governor

A governor is, in most cases, an individual public official with the power to govern the executive branch of a non-sovereign or sub-national level of government, ranking under the head of state. read more at WikiPedia

  • An original way to mount the sensorbysgunn911 
    correct cooling fan
    global view
    sensor mounted
    result


    "Finding out that the GV-1 Brackets were not meant to be used with a Caliber 30's clutch hub being directly in the way, I decided to get creative.

    This worked out perfect, and is probably better that the normal installation method. I used a cooling fan from Correct, (item 416-141) and used the rim around the top to install the magnet. I then mounted the sensor on the TOP of the fan facing down and drilled a hole and shaped it to fit the sensor.

    The sensor now sits above the fan facing down, and is receiving at a 97% (which is very good). It also is mounted to the frame instead of a long bracket, and doesn't move around. This method also makes for a much cleaner look, as there is no brackets used to mount.
    "

    All credits to sgunn911, his gallery at runryder and website CUSTOM-RC.COM
      "Installing the GV-1 sensor on the Caliber 30 can be tricky because the fan, where the magnets are mounted, is above the clutch. I've seen many modified brackets on the web to 'bend' the sensor around the clutch. However, I found that..."
    more on his site
    http://www.cjwoods.com/Caliber_30_tips.htm

  •   Replacing the sensor with an optical one
    http://www.helidriver.com/OpticalSensor.html
      all credits to Helidriver


  • by Steve SimpsonThis email address is being protected from spambots. You need JavaScript enabled to view it.

    > Hello, I understand the failsafe issues with the Governor so that you do not blow the engine. But how much of a risk is there to actually have your engine blow up on you.
    In model helicopters, there will always be some load from the fan and factory heli's tend to have somewhat conservative gearing so with a stock motor running low or no nitro as is common in Europe, it would take a pretty unusual set of circumstances to actually 'blow up' and engine.
    In the US is common to have .30 size helis converted to .46 and running high nitro and tunes pipes. In this case your margin of safety gets pretty slim . . .
    . and it doesn't take a lot of coaxing for certain brands to spit rods . . particularly if the carb cannot maintain a rich mixture when the RPM's suddenly go through the roof. Engine damage from over revving is cumulative though. Like smoking cigarettes. You don't have to 'blow up' an engine all at once . . . it can be done over time . . . As with bending a paper clip back and forth . . . you get away with it the first few times.
    There has been a lot of chatter recently about engine damage, but the greater danger is in overspeeding the head itself. Aerodynamics will limit how fast the rotor will turn without engine power because drag increases exponentially as the airflow accelerates the blade, so there is a natural 'air brake' of sorts.
    However, when the rotor is spinning up via aerodynamic power, the engine is free to really give it shove into the 'red' zone. Spitting a rotor blade is a much more serious event than spitting a connecting rod.

    > What other benefits do you reap from installing one into your heli?
    One of the vexing things about model heli's up until recently was attempting to provide for some type of 'synthetic' governing of engine speed. Early on it was with interconnected linkages and later with our friend the 'throttle' curve . .. . no matter how many points there are on a throttle curve, it is still a
    static curve and cannot adapt to the various conflicting conditions found different flight maneuvers. Therefore, throttle 'mixes' are used to attempt to
    give the basic curve some ability to adapt to situations that require more or less power than the basic static curve provides.
    Even with all these tools available, often a mix 'robs Peter to pay Paul' and fixing one situation worsens another. The more power your heli has available and the more . . . 'enthusiastic' your flying style, the worse this situation becomes. While there is always a guru who claims to be able to get 'perfect' engine speed control, the fact is that some situations that cause over revving cannot be resolved by curves and mixes. Since these setting are all static, the only solution is to have multiple flight modes where a different set of settings can be stored. Then you simply switch to that mode when you anticipate the
    situation.
    Are we having fun yet?
    A governor eliminates the need to worry about any of the stuff in this post . .