Cox .01 /.02 /.05 /.09 /.15 Speed Planes

Thanjs good idea with the servos banded together. Placing and fixing the servos takes almost as much build time for me as the whole fuselage.

I also place the switch on the fuse side on balsa planes using doubler under the switch . I put it on the fuse back on the TeeDeeVooDoo though not wanting to weaken to fuse on the side with a cutout.

1.7 gram servos? I didn't know you could get something that light in a case.

very interesting friend this process! ... what measure of thread is the nipple?

Brad, surely you swing these propellers, since so many high rpm so require, which method do you use to balance your propellers ??

Thanks for the information Brad! ... I invite you to see what happened to me:
https://www.coxengineforum.com/t11743-vibrations-vibrations-and-vibrations#149661

Looks great Brad..will this manifold work with all 020 cylinders or only the thick wall? Will this be up for sale to international customers?

I like the thin wall cylinders because they are vintage  though they are less practical with no top fin milled for the wrench.

The second I like is the stepped wall cylinders because of their look and chances are one finds early versions that have tapered bore which has worked out for me in a TD051 with very long service life. The 020 stepped wall cylinders I have do have tapered bore.

Unfortunately COX dropped the tapered bore in later stepped wall TD cylinders in pursuit of cost reduction. At least some of my NIB 049 stepped wall TD cylinders in the cardbord blister pack do not have tapered bore.

The latest thick wall TD cylinders are also OK but I guess some may have been made already in the Estes era without tapered bore and with questionable hand-matching with the piston so their longevity may be less than the tapered cylinders in my opinion. I have some new 049 thick wall cylinders where the piston almost falls through  it by gravity hence I assume the compression will  deteriorate with use sooner than in tapered bores. (I still expect 100+hours service life from them)


With all this said, I am still sure all COX cylinders outlive most other non-ringed piston engines... (A 049 NV manual I have says engine life is at least 6 hours....) Larry Renger wrote about a run test by COX that ended with 400 hours runtime and the engine still started up with electric starter. It may have been a normal cylinder with no taper, I am not sure..Of course we do not typically use these engines for so long...but the longer their expected service life, the better condition they remain in while one uses them...

Did you finally tach the Dalprop Cyclone T3056 3-blade Propeller you introduced in this thread some time ago? I bought some and they are on their way to me. The stock 3" 3blade COX is easily turning 24k on my TD020 and I wonder what the larger pitch of the Dalprop prop on engine performance will be?

I have made a few headers in the past, mainly to reduce noise and/or to add a throttle. One thing to remember is that it does take away some of the of power while also adding weight. So it is not suitable for all types of flying. Starting the engine is also more difficult when one cannot simply prime the exhaust port. On some engines I've therefore used and easily removable muffler, such that one can prime the engine and even have it started before putting the muffler back on, just a few things to consider for those that are interested.

Here are two PeeWee versions:



And one .049 version:

Thanks Brad,

how do you think this 2.6oz thrust / 37w / compares, in thrust, to the stock 3" 3blade cylinder? Can I expect better thrust with the Dalprop? The larger pitch of course may mean larger thrust unless with the corresőponding lower rpm the engine shaft output drops too much...TD020-s peak out on shaft power around 24k as far as I remember..at the end it is the engine shaft power (that varies with the rpm) that translates into aerodynamic performance through the combination of thrust and airspeed through the prop.