5 Setup Solutions You Need to Know

Nov 30, 2012 No Comments by

After installing your servos according the manufacturer’s directions, you might find that when the servo arm is placed on the spline, it isn’t at a perfect right angle to the servo casing. Or, after you’ve hooked up the various linkages, you discover there is too much or not enough travel throw when a certain control surface is deflected. How about adjusting those throttle linkages to get that carburetor barrel either wide open or fully closed when the throttle trim is lowered? If you have experienced these scenarios and own a computer radio, the solutions are just a few minutes away. Here in part two we continuing looking at different servos setup programing that will help you achieve just the right throw for all of your surfaces.

END POINTS
Depending on your brand of transmitter, you’ll see EPA, ATV or Trav. Adj. in your radio’s menu. EPA means end-point adjustment; Trav. Adj. is travel adjustment, and ATV is adjustable travel volume. These programs adjust how far the servo arm will move in either direction. Their default settings are usually 100 percent but can often be increased or decreased using the increase/+ or decrease/-keys. Use this menu when you have either too much or not enough control-surface travel when you try to match the manufacturer’s recommended settings.

Here’s an example. Your model’s elevator travel should be only 1 inch up or down, but when you move the radio’s elevator stick to its most forward and aft positions, the elevator moves 2 inches each way. While in this menu and on the channel you need to limit (in this case, elevator), pull the stick all the way back, hold it there and keep pressing the decrease/- key (lower left) until the deflection matches the 1-inch mark. Push the stick forward and do the same to achieve the correct amount. Note: if you had to reverse your servo’s direction, you might have to hit the increase key (lower right) to decrease the throw. If you need to increase travel, hold the stick in the mentioned positions and hit the increase key. Repeat this for your aileron and rudder deflections using side-to-side stick movements.

TWO POSITIONS
With the flip of a switch, dual rate commands two different amounts of surface deflection when you move a transmitter stick. Generally limited to the elevator, rudder and ailerons, dual rate is great for test flights, takeoffs and landings. The first amount of high-rate deflection was set when you adjusted the control-surface travel to the manufacturer’s recommendations. On your transmitter, dual-rate switches correspond with the mentioned channels. When you set your travel volume/high rates, the switches were either up or down. How you set them is up to you; some folks like to flip the switches up for high rates and down for low. Others prefer the opposite. Go to the dual-rate menu in your transmitter and note the switch position; these are marked with either a 0 and 1 or a 1 and 2. These examples show 1 and 2. The factory-set percentages for each position is 100 (top left), so leave your preferred high-rate switch position at 100 and flip the switch to the low-rate position. Using the decrease/- key, lower the percentage rate until the surface deflection measurement matches the recommended low-rate amount (middle left). As you do this, hold the corresponding transmitter stick to its fullest forward or back, left or right position and watch the surface deflection decrease down the markings on the ruler held in your other hand (bottom left) to measure the deflection amount. Sometimes, a third hand helps with setting the low rate. Now hold the stick fully deflected and flip the corresponding channel dual-rate switch back and forth. You should see the control surface move to two different positions (top right).

 

STOP OVERCONTROLLING
Exponential (aka expo) decreases the sensitivity of the stick inputs around the center of its movement. Whether you’re flying 3D or just taking off or landing, this function is extremely helpful for the over-controlling pilot and I highly recommend that you use it until you perfect your technique. On some radios, this feature is found in the dual-rate menu. In others, you have to go to the non-basic menu to find it. It’s best to consult your radio’s manual if you can’t find it. Once found, the screen shows “expo” and a percentage amount, usually factory-set at 0 (top left). Select a specific channel on the screen and press the increase/+ key to dial in the amount of required expo (top right). Sometimes, manufacturers have it listed in the instructions (you see this especially in 3D airplanes), or the amount is left up to you. Before you decide, it is best to note the amount of stick movement with which you fly. For example, if you’re flying a trainer and move the sticks all over the place, you want to set those percentages on the high side-usually around 30 to 40. If you have a finite control of the sticks, 15 to 20 seems to work well. High-performance 3D aerobats can require 50 to 60 percent or higher.

Some surfaces may require a different percentage than others, which is fine. Note that expo is set for each dual-rate position, so you may need to adjust the expo percent for the low dual-rate setting as well (lower left and right).

 

TURNING HELP
What is aileron differential? Simply this: when you move the aileron stick, one aileron deflects at a higher amount of travel while the other one deflects at a lower amount. This helps to prevent adverse yaw, which is the airplane’s nose initially turning in the opposite direction of the turn input, thus resulting in a slip during the turn. Who should use it? Pilots whose left thumbs are not quite adapted to adding rudder input when initiating turns. It is particular useful when flying high-wing scale aircraft and trainers, as it visually smoothes out the turn. As with expo, aileron differential is either in the regular menu or the non-basic and is also based on a percentage amount. When you bring up the aileron differential screen, you see a 0 as the factory-set percentage. Use the increase/+ key to add the differential to your aileron’s deflection. A good starting amount is 25 percent. Try that for a flight or two; if you discover it needs to go higher, increase by increments of 5 until you achieve the desired results: a smooth, coordinated turn when you only use the ailerons to bank the model.

 

THROTTLE SETUP
First and foremost, you want the throttle linkage to run in as close to a straight line as possible from where the linkage attaches to the throttle servo’s arm to its connection on the carburetor barrel’s control horn. Sometimes, a straight line is not possible and the linkage might need a Z-bend, usually within the fuselage’s radio compartment. There shouldn’t be any binding in the linkage’s movement. If there is, you need to mechanically fix it before you set your throttle travel on your radio. Now go to radio’s endpoint adjustment menu and dial up the throttle channel. You’ll note that it reads 100 percent in either the throttle-up or -down position (top right). Here’s one way to achieve the correct high- and low-throttle settings. When connecting the throttle linkage to the servo arm, usually with an EZ connector or Kwik Link, push the linkage in the direction that fully opens the carburetor barrel. Remove the servo arm from the throttle servo, slide the connector onto the wire and reattach the arm so it is in the full-throttle position when the transmitter stick and trim are set as such (above). Tighten the small hex-head bolt and your high-throttle travel position should be set. If you hear the servo binding, lower the percentage on this position using the decrease/- key until the buzzing disappears. You may only need to drop a few percentages to achieve this. Next, lower the throttle stick all the way to see how far the carburetor barrel closes (top right). If it closes all the way, decrease the travel throw until there is an opening that will allow air into the carburetor (above right). Lower the throttle trim and note the position where the barrel completely closes. If it doesn’t, adjust this by decreasing the travel throw (left). Your engine should completely shut off when you lower the stick and then the throttle trim. The throttle trim need not go to its max lower limit to stop the engine from running. Your engine’s travel limits are now set.

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About the author

West Coast senior editor About me: I’ve been involved with RC aircraft since high school and have flown just about everything. I started my RC career with scratch-building, but now like many pilots I rely on ARFs to get me in the air. My main focus is on pylon racing, aerobats, combat and scale warbirds.
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