Tonight I started my BME 50 for the first time. After some careful set-up, and checking everything twice and 3 times the moment had come.

A few slow cranks with iginition off until I had fuel in the line up to the carb. Choke on, ignition on, 2 more cranks and then "pop". After that I told my helper(Don), it's going to start in a few flips. 3 flips later it was idling away. Very nice for a new engine. Very nice. I let it run its first RPM's of life for about a minute, let it cool, then another few runs of a minute each, and let cool, the next runs were for 3 minutes, then cool off, I let it run about 5 minutes the last run, and its starting first flip when warm. It' a kitten, until it's opened up a touch, then I get a glimpse of the potential it has, holy smoke, it's wanting to pull the table.

Over the next few nights I'm going to run it about like this, maybe slightly longer, not to long though, I have good neighbors, and I like being a good neighbor too, but these short runs will get things at least starting to work in, until Saturday when I take it to our flying field and get some good time on it.
This is going to be one strong engine, and so far it's proven to be very easy starting, and very easy handling.

Keep us posted on how the engine behaves on the bench as well as what plane are you going to put this engine in?

Is the BME 50 crankcase the same as the one used for the BME 44? What about weight and horsepower differences? Price?

The engine is going on a Midwest Extra. The plane is almost ready for it at this point. The plane was built with pain-staking effort to keep it light, with alot of carbon-fiber(no fiberglass in this bird). I don't have figures on the weight total weight of the engine and components just yet, but will report back with them as soon as I get them. I'm using a 1400mah battery for ignition, as this should leave plenty of room for a day's flying. Break-in oil is Lawn-Boy Ashless at 40:1 for the first 5 gallons. It's not going in the plane until it has a gallon through it. I'm figuring that's about an hour and a half of run time, which it should be very consistent at that point. Even at this point I'm very impressed with it, and how easily it starts. The idle is something to behold. It almost seems you can count the R's of the prop.

Right now I believe they run right around $500-525.00. The stock muffler runs $49, and the upgrade Pitts(which is what I have) runs $99. It's said to swing a 22" prop very decently. I'm using a 22x8 for break-in.

Not sure if the crank is the same or not on the 44. I would imagine it's slightly different because the jug is integral to the case, and with the 50 obviously bigger, the case is probably different.

I've checked into getting a 44 for another plane I have, because they can usually be had for a few hundred less, as this seems about what I've found on the used market for these. That is "IF" you can find them. I'm usually late finding them and they are sold. Sellers have no problem selling the 44's, and they sell very quickly. I now know why.

I will keep posted here on progress, weight, and anything that might arise with the engine. Thanks for looking.

sounds good Dale

Has anyone found or measured the All Up Weight of the 50 with the muffler and ignition?

Thanks,
Joe

How fast does it swing the 22x8 propeller?

Dale

I am just getting mine ready to run. I have 6v 1650mah nickel-metal hydride batt for ign, so i don't have to worry about chargeing at the field. One question though. Did your pitts style muffler hit your cooling fins on the cylinder. My muffler does not fit. I am thinking of just grinding the fin down. Also did your muffler have a pressure tap on it?? If so what is this for?? I thought gas engines did not run pressure for thier fuel tanks.
this is my first gas engine so I am very excited to get it running

Thanks for the help
Bill

Hey Bill....Well, the plane has had it's maiden voyage(last monday), and the engine tached at 6500 at this point, with a Pro-Zinger 22x10. First runs on the stand rendered about 6200 give or take. With almost a gallon through it, I can say it's smoothing out a bit, and loosening up nicely.

It starts very easily, just do what the book says. I'm very impressed with the plane as a whole.
It came out right at 15lbs, and is totally unlimited, and definately has a bigger plane feel. Piece of cake to fly...but a ton of power.

I wish I would've weighed the engine/package alone, that's on my "to do" list if I need to take it out for some reason.

My muffler cleared everything though, with the exception of the lower rear firewall. Which at that point the plane was still very much under construction, so I just beveled that portion of the firewall by about 3/4" or so. It not only came out clean like that, it added some triangulation to the front of the engine box, which we know helps structure. I'm very pleased with how it turned out.

I will post pics of the plane, and the installs very soon. I'm getting a hold of a digital cam this weekend. I'll get back here soon.

Dale,
I have this engine on an H9 1/4 CAP. This is honostly too much engine for this plane. Why do I say this.........? For normal flight, I B E A R L Y have the throttle cracked. Then of course for the 3D stuff I am really working the throttle. I guess the biggest problem is that for this plane and the props that are available, the plane is either too fast when I open the throttle or it just really isn't running in it's "sweet spot" for normal flight. If I could only find a 22 X 5 or 6 prop!!!! I do have to say though that when it is time to do the 3D stuff, W O W!!!!

Jeff

Jeff, I must say...WOW! I bet that does have a ton of power at your fingertips. I know my Extra cruises nicely at probably 5 clicks of throttle, and at that, just a click more, and your going vertical forever. I've flown decently overpowered planes(is there any other way), but knowing what the thrust feels like from the BME,,I bet your well over 2 to 1, thrust to weight. I'd seriously bet it's at least 2 to 1. Very cool.
I'm going to set a throttle curve though, so I get a more linear response. I'm thinking it would help all around, especially landings, where one click of throttle makes way to much diff in airspeed. I know it's character of the engine, and quite possibly other factors. I'm going to take FULL advantage of that 9C though.

Bill.....I must add here....I reread the manual on the C&H ingnition. It calls for a 4.8 volt battery, not a 6. Unless you had a typo there and hit the 6 instead of 4.8, I thought about that all evening, and wanted to post to you about it, but didn't want to do it without rereading and confirming what I'd thought. It's very specific on voltage, however they only give minimums on the amperage. I'm running a 1400mah pack, and after 3 flights I showed 5.3 volts. I might be able to squeek 4 flights out of it very safely, but time will tell that, as I'm monitoring every flight closely. Actually the flight pack seemed to draw near equal if not slightly less then the ignition, they are running within .10th of a volt so far.

There are my observations so far, and I do appreciate any experiences anyone else can share also. Thanks guys for the replys.

CAPtain232,
The best I have seen is at Desert Aircraft, 2-blade, Hollow Carbon Fiber Props, 20 x 6, 7, 8, 9, 10, 11, 12 $41.00

http://www.desertaircraft.com/mejzlik.html

Hi Bill,

My J & A Pitts muffler did hit the fins too. I just took a file to the fins. The tap on the muffler is for a smoke system.

Regards,

DrH

My J&A isn't hitting the fins...close, but not touching.

I wonder how I got so lucky?

I now have a BME 44 (on my H9 edge), and this new BME 50...the 50 is installed on a DP Extra 330L (as yet unflown....maybe this weekend).

cheers!

I also have the Midwest Extra 300 with the BME50 engine. It is a great flying airplane with plenty of power. It Tacks 6800 with a Pro Zinger 22/8. I ran the engine at home to make sure the carb was set right.. I ran the engine for about 20 minutes using Lawn Boy mixed 40:1. The next day I when to the field and put it in the air. Everything worked as it should and have not flown again due to back problems. It wgts 15 pounds with 1800 MAH ing battery and 1500MAH recvn battery. This is one airplane I hope I can keep aroung for a long time.

Thanks

Radar,
Do you have pictures of your extra?
What field do you fly at?
I would like to see it.
Will you be at the airshow tomorrow?

Hey, I got a Midwest Extra 300XS with a BME 50 on it too! The thing is ballistic when you pour on the power! I'm running a 21x8 MenZ and getting 7100rpm(Kieth said 7200-7400 is the optimum rpm after breakin). Mine doesn't shake bad at all any more.. I am still on the 3rd gallon. I want to give a 22x8 a shot too.

I am also looking into putting my smoker in it, and use the backpressure type instead of one with a pump. Think the BME 50's muffler is hotter than a Saito 150's on the header pipe?

The BME 50 weighs 3lb.s 1/2 oz. the muffler the gasket and screws 4 oz.s the C and H Ing. 3.8 oz.s the plug .9 oz. for a total of 3 lb.s 9.2 oz.s. You have to have a motor mount too I use a Hanger 9 mount that weighs7.1 oz.s for a total of 4 lb.s .3 oz.s. Hope this helps.

I'm currently running the ZingerPro 22x10 and getting right at 6500r's. This kind of puts the engines in perspective, with Robert getting 7100 with a 21" and the 6500 with22". I may give the 21" a try sometime soon. I almost wonder if I can lean out the top end a fuzz. I did lean the low end just ever so slightly to clean it up a bit, that made a big diff. I do agree though, it is ballistic for a little 50. Shoot, these small engines have more power then some of the motorcycles we used to ride.

Here's my install, it's just a quick pic I shot ...

DGrant,
Just a suggestion, but you might want to protect the spark cable from chaffing against the cowl. It looks tight and could be a wear point over time. Thanks for the picture!

Geistware I do have one photo at this time. Due to the weather I am not planning on going to the airshow at Berry Hill. I fly at Griffin and with the Fayette Flyers. I would love to show you the airplane anytime.

Thanks

Wow, that is a beautiful plane!

You know, Kieth said that he does not reccomend the JA Pitts Muffler because it takes about 20% of the motors power... I am using the stock muffler. Have you gotten a DB reading yet? Mine comes out to a startling 103db.... I need to get it down to 98 at LEAST but I don't want to loose more power, My Extra came out to 16.2 lbs, I wish I could find a way to lighten it. I built it all stock.


As you can see by the picture, I screwed up the flare blocks and didn't really notice it untill I glued the tail in. I'd put the canopy on better, but I am looking for a decent pilot figure before I perfect it.