Manual Graupner MX-16 HoTT (page 164 of 200) (English)

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Programming example - ﬁxed-wing model

mx-16 HoTT programming techniques

Preparation, using a ﬁxed-wing model aircraft as an example

Programming model data into an mx-16 HoTT …

… is easier than it might appear at ﬁrst sight.

There is one basic rule which applies equally to all pro-

grammable radio control transmitters, and not just to the

mx-16 HoTT: if the programming is to go “smoothly”

and the systems work as expected, the receiving sys-

tem components must ﬁrst be installed correctly in the

model, i. e. the mechanical systems must be ﬁrst-rate.

This means: ensure that each servo is at its correct

neutral position when you ﬁt the output lever or disc

and connect the linkage to it. If you ﬁnd this is not the

case, correct it! Remove the output arm, rotate it by one

or more splines and secure it again. If you use a servo

tester, e. g. the RC-Tester, Order No. 2894.12, to centre

the servos, you will ﬁnd it very easy to ﬁnd the “correct”

position.

Virtually all modern transmitters offer facilities for offset-

ting the neutral position of servos, but this is no substi-

tute for a correct mechanical installation; this function is

only intended for ﬁne tuning. Any substantial deviation

from the “0” position may result in additional asymmetry

when the signal undergoes further processing in the

transmitter. Think of it this way: if the chassis of a car

is distorted, you may be able to force the vehicle to run

straight by holding the steering wheel away from centre,

but it does not make the chassis any less bent, and the

basic problem remains.

Another important point is to set up the correct control

travels wherever possible by using the appropriate link-

age points in the mechanical system; this is much more

efﬁcient than making major changes to the travel set-

tings at the transmitter. The same rule applies: electronic

travel adjustment facilities are designed primarily to

compensate for minor manufacturing tolerances in the

servos and for ﬁne adjustment, and not to compensate

for poor-quality construction and defective installation

methods.

If two separate aileron servos are installed in a ﬁxed-

wing model aircraft, the ailerons can also be employed

as ﬂaps by deﬂecting both of them down, and as air-

brakes by deﬂecting both of them up - simply by setting

up a suitable mixer (see the section starting on the next

double page). Such systems are generally more often

used in gliders and electric gliders than in power models.

In such cases the servo output arms should be offset

forward by one spline relative to the neutral point, i. e.

towards the leading edge of the wing, and ﬁtted on the

servo output shaft in that position.

The mechanical differential achieved by this asym-

metrical installation takes into account the fact that the

braking effect of the up-going ailerons increases with

their angle of deﬂection, and this means that much less

travel is usually required in the down-direction than the

up-direction.

Similar reasoning applies to the installation of the ﬂap

linkage when separately actuated ﬂap servos are in-

stalled, designed to be used in a butterﬂy (crow) system.

Here again an asymmetrical linkage point is useful. The

braking effect of the crow system is provided primarily

by the down-movement of the ﬂaps rather than the

up-movement of the ailerons, so in this case the servo

output arms should be angled aft, i. e. offset towards the

trailing edge of the wing, as this makes greater travel

available for the down-movement. When this combina-

tion of lowered ﬂaps and raised ailerons is used, the

ailerons should only be raised by a moderate extent, as

their primary purpose in this conﬁguration is to stabilise

and control the model rather than act as brakes.

You can “see” the difference in terms of braking effect by

deploying the crow system, then looking over and under

the wing from the front: the larger the projected area of

the deﬂected control surfaces, the greater the braking

effect.

Outboard ailerons

Inboard camber-changing flaps

(This type of asymmetrical installation of the servo

output arms can also make sense when you are setting

up split ﬂaps or landing ﬂaps on a power model.)

Once you have completed your model and set up the

mechanical systems accurately in this way, you are

ready to start programming the transmitter. The instruc-

tions in this section are intended to reﬂect standard

practice by describing the basic model settings ﬁrst, and

then reﬁning and specialising them to complete the set-

up. After the initial test-ﬂight, and in the course of con-

tinued test-ﬂying, you may need to adjust one or other

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