Can the DL ignition handle more than 6 volts?

        The ignition module is marked “Working voltage: 4.8V – 6.0V”.  Further, I have been instructed by DL to make sure everyone knows the ignition is rated for a maximum voltage of 6.0V; that’s the reason the Operating Instructions say:

"The DL50 ignition system is designed for input voltage ranging from 4.8 to 6.0 volts, no more and no less."

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"NOTE:    A 6 volt or larger battery pack must be regulated to between 5.2 and 6.0 volts or it will supply too high a voltage to the ignition module."

Understand that “Working voltage: 4.8V – 6.0V” does not mean pick either a 4.8V or 6V battery pack, it means the voltage must be between 4.8 volts and 6.0 volts. I have tested the ignition to speeds beyond the operating range of the engine with 4.8 volts and it operates as it should. There is no need for voltage beyond the stated range; it will not help, only risk damage / failure. Use of higher than 6.0 volts is at your own risk; some have done so with no problem while others have had failures.

What's the torque spec on the spark plug?

        7 to 8 ft-lbs.

Is the "on the ground" break in procedure necessary?

        We have an engine mounted in the "DLing" (the DLUSA Bling) that was broken in, "in the air" and so far it's running just great. Many customers are reporting similar experiences with engines that they've broken in in the air. When you're breaking in an engine, there are things you want to do, and others you do not.

• You want to give the ring a chance to wear in to a more perfect fit to the cylinder wall. Use of petroleum based oil along with light loads and light throttle use during the first few gallons of gas helps here.

• You don't want to overheat the engine. For several reasons, a new engine tends to develop more heat than one that's broken in. Again, lighter loads (22X8 prop, less weight) and lower throttle settings (no full power verticals) help here. It's also critical to make sure the engine has adequate cooling air flowing over the cooling fins.

• You want to make sure the engine is running efficiently. Proper (not overly rich) fuel air mixtures and proper gas to oil ratios help here. Let the break in oil do its job; resist the temptation to run rich like you would with a glow engine.

The on the ground break in procedure is designed to help address the above concerns. If you watch what you're doing, you can achieve the same result "in the air".

My personal breakin procedure is as follows:

For the initial break in, I like to mix 2gal of regular gas with 8oz of petroleum based 2 cycle oil (such as Lawnboy Ashless – available in an 8oz can from Home Depot) which provides a 32:1 ratio. The first 20oz or so should be run with the engine on your plane, the plane on the ground with the cowl off and the wings on. Engine speed should be kept at between 2000 and 2500rpm. During this run in, the idle speed will creep up so you’ll have to turn it back to keep it in the 2000 to 2500 range. After 15 or so ounces, the engine speed will stabilize. After that, you can optimize the mixture settings according to the operating instructions. After that, install the cowl and fly the plane in break in mode; vary the throttle, keep from long / high load settings, etc. After the 2gal of break in gas is consumed, switch to high quality 100% synthetic oil mixed at the oil manufacturers recommendations. I prefer Amsoil Saber Professional (available from them directly on the internet), which is made for use at as little as a 100:1 ratio. I prefer to mix it to an 85:1 ratio (3.5oz per 2gal of regular gas). This keeps the engine very well lubricated and also keeps the inside of the engine clean and running great.

So why did DL use 2 crankshaft bearings and not 3?

        Simply put, engineering expertise. Let’s face it, more does NOT necessarily mean better. If using more, smaller and cheaper bearings was the right engineering decision, the DL50 would have 5, no 10 bearings.  Another way to approach the subject would be to ask why you would ever want to use 3 bearings in an application that needs no more than 2? Perhaps because you’re basing your engine on a very old design?

        Let’s look at it from a manufacturing perspective too. Align boring an engine case for 3 bearings is a much more difficult process than it is for 2. As a result, there’s added cost, added scrap and added variances required. These are NOT good things. Again, why you would ever want to if it wasn’t necessary? Bragging rights?

What is the proper method for mounting the engine using the stock mounts?

        The engine mount that comes with the DL50 was designed by the manufacturer to be mounted with the closed end to the firewall and the open side to the engine. Mounting in this manner provides the best structural strength and resistance to metal fatigue under normal use.

        While using the mount backwards might provide greater protection to the engine mounting tabs in the case of crash impact, it will however, subject the mount to increased risk of fatigue related failure from otherwise normal use. This method is NOT recommended by the manufacturer.

       Crash impact is not considered normal use and as a result, damage from it should be expected.  Any suspected damage from impact should be inspected and repaired properly before any further use of the engine or mounts. A bent or stressed mount should never be straightened and re-used; it should be replaced.

        Additional mounting instructions are included in the MANUAL.

How frequently is your website updated?

        Pretty much every day. Be sure to click your "refresh" icon on every visit so you don't end up looking at a cached copy stored in your computer.

Are spare parts available?

        Yes, we maintain a stock of spare and replacement parts. Let us know what you need through email at support@dlusa.net . If we don't have what you need on hand, it's usually between 3 and 10 days away. A detailed parts diagram and parts price list is on the PARTS page.

Do you take glow engines in trade?

        No but we have some we'll sell cheap.

Is there an advantage to a gas engine over a large glow engine like a Saito 220?

        Yes, there are several advantages. The cost of operation is significantly lower with a gas engine. 2C regular gas is less than $3/gal whereas glow fuel is $14/gal or more. On top of that, the rate at which fuel is used in a glow engine is much higher than gas in a gas engine. The DL50 engine uses about 1oz per minute of flying time.

        Gas engines are also considered more reliable than glow engines, especially in low power situations such as landings. The DL50 has an electronically controlled spark plug ignition system similar to what you have in your car. A gas engine does not rely on stored heat in a glow plug for ignition.

        Gas planes are also much easier to keep clean, especially after they're broken in and running on synthetic oil.

Are you going to sell any decals?

        Badbradgraphics currently has cowl and other decals available in just about any size and color combination you might want. We also have some mighty fine looking DLUSA logo T-shirts available now too.

Are you going to be at any of the shows?

        Yes, we we're hoping to be able to debut at Joe Nall in May but arrangements didn't work out. We're working on a schedule for the future and will post our plans as they become available.

Even though I bought my engine from Peak, you still want to post my pictures on your website?

        You bet. I think everyone would like to see your plane and hear about your DL experience. Send me links to your videos too.

Perhaps I missed it somewhere, but what kind of warranty is being offered?

        The manufacturer's warranty is that "the engine will be free of defects at the time of sale". In addition to the manufacturer's quality control procedures, we inspect all DLUSA engines prior to shipment to customers so material defects should be caught before they get to customers. We don't test run them though so something may get passed us. If it takes you 6 months to get your engine in the air and you then find out the carburetor for example is defective, it will be repaired or replaced upon return to us.

        We have experienced excellent support from the manufacturer which we believe will keep most people happy, even long term. In my discussions with DL China, they are very proud of their product and very much want people to be happy with it. It genuinely disturbed them that there was a problem with some early carburetors and they wanted the situation resolved as quickly and painlessly for the customers as possible. I think that speaks very highly for their willingness to provide after sale support. I know what I want in product support when I buy an engine and that's exactly what I'm going to work for with these. If I didn't think I could do it, I wouldn't sell the engine.

What size battery do I need for the ignition?

    The DL50 ignition system is designed for input voltage ranging from 4.8 to 6.0 volts, no more and no less. A battery pack of 1200mah or greater may be sufficient for a day of flying for most users. Check your battery voltage with a voltage meter before every flight and do not fly if the voltage is not between 5.2 and 6.0 volts; the voltage at the start of a flight may not remain for the duration of the flight. Disconnect the battery from the ignition system while charging the battery. The ignition module should be connected to the battery through a heavy duty switch, mounted where it can be reached easily when starting the engine.  NOTE:    A 6 volt or larger battery pack must be regulated to between 5.2 and 6.0 volts or it will supply too high a voltage to the ignition module.