Cox 09
09-27-2013, 04:09 PM
#26
The first plane I tried the ASP .12 on was a scratch built delta where the wing was as wide as the engine at the wing's root section. So it was a pretty fat wing at the root, but the 1/16" balsa sheeting compound curved nicely [in a concave sort of way] to a fairly thin airfoil section as soon as I figured it could be forced to lay against progressively thinner ribs. The "trick" is to mist the ribs with Zip Kicker, then lay the sheeting down and tack it down with thin CA as you press down the sheeting with your free hand.
The engine was mounted to lay "flat" and it was faired in with a fiberglass cowl. The engine was recessed back into the wing, so at 1st glance it looked like an electric powered plane.
The model did well over 100 with a 6x4 and close to 130 or so with a 5x5. Launches with the 5x5 were always an adventure, but with a 6x4 they could have been done at any angle and no worries.
The engine is a great value for $30, but take it all apart and build it back up step by step as you inspect all the parts for proper fit and cleanliness..
The engine was mounted to lay "flat" and it was faired in with a fiberglass cowl. The engine was recessed back into the wing, so at 1st glance it looked like an electric powered plane.
The model did well over 100 with a 6x4 and close to 130 or so with a 5x5. Launches with the 5x5 were always an adventure, but with a 6x4 they could have been done at any angle and no worries.
The engine is a great value for $30, but take it all apart and build it back up step by step as you inspect all the parts for proper fit and cleanliness..
Last edited by combatpigg; 09-27-2013 at 04:16 PM.
09-28-2013, 03:12 PM
#27
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My very loving wife called me today with good news, she was called by Ted the owner of our lhs, he received an unused engine mount, and new cox 7x4 "grey" prop today to go with my 09. She graciously picked it up, for free. I feel like I should send this guy a Christmas card this year! Lol
i preserved my needle valve, and began contemplating fuel, I run my 049s on the cox brand fuel from towers it's something like 25 or 30 percent. Is that content nitro nessicary for the 09? Or could I get away with something like 15?
i preserved my needle valve, and began contemplating fuel, I run my 049s on the cox brand fuel from towers it's something like 25 or 30 percent. Is that content nitro nessicary for the 09? Or could I get away with something like 15?
10-01-2013, 08:41 AM
#29
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Cox TD .09's are great engines.
Mine flies a "Wild Thing", 350 sq in and 30 oz auw very well.
I run a MAS 7x4 wide blade at 15K.
The R/C carb/muffler TD .09 that you show above, might bring $150 on EB.
Mine flies a "Wild Thing", 350 sq in and 30 oz auw very well.
I run a MAS 7x4 wide blade at 15K.
The R/C carb/muffler TD .09 that you show above, might bring $150 on EB.
10-06-2013, 07:38 PM
#30
As I recall .010 through .020 were considered "1/4A", .049 through .074 were "1/2 A". .09 though .15 were considered "A", and larger engines were "B", "C" and "D" sizes.These designations were used in various AMA competition events. The Tee Dee .09 was quite powerful but would probably not rip wings off the Mach None.
10-10-2013, 05:23 PM
#31
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As I recall .010 through .020 were considered "1/4A", .049 through .074 were "1/2 A". .09 though .15 were considered "A", and larger engines were "B", "C" and "D" sizes.These designations were used in various AMA competition events. The Tee Dee .09 was quite powerful but would probably not rip wings off the Mach None.
Class A: .0505-.2000 Cubic Inch
Class B: .201-.300 Cubic Inch
Class C: .301-.400 Cubic Inch
Class D: .401-.670 Cubic Inch
The TD .051 exists so you can fly a 1/2A model in "A" events.
.020's were/are often called "1/4A"
.010 sometimes called "1/8A" but it is tongue-in-cheek, there is nothing official about that term, nor are there AMA competition events specifically for them.
10-11-2013, 01:40 PM
#34
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The TD 09 is 1.5 cc and fits the 1/2A class as used by much of the non-USA world. There was some thought of changing the FAI engine classes from 2.5 cc down to 1.5 cc. I think the TD 09 was already out on the market before this. The Johnson Bulldog 09 was designed and built in hopes that the downsize to 1.5 cc would happen. It did not. I have never seen a Bulldog in the flesh, so to speak. There are a lot of 1.5 cc diesels, both for competition, and very popular offshore for sport flying. Incidentally, unless some obscure ignition engine was first, the OK Cub 14 was the first US mass produced 2.5 cc engine. It was soon followed by the K&B Torp 15 and the Cox Olympic 15, both flown in freeflight competition. The first Fox 15 showed up in that same era.
10-11-2013, 02:58 PM
#35
Kind of funny you guys talking about the engine size designations. I was on the competition committee for the RCCA when it was brand new. I really pushed for the engines/classes to stay true to the old 1/2 A, A, B and C parameters. I am just nostalgic that way. I am glad it stuck and still in place today, by and large. Interesting how the "B" class ended up being so powerful as there were many looking to move into the C .40 class. Of course having seen the
Nelsons from pylon racing, there was no way I wanted to fly combat with those!
Nelsons from pylon racing, there was no way I wanted to fly combat with those!
10-13-2013, 05:32 PM
#37
... Incidentally, unless some obscure ignition engine was first, the OK Cub 14 was the first US mass produced 2.5 cc engine. It was soon followed by the K&B Torp 15 and the Cox Olympic 15, both flown in freeflight competition. The first Fox 15 showed up in that same era.
George
10-14-2013, 03:20 PM
#39
