Graupner Hendheld RC 2.4 GHz No. of channels: 8 33116 Data Sheet
Product codes
33116
180 Programming example: delta and flying wing
“Free mixers” menu
typ fro
to
M1
M2
M3
el
6
el
??
5
??
tr
tr
… and setting up one linear mixer “Tr elev 5”, and - if
necessary - “Tr elev 6”.
Move to the graphic page of this menu to set the re-
quired mixer ratios. Check the settings, and above all
the direction of effect, in the “
necessary - “Tr elev 6”.
Move to the graphic page of this menu to set the re-
quired mixer ratios. Check the settings, and above all
the direction of effect, in the “
Servo display”, or on the
model itself, and change the prefixes if necessary.
If you carry out the programming as described above,
the ailerons will also move in the same direction, like
flaps, when you move the elevator stick. The effect of the
“tr” option is that the elevator trim lever also affects the
associated mixer when you operate the elevator stick.
Since an additional transmitter control is no longer
required for this arrangement, you should disable input 5
and (if used) input 6 in the second column of the “
If you carry out the programming as described above,
the ailerons will also move in the same direction, like
flaps, when you move the elevator stick. The effect of the
“tr” option is that the elevator trim lever also affects the
associated mixer when you operate the elevator stick.
Since an additional transmitter control is no longer
required for this arrangement, you should disable input 5
and (if used) input 6 in the second column of the “
Trans-
mitter control settings” menu; simply set these inputs
to “free”.
Many years ago, the author flew a model delta pro-
grammed exactly in this way using the
to “free”.
Many years ago, the author flew a model delta pro-
grammed exactly in this way using the
mc-20, with
the following additional refinements: “flap settings” used
as trim, and butterfly (crow) as landing aid - the latter
exploiting the “Brake AIL” and “Brake FL” wing
mixers to provide complete compensation for pitch trim
changes in both directions. In this case the term “ailer-
ons” means the outboard wing control surfaces, and
“flaps” the inboard pair of control surfaces.
A modern sweptback flying wing can be controlled in
as trim, and butterfly (crow) as landing aid - the latter
exploiting the “Brake AIL” and “Brake FL” wing
mixers to provide complete compensation for pitch trim
changes in both directions. In this case the term “ailer-
ons” means the outboard wing control surfaces, and
“flaps” the inboard pair of control surfaces.
A modern sweptback flying wing can be controlled in
a similar fashion. These models also feature inboard
and outboard control surfaces: the former forward of
the Centre of Gravity, the latter aft of it. Deflecting the
inboard control surface(s) down increases lift and pro-
duces an up-elevator effect; deflecting them up creates
the opposite effect. In contrast, the outboard ailerons act
in the reverse direction: a down-deflection produces a
down-elevator effect, and vice versa. There are really no
limits to what can be achieved with appropriate settings
of the system’s sophisticated mixers.
However, please note that you should be extremely
careful when setting differential travel with such a con-
figuration, regardless of your model’s set-up, its tail type
and the number of servos you are using. This is because
differential travels on a tailless model tend to produce
an asymmetrical elevator effect, rather than the desired
adverse yaw reduction. For this reason it is advisable
to start with a differential setting of 0% - at least for the
first few flights. When you are familiar with the model
and feel the need to experiment, it may then be feasible
under certain circumstances to try differential settings
deviating from zero.
For larger models it could be advisable to install winglets
fitted with rudders, i. e. small vertical surfaces at the
wingtips. If these are actuated by two separate servos,
they can be controlled as described in the example on
page 177 dealing with “Servos running in parallel”, or
using “Channel mapping” in the “
and outboard control surfaces: the former forward of
the Centre of Gravity, the latter aft of it. Deflecting the
inboard control surface(s) down increases lift and pro-
duces an up-elevator effect; deflecting them up creates
the opposite effect. In contrast, the outboard ailerons act
in the reverse direction: a down-deflection produces a
down-elevator effect, and vice versa. There are really no
limits to what can be achieved with appropriate settings
of the system’s sophisticated mixers.
However, please note that you should be extremely
careful when setting differential travel with such a con-
figuration, regardless of your model’s set-up, its tail type
and the number of servos you are using. This is because
differential travels on a tailless model tend to produce
an asymmetrical elevator effect, rather than the desired
adverse yaw reduction. For this reason it is advisable
to start with a differential setting of 0% - at least for the
first few flights. When you are familiar with the model
and feel the need to experiment, it may then be feasible
under certain circumstances to try differential settings
deviating from zero.
For larger models it could be advisable to install winglets
fitted with rudders, i. e. small vertical surfaces at the
wingtips. If these are actuated by two separate servos,
they can be controlled as described in the example on
page 177 dealing with “Servos running in parallel”, or
using “Channel mapping” in the “
Telemetry” menu; see
page 140.
You may also want both rudders to deflect outwards
when a braking system is operated using the Ch 1 stick,
and this can be accomplished as follows: if you have
selected the “
You may also want both rudders to deflect outwards
when a braking system is operated using the Ch 1 stick,
and this can be accomplished as follows: if you have
selected the “
normal” tail type, set up two further mixers
“
c1 4” and “c1 second rudder control channel”
with suitable travel settings. The offset for both mixers
should be +100%, as the Ch 1 stick is usually at the
forward end-point when the airbrakes are retracted, and
the winglet rudders are only required to deflect outwards
proportionally when the brakes are extended.
should be +100%, as the Ch 1 stick is usually at the
forward end-point when the airbrakes are retracted, and
the winglet rudders are only required to deflect outwards
proportionally when the brakes are extended.