ParkZone Radian RTF PKZ4700 Data Sheet

3.  If using a regulator, it’s important the above tests are

done for an extended period of 5 minutes. When current 

passes through a regulator, heat is generated. This 

heat causes the regulator to increase resistance, which 

in turn causes even more heat to build up (thermal 

runaway). While a regulator may provide adequate 

power for a short duration, it’s important to test its 

ability over time as the regulator may not be able to 

maintain voltage at significant power levels.

4.  For really large aircraft or complex models (for example 

35% and larger or jets), multiple battery packs with

multiple switch harnesses are necessary or in many 

cases one of the commercially available power boxes/ 

busses is recommended. No matter what power systems 

you choose, always carry out test #1 above making sure 

that the receiver is constantly provided with 4.8 volts or 

more under all conditions.

5.  The latest generation of Nickel-Metal Hydride batteries 

incorporates a new chemistry mandated to be more 

environmentally friendly. These batteries, when charged 

with peak detection fast chargers, have a tendency to 

false peak (not fully charge) repeatedly. These include 

all brands of NiMH batteries. If using NiMH packs be 

especially cautious when charging making absolutely 

sure that the battery is fully charged. It is recommended 

to use a charger that can display total charge capacity. 

Note the number of mAh put into a discharged pack to 

verify it has been charged to full capacity.

Your DSM2 equipped 2.4GHz system is intuitive to operate, 

functioning nearly identically to FM systems. Following are 

a few common questions from customers:

1.  Q: Which do I turn on first, the transmitter or the 

receiver?

A:  It doesn’t matter, although it is suggested to turn the 

transmitter on first. If the receiver is turned on first, 

the throttle channel doesn’t put out a pulse position at 

this time, preventing the arming of electronic speed 

controllers, or in the case of an engine powered aircraft, 

the throttle servo remains in its current position. When 

the transmitter is then turned on the transmitter scans 

the 2.4GHz band and acquires two open channels. Then 

the receiver that was previously bound to the transmitter 

scans the band and finds the GUID (Globally Unique 

Identifier code) stored during binding. The system then 

connects and operates normally. If the transmitter is 

turned on first, the transmitter scans the 2.4GHz band 

and acquires two open channels. When the receiver 

is turned on, the receiver scans the 2.4GHz band 

looking for the previously stored GUID. When it locates 

the specific GUID code and confirms uncorrupted 

repeatable packet information, the system connects and 

normal operation takes place. Typically this takes 2 to 6 

seconds.

2.  Q: Sometimes the system takes longer to connect and 

sometimes it doesn’t connect at all. Why?

A  In order for the system to connect (after the receiver is 

bound), the receiver must receive a large number of 

continuous (one after the other) uninterrupted perfect 

packets from the transmitter. This process is purposely 

critical of the environment ensuring that it’s safe to fly 

when the system does connect. If the transmitter is too 

close to the receiver (less that 4 feet) or if the transmitter 

is located near metal objects (metal transmitter case, 

the bed of a truck, the top of a metal work bench, etc.) 

connection will take longer. In some cases connection 

will not occur as the system is receiving reflected 

2.4GHz energy from itself and is interpreting this 

as unfriendly noise. Moving the system away from 

metal objects or moving the transmitter away from the 

receiver and powering the system up again will cause 

a connection to occur. This only happens during the 

initial connection. Once connected the system is locked, 

and should a loss of signal occur (failsafe), the system 

connects immediately (4ms) when signal is regained.

3.  Q: I’ve heard that the DSM system is less tolerant of low

voltage. Is this correct?

A:  All DSM receivers have an operational voltage range of 

3.5 to 9 volts. With most systems this is not a problem

as in fact most servos cease to operate at around 3.8

volts. When using multiple high-current draw servos 

with a single or inadequate battery/ power source, heavy 

momentary loads can cause the voltage to dip below 

this 3.5-volt threshold causing the entire system (servos

and receiver) to brown out. When the voltage drops 

below the low voltage threshold (3.5 volts), the DSM

receiver must reboot (go through the start up process of 

scanning the band and finding the transmitter) and this 

can take several seconds.

4.  Q: Sometimes my receiver loses its bind and won’t 

connect, requiring rebinding. What happens if the bind 

is lost in flight?

A:  The receiver will never lose its bind unless it’s instructed 

to. It’s important to understand that during the binding 

process the receiver not only learns the GUID (code) of 

the transmitter but the transmitter learns and stores the 

type of receiver that it’s bound to. If the trainer switch is 

pulled on the transmitter at any time and the transmitter 

is turned on, the transmitter looks for the binding 

protocol signal from a receiver. If no signal is present, 

the transmitter no longer has the correct information 

to connect to a specific receiver and in essence the 

transmitter has been “unbound” from the receiver. We’ve 

had several customers using transmitter stands or trays 

that unknowingly depress the bind button. The system 

is then turned on, losing the necessary information 

to allow the connection to take place. We’ve also had 

customers that didn’t fully understand the range test 

process and pull the trainer switch before turning on the 

transmitter, also causing the system to “lose its bind.” 

If the system fails to connect, one of the following has 

occurred:

•  The transmitter is near conductive material (transmitter

case, truck bed, etc.) and the reflected 2.4GHz energy is 

preventing the system from connecting. (See #2 above)

•  The trainer switch was pulled and the radio was

previously turned on knowingly (or unknowingly), 

causing the transmitter to no longer recognize the 

receiver.

FCC Information

This device complies with part 15 of the FCC rules. 

Operation is subject to the following two conditions: (1) 

This device may not cause harmful interference, and (2) 

this device must accept any interference received, including 

interference that may cause undesired operation.

Caution: Changes or modifications not expressly 

approved by the party responsible for compliance could 

void the user’s authority to operate the equipment.

This product contains a radio transmitter with wireless 

technology which has been tested and found to be compliant 

with the applicable regulations governing a radio transmitter 

in the 2.400GHz to 2.4835GHz frequency range.

Servo Precautions

•  Do not lubricate servo gears or motors.
•  Do not overload retract servos during retracted or

extended conditions. Make sure they are able to  

travel their full deflection. Overloading or stalling a 

servo can cause excessive current drain.

•  Make sure all servos move freely through their  

rotations and no linkages hang up or bind. A binding 

control linkage can cause a servo to draw excessive 

current. A stalled servo can drain a battery pack in a 

matter of minutes.

•  Correct any control surface “buzz” or “flutter” as soon

as it is noticed in flight, as this condition can destroy 

the feedback potentiometer in the servo. It may be 

extremely dangerous to ignore such “buzz” or “flutter.”

•  Use the supplied rubber grommets and brass servo

eyelets when mounting your servos. Do not over-

tighten the servo mounting screws, as this negates the 

dampening effect of the rubber grommets.

•  Ensure the servo horn is securely fastened to the servo.

Use only the servo arm screws provided; the size is 

different from other manufacturers.

•  Discontinue to use servo arms when they become

“yellowed” or discolored. Such servo arms may be 

brittle and can snap at any time, possibly causing the 

aircraft to crash.

•  Check all related mounting screws and linkages

frequently. Aircraft often vibrate, causing linkages and 

screws to loosen.