First ensure that all the servos move in the proper direction. Use your servo reverse function on your transmitter to accomplish this. Enable CCPM mixing in your radio if applicable. At mid stick, the main rotor blades should be set to zero degrees and the swashplate should be level.
Once this is done, its time to set the collective pitch range. Use the swash function and pitch curve functions to set this. The next step is to set the limits of travel for roll and pitch cyclic of the rotor head.
This is analogous to programming in the rudder endpoints for tail rotor. To do this, set the collective at mid stick which should be zero degrees on the rotor. Orient the main rotor parallel to the tail boom. With a pitch gauge on the main rotor blades, give full right or left aileron and observe the pitch gauge reading. Adjust the aileron swash mix value until you get to 12 to 14 degrees of pitch.
Do the same for the elevator swash mix with the main blades oriented perpendicular to the tail boom. Next, we need to teach the 3G control box the travel limits of the swashplate. With the collective at zero degrees and the cyclic stick centered, press the set button again. This illuminates the E. Move the elevator stick fully forward, then back, and then to center.
During this step, the 3G is determining what type of CCPM mixing you have mechanical or electronic and the maximum elevator endpoints. During this step, its important that the collective stick is not moved from zero degrees to the unit will be incorrectly programmed.
The next step is to set the elevator gyro direction. Do this by pressing the set button again, which will illuminate the E. REV light. Pick up the helicopter and tilt the nose downward. You should see the swashplate tilt aft, as if it is trying to correct the nose down motion. If it moves in the opposite direction, move the elevator stick until the status LED changes color. Perform the test again to verify proper gyro direction.
The next two steps are for setting the aileron endpoints and the aileron gyro direction. This is exactly the same process as setting the elevator endpoints and direction. Use the set button to get to the A. LIM function, which is the aileron travel limit, and the A.
REV to set the aileron gyro direction. When you are done with the last step of completing the aileron gyro direction, press the set button once again. The 3G unit will reboot. This will complete the flybarless setup portion of the 3G controller. For a better experience, please enable JavaScript in your browser before proceeding. You are using an out of date browser.
It may not display this or other websites correctly. You should upgrade or use an alternative browser. Thread starter Harford Start date Apr 21, Harford Active Member. I am in the final stages of assembling a Trex LM. Is this sufficient please? Many thanks. Well-Known Member Goblin Supporter. The motor below is 52 watts.
In order to find the wattage of the motor multiply the max current of the motor by the voltage applied to it. This motor pulls 7 amps and uses a 2s battery 7. Servos are what move your control surfaces. The servos plug into the receiver. The ailerons plug into channel 1 on the receiver and the elevator plugs into channel 2 on your receiver.
When you get your speed controller it will not have all the connectors necessary to hook everything up so you will need to pull out your soldering iron and heat shrink and get to work! The speed controller hooks up to three things, the motor, the battery, and the receiver. With that in mind. First find out what type of battery connector is on your battery. The type of plug that was on the battery shown above was an XT60 type.
You can 'half plug' the two connectors together and make sure that the red and black wires match. Make sure to cover any exposed wires with heat shrink. Now you need to add the connectors that go to the motor. On the specifications for your motor it should tell you what type of connetors are on.
For instance, the motor shown above comes with 3. In order to connect this to the ESC, you will need 3x 3. Solder these three onto the three wires coming out of the ESC. Again, make sure all exposed wires are covered in heat shrink. Now slide the male connectors from the motor to the three female connectors coming from the ESC.
Make note, it does not matter which order you plug them in for now. See the last image to see the motor attached to the ESC. Refer to pictures for further instruction. So now you have everything hooked up, but when you turn on the transmitter, nothing happens!
Well this is because you haven't bound the receiver to the transmitter. Binding the receiver. When you get the receiver it has to be bound to the transmitter. If your transmitter is not bound to the receiver than you will not be able to control anything.
The steps below are for binding this specific receiver, but works with others too. Consult your manual for further instruction. Plug the bind plug into the BAT slot. Plug in the power connector from your ESC.
Make sure you have the ESC connected to the motor and the battery. The red light on the receiver should start flashing 4. Turn on your transmitter holding down the bind switch. The bind switch must already be pressed before transmitter power-up. Wait a few second and if you see the red light on the receiver stop flashing then you have successfully bound it! RC electrons have been continually been getting cheaper. All the electronic shown in this instructable were taken from HobbyKing.
Hobbyking is one of the cheapest web sites online. Please visit www. I hope this has been helpful to you in understanding what parts need to be connected to what. If you have any question feel free to PM me or to leave a comment! Don't forget to vote!
Thank you for an excellent article for beginners to RC airplanes. Very comphensive and to the point. Question 7 months ago on Step 9. Hello sir, I want to ask how to connect 2 or more motors to the esc, do I have to buy 2 escs for 1 plane with 2 motors? Answer 7 months ago. You can only control one motor per ESC. You'll need 2 of each. However, if your receiver only has 1 throttle output, you can tie the throttle signal output from the RX to both ESCs, it'll control both of them equally.
While flybars have been almost universally used on rc helicopters for many years, flybarless systems are now very common. More on those further down the page. Incidentally, the terms 'FP' and 'CP' are a little misleading because both terms only refer to the collective pitch control of the helicopter. The cyclic pitch control method is basically the same for FP and CP helicopters. So, then, the primary difference between fixed pitch and collective pitch rc helicopters is in the collective pitch control.
This is influenced by the lift generated by the main blades acting together i. On a fixed pitch rc helicopter the main blades are fixed in the main rotor blade holder and cannot be pivoted about their longitudinal axis twisted. Altitude, therefore, has to be controlled by the speed of the blades - faster spinning blades generate more lift and vice versa.
The big problem with fixed pitch altitude control is that of latency. There can be an annoying lag between you moving the throttle stick of your transmitter to change the motor speed, and the change in lift generation happening. As a result, trying to hold a consistent altitude is very tricky.
FP helicopters will often rise and fall repeatedly, despite your best efforts! On a collective pitch rc helicopter, however, the main blades can be pivoted twisted about their longitudinal axis in relation to the rotor head. This changes the pitch angle of them and hence the associated amounts of lift. The motor can therefore be kept at a more constant speed, and altitude is controlled by changing the pitch angle of the blades. This set-up gives much more agile flight performance and better response.
Altitude control is so much easier and more precise, compared to an FP heli. Collective pitch control is necessary for any form of aerobatic flying, especially inverted flight where negative blade pitch is a necessity.
A fixed pitch rc helicopter, on the other hand, is severely limited in terms of aerobatic capability. If these sound confusing, compare them to the 4 primary airplane controls and you'll see the relationship:.
Yaw is controlled by the tail rotor and is used in conjunction with, or against, the natural torque force that is generated by the spinning main rotors. As a natural reaction to the spinning blades, the fuselage of the helicopter will always want to spin in the opposite direction.
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