a large amount of airplanes and power

[Wimh]

Zonder energie limiter en met een minimum batterijgewicht voorzie je best maar een hele kist geselecteerde batterijen per wedstrijd om competitief te zijn....echt betaalbaar is het dan niet meer.

[robbert]

Daar heb je helemaal gelijk in en daar schijnt aan gewerkt te worden. Dit is ook een voorstel voor de regels de definitieve versie wordt deze winter verwacht.

Mijn idee is om niet de energie te limiteren maar het vermogen.

Limiteren van energie geeft goede vliegers extra voorsprong omdat ze hun energie dan in kortere tijd kunnen gebruiken en dus meer vermogen en dus snelheid kunnen ontwikkelen. Dit maakt de kloof voor de instappende vliegers veel te groot. Mijn voorstel is vermogens limitering mits dit goed en nauwkeurig te reguleren is waarbij de onderlinge verschillen niet meer dan zeg maximaal een half procent zullen zijn. Of een gouvenor mode waarbij het toerental constant gehouden wordt met een met een voorgeschreven propeller of propdiameter. Dit heeft als bijkomend voordeel dat je de geluidsproductie in de hand kunt houden wat weer een voorwaarde is om het op elk veld te kunnen vliegen.

Robbert

[RC-mike]

Mocht je dit willen introduceren in Nederland, mischien is het dan handig om eerst eens te testen met voorgeschreven setup`s , net zoals bij de electro Q500,

Mike

[wubbo]

Lijkt mij wel een leuke klasse, ik las op het nmpra forum dat de f5d jongens een currentlimiter hebben.
Om Jerry (die weet er meer van) hier over te kunnen ondervragen (mailen) moet je eerst geregistreerd zijn, dat gaat daar volgens mij met de hand. Duurt dus nog even.
Op hoofddorp vliegen ook 2 jongens met dit soort kistje, b.v. een barbara Jean. gaat ook flink vooruit, zit wel een grotere setup up dan voor deze klasse.

[JohanvG]

f5b en f5d gebruiken een energie limiet, geen limiet op het maximum current.

[wubbo]

Johan heb je het artikel gelezen?, men spreekt over current.

<H3>

Re: Electric Formula One Discussion

by Darrol » Mon Oct 05, 2009 7:46 pm
The F5D guys came up with the method of leveling the playing field with their event. They came up with a current limiter. they get to use a fixed amount of current in their 10 lap races. It leaves the battery choice open as well as the motor and prop choice. They can get the most power and speed out of their aircraft, but are limited on the amount of a batteries capacity that they can used. I am sure that this technology could be adapted to this event to keep the cost down and the competition up...

Dan Kane and Travis know all about this and if it could work with this event.

</H3>

[robbert]

Johan heeft gelijk en Daroll weet niet waarhij het over heeft.

[wubbo]

Zou kunnen, zoals ik het lees is er echt over current nagedacht.
Weten we snel genoeg als ik op dat forum kan inloggen.

[JohanvG]

F5b en d gebruiken gewoon een energy limiet, dat staat in de regels. 1750watt*min voor f5b en 1000 uit m'n hoofd voor f5d. Daroll bedoelt volgens mij hetzelfde alleen met een wat kromme uitleg. 2 posts verderop staat wel een goede uitleg van Randy Smith.

Dit is de zin van Daroll die voor mij de energy limiet aangeeft: "They can get the most power and speed out of their aircraft, but are limited on the amount of a batteries capacity that they can used."

De "Replica rule" is trouwens wel erg leuk.