User manual

284
Programming examples - Winged models
• Aileron/camber flaps
1, 2 or 4 AIL servos and 0, 1, 2 or 4 FL servos
Since we want to actuate the brake system of the
“Brake settings” sub-menu under the »Wing mix-
ers« menu with the C1 stick, we will leave the outer
right setting in the “Brake Offset” line with “Input 1”.
With the “Offset value” to the left of this, you should
only place the mixer neutral point at the point where
the brake system is retracted or inactive. If, in the
process, the offset is not place completely at the end
of the control path, the rest of the path is “idle travel”,
which means the mixer is not influenced in this range
of the stick movement.
By now at the latest, servos should be plugged into
the receiver in the standard Graupner’ish sequence:
Receiver power supply
Free or left aileron 2 or aux. function
Free or right aileron 2 or aux. function
Rudder
Aileron or left aileron
Elevator or 1st elevator
Free or 2nd elevator or aux. function
Receiver power supply
Airbrake or throttle servo
or speed controller (electric motor)
Right aileron or aux. function
Flap or left flap
Right flap or free or aux. function
Free or left flap 2 or aux. function
Free or right flap 2 or aux. function
Comments:
• If a V-tail unit should move incorrectly either “high/
low” or “left/right”, please observe the information
in the table on page 73 in the right column. The
same process applies for the ailerons and flaps.
• The settings described in the following are based
on a model with “normal” tail unit and “none (mo-
tor)”. The settings are adopted for models with a
V-tail with practically no changes at all. However,
the transfer of this information is not so simple for
delta/flying-wing models. Therefore, a special pro-
gramming example for this model type is provided
on page 310.
In the menu …
»Servo adjustment« (page 112)
S1
S2
S3
Rev cent
+
trv
0%
0%
0%
100%
100%
100%
100%
100%
100%
0%
0%
100%
100%
100%
100%
S4
S5
… servos can now be adapted for appropriate “direc-
tion of rotation”, “neutral position”, “travel” and
“limitation” to the requirements of the model.
In this sense, all settings which serve to compensate
servos and make minor adaptations to the model are
“necessary”.
Notes:
• The maximum possible throw of a Graupner ser-
vo is 150 % per side, based on both mechanical
and electrical reasons. For example, if the sum
of the values of the column “Center” and one of
both columns of “Servo travel” exceed this limit,
the respective servo can no longer follow the con-
trol commands starting from this point. Therefore,
please bear in mind that mixers and settings in the
»Dual Rate / EXPO« menu also have an influence
on servo travel.
• The settings options provided in this menu for
asymmetric servo travel do NOT serve for achie-
ving differentiations for ailerons and/or flaps. There
are options better suited for this purpose in the
»Wing mixers« menu, page 172.
In the last column, “- limit +”, the basic settings of
150 % can, and perhaps should be, significantly
reduced.
The values entered in this position act as a “limiter”,
whereby the setting is actually for which point of travel
the respective servo may not exceed, so that it does
not start up mechanically and thus unnecessarily
draw current. In this case it is the end of available
mechanical play on the servo, rudder and/or steering
which is decisive for the value to be set.
An example of this would be the selection of a model
with cruciform tail, with which the rudder moves in
a wedge-shaped cutout of the elevator. In order to
prevent the rudder on the elevator starting up and
possibly blocking it, the travel is normally mechani-
cally adjusted (at the linkage) so that the rudder does
not start with the full throw of the stick. As long as the
rudder is only controlled with the corresponding stick,
there will not be any further problems with this. But at
the moment, when in addition to the normal rudder
signal a mixer also influences the rudder, such as an
“AIL  RUD” mixer (aileron to rudder), it is possible
that the two signals can sum to an excessive extent.
A correctly set limit of travel intercedes precisely at
this point and thus reliably prevents the mechani-
cal starting of the rudder. The limit of travel should,
however, not be too small, so that the rudder throw is
permanently and excessively limited.
Of course, the travel on both sides could also be
reduced, so that a start-up would not even occur with
an addition of the maximum values. With this method,
however, the prevention of an occasionally occurring
event would result in a permanent reduction of the
normal rudder throw.
The following menu, which is only available as stand-
ard on the
mc-20 HoTT transmitter, is not just of
interest to model aircraft specialists: