An earlier picture at the Bayside club with mechanics and fuselage only.	In a slow pass around the field, looking to the east of the field.	A closer shot of the Allouette at the field.
Left side of the Allouette with the start of the Huey behind.

As with my other models, I have always been open to trying something new. The Allouette II was no different. I admit I have never liked glow powered engines but after a few dicussions, I agreed to try a 4-stoke glow engine in the Allouette. The benefits seemed logical, almost no exhaust plume, rather quiet and traditionally has a high fuel economy. Initial test flights seemed promising but I soon learned what nearly everyone else in model helicopters feels about 4 stroke engines.

I was able to hover the Allouette II for 4-5 minutes without problems, then it seemed as if I was losing power and the model would slowly settle back to the ground. I made the classic mistakes here, assuming the engine was overheating I fiddled with the carburetor to improve performance, but logical carburetor adjustments resulted in unpredictable performance. Ok, chock it up to inexperience with 4 stroke engines.

After I got home, frustrated with this engine I started looking at the model and noticed black dust around the engine compartment. To make a long story short, from a cold start the clutch lining would be fine until 4-5 minutes went by and the lining litterally melted free from its clutch bell (JB Weld is only so strong) and it would appear the engine is losing power. The correct assumption is that the engine is ok, but the helicopter is losing its transmission of power to the rotor head. Conclusion, to effectively use a 4 stroke engine in a model helicopter, the clutch shoe, lining and clutchbell must be designed for that engine, which as I have learned is nearly never done by the main stream manufacturers. But, in the end it was a learning experience.

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