GRAUPNER mx-20 Hott Programming Manual Download

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Detail program description - Control adjust

Aile/fl aps

1 or 2 AIL servos and 0, 1, 2 or 4 FL
servos

Since we want to actuate the brake system of the "Brake
settings" submenu under the "

Wing mixers

" menu with

the C1 joystick, we will leave the setting to the outer
right in the "

Brake off

" set to "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
infl uenced in this range of the joystick movement.
By now, the servos should be plugged into the receiver
in the standard Graupner sequence:

Receiver power supply

Free or left aileron 2 or aux. function

Rudder

Aileron or left aileron

Elevator or 1st elevator

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

Comments:

If a V-tail unit should move incorrectly either "high/

•

low" or "left/right", please observe the information in
the table on page 57 in the right column. The same
process applies for the ailerons and fl aps.
The settings described in the following are based on

•

a model with "normal" tail unit and "none (motor)".
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/fl ying-wing

models. Therefore, a special programming example
for this model type is provided on page 272.

In the menu …

""Servo setting"

(page 90)

S1
S2
S3

Rev cent

tr v

0%
0%
0%

100% 100%
100% 100%
100% 100%

0%
0%

100% 100%
100% 100%

S4
S5

… the servos can now be adapted to the requirements
of the model for "

Rotational direction

", "

Neutral

position

Servo travel

" and "

Travel limit

In this sense, all settings which serve for the
compensation of the servos and

minor

adaptation to the

model are "necessary".

Notice:

The maximum possible throw of a Graupner servo

•

is 150% per side, based on both mechanical and
electrical reasons. For example, if the the sum of the
values of the columns "Center" and "Servo travel"
exceed this limit, the respective servo can no longer
follow the control commands starting from this point.
Therefore, please bear in mind that the mixer and
settings in the "

Dual Rate / EXPO

" menu also have

an infl uence on the servo travel.
The settings options provided in this menu for

•

asymmetric servo travel do NOT serve for achieving
differentiations for ailerons and/or fl aps. There are
options better suited for this purpose in the

"Wing

mixers"

menu.

In the last column, "

Lim. +

", the basic settings can and

should be taken back signifi cantly from 150% in each
case.
The values entered in this position act as a quasi
"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 the

End

of the available

mechanical play on the servo, rudder and/or steering is
crucial 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 mechanically adjusted
(at the linkage) so that the rudder does not start with the
full throw of the joystick. As long as the rudder is only
controlled with the corresponding joystick, there will not
be any further problems with this. Currently, however, in
addition to the normal rudder signal a mixer infl uences
the rudder, such as an "AI



RU" mixer (aileron to

rudder), and the two signals can combine to have an
excessive effect.
A correctly set limit of travel intercedes precisely at this
point and thus reliably prevents the mechanical 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, of course,
also be reduced to the that a start-up would not even
occur with an addition of the maximum values. With this
method, however, the prevention of an actually occurring
event would result in a permanent reduction of the
normal rudder throw.

The