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HomeAircraftHelicopterGasser Model RC HelicoptersOther › G260RC first flight
02-08-2006 06:04 AM  12 years agoPost 1
FCM

rrElite Veteran

Surrey, England

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Yes, I finally got the fly my new creation!

Today I flew my new G10 framed Benzine with the G260RC engine with lightened piston.

I put 65 minutes on it using Ace Hardware straight mineral at 36:1. I ran the 7.46:1 gear ratio and ran the head around 1320 - 1350 rpm with my trusty old SAB 810 blades.

I can safely say that this is the smoothest heli I have ever had the pleasure of flying. The 260 engine is a real power house and a bit scary as I am flying without camera mount of course. It has so much torque that I could not get the engine to bog even after richening out the low needle all the way past 1 1/2 turns out. It made the plug black alright, but just kept on humming away there with the tail gently moving to and fro. I leaned it back out to 1 1/2 to prevent plug fouling.

This engine/gearing combination feels as though it will at least match the G230RC with 9.09:1 ratio for lifting performance. I do not know whether it will be possible to correctly load this engine with the 9.09:1 gear set. Maybe it will be okay with longer/wider blades?

You can see most of what I have done in my gallery. I have not posted any completed pics yet but hope to next Monday once I have the canopy painted.

Oh yes, the temperature must have been in the mid 30's C by the time I finished flying - no overheating apparent.

I wish to thank everybody who contributes to the gasser forum here for all the encouragement and advice that I have received. I now think all my hard work is paying off and I will have a camership that will be smooth, reliable and really powerful - just what I wanted

Paul.

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02-08-2006 07:02 AM  12 years agoPost 2
Zach Sparks

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Norton Shores, MI

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Very Cool Paul
I too would like to see some pics. The Vario's are just plain cool heli's.

So is your Benzin now called a Paulario?

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02-08-2006 08:52 AM  12 years agoPost 3
FCM

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Surrey, England

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Imagine a Spectra with a long tail boom - looks just like that

I think I'll call it a 'Spectra V260 specially lightened piston' or SV260SLP - kind of rolls off of tongue doesn't it

Paul.

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02-08-2006 01:44 PM  12 years agoPost 4
AceBird

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Utica, NY USA

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Waiten to see the pics of the completed machine.

FCM, why did you use a lever on the throttle instead of going direct?

Ace

Ace
What could be more fun?

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02-08-2006 02:04 PM  12 years agoPost 5
gyan

rrKey Veteran

Surrey, BC Canada or Blaine Wa.

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Could you give some more info on the lightened piston? How was it lightened? Did you do it yourself, Hanson..or ? Thanks

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02-08-2006 02:32 PM  12 years agoPost 6
FCM

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Surrey, England

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Hi Ace, I opted for the lever originally because I was intending to use a GV1 with this set-up. In fact it is a version of my original mod on my old heli that I think is still in my gallery. I am still using it as I like the servo resolution (100%+ travel) even though I am not using a GV1 and also the location of the servo on the G10 frame instead of being mounted onto the engine plate.

Hi gyan,
I did the piston work myself and it is easy to do. I just ground away until it weighed the same as a G230 piston. I did the external dimpling on my little hobby milling machine using a dremel ball-ended cutter. The internal work was done using the same cutter in a dremel. It took some time to do though!

In case anyone is wondering, I have no idea if doing the piston re-work has made any difference to how the engine runs as I have not tried to run a standard 260 piston. I have also ballanced the flywheel on my Highpoint balancer and for that matter, everything else that rotates on the heli.

Another thing worth mentioning is that I am running the Vario inlet trumpet without any air filter together with the big Vario/Zimmerman muffler. Installing these two items alone are well worth it in my opinion.

As the heli lifts off, I can hear the intake noise above the exhaust noise. This engine really likes/needs a good unrestricted air supply, seemingly more so than the 230. This has been mentioned by BillM I think on this forum some time back and my experience today confirms it for me.

Paul.

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02-09-2006 12:25 AM  12 years agoPost 7
AceBird

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Utica, NY USA

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I am still using it as I like the servo resolution (100%+ travel) even though I am not using a GV1
Why can't you get 100%+ travel going direct?
This engine really likes/needs a good unrestricted air supply
There isn't an internal combustion engine made that doesn't love air. Due to EPA regulations the weed whacker engine suffers tremendously from air starvation.

Ace

Ace
What could be more fun?

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02-09-2006 01:35 AM  12 years agoPost 8
aileron bail

rrApprentice

The guy with the dog named Aileron

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FCM ITS NICE TO SEE A REAL TRAIL BLAZER LIKE YOUR SELF. KEEP UP THE GREAT WORK AND PASSING ON THIS INFO GOOD JOB

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02-09-2006 02:36 AM  12 years agoPost 9
peter84

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Lancaster, PA. USA

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G260RC
Excuse my ignorance, what is the difference between a g26 and g260rc?
Safe flying, Peter

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02-09-2006 06:36 AM  12 years agoPost 10
FCM

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Surrey, England

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Ace, if like me, you want to use the butterfly indicator quadrant as your throttle, the linear travel is quite small so going direct with the servo means you will be running something like 35% end point adjustments. The lever puts the control rod directly in line with the quadrant which is another good thing as space is tight. I also just realised that the pic of this in my gallery is of my old machine. The new frames use a slightly different design that is easier for me to make (on a lathe instead of a mill). Tom has his own take on this - I think his version is in his gallery?

Flew it again today - managed a couple of full power climb-outs (plucked up the courage!) and as expected, it really is very powerful.

Have now burnt 4L of break-in mix and it feels as though it is ready for my normal Motul 50:1 mix which promises even smoother operation

Thanks for your interest and comments everyone - the Gasser forum is the BEST!

Paul.

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02-09-2006 12:43 PM  12 years agoPost 11
AceBird

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Utica, NY USA

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Ace, if like me, you want to use the butterfly indicator quadrant as your throttle, the linear travel is quite small so going direct with the servo means you will be running something like 35% end point adjustments.
Paul,

I don't totally understand your comment. Are you using the link as a visual indicator? If this is the case you could still go direct but use a similar (lighter) link as an indicator needle to magnify the motion. That keeps all the slop out of the control link and puts it in the indicator part. If your concern is the small turning radius of the butterfly on the carb then what I have done on my planks is just extend it out so you can use a longer arm on the servo. The minute you add a link to a mechanism you loose some motion because every pivot point needs some clearance to move. Ball bearings keep that slop to a minimum but each control horn has some slop. That minor slop wouldn't mean anything to an indicator but it does to the control arms.

As I said, I am guessing here. You could be talking about something totally different.

Sometimes we forget what we have in our gallery. We are under no obligation to keep it currant.
the Gasser forum is the BEST!
Yes, I agree ... and it is free.

Ace

Ace
What could be more fun?

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02-09-2006 02:07 PM  12 years agoPost 12
FCM

rrElite Veteran

Surrey, England

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Ah, I see this needs some more explaining.

The 603 carbi, when installed on the G230RC engine in a Benzine, has an inverted carbi when compared to a PUH I think. It is normal to attach your servo linkage onto the other end of the butterfly shaft from the throttle indicator quadrant. The Benzine normally has the throttle servo installed on the engine mounting plate, on a special bracket so that it drives the lower end of the butterfly shaft with very little clearance between the linkage and the engine plate.

My original cameraship came with the throttle servo in the same position as shown in my gallery but driving the top end of the butterfly shaft (indicator plate) which is really not for this purpose.

To cut what is becoming a long story short, I liked the servo position (off of the engine plate) but hated the direct linkage due to the very short linear travel (35%) when using the top end of the butterfly shaft to actuate the throttle. So I made up the stand-off and installed a Quick UK Shuttle mixing lever (I think) together with a Vario ball-raced ball end fitting that is screwed onto the indicator plate using a special top-hat bush I turned up. I have also had to cut a redundant mounting lug off of the engine casing to allow the push rod a straight run.

I have stuck with this somewhat elaborate set-up as it has proved to be 100% reliable and does not wear out, at least, not after 3 years of pretty hard use which the first one has been subject to.

Why don't I like the original Benzine installation? Well, it does work okay but that engine plate gets real hot from the engine casing and it is subjected to all engine vibs. Mounting it on my G10 sideframes means I do not have any servos on my ship that mount directly onto metal structure. This is a personal preference of mine. I fully realise that there are probably thousands of Benzines out there flying quite happily and reliably in bog standard trim but I am always looking to improve on things if I can see a real advantage in doing so.

Paul.

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02-20-2006 02:44 AM  12 years agoPost 13
FCM

rrElite Veteran

Surrey, England

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Here's a pic of my new throttle set-up

You can just see the Vario ball raced link attached to the throttle indicator quadrant.

Paul.

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