Dansy

My Feedback: (53)

‘The Jeti I completely redundant on up to 3 Receiver’s…..2x on 2.4 and 1x on 900, there’s different way to set them up….and you get telemetry from all 3x RX, and if equip with a CB’s you get a whole bunch of telemetry with as well….plus any other sensor you wish

oh and they listen to the users… unlike some other company’s…..

each 2.4 have 2x antenna’s and the TX has 4x 2.4 antenna and 2x 900

Skunkwrks

I use the third receiver to turn on the model, no switch button or pins used. So four antennas set at 90 degrees opposite each other and all four-pointing in different directions to each receiver signal, this is very important.

Dansy

My Feedback: (53)

The wireless receiver (aka the switch) is not part of the 2.4 antenna’s it also available with 2x 2.4 and 1x 900 running

So just to be clear it’s NOT a third receiver but simply a Switch

The European sell a RCSwitch inside there’s a 2” antenna (or so), but for the cost of FCC and CA, I guess esprit didn’t think it was of any value, the price is pretty closed to the R3 so why go through all that process……

essyou35

My Feedback: (11)

Can you tell me what each component is? I see the fuel pump, ecu, uat etc but what is the rest?

Dave Wilshere

https://www.powerbox-systems.com/pro...x-systeme.html

smcharg

My Feedback: (1)

1. KingTech DRM (Data Relay Management) - ECU is now built into the turbine
2. Digitech 250ml UAT with 6mm fittings
3. KingTech fuel pump
4. Fill line for UAT (4mm) - Not sure why Digitech decided this was the size to go with but I'm OK with it
5. PowerBox Competition SR2
6. PowerBox iGyro SAT - turns the Competition SR2 into a 12-axis gyro
7. Electron GS200 Controller for retracts and steering
8. PowerBox Display screen for Competition SR2
9. Switch for PowerBox Competition SR2 as well as the method to input changes to SR2
Not marked - Those are slots that are lined with a 3D printed material from "The Lighter Side of RC" in which all the wires run through i.e. cable management

Note - This is the Rebel Max which is why there's so much room. Holler if you need anything else.

furloughed ual

My Feedback: (31)

Joe, how are you holding down the wiring in the jet?

Dave Wilshere

DW method! Wrap in insulation tape and CA down. Light, neat and repeatable. I’ve been doing it that way for 20 years.

Joe1199

that’s it Dave 👍🏻 I tend to use heat shrink tube as well, easier to get a neat finish on the smaller wiring






i have a question, I have just fitted a smoke system, smoke tank is behind wing tube, so re check CG with tank full? Or is the difference in weight unimportant so close to CG?

smcharg

My Feedback: (1)

My opinion only here. First, CG is always important but CG is MOST important on approach and landing as that's where the jet is the slowest with the least amount of control authority and the aircraft is in the dirtiest (read drag) condition. What I'm trying to say is that while you want a good CG, the Rebel has quite a range and I believe it's bigger on the Pro and Max than what they say (again, just my opinion). I would recommend setting your CG for "worst case" scenario i.e. landing configuration with tanks empty. An aft CG can be much more dangerous than a neutral or stable (nose heavy) aircraft. If you want to see the difference after you set that, put a little smoke fluid in based on the amount one normally lands with and some fuel in the main tank (again what is typically there after "x" minutes of flight). If you do this, you know that in the worst case (all tanks minus UAT) are empty and you are still in the bounds of the CG range and under normal circumstances, your CG will be forward of that. As long as you are in the range, you're going to be good to go.

While I agree that the smoke fluid shouldn't make a lot of difference because it's so close to the tube (aka CG point recommended), there is still some difference so take it into account but only after the CG is set for worst scenario.

NOTE - I guess in this particular case and because of the position of the smoke tank, worst case COULD be full smoke (behind the CG) and empty fuel but let common sense prevail.

Dansy

My Feedback: (53)

I fly a lot with smoke fluid….personally I never fill my smoke tank, I put enough for the fun of it and I always land smoke tank empty…..

Dave Wilshere

In the case of a Rebel it’s not fussy on balance, but I would balance with 1/4 full smoke tank in this case. Just for a consistent feel through the flight…if it makes as much mess as most smoke systems in the fuse he won’t use it much 😉

Dansy

My Feedback: (53)

actually the Pro did and still make quite a mess inside, but that’s the only jet we had mess every flight, change the tube ect many time still a mess

Dave Wilshere

The rear fuselage shape and ducting can suck from the back. The only way to limit it is really control the oil flow and maximise atomisation from the nozzle

Dansy

My Feedback: (53)

‘We try that….but like I said the rebel is the only one that does that….and we try a lot of different thing….low flow does minimize the mess…but why turn down may as well have no smoke….

But I understand what your saying….

Skunkwrks

Why not run the tube to the rear of the pipe and introduce it in the exhaust there. Most aerobatic jets do this , Blue Angels ,Thunderbirds and Snowbirds.

Dave Wilshere

Temperature is too low…so worse for excess oil left…but it does not get over the problem of the excess sucking back into the fuselage. That’s all aerodynamic.
When you are going quickly the un ducted fuselage purges the fuselage of air out the back, when you slow down either slow pass and power up or at the top of a climb when the speed reduces and the turbine is sucking in huge amounts of air it sucks the smoke oil in from the back…

Dansy

My Feedback: (53)

‘What does have to do with this tread….are your running smoke in a Rebel?

I know what military does….I spend my adult life flying in military planes and fixing them (Flight Engineer)

back to the rebel…

Skunkwrks

Possible I will , you have made your background well known .................................................. ......................................oh mine should be delivered in the next month or so.

So exhaust gas is 650 -700F at the cone of the tip and Dave your saying it cools down so much when it gets to the exit of the pipe that the Culmius smoke oil won't atomize.

Also the oil could be inhaled into the pipe a slow speeds , I still would have a rear atomizing point for the oil.

All of the new pumps can be adjusted to throttle position and decrease the amount of oil for the smoke stream.

Skunkwrks

If one does use the exhaust cone to atomize the smoke oil you can run the tubing down beside the exhaust pipe preheating the oil before entering the exhaust flow.

Dave Wilshere

Tried that, ran the tube between the walls of the pipe with the same idea…poor smoke.

Dansy

My Feedback: (53)

To my knowledge temp is 700 is max and not at the cone tip but where ever is the probe, normally before the Turbine, flying temp which is around 450, of course that vary with size and brand….with a long pipe like the RPro…. The smoke fluid would have a hard time….

2 Tubes right at the motor cone, full size smoke fluid…k210 not full flow or full throttle either

Skunkwrks

Good to know the issues you experienced with smoke assemblies not working properly.

I would agree that with larger 210 and up that two smoke tips would be necessary for excellent smoke .

I believe the powerbox is the only smoke pump with two outlets from the pump. Great photo

Agrav8ed

I personally only run my smoke tubes out the end of the jet. I have not been in the hobby as long as some and I do not know if it creates less smoke or not. But I do know that there is less chance for spilling, overflow or siphoning back into the fuse and there is less of a chance for damage to my fuse or turbine because of a fire.
Tone

Skunkwrks

For an example, smoke oil nipples added after combustion in a muffler, either two-cylinder or four-cylinder two-stroke in acrobatic planes.

They can produce heat of near 325F just above the spark plug in say a DA120 so the exhaust temperature at one from the exhaust is were the smoke nipples are located.

There is enough heat in the exhaust stream to produce excellent smoke clouds while 3D flying at stall to full speeds.

I'm leaning more toward trying the rear of the exhaust cone, it will be cleaner for the plane in the long run.