Tuesday, 17 September 2013

Brit. Schwing-E

The 6s (2Kw) version of the prototype Schwing E has been ready for it's maiden test flight for a few days now but the weather is holding up play!

The 'Brit Schwingey'  is waiting menancingly and patiently.

In the meantime, here's the latest info about this particular prototype.

The build for 6s has been a bit of a head scratching excercise but it all fits beautifully and comes in at just over 2.4kg so like the standard glider with 6 or 7 slugs of ballast. Incidentally, a 3s version will come in at well under 2kg and 4s just over.

Power set up is with a Reisenauer Micro Edition Plus 5:1 with a Leopard 2860/2040Kv using a Castle Creations 100a Edge Lite. Tests with a RFM 16x16 wide gives 1971w, static, with 6s Thunder Power 70c 2250mah. (power to the RX and servos is via 2s 1200mah lipos). For the first few flights at least this should be more power than ample but there is room to 'prop' harder and get even more power from this set up!

 Anyway we'll know soon enough...
Affectionately dubbed the 'Brit Schwingey'

Some fancy wiring circuits to allow switch and RX charge plug in the removable nose cone but the practicality and convenience was worth the effort

Well it needed some stripes! 

Cooling exit holes and just make out the external antenae position.- It's carbon reinforced from nose cone back.

On this nose heavy 6s version both elevator and rudder servos are in the fin. We used KST DS113MG and external bearing kits. This servo is 11.7mm thick.

Here's details of the motor installation with a carbon ring supporting the back end of the motor

The gearbox mounting just fits using the upgraded gearbox in this 6s version, normal motors will not be so close!

Here's the bottom of the fuse. The larger M4 bolt is to retain the nose cone and works really effectively. The smaller M3 bolt is to retain the RX lipo which is held on a flat plate going down the boom. The length adjusted the Cg to within range allowing fine tuning with main flight lipos location. The glass cover is a cooling exit with the scoop going into the fuse. It covers an opening making RX access much easier. Then lastly, there's the external aerials held 'out there' with a thin piece of G10.    

Just plug in the lipos and push on the nose, all the RX connections are made automatically, the flat sides and shape in general helps with positive alignment. Then one bolt to do up and it's good! 
Here's the female MPX located in the rear fuse which auto mates with the corresponding male attached to the nose cone. It's very securely bonded in! All 6 pins are used for the ESC, RX lipo (switched) and 2s balanced charge. Took some figuring!  Of course 3s and 4s versions will probable use the ESC BEC and no need for this type of circuit but the MPX 'greenies' are great for auto mating like this.

Well love or hate the scheme (we love it of course) the design of the E fuse is an exercise in function over form! This has all the credentials for a really great hotliner.

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