Bedienungsanleitung Graupner MX-16 HoTT (Seite 165 von 200) (Englisch)

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Programming example - ﬁxed-wing model

of the model’s settings. As your piloting skills improve

and you gain experience, it is very likely that you will

feel the need to try out reﬁnements such as expanded

control systems, and to cater for these requirements you

may ﬁnd that the text deviates from the obvious order of

options, or that one or other of the options is mentioned

more than once.

On the other hand, it can certainly occur that not every

step described in these instructions is relevant to a

particular model, just as some users might miss the

description of a particular step which is relevant to his

model only …

Regardless of all this, it is worthwhile thinking carefully

about a sensible layout of the transmitter controls at this

point, just before you start programming the model data.

If the model in question is one with the emphasis on

“power” - whether the power of an electric motor or

internal-combustion engine (glow motor) - you will prob-

ably encounter few problems in this matter, because

the two stick units are primarily employed to control the

four basic functions “power control (= throttle)”, “rudder”,

“elevator” and “aileron”. Nevertheless, you still have to

call up the …

“Base settings” menu (pages 74 … 81)

mod name

stick mode

CH8 delay

motor at C1

yes

tail type normal

GRAUBELE

… and deﬁne your preferred throttle direction, i. e.

throttle minimum forward (“Idle forward”) or back (“Idle

back”), because the program’s default setting is “none”

(i. e. no motor) when you ﬁrst set up a model memory.

The basic difference between “none” or “none/inv” and

“throttle min. forward / back” is the effect of the Ch 1 trim.

The trim is effective over the full stick travel if “none (/

inv)” is entered, but it only affects the idle range if you

enter “throttle min. forward or back”. However, it also

affects the “direction of effect” of the Ch 1 stick, i. e. if

you switch from “forward” to “back” or vice versa, you

do not also have to reverse the direction of the throttle

(or brake) servo. For safety reasons you will also see a

warning message, and hear an audible warning, if you

switch the transmitter on with the throttle stick positioned

towards “full-throttle” - but only if you have already set

“throttle min. forward or back”.

#01

0:33h

stop

0:00

0.0V

5.2

HoTT

throttle

too

high !

Your choice of “none” (no motor) or “throttle min. forward

or back” also affects the range of mixers available in the

“Fixed-wing mixers” menu. The mixers “Brake  NN *”

are only present if you choose “none” (no motor) or

“none/inv”; otherwise they are suppressed.

In addition to these basic matters you will certainly need

to consider carefully how best to control any “auxiliary

functions” present on your model.

In contrast, if your model is a glider or electric glider the

whole situation may be rather different. The immediate

question is: what is the best way of operating the motor

and braking system? Now, some solutions have proved

to be practical, and others less so.

For example, it is not a good idea to be forced to let

go of one of the primary sticks in order to extend the

airbrakes or deploy the crow braking system when your

glider is on the landing approach. It surely makes more

sense to set up switchable functions for the Ch 1 stick

(see example 4 on page 172), or to assign the braking

system to the throttle stick, and shift the motor control

to a slider - or even a switch. With this type of model the

electric motor is often little more than a “self-launching

system”, and is used either to haul the model into the

sky at full power, or to pull it from one area of lift to the

next at, say half-power, and for such models a three-

position switch is usually quite adequate. If the switch is

positioned where you can easily reach it, then you can

turn the motor on and off without having to let go of the

sticks - even on the landing approach.

Incidentally, similar thinking can be applied to ﬂap

control systems, regardless of whether they are “just”

the ailerons, or full-span (combination) control surfaces

which are raised and lowered in parallel.

Once you are satisﬁed that all these preparations have

been completed successfully, programming can com-

mence.

* NN = Nomen Nominandum (name to be stated)

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