CRRC Pro GF26I

[juicesqueezer]

Saw a thread on this kill switch and one flyer put it on the trainer switch to activate the engine cutoff. I went with the "H" switch. This way, when I kill the engine, the power is off. Of course, when I land, the switch that powers the battery will have to be turned off as well. In other words, I have two on/ off switches on side of plane for power and the H switch to kill motor in the air or on the ground. If you don't have a second switch for the battery, it will draw the battery down for the ignition sooner than later.

[juicesqueezer]

Okay; got everything working and fueled up the tank and we have ignition. Once the low idle was adjusted, this engine has got a wow factor. Really impressed with the torque and throttle response. Just hope I can hold the wings on this baby. Went 32 to 1 ratio on Lawn Boy oil and once a couple of gallons have been run through, will go to Amsoil Saber at 50 to 1. Will post pictures later when I get her to the field for a test run.

[babsvdmerwe]

Hi I would like to know what is the most popular airframe to use with the CRRC Pro GF26I Motor.
Thanks,
Andre.

[juicesqueezer]

	Quote: Originally Posted by babsvdmerwe
	Hi I would like to know what is the most popular airframe to use with the CRRC Pro GF26I Motor. Thanks, Andre.

Just from what I have read and heard, it seems that Texas RC, Troy Built, and Cermark's yaks, edge and extras seem to be ideal for this motor. Anything from a 69" to a 72" and around 9 to 10 lbs. This is from an engine supplier who only sells engines, not planes. I just installed this engine in a Seagull Edge. Will see how it does once I balance it. Hope this helps!

[juicesqueezer]

Here is a picture of the crrc 26 installed in the 540 Edge. Plane balanced out right on the money and weighed in at
9.46 lbs. This should be a rocket, with unlimited vertical! Hope to fly by this weekend and will post results.

[juicesqueezer]

Here is another photo. CG is at 4" behind leading edge.

[3Dguy]

lookin good.

[stratosman]

looks good Juicesqueezer.can't hardly wait for a report as I have one just like it just iching for my 26cc.By the way that 100 will fit nicely in my U CAN DO.

[juicesqueezer]

	Quote: Originally Posted by 3Dguy
	lookin good.

Thanks. Heading up to TN in another month!

[juicesqueezer]

	Quote: Originally Posted by stratosman
	looks good Juicesqueezer.can't hardly wait for a report as I have one just like it just iching for my 26cc.By the way that 100 will fit nicely in my U CAN DO.

Hey Ken, can't wait to fly it either. Have to get more tygon for the vent. Friend of mine told me to loop it around and zig zag and it will prevent the fuel from coming out of vent. Right now, when I turned it upside down, fuel leaked out of vent.
The 100 will scream in the U-Can-Do!
Oh, crank is 8X1.25mm. Will get that nut & washer off hopefully, today!

[falconIII]

F Y I
Setting the ignition timing

"Timing advance" refers to the number of degrees before top dead center (BTDC) ( before top dead centre ) that the spark will ignite the air-fuel mixture in the combustion chamber during the compression stroke. Retarded timing can be defined as; changing the timing so that fuel ignition happens later than the manufacturer's specified time. If the ignition timing, specified by the manufacturer, was to be set at 28 degrees BTDC and it was adjusted to a number lower than 28 degrees BTDC, it would be retarded.
Timing advance is required because it takes time to burn the air-fuel mixture. Igniting the mixture before the piston reaches top dead center (TDC) will allow the mixture to fully burn soon after the piston reaches TDC. If the air-fuel mixture is ignited at the correct time, maximum pressure in the cylinder will occur sometime after the piston reaches TDC allowing the ignited mixture to push the piston down the cylinder with the greatest force. Ideally, the time at which the mixture should be fully burnt is about 20 degrees ATDC (after top dead centre). This will utilize the engine's power producing potential. If the ignition spark occurs at a position that is too advanced relative to piston position, the rapidly expanding air-fuel mixture can actually push against the piston still moving up, causing detonation and lost power. If the spark occurs too retarded relative to the piston position, maximum cylinder pressure will occur after the piston is already traveling too far down the cylinder. This results in lost power, high emissions, and unburned fuel.
The ignition timing will need to become increasingly advanced (relative to TDC) as the engine speed increases so that the air-fuel mixture has the correct amount of time to fully burn. As the engine speed increases, the time available to burn the mixture decreases but the burning itself proceeds at the same speed, it needs to be started increasingly earlier to complete in time. Poor volumetric efficiency at lower engine speeds also requires increased advancement of ignition timing. The correct timing advance for a given engine speed will allow for maximum cylinder pressure to be achieved at the correct crankshaft angular position.

Enrique

[ilias]

Please help me

When i try to start the (cold) engine , it is very difficult to start it. I use an electric starter and is still very difficult to start it

When it's starts the motor has no problem.

I had change the spark and make some adjustments (low - high needle valves) without problems during the flight
I use gasoline with 33:1 oil

Why this happens and what can i do .