GOAL: Change setting from the default of Expert Driver (LV3) to New User (LV1) to simplify getting to know the basics of the radio. (If on LV1 or LV2, scroll through menus, then select LEVEL-SEL.) STEPS: Open menu and display menu 3. Select menu 3 & then select level selection. INPUTS:

to LEVEL-SEL.

Select level 1. Confirm your change. Close. Where next? Name the model (MDL-NAME): See p. 15. Select modulation (FM/PCM/HRS) (MOD-MODE): See p. 16. Channel reversing (CH-REV): See p. 18. End point adjustment (ATV) (EPA): See p. 18. together for 1 second. Screen displays LEVEL = LV1

Levels LV1, LV2, LV3

System-Wide Settings SYSTEM
DEFINITIONS: SYSTEM Adjusts system-wide settings. Settings are not model specific. LHT-MODE LCD backlighting mode LHT-TIME LCD backlighting time period CONTRAST LCD screen contrast BUZ-TONE Buzzer tone LED-MODE LED pilot lamp DISPL-SEL Home screen display settings KEY-ON Back-lights whenever a programming key is pressed. Length of time is adjustable with LHT-TIME. ACT Activated. SRV-VIEW Servo display shown on home screen.
AVAILABLE FOR: System-wide only. Not channel or model specific. ADJUSTABILITY: LCD backlight: OFF, KEY-ON, ON (constantly). Backlight time period: OFF, ACT (when KEY-ON is selected in LHT-MODE). 1-30 seconds, length of time can be adjusted for backlight to stay on when a button (key) is pressed. Screen contrast: -10 to +10. Buzzer tone adjustment: OFF, 0-100. Pilot lamp color: OFF, LIGHT BLUE, PURPLE, WHITE, GREEN, ORANGE, YELLOW, BLUE. Home screen display: FUTABA, SRV-VIEW, TIMER.
INTERACTION: When LHT-MODE is set to KEY-ON, backlight comes on automatically if any programming button is pressed, and time period is automatically made ACT (active). Pilot lamp blinks when key functions, such as ABS and speed limiter, are active. DESIRED END RESULT: Custom setup to best meet users needs and style. CAUTION: Adjusting display so dark/bright that it cannot be read and then turning transmitter off may require factory service to reset.
GOAL: Change the home screen display from Futaba to timer while radio is in LV1 setting. (If set to more complex menus, scroll through menus with Up button until SYSTEM is displayed on screen.)
STEPS: Open and select menu 1. Select SYSTEM. Select DISP-SEL. Change to TIMER. Close.

INPUTS:

to SYSTEM.

Where next?

Adjust backlight settings (repeat steps above but edit LHT.) Adjust screen contrast (repeat steps above but adjust CONTRAST.) Set up timer function (TIMER): See p. 30. Reset system timer (from home screen for 1 second.)

GOAL: Change Modulation from HRS to PPM to operate with standard Futaba FM receivers such as R133F, while using model M1 and the LV1 programming menus. (If set to more complex menus, scroll through menus with Up button until MOD-MODE displayed on screen.)
STEPS: Open and select menu 1. Select MOD-MODE. Choose PPM. Confirm your change. Close. Cycle transmitter power to transmit in new modulation.

6 times.

together for 1 second. Turn both switches off. Turn both switches back on. Confirm screen reads PPM.
Name the model (MDL-NAME): See p. 15. Copy the model (MDL-COPY): See p. 33. Channel reversing (CH-REV): See p. 18. End point adjustment (EPA): See p. 18. Set up FailSafe reactions (FAILSAFE): See p. 17. Change menu complexity (LEVEL-SEL): See p. 12. 16
FailSafe Settings FAIL-SAFE
DEFINITIONS: FAILSAFE: Settings stored by the receiver, used only if the receiver fails to receive clean, intelligible signal from a transmitter. HOLD: Maintain the last instruction provided by the transmitter before clean signal was lost. SET: Position servos are to be moved to if FailSafe activates. BATTERY F/S: When on the receiver will move the throttle servo to the preset FailSafe position when the receiver battery is low. Release and pull trigger to reactivate throttle for approximately 30 seconds.
AVAILABLE FOR Steering, Throttle, Channel 3, only with HRS/PCM receivers and HRS/PCM modulation settings (see MOD-MODE, p. 16). ADJUSTABILITY: Hold or set (to go to a preset position). INTERACTIONS: FailSafe operates only during interference or loss of transmitter signal. Modulation is not reset when a model reset is performed, but the FailSafe settings are reset.
DESIRED END RESULT: FailSafe: Provide receiver pre-recorded instructions of how to perform in the event it does not receive clean, clear transmission from a transmitter on its channel in Futaba PCM1024 language. Battery FailSafe: Warn user the receiver battery is getting so low that safe vehicle operation will soon end. CAUTION: Settings are sent to the receiver every 2 minutes. Always allow at least 2 minutes time to pass prior to testing any FailSafe settings.
GOAL: Change FailSafe settings for your throttle servo on your PCM receiver from HOLD to full brake position, while using the LV1 programming menus. (If set to more complex menus, scroll through menus with Up button until FAILSAFE displayed on screen.)

STEPS: Open and select menu 1. Select SUB-TRIM. Cursor down to throttle and up to steering to see the cursor positioning. Add trim until servo is in desired position. Close.

to L5.

Set end point (EPA): See p. 18. Set exponential (ST-EXP, TH-EXP): See p. 20. Change menu complexity to access additional features (LEVEL-SEL): See p. 12. Set idle-up (IDLE-UP): See p. 27. Set throttle acceleration (TH-ACCEL): See p. 26.
LV2 FUNCTIONS for the Race-Ready Driver
Levels LV2, LV3 Only Servo Maximum Speed Limiter (ST-SPEED,TH-SPEED)
DEFINITION: Speed Limiter decreases the maximum speed of the servo. This may be adjusted individually for turning and returning the servo to neutral (steering), and for high and low throttle settings. A servo which responds too rapidly to a full-wheel input may cause the vehicle to oversteer; to compensate many drivers steer too slowly, resulting in understeer and not completing a clean corner. Others slow down to make the model more controllable, losing valuable seconds. Speed Limiter helps in both these cases. Similarly, applying throttle too suddenly results in wheel spin and wasted energy. It may also cause a nitro engine to stall. AVAILABLE FOR: Steering (ST-SPEED), Throttle (TH-SPEED) ADJUSTABILITY: 1% (slowest possible response) to +100% (normal response) On input and return (ST-SPEED only); High speed and low speed (TH-SPEED only) On/off switch may be assigned for TH-SPEED only. Switch selection made in FUNC-SW (see pp. 34-35). Throttle speed and steering turn/return may each be assigned to a dial. See FUNC-DIAL (pp. 34-35).
INTERACTIONS/COMPARISONS: Increasing EPA decreases the rate at which a servo reaches a given point mechanically; therefore, adjusting EPA will also adjust the actual rate of response of that servo. Negative exponential softens how far the servo responds to a given input vs. how fast. Either is used to settle a twitchy vehicle, but the driver must first determine if the servo is moving too far, or simply too quickly. ABS pulsates the amount of brake given for a certain input to avoid overbraking and skidding the entire time brake is applied. Speed Limiter slows the brake command and decreases skidding only when brakes are first applied. Throttle acceleration gives a significant sudden movement of the throttle servo only when the trigger is first moved; Speed Limiter would slow that quick step off idle and diminish the effectiveness of acceleration. Thus, modifying Speed Limiter may require adjustments to acceleration, and vice versa. Auto-start moves/holds the servo to a preset position when the throttle is applied the first time, then allows the servo to operate through its normal travel for the rest of the run; Speed Limiter slows the performance of the throttle servo at all times. If the problem is spinning on starts only, then auto-start should be adjusted, NOT Speed Limiter. Idle-up increases the throttle idle as if throttle trim were applied, and is used to make starting nitro engines easier. Speed Limiter will only effect how rapidly the engine responds when additional throttle is applied. ATL adjusts the end point of the braking side only; Speed Limiter affects how quickly that total distance is traveled. Adjustments to either may require fine adjustments to the other. DESIRED END RESULTS: Servo reaches actual travel commanded by trigger/wheel position, just at a more gradual rate. Minimize wheel spin, harsh acceleration out of corners, understeering and spins.

AVAILABLE FOR: N/A ADJUSTABILITY: Timer types: See 5 timer types listed above (including total timer). System Time: 0 to 99 minutes 59 seconds. Resets to 0 at 100 minutes. Status: Reset (timer is reset, button will start), ready (throttle trigger or button starts), run, stop. Alarm: Off, 1-99 minutes. Default = 4 minutes. Pre-Alarm: Off, 1-30 seconds, warning that alarm is about to sound. Beeps every second. Default = 5 sec. Lap: Navigate timer only: 3 seconds to 30 minutes, interval counter to nav. alarm. Default = 3 seconds. Switches: Assign lap start/stop and reset buttons in FUNC-SW (see pp. 34-35). INTERACTION: Requires switch assignment in the FUNC-SW screen. (See pp. 34-35.) Laps stored with a lap memory timer are visible using LAP-LIST. (See p. 31.) DESIRED END RESULT: Provide user accurate time data for tracking laps, practicing, keeping track of fuel and battery usage, etc. CAUTION: Lap Memory has a 3-second safety. If button is re-pressed within 3 seconds, the timer is not reset a second time.
GOAL: Set up a lap memory timer to track lap times throughout a race, while using LV2 menus. (If using LV3, select timer from Menu 1). (If using LV1, first change level selection to LV2. See p. 12.)
STEPS: Assign desired lapstart and restart switches. Open and select menu 1. Select TIMER. Set type to lap memory timer. Set total race time to 5 minutes. Set pre-alarm time to warn you race end is nearing at 15 seconds. Set total timer/first lap timer to trigger when throttle is pulled. Test function on screen.
INPUTS: See FUNC-SW pp. 34-35.
to LAP MEMORY. to ALRM. to 15s. to 5m.
Screen reads RDY. Pull trigger. Timer starts counting. Press selected switch (ex: PS-1) to store first lap. Note screen now displays the first laps time for 3 seconds, then displays current running lap. Press selected reset switch to stop timer.
Close function and menu. Where Next: System timer: Reset radios total timer after recharging to use as a method of tracking on time between charges: from home screen, press and hold for one second. View stored laps (LAP-LIST): See p. 31. Adjust switch assignments (FUNC-SW): See pp. 34-35. Place timer setup screen on quick menu for 2-keystroke access (DIRC-CALL): See p. 36.

Lap Listing LAP-LIST

DEFINITION: Displays all stored lap times, up to 100, and also stores total race time, including run time after last but before reset/stop. ADJUSTABILITY: Reset single lap: Select lap,
Reset all laps in memory: Press
GOAL: View laps previously run, then reset all laps, while using LV2. (If using LV3, select LAP-LIST from menu 1.) (If using LV1, first change level selection to LV2, p. 12.)
cursor blinks next to it. Press and together for 1 second.

together.

INTERACTION: Requires switch assignment for lap counter in the FUNC-SW screen (see pp. 34-35). Requires set up of timer as Lap Memory Timer (see p. 30). Lap Navigation Timer does NOT store lap times (see p. 30).

Response direction: Normal or reversed for all dials/trimmers, and switch 3. Normal or alternate for switches 1 and 2.
INTERACTION: If multiples switches/dials/trims are assigned to do the same job, their settings are combined up to the limits of the function. For example, assigning steering trim to both DT1 and DL1 means moving either adjusts the trim from the current position up to the maximum available trim. (Total trim available is still the same, not doubled.) Digital: Since the dials and trims are digital, their physical position does not matter to the model memory. If a dial or trim is bumped when both switches are off, no change is made to the position remembered in the memory. For example, turn on the display. Note the steering trim position shown on screen. Turn the display off. With the display off, press the digital trims. Now turn the display back on. Note that the trim has not changed. The same is true for the digital dials, meaning no more need to try to store or set the dial positions before changing model memories to avoid unintentional changes in your other models!
DESIRED END RESULT: Create driver-specific setups for each car for easy adjustment of features on-the-fly. CAUTION: Be sure you know what each switch/dial/trim is doing prior to every operation.
GOAL: Assign idle-up to the push button switch on the radios handle (SW2 aka PS2), while using LV2 menus. (If using LV3, select FUNC-SW from menu 2.) (If using LV1, first change level selection to LV2, p. 12.)
STEPS: Open and select menu 2. Select FUNC-SW. Select switch #2 (SW2 aka PS.2). Set function to idle-up. Reverse switch direction to have idle-up on unless button is held. Close function and menu.
to SW2. to IDLE-UP. to ALT.
Lets do a dial setup now. Assign throttle acceleration forward side to grip dial 1 and brake side to grip dial 2. Adjust steps to 1% for very fine adjustments.
Open and select menu 2. Select FUNC-DIAL. For dial 1, select acceleration forward. Set step to 1%. Select dial 2, acceleration braking. Set step to 1%. Reverse dial direction so turning dial 2 backward increases braking side of acceleration, turning dial 1 forward increases throttle side acceleration. Close function and menu. to 1. 9 times to ACC-F. to 1. 9 times to ACC-B.

See p. 51. AVAILABLE FOR: Braking only. ADJUSTABILITY: RATE: 0 (no braking at all) to 100% (same as EPA). Default: 100%. Rate adjustment: May be easily adjusted while driving (if assigned to a dial/trim, see FUNC-DIAL, pp. 34-35). Default assignment is to gripper dial 2.
INTERACTION: EPA affects total travel available to the servo. ATL is directly proportional to EPA. DESIRED END RESULT: Quickly adjust overall braking sensitivity, including with a dial while driving on the track. CAUTION: Dial 2 is assigned for ATL adjustment as a default, even if user does not realize it.
GOAL: While using LV3: Reassign the ATL adjustment to digital trim 1; Adjust the ATL setting from 100% to 20% (with the digital trim centered). (If using LV1 or LV2, first change level selection, see p. 12.) STEPS: Use FUNC-DIAL to assign ATL to digital trim 1. INPUTS:

9 steps to DT1. to ATL.

While viewing home screen, adjust digital trim 1 until ATL reads 0. Select ATL. Adjust ATL to 20%. Close function and menu.
Move trim 1, if necessary, until display reads 0 for ATL. to 20%.
Adjust the throttle servos EPA (EPA):See p. 18. Set up channel 3 control (CH3-POSI):See p. 40. Set up brake mixing for separate front/rear brakes (BRAKE-MIX):See p. 42. Set up tilt mixing for boats (BOAT-MODE):See p. 43.
Steering Dual Rate ST-D/R
DEFINITIONS: Dual Rate, or primary dual rate: Decreases the vehicles steering sensitivity across the entire range. Equivalent of decreasing steering EPA by that percentage. Assigned to grip dial 1 as a default to allow on-the-course adjustments. If grip dial is unassigned, dual rate may still be adjusted on-screen. Dual rate is always active, except when the 2nd dual rate switch is pushed. (3PKs dual rate is the same as the 9Zs AFR, and the first rate of dual rate in other aircraft style radio models.) Second Dual Rate: A second while-driving rate of servo response, available with the push of a switch. The 2nd dual rate is meant to be used to temporarily have more/less servo travel available without having to readjust the dual rate dial. Second dual rate is proportional to the EPA not the primary dual rate. Examples: Used for getting away from walls, crashes, a single hairpin turn on an otherwise non-technical track.

Level LV3 Only

AVAILABLE FOR: Steering only. ADJUSTABILITY: RATE: 0 (no steering at all) to 100% (same as EPA). Default: 100%. Switch assignment (to change from primary dual rate to second dual rate): Must be set using FUNC-SW, see pp. 3435. Default: no dual rate switch assigned; 2nd dual rate is not usable until a switch is assigned. Rate adjustment: Both primary rate and 2nd rate adjustments may be assigned to any dial/digital trim (see FUNC-DIAL, pp. 34-35) to allow adjustment while driving. If no dial/trim is assigned, then adjustments are made only within the D/R function. Defaults: D/R on dial 1, 2nd D/R not assigned.

Multiple-Servo Brake Mix BRAKE-MIX
DEFINITIONS: Brake Mix: Used when model has separate front and rear brakes, and they must be adjusted separately. Uses channel 2 for rear brakes/throttle, channel 3 for front brakes. RATE: Proportion of total front brake travel applied when full rear brake is applied. DELAY: Waits to brake either front or rear, allowing the other to brake first. BALN: Balance. Adjusts the proportion of front to rear braking. TGP: trigger point. At what amount of trigger the brake mixing takes effect. MXMD: Mixing mode. Front brakes respond based solely on trigger position (UNMIX), or other functions adjustments to rear brakes, such as ABS, also effect front brakes (MIXED).
AVAILABLE FOR: N/A ADJUSTABILITY: RATE: 0 (no front braking) to 120% (front brake servo moves 20% more than rear brake). DLY: 0 (no delay) to 100% (maximum delay, about 2 seconds); F (front) or R (rear). Either F or R MUST be 0; may both be 0. BALN: 80 (decreased braking) -100% (no change), F or R. Either F or R must be 100%, may both be 100%. TGP: 10 (front brakes active even with small amounts of brake) 100% (front brakes applied only when full brake given.) MXMD: UNMIX (front brake obeys trigger position only); MIXED (front brake obeys all braking mixes).
INTERACTIONS: ABS, Speed Limiter, exponential, etc., all affect the rear brake; mix mode MIXED causes them to also affect the front. Mixing is based upon total EPA of each servo. Example: Rear servo moves 60 at 100 EPA. Front servo moves 40 at 100 EPA. Rate of 100% moves front servo full 40 when rear servo moves 60. Rate of 120% means front servo moves 40 times 120%, or 48, when rear servo moves 60. DESIRED END RESULT: Model brakes as rapidly as possible without negative handling effects such as squatted shocks, etc. CAUTION: Unmixed results in the front brake getting drastically different inputs than the rear when functions such as ABS are used (no pulsing on front).
GOAL: While using LV3, setup brake mixing for 1/5th scale offroad vehicle, with front brake responding 75% as much as rear, with a slight delay to allow rear brakes to respond first, no change in balance, front brake on only after 80% brake and front/rear both obeying ABS mixing. (If using LV1 or LV2, first select level LV3, see p. 12.) STEPS: Open and select menu 1. Select BRAKE-MIX. Activate brake mixing. Adjust rate to 75%. Adjust front delay to 10. Adjust trigger point to 80%. Set to mixed mode to use all rear brake mixing for front brakes also. Close function and menu. Where Next: NOTE: All of these functions interact with the throttle servo as well and are all inter-related. Adjusting any one may affect the performance of the others as described in interactions. Adjust the throttle servos EPA (EPA): See p. 18. Adjust overall braking speed (TH-SPEED): See p. 23. Adjust throttle exponential (TH-EXP): See p. 20. Adjust ABS braking (ABS): See p. 24. Set up smooth acceleration off of the start and also engine cut (AT-START): See p. 28. 42 to ACT. to 75. to 10. to 80. to MIXED. INPUTS:

CAUTIONS: ONLY use when you will be using HRS receivers/modulation. MUST use the two-way cord and DSC cord to connect ESC directly to transmitter to complete this setup. Reciever is not plugged into the ESC at this time. Transmitter switch MUST be turned off after setup is executed or the mode cannot be reset and the system can not transmit properly. Warning will display CAUTION! NOW MOD OFF.

ESC battery ESC

(Not connect)

Two-way cord

To DSC jack (Transmitter)

DSC cord

GOAL: Complete auto-setup of a non-Futaba ESC that is not setting up properly on its own when in use with an HRS receiver, while using LV3. (If using LV1 or LV2, first select level LV3, see p. 12.)
STEPS: Be sure transmitter is in HRS mode. Be sure battery is plugged in and ESC is on. Turn transmitter off. Set up DSC/two-way cord. Transmitter will power itself up automatically. Select MC-SETUP function. Activate amp setup. Follow manufacturers auto-setup instructions for ESC. Close function and menu. TURN TRANSMITTER OFF. (Transmitter can not transmit until power is cycled.) Disconnect two-way cord and DSC.
INPUTS: See modulation, p. 16. See setup diagram above.

for at least one second.

Adjust subtrim until motor is not spinning at neutral (SUB-TRIM): See p. 22. Setup ABS braking (ABS): See p. 24. Adjust throttle/ESC speed to minimize wheel spin (TH-SPEED): See p. 23. Setup throttle acceleration for spin-free starts (TH-ACCEL): See p. 26.
Electronic Centering Calibration Adjuster ADJUSTER
DEFINITION: Calibrates electronic positioning to mechanical movement of controls. Even if you never have a crash, your R/C vehicle needs occasional alignments and mechanical adjustments to keep it in tune and in trim. Similarly, all transmitters need regular maintenance to keep everything properly aligned. But unlike all other transmitters which just have to be driven as is until professionally adjusted/repaired, you can temporarily adjust your 3PK to keep driving as if it were new, then happily wait until your non-racing season when you can send it for its regular maintenance. AVAILABLE FOR: Throttle, steering. ADJUSTABILITY: Neutral and left/right vs. neutral/brake.

3. Remove the 4 screws from the wheel unit cover. Steering Wheel
6. Disconnect the wheel unit wiring harness. Wheel Unit

Wheel Unit Cover

screw (large) x1

screw (small) x4

screw (middle) x4

Changing wheel position

1. Connect the wheel unit wiring harness through the offset adapter. Install the adapter using four 2.5mm hex bolts attached.
2. Reinstall the wheel unit, wheel unit cover, wheel, and wheel cap in same position as they were removed.
Modifying for left-hand use
1. Remove the wheel back cover using 2.5mm hex wrench.
3. In opposite side, connect the wheel unit wiring harness and reinstall the wheel unit, wheel unit cover, wheel, and wheel cap in the same position as they were removed.
2. Push the wheel unit wiring harness in the opposite side.

Batt ery cover

Battery Replacement 1. Slide the transmitter battery cover in the arrow direction while pressing the part shown in the figure. 2. Replace the NiCd battery pack or dry cell batteries.
3. Slide the battery cover back onto the transmitter.
While pressing this part.

FUTM1462

NiCd Battery system The NiCd battery is connected by a connector so that it can be removed when you will not be using the transmitter for a long period of time, or when replacing a discharged battery with a spare battery.
CAUTION - DO NOT pinch the NiCd battery wire when sliding the lid closed. If the wire is damaged, abnormal heating and fire may result.
APPENDIX III Error Displays
Low Battery Alarm: If the transmitters battery voltage drops below 8.5V an alarm will sound and LOW BATTERY will be displayed on the LCD screen. CAUTION The low battery alarm is meant to be a safety feature only. Do NOT operate your radio below 9V and count on the low battery warning to let you know it is time to charge! Always shut your radio off as soon as possible after the low battery warning tone to avoid loss of control. Alarm tone: continuous tone.

DISPL-SEL: Home screen display settings. See System....13 DLY: Adjustment in ABS. Delay; determines how long the braking is applied before ABS begins to operate. 0 = no delay; 100% = approximately 1.7 seconds full braking before pulsing begins. See ABS..24 Down Timer: Count-down timer. Counts negatively once desired time is passed (below 0). Runs consecutively until reset with lap reset or change of model selection. See Timer...30 DPAC: Display indication that CAMPac is installed and being read by the transmitter. See Getting to Know the Transmitter......5 D/R: See Dual Rate.....38 DSC: See Direct Servo Control.....5 DTY: Adjustment in ABS. Cycle duty ratio, sets the proportion of brakes applied full vs. ABP. Setting of +3 provides least time at full brake; -3 provides maximum time at full brake (more likely to skid). See ABS..24 Dual Brake Servos: See Brake Mix....42 Dual Rate, or Primary Dual Rate: Name of the first rate setting in dual rate function. Decreases the vehicles steering sensitivity across the entire range. Equivalent of decreasing brake side EPA only by that percentage. Assigned to grip dial 1 as a default to allow on-the-course adjustments. If grip dial is reassigned, dual rate may still be adjusted on-screen. Dual rate is always active, except when the 2nd dual rate switch is pushed. (3PKs dual rate is the same as the 9Zs AFR and the first rate of dual rate in other aircraft radio models.) See Steering Dual Rate..38 Dual Rates: Adjustable rates of travel to fine-tune the models handling. Traditionally, dual rate on a car radio is used to describe a single rate that can be adjusted while driving. Dual rates on aircraft radios, and on the 3PK, provide the user 2 separate amounts of travel available at the push of a switch. See Steering D/R...38 Dual Steering Servos: See Programmable Mixes....40 Duty Ratio: See DTY in ABS.....24
E11-E20: Model numbering for model memories stored in the optional extended memory CAMPac. See Model Select.14 End Point Adjustment: See EPA....18 Engine Cut: Moves throttle servo to a preset position which closes the carburetor and shuts off the engine. Not functional with models using a single servo to operate brakes and throttle. See AT-START..28 EPA: Adjustment to the servos position when full input is given. Used when the mechanical setup in the vehicle does not provide the exact desired amount of steering, or the throttle servo is trying to open the carburetor past wide open, or does not open it far enough.....18 Error Messages.....54 ESC Setup for HRS receivers: See MC Setup.....44 ESC: Electronic speed control used to vary electric motor RPM. Expanded Scale Voltmeter (ESV): Device used to read the battery voltage of the on-board battery pack or transmitter battery pack. EXPB: Exponential, braking. See Exponential Rate....20 Expert Driver Menus: See Level Selection.....12 EXPF: Exponential, forward throttle. See Exponential Rate...20 Exponential Rate: Offers servo travel that is not directly proportional to your inputs. When negative exponential is used, control response is milder near neutral, but becomes increasing stronger as travel approaches 100%. Throttle exponential offers 3 separate curve types.....20 EXPS: Exponential, steering. See Exponential Rate....20

FailSafe: A safety feature that moves a servo to a preset position if the signal is lost or interrupted. Please refer to (http://www.futabarc.com/faq/product-faq.html#q102) for more information. Additionally, Battery FailSafe is a safety feature that brings the throttle servo down to idle as a warning that the receiver batterys voltage is getting dangerously low..17 F.A.Q.: Frequently asked questions. www.futabarc.com/faq/faq-3pk.html Field Charger: A fast battery charger designed to work from a 12-volt power source, such as a car battery. Usually takes advantage of peak charging capability. FM: Frequency Modulation. This describes the type of transmission of radio signal from transmitter to receiver. PPM (commonly called simply FM), PCM1024, and HRS all transmit with the FM type. Frequency Control. The FCC has allowed the 75mHz band (75.410 - 75.990) to be used for R/C ground model operations, and the 27mHz band (26.995 - 27.255) for ground and air models. This band is divided up into many different channels on which you can choose a radio system. You should be aware that certain areas have frequencies in which there is pager and other interference. This is why it is always a wise move to check with your local hobby shop to find out any channels that may be troublesome in the area. The FCC has allocated the 50mHz band (50.800 - 50.980) only to Amateur HAM license holders for R/C use (and only at 1W maximum power output.) Frequently Asked Questions webpage: www.futabarc.com/faq/faq-3pk.html FUNC-DIAL: See Function Assignment.....34 FUNC-SW: See Function Assignment....34 Function: A programming option within the radio, such as exponential, brake mixing, etc. Function Assignment: assigns functions to the 3 dials, 3 trimmers, and 3 switches on the radio. Note: upper right on home screen displays assignments to dials 1-3 and trims 1-3....34 Futaba Service Center:.....4 FWD-TYP: Adjustment within exponential, defines what expo curve type for forward acceleration. See Exponential.20
Getting to Know the Transmitter.....8 Glow Plug: The heat source for igniting the fuel/air mixture in the engine. When starting the engine a battery is used to heat the filament. After the engine is running, the battery can be removed. The wire filament inside the plug is kept hot by the explosions in the engines cylinder.
Help......4 High Response System: See HRS.....7, 48 HOLD: In FailSafe, instruction to receiver to maintain the last instruction provided by the transmitter before clean signal was lost. See FailSafe......17 Home screen display settings: See DISP-SEL....13 HRS: High Response System. Modulation that provides input to receiver 3 times faster than standard PPM (often called FM) data transmission. MUST USE only 6.0V battery packs and all digital servos...7, 48

M1-M10: Model numbering for model memories stored within the transmitters memory, not in the optional CAMPac. Mandatory Procedures for using with HRS receivers...5, 48 Master: In programmable mixing, the channel the other servo will follow. In brake mixing, the throttle channels braking side. See Programmable Mixes.....40 MC Setup (for HRS receivers only): HRS provides a very rapid frame rate faster than most non-Futaba ESCs are designed to read/comprehend. Therefore, most non-Futaba ESCs self-setup procedures are unable to complete the selfsetups and self-tests properly at this high frame rate. The MC Setup function, along with a special cord (not included), allow the receiver to communicate with the ESC temporarily at a slower frame rate so the ESC can properly set up and be prepared to operate properly in HRS....44 MC-SETUP: See MC Setup....44 MDL-COPY: See Model Copy.....33 MDL-NAME: See Model Name.....15 MDL-RES: See Model Reset.....32 MDL-SEL: See Model Selection.....14 Meaning of Special Markings.....47 Mechanical ATL.....50 Menu Complexity: See Level Selection.....12 Menu Level: See Level Selection.....12 Menus: 3PK offers two separate menu types the Direct Select menu which offers access to your 6 favorite functions with just 2 buttons; all of the features of the radio in 3 levels of complexity (Level 1, 2, 3)..11 Metal Gears: One or more drive gears within a servo that are made of one or multiple metal types. Metal gears tend to wear more rapidly than nylon gears when in the same installation, and so require more frequent service to maintain optimum accuracy; however, metal gears are more durable in the case of severe vibration, flutter, or physical shock. mHz (Megahertz = million cycles per second): The unit of radio frequency. 75 mHz are surface frequencies; 72 mHz are air frequencies; 27 mHz and 50 mHz can be used for either ground or air applications. Note: Use of the 50 mHz (ham radio) band requires an FCC license. The 3PK is not available on 50 mHz. Mix Mode: Option in programmable mixing. Selects whether slave moves exactly based upon the master channels control movement (unmixed) or the master channels servo movements after any mixing (mixed). In brake mixing, determines whether front brakes respond based solely on trigger position (UNMIX), or whether other functions adjustments to rear brakes also affect front brakes (MIXED). See Programmable Mixes...40 Mixing: Allows a single input to control the operation of two or more servos that are plugged into separate channels. Simplifies more involved setups. For example, brake mixing, which utilizes 2 servos, one for front wheel braking and one for rear wheel braking, allows different amounts of braking to front and rear when the driver simply gives brake with the trigger. 3PK has 2 free programmable mixes which could be used to set up 4-wheel steering, separate front and rear steering with adjustable acumen, etc. See Programmable Mixes...40 MOD-MODE: Function used to select modulation for each separate model memory..16 MODE: Setting for this function at this time typically inhibited or active. More extensive choices are available in some functions. Model Copy: Makes a back up or duplicate copy of all model data...33 Model Name: Provides a 10-character name for the model for easily selecting the right model memory..15 Model Reset: Resets nearly all data associated with the currently-selected model memory...32 Model Selection: Chooses a model memory to set up or use....14 Modulation: The method or language used to transmit data to the receiver. 3PK supports PPM (commonly called FM), PCM1024, and HRS. See MOD-MODE....16

QUICK SET-UP FOR NITRO ENGINES
Set-up Issue Nitro engine is difficult to start. Nitro boat engine is difficult to shut off. Wheels spin on starts only, not when accelerating from turns. Nitro engine coughs/stalls when full throttle is applied quickly but not when applied slowly. Nitro engine is too responsive to throttle inputs around idle. Wheels spin whenever accelerating rapidly. Nitro engine has little/no response when first applying throttle/brake due to slop in linkage. Function to Use Use idle-up to increase the idle for starting only. (IDLE-UP) Use engine cut (part of auto-start) to shut engine off at end of run. (AT-START) Use auto-start function to slow throttle servo response on starts. (AT-START) Decrease forward side of throttle servo speed. (TH-SPEED) Use throttle exponential to create an even throttle response at all speeds. (TH-EXP) Decrease the throttle servo forward speed. (TH-SPEED) Use throttle acceleration to jump the throttle servo past the slop. (TH-ACCEL)

LAYOUT REMINDER GUIDE

(Make copies to track each models assignments.) Note that DT1-3 and DL1-3 are always displayed onscreen. (See FUNC-DIAL, pp. 34-35.)
Set-up Information Model Models #
Control PS1 PS2 PS3 DT1 DT2 DT3 DL1 DL2 DL3

In CAMPac #

Assigned Function
Date Modulation Frequency
QUICK START GUIDE TO MOST COMMONLY USED FEATURES
HINT: The direct selection menu provides fast access to most frequently used functions. To access the direct menu, simply turn on the display and press DIR. Then press the correct button for the function you want to use (see the onscreen map). The button with no number exits the direct selection menu. NOTE: Features are stored in different locations between the 3 menu systems for easiest use with that level model. All quick start steps assume that you are following these instructions sequentially. This quick start guide assumes you are starting from a totally blank model setting, and are in the highest-complexity setting, LV 3, until changed within the guide. For more details on each function, see the page # referenced in each step. QUICK START GUIDE: Prepare your model. Test proper transmitter function. See Page 9. Select a different model memory. (Example: Change from model 1 to model 3.) (See p. 14.) Open menu system, locate and select MDL-SEL. Select desired model. Confirm the change. Close menus. Change menu level to match the complexity needed for this model and your comfort level with the radios features. (Example: set to new user level, LV1.) (See p. 12.) Change modulation, if needed. (Example: change from HRS to PCM for use with R113iP receiver.) (See p. 16.) Open menu system, locate and select LEVEL-SEL. Select desired level. Confirm the change. Close menus. Open menu system, locate and select MOD-MODE. Select desired modulation. Confirm the change. Close menus. Turn Tx off/on to take effect. Set up servo centers, linkages. Reverse any servos needed. (Example: When right wheel is applied, wheels turn left. Reverse steering servo.) (See p. 18.) Turn on receiver, center servos, hook up linkages. Open menu system, locate and select CH-REV. Select desired servo. Reverse that servo. Close menus. End point adjustment. (Example: Steering servo is binding, moving farther to each side than the linkage can move. Decrease steering EPA to 90% on each side.) (See p. 18.) Open menu system, locate and select CH-EPA. Select desired channel. Set EPA as desired. Close menus. to MENU1. to ST-RGHT. to ST-LEFT. to MENU1. to select this menu. to 90%. to 90% to select this menu. to FailSafe to TH. Hold trigger in desired position to store. to MODE. to ON. to MENU1. to select this menu. to ST. to REV. to MENU1. to PCM. to accept. Transmitter off/on. to select this menu. 6 steps to MOD-MODE. to MENU 3. to LV1. to accept. to select this menu. to LEVEL-SEL. to open. to MENU 2. to M3. to accept. to select this menu. to open. 6 steps to MDL-SEL. STEPS: INPUTS for EXAMPLE:

Transmitters with HRS modulation (Futaba 3PK HRS etc.)
Some transmitters (eg. transmitter sets) feature digital HRS (High Response Speed) modulation. This modulation ensures besides higher reliability also faster system response to changes in throttle stick position and overall control. On the receiver outputs are the same control pulses as in cases of different modulations (PPM etc.). The only difference on the outside is a higher repeating period of the control pulses which are on channel outputs of the receiver for controlling the servos, or controllers (ca 5 ms compared to usual 20 ms) see measurements on the next page. Sometimes the repeating period is only 2ms. This brings on some issues that did not occur earlier. For example: v http://www.rsmodellsport.cz/info/DSM---modul-Futaba-3PK-HRS-3418/ names the possibility of destroy of analogue servos in connection with this modulation. Citing from this source: It is only possible to connect digital servos to this receiver. The use of analogue servos will lead to their destroy!!!" Similar warnings may be found on many other web pages. Another fact is that intelligent speed controllers which besides other things check also the repeating period, may evaluate this fast repeating period as incorrect and thus not work with it. Then it is necessary to switch to regular modulation such as PPM, PCM etc. The newest versions of brushless TMM speed controllers work also with this fast period of control pulses. The following figures show, for comparison, the more usual modulation (PPM) with repeating period of 19ms and control with the "correct direction of deflection. The outputs are measured on the throttle channel. Transmitter ASTRA DX3, throttle in neutral (pistol grip transmitter), 2.4GHz, default settings, forward / backwards ratio is 70:30.

Pulse width 1. 50 ms

Period (here 19 ms)

NEUTRL

Transmitter ASTRA DX3, full break (full backwards):
Pulse width 1. 30 ms Full throttle backwards
Transmitter ASTRA DX3, full forward throttle
Pulse width 1. 85 ms Max. throttle forward
Transmitter Futaba 3PK HRS, 2.4 GHz, HSR modulation with period of 5ms, throttle in neutral. Notice that, the deflections are in the opposite direction (as it is typical for Futaba) compared to the more commonly used standard. (if you set the PPM modulation, the period is the standard 14 ms, everything else stays the same).
Pulse width 1. 53 ms Period (here 5 ms)

NEUTRAL

Transmitter Futaba 3PK HRS, full break (full backwards):

Pulse width 2.06 ms

Max throttle backwards
Transmitter Futaba 3PK HRS, full forward throttle:

Pulse width 0.98 ms

Max throttle forward
If you have Futaba 3PK HRS transmitter, everything that was said about the opposite deflections of throttle of Futaba transmitters applies, see file Transmitters with opposite direction of deflections.