124
»Wing mixers« (page 84)
Note:
This menu will show a varying range of options de-
pending on the information you have entered in the
»
Model type
« menu.
Of particular interest at the moment are “
Aileron dif-
ferential
”, the “
Aileron 2
4 rudder
” mixer – some-
times known as a Combi-Switch or CAR (coupled ai-
leron and rudder) – and possibly the mixers “
Brake
5 aileron
” and “
Brake
6 fl aps
”.
The purpose of “
Aileron differential
” is to eliminate
adverse yaw. When a model aircraft turns (rolls), the
down-going aileron produces more drag than the up-
going one when both move through the same ang-
le, and this causes the aeroplane to yaw in the oppo-
site direction to the turn – see also page 85. This can
be eliminated by setting differential servo travel. A va-
lue between 20% and 40% is usually a good starting
point, but the “perfect” setting nearly always has to be
established by practical testing.
The same applies to the “
Flap differential
” if your
model is fi tted with two camber-changing fl ap servos,
assuming that you wish the fl aps to have a superim-
posed aileron function, e.g. as set up using the “
Aile-
ron 2
7 fl aps
” mixer.
The “
Aileron 2
4 rudder
” mixer serves a similar
purpose, but also makes many models generally ea-
sier to handle when turning. A value of around 50%
is usually a practical starting point for this. However, it
should be possible to switch this function off, particu-
larly if you have ambitions as an aerobatic pilot; this
can be achieved by assigning a physical switch to the
mixer.
Setting up a “
Brake
3 elevator
” mixer is usually
only necessary if your model suffers a marked pitch
trim change (model balloons up or dives) when you
deploy any form of braking system. This problem usu-
ally only arises if ailerons are set to defl ect “up” for
braking, or are used in combination with a butterfl y
(crow) system. If you set up such a mixer it is impor-
tant to test the setting at a safe height, and adjust the
trim compensation if necessary.
Note:
This mixer “
Brake
3 elevator”
can also be “mis-
used” for a similar purpose: to compensate for pitch
trim changes which occur when the throttle is opened
or closed. This problem is generally due to incorrect
motor downthrust (angle of the motor’s thrustline rela-
tive to the model aircraft’s centreline). In this case all
you have to do is move the “Brake offset” in the »
Mo-
del type
« menu to coincide with the idle stick positi-
on, and set a suitable value in this mixer.
If you have selected “2 AIL” or “2 AIL 1/2 FL” in the “Ai-
lerons / fl aps” line of the »
Model type
« menu, …
.ONE
.ORMAL
!),
%NTER
4AILTYPE
!ILERONCAMBERFLAPS
"RAKE
… and if the ailerons are required to operate as bra-
kes when the throttle / brake stick (Ch1) is moved,
then a suitable value needs to be entered in the “
Bra-
ke
5 aileron
” line.
A i l e r o n s 2 > 4 R u d d e r
+ 0 %
A i l e r o n s 2 > 7 F l a p s
+ 0 %
B r a k e
> 3 E l e v a t o r
+ 0 %
B r a k e
> 6 F l a p s
+ 0 %
B r a k e
> 5 A i l e r o n s
+ 0 %
« L a n d i n g »
S E L
t
s
In principle the same applies if you select “2 AIL 1/2
FL” for the line “
Brake
6 fl aps
” which is also avai-
lable. However, this value should be selected in such
a way that the fl aps defl ect down as far as possible
when the brake stick is operated. Do ensure that none
of the servos is mechanically obstructed (stalled) at
this point.
If the ailerons are set up to act as brakes, either
by defl ecting them up or by setting up a full butter-
fl y (crow) system (as already described), then you
should
always
enter a value for “
Differential reduc-
tion
” (see page 88) – setting 100% is the safe opti-
on here!
Entering a value here provides proportional suppres-
sion of any aileron differential you have set, but only
when the brake stick is operated, in order to increa-
se the down-going aileron travel on the landing ap-
proach, with the aim of improving aileron response.
If the wing is equipped with two camber-changing fl ap
servos in addition to two separately actuated ailerons,
then the “
Aileron 2
7 fl aps
” mixer transfers the ai-
leron movements to the fl aps; we suggest that the
fl aps should not follow the movement of the ailerons
to a greater extent than about 50%.
The “
Flaps 6
5 aileron
” mixer works in the opposi-
te direction: depending on the layout of the model; we
suggest values between about 50% and 100% for this
option.
The position of the camber-changing fl aps in the in-
Programming examples – Fixed-wing models
A i l e r o n d i f f e r e n c e
+ 0 %
F l a p d i f f e r e n c e
+ 0 %
A i l e r o n s 2 > 4 R u d d e r
+ 0 %
A i l e r o n s 2 > 7 F l a p s
+ 0 %
B r a k e
> 3 E l e v a t o r
+ 0 %
B r a k e
> 6 F l a p s
+ 0 %
B r a k e
> 5 A i l e r o n s
+ 0 %
E l e v a t o r 3 > 6 F l a p s
+ 0 % + 0 %
E l e v a t o r 3 > 5 A i l e r o n
+ 0 % + 0 %
F l a p s
6 > 3 E l e v a t o r
+ 0 % + 0 %
F l a p s
6 > 5 A i l e r o n s
+ 0 % + 0 %
R e d u c t i o n o f d i f f .
+ 0 %
S Y M
A S Y
t
s
Summary of Contents for MC-22S
Page 1: ...1 mc 22s GB mc 22s 3D Rotary Programming System Programming manual ...
Page 33: ...33 Digital trims ...
Page 55: ...55 Program description Base setup model ...
Page 77: ...77 Program description Flight phases ...
Page 89: ...89 Program description Mixers ...
Page 174: ...174 ...
Page 175: ...175 ...
Page 176: ...176 ...
Page 177: ...177 ...
Page 178: ...178 ...