RocketRob

My Feedback: (1)

time to get it in an airframe.

this looks too easy

greggles47

Looks nice Rob,

What motor is it?

I must say that I'm not comfortable about inverted mounting that has a non-parallel surface onto the bearer. Unless you really crush the lug into the bearer there can't be full load bearing ability.

In Oz we use a method that gives perfect contact for drop in style engine mounts. The motor is mounted directly to an aluminium submount that is then dropped in and screwed to the wooden mounts. This method is used on Team Racers up to 25 size.

ffkiwi

If that's the APC 6.5x2.9 prop then you've got the right load for the engine-my BB std version turns this at over 18,000-and the PB std at 16,500. [also a very good prop for the Cox TD 09 and Cipolla PF7 09]On the published test data, that should get it bang on the horsepower curve peak in the air.Whether it is enough pitch for the airframe is another matter. Lets hope that MP Jet go back to producing them-even if in occasional batches, as they have with their Classic 040.

'ffkiwi'

RocketRob

My Feedback: (1)

Greggles,
Yeah a bit of work is in store on the bearers, This is built pretty lightly for electric and will require some attention. The engine may get moved rearward a bit to allow a nice fit of the cowl. While this engine (MPJett 1ccpb) is not exactly a powerhouse it is pretty strong for it's class.



ffkiwi,
Yes that is the 6.5x2.9 apc.
This is the plain bearing version - I've not run a bb yet.
I believe I've read your advice about this match elsewhere.
It is a perfect match. My little pb engine with muffler, gets 17,800 on this prop and 11,700 on the 7x4 - both within 4mph pitch speed (2.9 higher @48mph) but the thrust almost doubles on the 2.9 to 1.70lbs.
I do want to try cutting a 6.5x3.7 down a bit?
I don't think I'm alone is stating these are not easy starting diesels - but they run so strong you tend to overlook that and with a delightful carb.

The model is the HET Racer made in Holland. It came in 3 flavors. It has the classic (inverted inline) Golden Age Racer look. A friend is flying one on electric and it looks like a pretty fast little airplane for this engine.

ffkiwi

RocketRob you're doing well for the plain bearing version then, I'm not getting much more from the BB version on that prop and the std intake. My PB one is still running in-but will end up in a FF duration model for the Kiwi Power plain bearing diesel class we fly here. Its as powerful as any plain bearing 1.5 I know of-and a lot lighter-to the tune of 20g or so. The 7x3 Master is also quite good-though not quite as efficient as the APC 6.5x2.9-its a lot less lethal on the fingers.............

'ffkiwi'

RocketRob

My Feedback: (1)

Here is a photo of the plane.
Fairly thin airfoil - baby is built for speed30's style

I need a bit more pitch speed than the 2.9 for this plane
cut down 6.5x3.7

I've run this engine for a while, still no real joy to start, but once spinning up - I like it!

AMB

Guess you have a pocket rocket there--any ideal of mph on this??
Just walked in the door and was greeted by 2 sonic booms as the shuttle passed overhead for a landing only about 40 miles from the cape here martin

RocketRob

My Feedback: (1)

Hey Martin,
The 2.9 at 17k is 48mph - I gotta get more than that with the 3.7.
But I think this airframe should be a good match for the little Czech diesel

SGC

Sweet looking model, should be quick in all directions, do keep it light or the glide will be like a brick with fins(space shuttle ), how about a 5.5x5" prop?
Stewart

AMB

think it will beat the beaver--Is that engine available ????? martin

SGC

Martin,
Edd Carlson mat still have some MP Jet061 BB diesel C/L engines left( I recently purchased 1), but he has no R/C diesels left or spare carbs.
Stewart

RocketRob

My Feedback: (1)

Stewart, I looked at that prop and I think - You are so right!

Has a bit lighter load than the 6.5x2.9 so should spin up a bit more?
I've seen these rods, so no worry there

pitch speed goes healthy 70's and maybe 80's? But loose a half pound thrust - Damn, have to fly this diesel on the wing

AMB

Just checked Carlsons site the only MP061s are glow rc no diesels martin

paw080

Hi AMB, I suggest that you not rely on anything you see on Ed Carlson's website...or his email
either. He does not keep the site very up to date. Give him a phone call for pertinent and accurate
info. Ed is super amiable and informative. also tell him hello for me...Tony Gallegos in Corona,
California.

AMB

Tony how right you are on the web site thing.I always call him when I get an engine from him and the conversations usally run at least 20 minutes really a very nice person to deal with martin
next time will say toiy say hello I am hanging in there for an MP jet 061 rc diesel

Mr Cox

Just got my engine (glow, RC) from him, took quite some time through e-mail, should probably have phoned instead...

Really nice engine and high quality, it was so tight I had to use a torch to heat it up for the first run

Mr Cox

Just noticed inthe pictures above that it appears to have a twin needle!?

The glow version doesn't, and thats a real shame...
(air bleed is fixed through the throttle barrel [:'(])

RocketRob

My Feedback: (1)

airframe progressing between "fleet repairs"[:@]


new chief pilot
hope he can land better than ???

skaliwag

My Feedback: (1)

No wonder it's taking so long... Look who's calling the shots.

RocketRob

My Feedback: (1)

Krusty, smears grease all over from his Krusty fries....

Finished up the wing servo linkage, elevator servo linkage, glued tail on.
Chopped about 3/4" off the nose and fabricated a new bulkhead

I've got to fabricate a little muffler extension


Man, there's not much wing here........

gcb

MAN!...you're not just clowning around...

George

RocketRob

My Feedback: (1)

Nose is lookin a bit beat up
a bit of cutting, hacking, carving, bumping
if I make a pile of the parts i'm at 13.7 ozs.
plus tank and misc. stuff yet to hang - under 15ozs is sounding doable. The Electrics were 16-17ozs

the little vacuform cowl seems like it will turn to a bloob at the first mention of fuel and heat - besides it won't fit now
I'll need to make something

RocketRob

My Feedback: (1)

Keith Rider had a new small racer at the 1936 Nationals. This was the R-4 and was a departure from the former Rider racers. His earlier racers were monocoque construction and the R-4 was steel tubing, with a wood fairing covered with fabric. The plywood covered wing used a symmetrical airfoil and the landing gear had a wide tread and folded inwardly with a manual retracting mechanism. The racer had an 18 ft. wing span and a length of 19 ft. 6 in. It weighed 925lbs. empty and 1325lbs. loaded. Painted a bright yellow, it carried license number NR-261Y, race number 70 and was powered by a Menasco B6S Buccaneer 489 cu. in. displacement engine. Roger Don Rae, who had raced the Rider R-1, was pilot of the new job. Roger, as always, turned in an impressive performance at the 1936 Nationals. He won the 550 cu. in. Shell Speed Dashes with a speed of 225.544 mph, and then really polished the pylons to finish third in the Thompson Trophy Race with a speed of 236.559 mph. He finished fifth and sixth in two 550 cu. in. Greve Events with speeds of 212.325 mph and 218.155 mph.

Bill Schoenfeldt acquired the R-4 in late 1936 and hired the original crew who had built her to rebuild the racer. He replaced the B6S Buccaneer engine with a new Menasco C6S-4 Super Buccaneer. This was a six cylinder 544 cu. in. displacement engine built for racing. Many cooling problems were experienced as the crew was not satisfied with the engine and wanted it to wrap even tighter than the factory had set it up. The engine itself was longer and presented a CG problem. These were all worked out and the engine was tuned to turn 3500 rpms. The racer was renamed the "Schoenfeldt Firecracker" and had its first taste of competition at the 1937 International Air Races in St. Louis. With Gus Gotch as the pilot, the racer placed second behind Marion McKeen and the Brown "Miss Los Angeles". Their speeds were 239.9 mph and 240.0 mph . . . almost a dead heat.

RocketRob

My Feedback: (1)

And the less than spectacular history of this R 5 JackRabbit
- Chinese Restaurant
RIDER/ELMENDORF R-5 “Jackrabbit” – NX264Y


Veteran California race plane builder Keith Rider built two new racers for the 1936 season that were essentially identical, the R-4 and the R-5. Even though the R-4 had a more successful career, the R-5 is a treasured racer because it represents the technology of the state of the art of the smaller class racers of 1936.

The racer was powered by a 6-cylinder, inverted, inline, air cooled Menasco engine. The only significant difference between the R-4 and R-5 was the R-5’s wings were two feet longer, adding 80 pounds to the empty weight of the aircraft. The wing was a one piece, all wood, two spar unit with plywood covering overlain with fabric. The fuselage was a very simple steel tube truss with fabric covering on each side and nothing more than sheet aluminum wrap around fairings forming the top and bottom sides.

The airplane was sold to Dave Elemendorf who raced it at the 1936 Nationals at Los Angeles as the Elmendorf Special. Dave painted the racer a cream yellow and was assigned race number 22. The Elmendorf Special placed third in the 550 cu. in. qualifier at a speed of 224.551 mph, winning $150.00.

By the 1938 Nationals the R-5 was under new ownership again, the Marcoux-Bromberg team, who painted the racer a dramatic black and yellow and retained race number 22. Someone had dubbed the racer the “Jackrabbit” and a bunny at full lope was painted on each side of the vertical fin. Earl Ortman was the pilot of the Jackrabbit in the 1938 Greve race where he finished fourth after he was flagged down after 16 laps at an average speed of only 192.503 mph. The team won a thousand dollars in prize money nonetheless.

A sick engine at the 1939 Nationals was the end of the Jackrabbit’s active racing career. Little is known about the R-5 after retirement, but it was rumored to be serving as a billboard for a Chinese restaurant in California.

In 1963 the racer was registered to James Garvin of Walnut Creek, California. In early 1966, James put the aircraft on long term loan to the EAA Museum, where it was given a cosmetic rejuvenation by Bill Chomo and the restoration staff. Later, the Jackrabbit was registered to Morton Lester, who permanently donated the racer to the EAA AirVenture Museum in 1980.

RocketRob

My Feedback: (1)

Reding up on some of the reviews and build threads for these planes and I find one guy loving his plane and mentioning of 17ozs AUW and 24ozs thrust on an Axi outrunner and 3s lipo.

With the 6.5x2.9prop the little diesel calcs out to 27ozs thrust and I am pretty sure I will come in under 16ozs[8D]