#DAVID BUSTER TRIAL#

A lightweight starter spins an 8-pound steel flywheel, and a fluid damper controls crank torsional vibration. The water pump and mechanical fuel pumps are part of an accessory case that is cam-driven. The intake manifold is a Kinsler unit with a computer-controlled, Electromotive integrated fuel injection/ignition system. A Peterson dry-sump system keeps the engine lubricated, while the dry-sump oil pan allows the engine to be located low in the fuselage. The normally aspirated engine displaces 550 cubic inches and has a 13:1 compression ratio. It sports a forged crankshaft, pistons, and connecting rods. The heart of this beast is a Pro-Stock style DRCE V-8 with a cast-iron block and large-valve aluminum heads. Renegade’s empty weight came in at 2,300 pounds, with the gross weight topping out at 2,985 pounds. Additionally, the wings were loaded using the tried-and-true method of sand bags.

The airframe loads were computer-analyzed using finite element analysis (FEA). Renegade is not an aerobatic airplane, but high load banking and the occasional roll are necessary, so the team designed and built Renegade to handle positive 8 g’s and negative 4 g’s. The new canopy still needed to be cut down, but fit perfectly after the trim job. He offered David one of his canopies that had been designed for his Unlimited racer, Shockwave. Fellow Reno racer Darryl Greenamyer paid a visit to the Renegade hanger one day and saw the huge F-16 canopy.

#DAVID BUSTER TRIAL#

He initially brought home an F-16 canopy, but after a trial fit realized that it would be way too large for this fuselage.

The horizontal stabilizer was mounted low on the tail cone to avoid the effects of wing turbulence when the aircraft is at high angles of attack, such as during the landing phase.ĭavid wanted super visibility out of the cockpit and set out to find a suitable canopy. The tail feathers were designed to balance the needs of slow flight while reducing drag at speed. This produces a wing loading of 42.6 pounds per square foot, which is quite comfortable for a pilot with combat time in an F-104 Star Fighter. The wing span is only 17 feet and the wing area is 70 square feet. Both wings are bolt-on, and their incidence to the fuselage can be optimized. Additionally, he has a flapped aluminum wing that is specially built to provide optimum performance while banking around the course at Reno. He has an all-carbon fiber wing that was designed for high-speed flight. The wings are a work of art (yes, David has two sets). After trial-fitting with Cleco fasteners, the panels were riveted permanently in place, or screwed down in case access to the interior was needed. 6061-T6 panels were quickly cut and shaped to fit in sections. The team fabricated aluminum bulkheads that bolt to the fuselage and create the curves that define the fuselage shape. In what has become a world of composites, it is interesting to see a new design with an aluminum skin. Retraction is super quick, a little less than two seconds. This makes emergency gear extensions foolproof as the air stream pulls them down and locked in the event of a hydraulic system failure. The nose and main gear fold forward as they stow. They fabricated a simple landing gear system that uses an Oildyne hydraulic power unit. The highly triangulated fuselage weighs only 180 pounds bare. Their proof of concept, Renegade, was built in less than a year.Ĭrew chief Jerry Baer and machinist Eric Hereth started by jigging up a beefy fuselage that uses 1-3/8” diameter Chrome-Moly tube, carefully TIG welded together. After mathematical modeling demonstrated their new technology would work, the team started cutting metal and welding. The team then started from scratch and started developing a new design using computer modeling, analysis, and simulation methods. After considerable time and effort to finish Mach-Buster, David and his team determined the design was not suitable for flight testing and abandoned the project. In 1999 David bought Mach-Buster, a partially completed airplane whose design was based on high-speed aerodynamic research that had been performed at NASA Ames Research Center at Moffet Field, California. David is also an avid air racer-he’s won four Reno Gold championships. After the military, he joined American Airlines as an ATP, flying 757s, 767s and MD-11s. Air Force in Vietnam, flying B-52s and the stubby winged F-104 Star Fighter. His latest mission is to step into an unlimited of his own design and compete with Skip Holm and John Penney.ĭavid is no neophyte to flying and racing, with more than 2,500 flight hours in his logbook. David Rose is certainly in the former category, with more than 30 years of aviation achievements. March 2016 - There are two types of people in the world: participants and spectators.

David buster