User manual

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Programming examples - Winged models
mc-16 and mc-20 HoTT programming
Preparatory measures based on the example of a winged model
Programming models in an mc-16 HoTT or mc-
20 HoTT transmitter …
… is easier than it may appear at first!
The primary prerequisite for “clean” programming,
and this applies not only to the
mc-series but is
also a principle for all programmable transmitters, is
a mechanically correct installation of all remote con-
trol components in the model! Therefore, it should be
ensured no later than on connection of the linkages
that the servos are in their respective neutral position
and their rudder lever is also in the desired position.
O therwise you should loosen the rudder and re-fasten
it with an offset of a few lobes. If servos are posi-
tioned with the help of a servo tester, e. g. RC tester,
order no. 2894.12, then the “correct” positions can be
determined very easily.
The possibility of changing the neutral position of a
servo in practically every modern transmitter is only
intended for fine-tuning. Greater deviations from “0”
can result to further asymmetries in the course of
the further signal processing in the transmitter. In the
same manner: A car with a bent chassis does not get
any straighter if only the steering wheel is trimmed to
“straight”!
An additional important point is the adjustment of the
rudder paths: This should take place through a cor-
responding adjustment of the steering points, insofar
as possible. Ultimately this is far more efficient than
extensive efforts with the path adjustments in the
transmitter! In this case: Path adjustments serve first
and foremost for to compensate for the manufacturer-
stipulated tolerances for the servos and their fine-tun-
ing, and less for the compensation of carelessness.
If two separate aileron servos are used for a winged
model, the ailerons, controlled through the corre-
sponding activated wing mixer – see the following
pages – can be assigned with both the flap function
and raised with the brake flaps – however this would
make more sense in a glider or electro glider than in
a motor model.
In this case the rudder arms – starting from the neutral
position – should be tilted forward one lobe, pointing
toward the nose, set to the respective servo.
The mechanical differentiation achieved through this
asymmetric assembly contributes to the fact that the
brake effect of the elevated ailerons increases with
their deflection and, therefore, does normally require
a greater path upward than downward.
Correspondingly, when planning to operated sepa-
rately controlled flap servos, they should also be in-
tegrated into a crow system. Since the brake effect of
this flap position referred to as a “crow position” is in-
fluenced less by the elevated ailerons than the down-
ward deflection of the flaps, the rudder arms should
be installed somewhat toward the rear in this case,
tilted toward the trailing edge. As a result, there is a
greater available path for the downward deflection.
With such a combination of lowered flaps with raised
ailerons, however, the latter should only be elevated
moderately, because they have more of a stabilizing
and controlling function than a braking function in this
type of crow system.
A “tip” for seeing the brake effect in this connection:
lift the flaps and look over and under the surface from
the front. The greater the projected surface of the
protruding rudder, the greater the brake effect.
Outboard ailerons
Inboard camber-changing flaps
(Similar asymmetric installation of rudder arms can
be meaningful, e. g. for open-cowl flaps or landing
flaps, even in a motorized model.)
If a model is completed and mechanically attuned
in this respect, you can basically begin with the
programming of the transmitter. The following exam-
ples, an attempt is made to follow the practice of
first describing the general basic settings and then
fine-tuning or specializing them in the subsequent
steps. After the initial flight and over the course of the
further flying in of a model, it may be necessary to
occasionally adjust some of the settings. As a pilot’s
experience increases, however, so does the desire for
enhancements and expansions of settings. For this
reason, the sequence of options is not always ad-
hered to or some options are even mentioned multi-
ple times.
Of course, just the opposite can also be the case,
that not everyone of the described steps is relevant
for a certain model, just as some users may miss the
description of a certain step for their model …
Whatever the case may be, you should consider a
logical assignment of the control mechanisms before
you begin with the model programming.
For models in which the emphasis is on the “motor”,
regardless of whether it is powered by an electric
or combustion motor, there should be no problem in
this respect, because the assignment of the two stick
units essentially lies in the four basic functions “Power
regulation (= throttle)”, “Side”, “Altitude” and “Trans-