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Futaba 9 CHP Super

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At the flying field Before flying, be sure that the frequency you intend to fly with is not in use, and secure any frequency control device (pin, tag, etc.) for that frequency before turning on your transmitter. It is never possible to fly two or more models on the same frequency at the same time. Even though there are different types of modulation (AM, FM, PCM), only one model may be flown on a single frequency at any one time. To prevent possible damage to your radio gear, turn the power switches on and off in the proper sequence: 1. Pull throttle stick to idle position, or otherwise disarm your motor/engine. 2. Turn on the transmitter power and allow your transmitter to reach its home screen. 3. Confirm the proper model memory has been selected. 4. Fully extend the transmitter antenna. 5. Turn on your receiver power. 6. Test all controls. If a servo operates abnormally, dont attempt to fly until you determine the cause of the problem. (For PCM systems only: Test to ensure that the FailSafe settings are correct by waiting at least 2 minutes after adjusting then, turning the transmitter off and confirming the proper surface/throttle movements. Turn the transmitter back on.) 7. Start your engine. 8. Complete a full range check (see p. 17). 9. After flying, bring your throttle stick to idle position, engage any kill switches or otherwise disarm your motor/engine. 10. Turn off receiver power. 11. Turn off transmitter power. If you do not turn on your system in this order, you may damage your servos or control surfaces, flood your engine, or in the case of electric-powered or gasoline-powered models, the engine may unexpectedly turn on and cause a severe injury. While you are getting ready to fly, if you place your transmitter on the ground, be sure that the wind wont tip it over. If it is knocked over, the throttle stick may be accidentally moved, causing the engine to speed up. Also, damage to your transmitter may occur.
Before taxiing, be sure to extend the transmitter antenna to its full length. A collapsed antenna will reduce your flying range and cause a loss of control. It is a good idea to avoid pointing the transmitter antenna directly at the model, since the signal is weakest in that direction.
Dont fly in the rain! Water or moisture may enter the transmitter through the antenna or stick openings and cause erratic operation or loss of control. If you must fly in wet weather during a contest, be sure to cover your transmitter with a plastic bag or waterproof barrier. Never fly if lightning is expected.
A QUICK INTRODUCTION TO THE 9C super SYSTEM Note that in the text of this manual, beginning at this point, any time we are using a features specialized name or abbreviation as seen on the screen of the 9C super, that name, feature, or abbreviation will be exactly as seen on the radios screen, including capitalization and shown in a DIFFERENT TYPE STYLE for clarity. Any time we mention a specific control on the radio itself, such as moving SWITCH A, KNOB VR(B), or the THROTTLE STICK, those words will be displayed as they are here.

TRANSMITTER: Large graphic liquid-crystal display panel with 4 buttons and an easy set up turn-and-press Dial for quick, easy setup. All transmitters include all 3 aircraft types with specialized programming for each, including: Airplane (ACRO) V-tail Twin Aileron Servos (FLAPERON and AIL-DIFF) Gyro Mixing ELEVON Twin Elevator Servos (AILEVATOR) AIRBRAKE Snap Roll (4 separate directions available) Helicopter (6 swashplate types, including CCPM, see page 82)(HELI) 3 Idle Ups Revo. Mixing Delay Throttle and Pitch Curves per Condition Gyro Mixing including Separate Settings per Condition Governor Mixing
Sailplane/Glider (3 wing types)(GLID) V-tail ELEVON START OFFSET Twin Ailerons (FLAPERON and AIL-DIFF) Crow (BUTTERFLY) SPEED OFFSET 4 Flight Conditions (NORM/ OFFSET-1/2/3)(GLID2FL-C only)
BASIC menu for quick, easy set up of less complex models. ADVANCE menu for more complex, unique setups. Four electronic TRIM LEVERS for rapid yet precise trim adjustment - no remembering to store trims between models and no more bumped trims during transport. IDLE- DOWN (ACRO) and THR-CUT (ACRO/HELI) (engine shut off) setups to allow precise engine control for taxi and landings. 12 complete model memories with 6 more per optional CAMPac. New stick design with improved feel, adjustable length and tension. Triple rates available by setting dual rates to 3-position switches. Eight SWITCHES, 3 DIALS and 2 SLIDERS; completely assignable in most applications. Trainer system includes the functional (FUNC) setting, which allows the student to use the 9C supers mixing, helicopter, and other programming functions even with a 4-channel buddy box. (Optional trainer cord required.) Transmits in both FM (PPM) and PCM by selecting modulation/cycling transmitter. Requires receiver of proper modulation. Permanent memory storage via EEPROM with no backup battery to service or have fail. 9CA super transmitter features airplane friendly switch layout, with the trainer switch at the left hand (Mode 2), and a notched throttle to minimize throttle changes with rudder input. Defaults to ACRO MODEL TYPE. 9CH super transmitter features helicopter-friendly switch layout, with idle-up and throttle hold switches at the left hand, and a smooth, ratchet-less (unsprung) throttle for perfect hovering. Defaults to HELI(SW1) MODEL TYPE. Change transmitter mode from mode 2 to modes 1, 3, or 4. (See P. 15)

The following additional accessories are available from your dealer. Refer to a Futaba catalog for more information: CAMPac Memory module - the optional DP-16K CAMPac increases your model storage capability (to 18 models from 12) and allows you to transfer programs to another 9C super transmitter. Note that data cannot be transferred to/from any other model of transmitter (i.e. 8U, 9Z, etc). However, CAMPac which saved the data of the conventional 9C transmitter is convertible for the data of this 9C super transmitter. See p.15 for the conversion method. Insertion of a CAMPac containing data of a different transmitter type (ex: 9Z) will result in a complete CAMPac data reset and loss of all data. NT8S Transmitter battery pack - the (700mAh) transmitter Ni-Cd battery pack may be easily exchanged with a fresh one to provide enough capacity for extended flying sessions. Trainer cord - the optional training cord may be used to help a beginning pilot learn to fly easily by placing the instructor on a separate transmitter. Note that the 9C super transmitter may be connected to another 9C super system, as well as to many other models of Futaba transmitters. The 9C super transmitter uses the newer rectangular type cord plug. Both new-to-new and new-to-round plug style trainer cords are available. FTA8 Neckstrap - a neckstrap may be connected to your T9C super system to make it easier to handle and improve your flying precision, since your hands wont need to support the transmitters weight. Y-harnesses, servo extensions, etc - Genuine Futaba extensions and Y-harnesses, including a heavy-duty version with heavier wire, are available to aid in your larger model and other installations. 5-cell (6.0V) receiver battery packs - All Futaba airborne equipment (except that which is specifically labeled otherwise) is designed to work with 4.8V (Ni-Cd 4 cells) or 6.0V (Ni-Cd 5 cells or alkaline 4 cells). Using a 6.0V pack increases the current flow to the servos, which accelerates their rate of response and their torque. However, because of this faster current draw, a 5-cell battery pack of the same mAh rating will last approximately 3/4 the time of a 4-cell pack. R309DPS - Synthesized receiver which can be changed to any 72MHz frequency with the turn of 2 dials, no tuning needed. Gyros - a variety of genuine Futaba gyros are available for your aircraft or helicopter needs. See p.65 for aircraft or p. 95 for helicopter gyro information. Governor (GV1) - for helicopter use. Automatically adjusts throttle servo position to maintain a constant head speed regardless of blade pitch, load, weather, etc. See p. 97 for details. DSC Cord - allows setup and testing without transmitting. Requires DSC compatible receiver (R149DP or R309DPS) and DSC cord. With Transmitter and Receiver off, plug cord into trainer port then, into receiver battery slot. All programing and setup may be done in this manner without transmitting. TP72FM modules - additional modules on other frequencies within the 50MHz (licensed operators only) and 72 Mhz bands may be purchased to utilize your transmitter with receivers on other frequencies. Additionally, the TK and TJ75MHz modules may be used with the 9C super. (See p.8) Receivers - various models of receivers may be purchased for use in other models. (See p. 8.) 10

Servo reversing (REVERSE): changes the direction an individual servo responds to a CONTROL STICK motion. [Since channel 9 is switch only (and only available with a PCM receiver), its servo REVERSE is in the AUX-CH control screen with its switch assignment. See p. 39.] For CCPM helicopters, be sure to read the section on SWASH AFR (p. 84) before reversing any servos. Except with CCPM helicopters, always complete your servo reversing prior to any other programming. If you use pre-built ACRO/GLID functions that control multiple servos, such as FLAPERON or V-TAIL, it may be confusing to tell whether the servo needs to be reversed or a setting in the function needs to be reversed. See the instructions for each specialized function for further details.
Always check servo direction prior to every flight as an additional precaution to confirm proper model memory, hook ups, and radio function. NOTE: THR-REV is a special function that reverses the entire throttle control, including moving the trim functionality to the Sticks upper half. To use THR-REV, turn off the transmitter, hold down the MODE and END keys, turn on. CURSOR DOWN to THR-REV and turn the DIAL to REV. Turn the transmitter off and back on. This change affects all models in the radio. GOAL of EXAMPLE: STEPS: Reverse the direction of the elevator Open REVERSE function. servo. Choose proper channel and set direction. (Ex: ELE REV) Close. Where next? Adjust servo travel with END POINT: see p. 32. Set up dual/triple rates and exponential (D/R,EXP): see p. 35. Set up flight timers: see p. 38. Set up trainer functions: see p. 40.
INPUTS: for 1 second. (If ADVANCE, to REVERSE. to ELE. to REV.
End Point of servo travel adjustment (END POINT, also called EPA): the most flexible version of travel adjustment available. It independently adjusts each end of each individual servos travel, rather than one setting for the servo that affects both directions. Again, for CCPM helicopters, be sure to see SWASH AFR (see p. 84) prior to adjusting end points. Adjustability:
Can set each direction independently. Ranges from 0% (no servo movement at all) to 140%. At a 100% setting, the throw of the servo is approximately 40 for channels 1-4 and approximately 55 for channels 5-8. Reducing the percentage settings reduces the total servo throw in that direction.

Battery FailSafe (F/S): a second battery low warning feature (separate from the transmitter low voltage warning). When the airborne battery voltage drops below approximately 3.8V, the PCM receivers battery F/S function moves the throttle to a predetermined position. When the Battery F/S function is activated, your engine will move to idle (if you haven't set a position) or a preset position. You should immediately land. You may temporarily reset the Battery F/S function by moving the THROTTLE STICK to idle. You will have about 30 seconds of throttle control before the battery function reactivates.
Adjustability: NOR F/S setting for throttle results in Battery F/S going to the servo position reached by moving THROTTLE STICK to the bottom with TRIM LEVER centered; POS F/S setting for throttle results in Battery F/S also going to the same throttle servo position as the regular F/S.
If using a 6V (5-cell) receiver battery, it is very likely that your battery will be rapidly running out of charge before battery FailSafe takes over. It is not a good idea to count on battery FailSafe to protect your model at any time, but especially when using a 5-cell battery.
ACRO ADVANCE MENU FUNCTIONS: Aircraft wing types (ACRO/GLID): There are 3 basic wing types in aircraft models: Simple. Model uses one aileron servo (or multiple servos on a Y-harness into a single receiver channel) and has a tail. This is the default setup and requires no specialized wing programming. Twin Aileron Servos. Model uses 2 aileron servos and has a tail. see Twin Aileron Servos. Tail-less model (flying wing). Model uses 2 wing servos working together to create both roll and pitch control. see ELEVON. Twin Aileron Servos (with a tail) (ACRO/GLID): Many current generation models use two aileron servos, plugged into two separate receiver channels. (If your model is a flying wing without separate elevators, see ELEVON, p. 49.) Benefits: Ability to adjust each servo's center and end points for perfectly matched travel. Redundancy, for example in case of a servo failure or mid-air collision. Ease of assembly and more torque per surface by not requiring torque rods for a single servo to drive 2 surfaces. Having more up aileron travel than down travel for straighter rolls aileron differential. (see glossary for definition.) Using the two ailerons not only as ailerons but also as flaps, in which case they are called flaperons. Set a negative percentage to reverse the operation of one of the servos. Options: 5-channel receiver. Set up AIL-2 (see p. 48) prior to continuing with FLAPERON or AIL-DIFF. FLAPERON: Uses CH6 for the second servo (see AIL-2 to use CH5.) Allows flap action as well as aileron action from the ailerons. Provides FLAP-TRIM function to adjust the neutral point of the flaperons for level flight. Also allows aileron differential in its own programming (instead of activating AIL-DIFF). Aileron Differential (AIL-DIFF): Uses CH7 for the 2nd servo (see AIL-2 to use CH5.) Leaves CH5 & CH6 free for flap operation, such as flaperon and flap action together, in AIRBRAKE. (see p. 56). Allows for more up aileron travel than down for straighter rolls. You will need to choose which is the better choice for your model's setup B FLAPERON or AIL-DIFF. If you need the ailerons to also operate as flaps, you most likely want to use FLAPERON. If your model has 2 aileron servos and flaps, then AIL-DIFF is probably the easiest choice. (For details on setting up a complex aerobatic plane, such as one with 4 wing servos using full span ailerons and full span flaps, as well as AIRBRAKE/crow and other features, please visit our FAQ at www.futaba-rc.com\faq\faq-9c.html. Many other setup examples are also available at this location.) NOTE: Only one of the three wing-type functions (FLAPERON, AIL-DIFF, and ELEVON) can be used at a time. All three functions cannot be activated simultaneously. To activate a different wing type, the first must be deactivated. GOAL of EXAMPLE: De-activate FLAPERON so that AIL-DIFF or ELEVON can be activated. STEPS: Open the FLAPERON function. INPUTS: for 1 second.(If basic, to FLAPERON. De-activate the function. Close function. Where next? Set up AIL-DIFF (see p. 47) or ELEVON (see p. 49). to MIX. to INH.

Adjust individual servo's SUB-TRIMs: see p. 42 and END POINTs: see p. 32. Set up dual/triple rates and exponential (D/R,EXP): see p. 35. View additional model setups on the internet: www.futaba-rc.com\faq\faq-9c.html
Dual Elevator Servos (with a rudder) (AILEVATOR) (ACRO/GLID): Many models use two elevator servos, plugged in separate receiver channels. (Flying wings without a separate aileron control use ELEVON. V-shaped tail models use V-TAIL, p. 51.
Benefits: Ability to adjust each servo's center and end points for perfectly matched travel. Ease of assembly, not requiring torque rods for a single servo to drive 2 surfaces. Elevators acting also as ailerons for extreme stunt flying or more realistic jet flying (optional). Redundancy, for example in case of a servo failure or mid-air collision.
Adjustability: CH2 and CH8 only. (With programmable mixing, could utilize CH5 as the 2nd elevator servo. See www.futaba-rc.com\faq\faq-9c.html for examples.) THROTTLE-NEEDLE uses CH8 and cannot be active simultaneously. Direction of each servo's travel may be reversed in REVERSE or the set percentages may be reversed here. Elevator travels independently adjustable (both directions and percent). Optional action as ailerons (defaults to 50% response). This response cannot be activated/deactivated in flight. Setting AIL1 and 2 to 0 disables this feature. Note: if you want this, but on/off with a switch, set AIL1 and 2 to 0 here, and use 2 mixes AIL-to-ELEV and AIL-to-AUX2 (link/trim off, assign a switch) to get aileron action from the elevator servos when the assigned switch is on. See p. 60. (For details on setting up a complex aerobatic plane, such as one with 4 wing servos, full span ailerons/flaps, AIRBRAKE/crow etc, please visit www.futaba-rc.com\faq\faq-9c.html. Many other setups are also available.) The AILEVATOR mixing function uses one servo on each of the two elevators, and combines the elevator function with the aileron function (unless aileron travel is set to 0). For aileron effect, the elevators are raised and lowered opposite of one another in conjunction with the ailerons. Once AILEVATOR is activated, unless you zero out the aileron figures (see below), any time you move your ailerons or any programming moves your ailerons (ie. RUDDER-AILERON mixing), the radio automatically commands both elevator servos to also operate as ailerons. To deactivate this action, simply set the 2 aileron travel settings to 0 in the AILEVATOR function. This way the elevators will work only as elevators. If using the elevators as ailerons as well, be sure to move the elevator/aileron stick while checking the servo motions. If a large travel is specified, when the sticks are moved at the same time, controls may bind or run out of travel.)

GOAL of EXAMPLE: STEPS: INPUTS: Activate SNAP-ROLL. Adjust elevator Open the SNAP-ROLL function. again.) for 1 second. (If basic, travel to 55%, rudder travel to 120%in to SNAP-ROLL. the right/up snap. Activate SAFE-MOD so snaps can not be performed when Activate the function. to OFF or ON. gear is down. Adjust the travels as needed. (Ex: to 55%. elevator to 55%, rudder to 120%.) Adjust rudder travel in the left/down to 120%. snap to 105%. Optional: Activate SAFE-MOD. [Ex: ON E or G up. to ON. when SWITCH E (9CA) or G (9CH) is snap switch. (Note: using negative percents can down, meaning snap function is Notice mix reading is still OFF. change any of the 4 snaps directions. deactivated when that switch is in the E or G down. For example, change snap 1 to down position.] down by changing the elevator Notice MIX reading changes to ON. percent to -100%.) Optional: Assign switches to up/down and to A. left/right. (Ex: Change to the left/down snap and adjust rudder to 105%.) to B. A down B down. Repeat steps above to set percentages. Close menu. Where next? Set up programmable mixes: see p. 54. View additional setups on the internet: www.futaba-rc.com\faq\faq-9c.html.
MIXES: the backbone of nearly every function Mixes are special programs within the radio that command one or more channels to act together with input from only one source, such as a stick, slider or knob. There are a variety of types of mixes. Types: Linear: Most mixes are linear. A 100% linear mix tells the slave servo to do exactly what the master servo is doing, using 100% of the slave channels range to do so. An example is FLAPERON when aileron stick is moved, the flap servo is told to move exactly the same amount. A 50% linear mix would tell the slave servo, for example, to move to 50% of its range when the masters control is moved 100%. (see p. 45.) Offset: An OFFSET mix is a special type of linear mix. When the mix is turned on (usually a flip of a switch), the slave servo is moved a set percent of its range. An example of this is AIRBRAKE moving flaps, flaperons, and elevator all to a set position at the flip of a switch. (see p. 56.) Curve: Curve mixes are mostly used in helicopters, but may also be used in airplanes and gliders. An example is THROTTLENEEDLE mixing, where the in-flight needles servo is moved, changing the mixture, as the throttle servo is moved. (see p. 58.) Delay: Delay mixes are part of a few very special functions that make the servo move to its desired range more slowly. THROTTLE DELAY (simulates turbine engines, p. 59) and the elevator delay in AIRBRAKE are two examples of this (see p. 55). DELAY in HELI (see p. 92) is another example that slows the servo movement to the trim settings for the other conditions. The 9C super does not offer fully programmable delay mixes. Essentially every feature in the radios programming is really a mix, with all assignments/programming set up and ready to use. Additionally, the 9C ACRO and GLID programs both provide 5 linear and 2 curve fully-programmable mixes (HELI provides two linear and one curve) that allow you to set up special mixes to resolve flight difficulties, activate additional functions, etc. Lets look quickly at a few examples that are features weve already covered. This may help to clarify the mix types and the importance of mixes. Additional examples: Exponential is a preprogrammed curve mix that makes the servos response more (+) or less (-) sensitive around center stick (works in conjunction with dual rate, a linear mix that adjusts the total range). see D/R,EXP, p. 35. IDLE-DOWN and THR-CUT are two OFFSET pre-programmed mixes. These tell the throttle servo, when below a certain point, to move toward idle an additional set percentage to help close the carburetor. see p. 33. ELEV-TO-FLAP mixing is a pre-programmed linear mix to move the flaps proportionally to elevator control, helping the model loop even tighter than it can on elevator alone. (see p. 55.) THROTTLE-NEEDLE mixing is a curve mix (like PROG.MIX 6 and 7) for proper in-flight needle setup. (see p. 58.) THROTTLE DELAY mixing is a pre-programmed delay mix that slows down the response of the CH3 servo. (see p. 59.) Next, we'll get an in-depth look at some pre-programmed mixes (mixes whose channels are predefined by Futaba for simplicity) weve not covered yet, and last, look at the fully-programmable mix types.

Be sure you understand what dropping ailerons will do when in AIRBRAKE/BUTTERFLY. Along with creating an enormous amount of drag (desireble for spot landings), this also creates "wash-in", a higher angle of attack where the ailerons are, and cncourages tip stalling. If you are using this for aerobatic performance and not "sudden stops", consider raising the ailerons and dropping the flaps instead as shown in the diagram avobe.
Twin elevator servos: If AILEVATOR is active, the AIL1 and AIL2 settings still only affect FLAPERON or AIL-DIFF servos, NOT the elevator servos. (they would have the AIL3 and AIL4 settings.)
GOAL of EXAMPLE: Activate AIRBRAKE on a FLAPERON. model. Adjust the flaperon travel to 75%, with negative elevator (push) of 25%.
STEPS: Confirm FLAPERON is active. Open the AIRBRAKE function.
INPUTS: see FLAPERON instructions. for 1 second.(If basic, to AIRBRAKE.
Activate the function. Adjust the travels as needed. (Ex: Ailerons each 75%, Elevator -25%.)
Switch C in up position. to OFF. to 75%. to -25%. to 75%.
Optional: delay how quickly the elevator servo responds. Optional: change the mixing from full amount upon switch to proportional to the THROTTLE STICK's proximity to idle.

to 25%.

to Lnear(0%). THROTTLE STICK to desired 0 point. for 1 sec., until beeps
(display changes if new setting is different from prior setting).
Close menu. Where next? Adjust flaperons' total flap travel available (FLAPERON): see p. 45. Set up ELEV-FLAP mixing: see p. 55. Set up programmable mixes, for example, FLAP-ELEVATOR: see p. 60. View additional model setups on the internet: www.futaba-rc.com\faq\faq-9c.html.
THROTTLE-NEEDLE mixing (ACRO/HELI): THROTTLE-NEEDLE is a pre-programmed mix that automatically moves an in-flight mixture servo (CH8) in response to the THROTTLE STICK inputs for perfect engine tuning at all throttle settings. This function is particularly popular with contest pilots who fly in a large variety of locations, needing regular engine tuning adjustments, and requiring perfect engine response at all times and in all maneuvers. Also popular to minimize flooding at idle of inverted engine installations or installations with a high tank position. Not needed for fuel injection engines, which do this automatically. Adjustability: Five-point curve allows adjustment of engine mixture at varied throttle settings. The in-flight mixture servo must connect to receiver CH8. In-flight mixture servo may also be used as a second servo for tuning a twin. Throttle cut feature also moves the in flight needle servo. The CH8 knob adjusts the high throttle mixture (may be deactivated. see AUX-CH). Because both use CH8, this function cannot be used simultaneously with AILEVATOR. An acceleration (ACCE) function (ACRO only) helps the engine compensate for sudden, large amounts of throttle input by making the mixture suddenly richer, then easing it back to the proper adjustment for that throttle setting. This function requires some adjustment to best fit your engine and your flying style. Adjust engines response until no hesitation occurs on rapid throttle input. Separate curves are available (HELI only) for normal, idle-ups 1 and 2 combined, and idle-up 3. Immediately below THR-NEEDLE the radio displays the curve you are editing; ex: >NORML; and then which condition is currently active by your switches ex: (ID1/2). Note that you can edit the mix for a different condition without being in that condition, to allow editing without having to shut off the helicopters engine every time. Be sure you are editing the proper curve by checking the name after the > and not the one in parentheses. GOAL of EXAMPLE: STEPS: INPUTS: Activate THROTTLE-NEEDLE mixing. Open the THROTTLE-NEEDLE function. again.) for 1 second.(If basic, Adjust the points as follows to to THROTTLE-NEEDLE. resolve a slight lean midrange problem: Activate the function. 1: 40% 2: 45% 3: 65% 4: 55% 5: 40% HELI only. Select the condition to edit. Adjust the travels as needed to match your engine by slowly moving the stick to each of the 5 points, then adjusting the percentage at that point until the engine is properly tuned. as needed. THROTTLE STICK. to 40%.

GETTING STARTED WITH A BASIC 4-CHANNEL (Aileron/Flap/Rudder/Elevator) GLIDER This guideline is intended to help you get acquainted with the radio, to give you a jump start on using your new radio, and to give you some ideas and direction in how to do even more with this powerful system than you may have already considered. It follows our basic format of all programming pages: a big picture overview of what were trying to accomplish; a by name description of the steps to help acquaint you with the radio; and a step-by-step instruction to leave out the mystery and challenge of setting up your model. For additional details on utilizing each function, see that functions section in this manual the page numbers are indicated in the first column as a convenience to you.
GOAL of EXAMPLE: Prepare your aircraft.
Select the proper MODEL TYPE for your model. (Ex: GLID1FLAP See p. 70.)
STEPS: INPUTS: Install all servos, switches, receiver per your models instructions. Turn on transmitter then receiver; adjust all linkages so surfaces are nearly centered. Mechanically adjust all linkages to get as close as possible to proper control throws and minimize binding prior to radio set up. Check servo direction and throws. Make notes now of what you will need to change during programming. Turn on the transmitter. In the BASIC menu, open the again.) for 1 second.(If ADVANCE, PARAMETER submenu. then to highlight PARAMETER.
to choose PARAMETER. [NOTE: This is one of several functions that requires confirmation to make a change. Only critical changes such as a MODEL RESET require additional keystrokes to accept the change.] NAME the model. P. 27. (Note that you do not need to do anything to save or store this data.) Go to MODEL TYPE. Select proper MODEL TYPE. Ex: GLID1FLAP. Confirm the change. Close the PARAMETER submenu. In the BASIC menu, open the MODEL submenu. Go to MODEL NAME.

highlighted.)

to MODEL TYPE. to GLID(1FLAP). for 1 second. Sure? Displays. to confirm.
as needed to highlight MODEL. to choose MODEL.

Confirm Gyro direction. (Note: if using a heading-hold/AVCS gyro, use the GYRO programming for proper setup. See p. 95.)
With radio on, move helicopters tail to the right by hand. The gyro should give right rudder input (leading edge of the tail rotor blades move left). If the gyro gives the opposite input, reverse direction on the gyro unit itself.
Learn how to operate HOVERING PITCH and HOVERING THROTTLE. See p. 93.
Notice at half throttle, the VR(C) dial adjusts the throttle separately from the pitch. VR(A) adjusts the pitch separately from the throttle.
for 1 second.(If ADVANCE, 1 step to SERVO. throttle to center VR(C)

VR(A) center dials.

Be sure to follow your models instructions for preflight checks, blade tracking, etc. Never assume a set of blades are properly balanced and will track without checking. Check receiver battery voltage! Always check voltage with a voltmeter prior to each and every engine start. (Never assume being plugged in all night means your radio gear is ready to fly). Insufficient charge, binding servo linkages, and other problems can result in a dangerous crash with the possibility of injury to yourself, others and property. Confirm the swashplate is level at 0 travel. Adjust arms if needed. Apply full collective and check that the swashplate remained level and there is no binding. Repeat for full cyclic pitch and roll. If not, adjust as needed to correct in END POINT: see p. 32. Important note: prior to setting up throttle hold, idle-ups, offsets, etc, be sure to get your normal condition operating properly. Checking setup prior to going airborne: Check voltage! Then, with the assistance of an instructor, and having completed all range checks, etc, gradually apply throttle until the helicopter becomes light on the skids. Adjust trims as needed to correct for any roll, pitch, or yaw tendencies. If the tail wags, the gyro gain is too high. Decrease gyro gain. Where next?(Other functions you may wish to set up for your model.) THROTTLE HOLD: P. 88. SUB-TRIM p. 42 and separate trims for conditions (OFFSETS): p. 91. Governor setup: p. 97. IDLE-UP p. 90. DELAYS to ease servo response when switching idle-ups: p. 92. Rudder-to-throttle and other programmable mixes p. 60.
Periodically move the throttle stick to full and back down to ensure proper servo settings. It is critical that dials A and C be centered when the pitch and throttle curves are setup.
HELI-SPECIFIC BASIC MENU FUNCTIONS MODEL TYPE: This function of the PARAMETER submenu is used to select the type of model programming to be used. Before doing anything else to set up your model, first you must decide which MODEL TYPE best fits your aircraft. If your transmitter is a 9CA super, the default is ACRO. If it is a 9CH super, the default is HELI(SW1). HELICOPTER SWASHPLATE TYPES: The 9C super radios support 6 basic swashplate setups, including "single servo" (SW1-most helicopters use this type) and 5 types of CCPM (cyclic and collective pitch mixing). A "single servo" swashplate uses one servo for each axis: aileron, elevator (cyclic pitch), and collective pitch. CCPM helicopters utilize a combination of servos working together to achieve the 3 axes of motion. There are 5 basic CCPM types, displayed below. CCPM has several advantages, the most obvious of which is far less mechanical complexity to properly move the swashplate of the helicopter. Additionally, several servos working in unison (ex: SR3, all 3 servos together create elevator movement) dramatically increases the torque available as well as the precision and centering. Please note that some helicopters are type SR-3 or SN-3, except off by 180 degrees. For example, the Kyosho Caliber is SR-3 but with the 2 parallel servos to the rear of the helicopter, not front. If your model's swashplate is off by 180 degrees, you will still use that swashplate type, but also use SWASH AFR(p.84) to adjust the functions as needed until it operates properly. Additionally, different angles of CCPM may also be created utilizing the fully assignable programmable mixes. (See our Frequently Asked Questions area at www.futaba-rc.com\faq\faq-9c.html for specific examples.) Not operating quite like you expected? In many CCPM installations you need to either reverse the direction of a specific function (SWASH AFR) or reverse a single servos direction (REVERSE). See SWASH AFR for details. (p.84) Swashplate Types HELISWH1 Type: Independent aileron, pitch and elevator servos linked to the swashplate. Most kits are HELISWH1 type. HELI SWH2 Type: pushrods positioned as shown. Elevator operates with a mechanical linkage. With Aileron inputs, the aileron and pitch servos tilt the swashplate left and right; with Pitch inputs, the aileron and pitch servos raise the swashplate up and down.

SR-3 Swash Type AILERON STICK.

ELEVATOR STICK.

Front of swash plate moves down; back of swashplate moves up. The leading edges of tail blades rotate left. Entire Swashplate lifts.
RUDDER STICK. THROTTLE STICK.
Reverse AIL setting in SWASH to -50%. Ch6 servo moves incorrectly; REVERSE. Ch1 servo moves incorrectly; REVERSE. Reverse ELE setting in SWASH. (ex: +50 to -50) Ch2 servo moves incorrectly; REVERSE. REVERSE the rudder servo. Reverse PITsetting in SWASH.
GOAL of EXAMPLE: Adjust the travel of the collective pitch from +50% to -23%, reversing the travel of all 3 servos and decreasing their travel in collective pitch only, on an SR-3 MODEL TYPE. Where next?
STEPS: Open SWASH AFR function.
Close the menu. Confirm the swashplate is level at 0 travel. Adjust arms if needed. Apply full collective and check that the swashplate remained level. If not, adjust servos travels as needed to correct. END POINT see p. 32. : Set up the normal condition: (TH-CV/NOR, PI-CV/NOR, REVO./NOR): see p. 86. Set up D/R,EXP: see p. 35.
Swash to Throttle Mixing (SWASH-THR):
This function can be set for each flight condition, and is used to correct the tendency of the model to change altitude when the rotor is tilted by aileron, elevator, and other controls.
Adjustability: Mixing may be set from 0 to 100% each flight condition.
GOAL of EXAMPLE: Correct the tendency of the model to change altitude.
STEPS: Open SWASH-THR function.
INPUTS: for 1 second. (If ADVANCE, to SWASH-THR.
Activate the function. Ajust the rate. (Ex: IDL1 10%) Close the menu. Where next? HI/LOW-PIT : see p. 94. GOVERNOR set up: see p. 97.

to ON. to 10%.

Setting up the Normal Flight Condition: The Normal flight condition is typically utilized for hovering. The throttle and collective pitch curves are adjusted to provide consistent engine RPM despite the increase/decrease in collective pitch of the blades. This keeps the engine from bogging down under excessive load (like trying to accelerate a car on a steep hill in 5th gear) or excessive RPM under insufficient load (like flooring the throttle while in neutral), risking engine damage. As the 2 curves and revo. mixing are all interrelated, we will discuss all three first, then complete a sample setup. Note that the normal throttle, pitch and revo curves are all available in the BASIC menu for simplicity. These may also be updated later in the ADVANCE menu with the settings for the other 4 conditions [idle-up 1 (IDL1), idle-up 2 (IDL2) and idle-up 3 (IDL3), plus throttle hold (HOLD)]. Note: The throttle and pitch curves for the normal condition are always on. They cannot be inhibited. The other four conditions are activated with their throttle curves or throttle hold. For idle-ups, see p. 90. For throttle hold, see p. 88.

STEPS: Open the THR-CV/NOR function. Adjust the first point. (Ex: 5%.) Open the PIT-CV/NOR function. Adjust the first point. (Ex: 8%.) Open the REVO./NOR function. Adjust the first point. (Ex: 4%.)
INPUTS: for 1 second.(If ADVANCE, to THR-CV/NOR. to 5%. to PIT-CV/NOR. to 8%. to REVO./NOR. to 4%. Repeat above as needed. Repeat above as needed. Repeat above as needed.
Adjust THR-CV/NOR. Adjust PIT-CV/NOR. Adjust REVO./NOR.
Repeat above as needed. Repeat above as needed. Repeat above as needed.
GYRO function: see p. 95. Adjust HOV-THR and HOV-PIT if needed: see p. 93. Setting up Throttle Hold: see p. 88. Setting up idle-ups 1, 2 and 3: Throttle and collective pitch curves and revo. mixing (TH-CURVE, PI-CURVE, REVO. MIX): see p. 90. GOVERNOR function: see p. 95. D/R,EXP: see p. 35.
THROTTLE CUT: The THR-CUT function is used to kill the engine at the end of a flight. The engine can be stopped with one touch of any switch, eliminating the need to move the trim to kill the engine and then readjust prior to each flight. The helicopter THR-CUT includes an ON/OFF throttle position (normally a little above idle). You must move the THROTTLE STICK back below the set point before the THR-CUT function can be reset, to avoid sudden engine acceleration. For a detailed example of throttle cut setup, see ACRO p. 34. Creating a throttle cut that operates only in Normal and not in any Idle-Ups: http://www.futabarc.com/faq/faq-9c-q506.html Note: Be sure to add the step of setting a trigger point by cursoring to THR, then putting the THROTTLE STICK in the desired position and pressing and holding the dial for one second. Notice that this function cannot be reversed to trigger only above the stick point.
HELI-SPECIFIC ADVANCE MENU FUNCTIONS THR-HOLD: This function holds the engine in the idling position and disengages it from the THROTTLE STICK when SWITCH E (9CH) or G (9CA) is moved. It is commonly used to practice auto-rotation.
Prior to setting up THR-HOLD, hook up the throttle linkage so that the carburetor is opened fully at high throttle, then use the digital trim to adjust the engine idle position. To have THR- HOLD maintain idle, move the THROTTLE STICK to the idle position, then move the hold SWITCH on and off and keep changing the offset value until the servo does not move. To lower the engine idle speed, or if you want to shut off, input a more negative number. Adjustability: Idling position: Range of -50% to +50% centered about the throttle idle position to get the desired engine RPM. Rudder offset: Offsets the tail rotor pitch. Keeps the fuselage from rotating in throttle hold. Time delay: A rudder offset time delay may be set up within the DELAY function (see p. 92) to ease in rudder and prevent tail wag. Switch assignment: Assigned to SWITCH G (9CH) or E (9CA) down. Adjustable in the SW SELECT (T-HOLD item). (2-position type switch only)

Throttle curve: Since the throttle is moved to a single preset position, no curve is available for THR-HOLD. Collective pitch curve: Independent curve, typically adjusted to create a blade pitch range of -4% to +10% to +12%,
is automatically activated with THR-HOLD.
Revo. mix: Since revo. mix adjusts for torque from the engine, no revo. mix is available for THR-HOLD. Priority: The throttle hold function has priority over idle-up. Be sure that the throttle hold and idle-up SWITCHES are in the
desired positions before trying to start the engine. (We recommend starting your engine in throttle hold for safety reasons.)
Gyro: Gyro programming includes an option to have a separate gyro setting for each condition, including THR-HOLD.
This avoids the potential problem of the user being in the wrong gyro setting when going to THR-HOLD , resulting in an improper rudder offset and the model pirouetting. GOAL of EXAMPLE: Set up throttle hold. STEPS: Open THR-HOLD function. INPUTS: for 1 second. to THR-HOLD. Determine desired throttle position by idling engine, turn on THR-HOLD , and adjust percentage as required to reach the desired running point. Activate the function. Set desired engine position. Optional: set up a rudder offset. (If a slowed reaction is desired, go to DELAY.) Close. to OFF. to desired percent. to OFF. to desired offset.
PIT-CURVE for THR-HOLD: see p. 90. DELAY for THR-HOLD (to ease collective pitch response): see p. 92. GYRO setup: see p. 95. Setting up the Idle-Ups: Throttle and Collective pitch Curves and Revo. Mixing (TH-CURVE, PIT-CURVE, REVO. MIXING) for idle-ups: see p. 90. D/R,EXP: see p. 35.
THR-CURVE and PIT-CURVE: These 5-point curves are utilized to best match the blade collective pitch to the engine RPM for consistent load on the engine. Curves are separately adjustable for normal, idle-up 1, idle-up 2, and idle-up 3. In addition, a separate collective pitch curve is available for throttle hold. Sample curves are displayed in the appropriate setup types (ex: normal flight condition, p. 86) for clarity. Suggested defaults: Normal: Collective pitch curve that results in points 1, 3 and 5 providing 4, +5, (+8 to +10)* degrees pitch. A throttle curve setting of 0, 30, 50, 70, 100%. Idle-ups 1 & 2: Idle-ups 1 and 2 are typically the same except for the gyro settings, with one being headinghold/AVCS and the other being normal mode. The pitch curve will likely be similar to the normal curve above. Idle-up 3: Collective pitch curve that results in points 1, 3 and 5 providing (8 to 10), 0, (+8 to +10) degrees. A throttle curve of 100, 75, 50, 75, 100 to provide full throttle for inverted maneuvers. Throttle Hold pitch curve: Start with the normal pitch curve (for inverted autos, start from the idle-up 3 pitch curve), but increase the last point approximately 1-2, if available, to ensure sufficient pitch at landing.

doc1

Servo S3004 (Standard, ball-bearing) Control system: Pulse width control, 1.52 ms neutral Power requirement: 4.8 - 6.0V (from receiver) Output torque: 44.4 oz-in (3.2 kg-cm) Operating speed: 0.23 sec/60 Size: 1.59 x 0.78 x 1.41 (40.4 x 19.8 x 36 mm) Weight: 1.30 oz (38 g)
Transmitter band may only be changed by changing the module. Contact Futaba Service Center regarding adjustability of receiver band. Band cannot be changed by simply changing crystals.
The following additional accessories are available from your dealer. Refer to a Futaba catalog for more information:
CAMPac Memory module - the optional DP-16K CAMPac increases your model storage capability (to 14 models from
Insertion of a CAMPac containing data of a different transmitter type (ex: 9Z) will result in a complete CAMPac data reset and loss of all data.
8) and allows you to transfer programs to another 9C transmitter. Note that data cannot be transferred to/from any other model of transmitter (i.e. 8U, 9Z, etc).
NT8S Transmitter battery pack - the (600mAh) transmitter Ni-Cd battery pack may be easily exchanged with a fresh one to provide enough capacity for extended flying sessions.
Trainer cord - the optional training cord may be used to help a beginning pilot learn to fly easily by placing the instructor on
a separate transmitter. Note that the 9C transmitter may be connected to another 9C system, as well as to many other models of Futaba transmitters. The 9C transmitter uses the newer rectangular type cord plug. Both new-to-new and new-to-round plug style trainer cords are available.
FTA8 Neckstrap - a neckstrap may be connected to your T9C system to make it easier to handle and improve your flying
precision, since your hands wont need to support the transmitters weight.
Y-harnesses, servo extensions, etc - Genuine Futaba extensions and Y-harnesses, including a heavy-duty version with heavier
wire, are available to aid in your larger model and other installations.
5-cell (6.0V) receiver battery packs - All Futaba airborne equipment (except that which is specifically labeled otherwise) is designed to work with 4.8V (Ni-Cd 4 cells) or 6.0V (Ni-Cd 5 cells or alkaline 4 cells). Using a 6.0V pack increases the current flow to the servos, which accelerates their rate of response and their torque. However, because of this faster current draw, a 5cell battery pack of the same mAh rating will last approximately the time of a 4-cell pack.
R309DPS - Synthesized receiver which can be changed to any 72MHz frequency with the turn of 2 dials, no tuning needed.

TRANSMITTER CONTROLS HELI
VR(A) Hovering - Pitch Knob
Antenna must be fully extended when flying. Carrying Handle VR(C) Hovering - Throttle Knob
SW(B) Rudder Dual Rate Switch SW(A) Elevator Dual Rate Switch SW(F) Idle-up 3 Switch SW(E) Idle-up 1&2 Switch VR(D) Throttle/Collective Pitch & Rudder Stick Power LED* Throttle/Collective Trim Lever
SW(C) CH 7/Governor Switch SW(D) Aileron Dual Rate Switch Trainer Switch SW(H) SW(G) Throttle - Hold Switch
To remove, press the tabs together and gently pull rearwards. To install, line up the connector pins with the socket in the rear of the module and gently snap into position. RF module Trainer function /DSC function connector

Ni-Cd battery pack

Charging jack
Battery connector location Battery cover
NOTE: If you need to remove or replace the transmitter battery, do not pull on its wires to remove it. Instead, gently pull on the connector's plastic housing where it plugs into the transmitter. SWITCH ASSIGNMENT TABLE
The factory default functions activated by the switches and knobs for a Mode 2 transmitter are shown below. Most 9C functions may be reassigned to non-default positions quickly and easily. Basic control assignments of channels 5-9 are quickly adjustable in AUX-CH (see pp. 39). For example, the channel 5
servo, which defaults to SWITCH E for retract use, can easily be unassigned (NULL) to allow for easy use as a second rudder servo in a mix, or to a slider or dial for bomb door or other control. Note that most functions need to be activated in the programming to operate. Mode 1 transmitter functions are similar but reverse certain switch commands. Always check that you have the desired switch assignment for each function during set up. Airplane (ACRO) elevator dual rate rudder dual rate up = ELE-FLP on center/down = IDLE-DOWN down = AIRBRAKE on aileron dual rate landing gear/ch 5 snap roll/trainer none none flap/ch 6 (flap trim if FLAPERON on) ch 8 spoiler/ch 7 (disabled if AIL-DIFF on) none none Sailplane/Glider (GLID) elevator dual rate down = butterfly on rudder dual rate up = ELE-FLP on center/down = IDLE-DOWN aileron dual rate GLID1FLP = gear trainer back = SPEED OFFSET fwd = START OFFSET none GLID1FLP: flap (flap trim if FLAPERON on) GLID2FLP: camber (flap trim if FL-AIL off) ch 8 spoiler/ch 7 (disabled if AIL-DIF on) GLID1FLP: ch 5 none Helicopter (HELI) elevator dual rate rudder dual rate governor/ch 7 aileron dual rate throttle hold trainer/THR-CUT idle-up 1 and 2 idle-up3/ch 5/gyro HOVERING PITCH

STEPS: Open the BASIC menu, then open MODEL submenu. Confirm you are currently using the proper model memory. (Ex: 3) Go to MODEL COPY and choose the model to copy into. (Ex: 5) Confirm your change. Close.
INPUTS: for 1 second. (If ADVANCE, to MODEL. If SELECT does not indicate 3, use MODEL SELECT, p. 25. to 5. for 1 second. sure? displays. *
SELECT the copy you just made: see p. 25. Rename it (it is currently named exactly the same as the model copied): see p. 25. Turn off the transmitter and remove the CAMPac for safekeeping or insertion into another radio to fly.
*Radio emits a repeating "beep" and shows progress on screen as the model memory is being copied. Note that if the power switch is turned off prior to completion, the data will not be copied.
MODEL NAME: assigns a name to the current model memory. By giving each model a name that is immediately recognizable, you can quickly select the correct model, and minimize the chance of flying the wrong model memory which could lead to a crash. Adjustability and values: Up to 8 characters long. Each character may be a letter, number, blank, or a symbol. The default names assigned by the factory are in MODEL-xx format (MODEL-01 for first model memory, etc.)
NOTE: When you COPY one model memory over another, everything is copied, including the model's name. Similarly, if you change MODEL TYPE or do a MODEL RESET, the entire memory is reset, including MODEL NAME. So the first thing you will want to do after you COPY a model, change its type, or start from scratch, is rename the new copy to avoid confusion. If using multiple frequency modules to be able to transmit on multiple channels, we recommend using the last 2 characters to indicate the receiver's channel for clarity. For more information on frequency transmission, see p. 8. GOAL of EXAMPLE: Name model 3 Cap-232_ (where the underline represents a blank space.) STEPS: Open MODEL submenu. Confirm you are currently using the proper model memory. (Ex: 3) Go to NAME and change the first character. (Ex: M to C) Choose the next character to change. Repeat the prior steps to complete naming the model. Close. Where next? Change the MODEL TYPE to glider or helicopter: see p. 28. Change the receiver modulation setting from PPM to PCM or vice versa: see p. 28. Utilize servo REVERSE: see p. 31. Adjust servo travel with END POINT: see p. 32. Set up dual/triple rates and exponential (D/R,EXP): see p. 35. INPUTS: for 1 second. (If ADVANCE, to MODEL. If SELECT does not indicate 3, perform MODEL SELECT, p. 25. to C.

Battery FailSafe (F/S): a second battery low warning feature (separate from the transmitter low voltage warning). When the airborne battery voltage drops below approximately 3.8V, the PCM receivers battery F/S function moves the throttle to a predetermined position. When the Battery F/S function is activated, your engine will move to idle (if you haven't set a position) or a preset position. You should immediately land. You may temporarily reset the Battery F/S function by moving the THROTTLE STICK to idle. You will have about 30 seconds of throttle control before the battery function reactivates. Adjustability: NOR F/S setting for throttle results in Battery F/S going to the servo position reached by moving THROTTLE STICK to the bottom with TRIM LEVER centered; POS F/S setting for throttle results in Battery F/S also going to the same throttle servo position as the regular F/S.
If using a 6V (5-cell) receiver battery, it is very likely that your battery will be rapidly running out of charge before battery FailSafe takes over. It is not a good idea to count on battery FailSafe to protect your model at any time, but especially when using a 5-cell battery.
ACRO ADVANCE MENU FUNCTIONS: Aircraft wing types (ACRO/GLID): There are 3 basic wing types in aircraft models: Simple. Model uses one aileron servo (or multiple servos on a Y-harness into a single receiver channel) and has a tail. This is the default setup and requires no specialized wing programming. Twin Aileron Servos. Model uses 2 aileron servos and has a tail. see Twin Aileron Servos. Tail-less model (flying wing). Model uses 2 wing servos working together to create both roll and pitch control. see ELEVON.
Twin Aileron Servos (with a tail) (ACRO/GLID): Many current generation models use two aileron servos, plugged into two separate receiver channels. (If your model is a flying wing without separate elevators, see ELEVON, p. 48.) Benefits: Ability to adjust each servo's center and end points for perfectly matched travel. Redundancy, for example in case of a servo failure or mid-air collision. Ease of assembly and more torque per surface by not requiring torque rods for a single servo to drive 2 surfaces. Having more up aileron travel than down travel for straighter rolls aileron differential. (see glossary for definition.) Using the two ailerons not only as ailerons but also as flaps, in which case they are called flaperons. Set a negative percentage to reverse the operation of one of the servos.

Using Aileron Differential (AIL-DIFF) (ACRO/GLID): Aileron differential is primarily used on 3-servo wings, with one servo operating inboard flap(s) on CH6, and AIL-DIFF controlling proper aileron operation of 2 aileron servos, plugged into CH1 and CH7. The ailerons can not be moved like flaps when using AIL-DIFF, except if using AIRBRAKE (see p. 55.) (Note that even if you make FLAP-TRIM active while using AIL-DIFF, it will not have any effect. ONLY AIRBRAKE controls the ailerons as flaps in the AIL-DIFF configuration.)
Activate twin aileron servos using AIL-DIFF. Note that the function defaults to no difference in down travel vs. up travel. If you want differential travel, simply adjust each side. (Ex: 90%)
Open the AIL-DIFF function. Activate the function. Optional: adjust the up/down travel separately for the 2 servos. (Ex: adjust to 100%.) Close menu.
for 1 second. (If basic, to AIL-DIFF. *
AILERON STICK. AILERON STICK.

to 90%. to 90%.

Adjust individual servo's SUB-TRIMs: see p. 41 and END POINTs: see p. 32. Set up AIRBRAKE mix: see p. 55. Set up ELEV-FLAP mix (only if model has a flap servo in CH6): see p. 54. Set up SNAP-ROLL Function: see p. 51. View additional model setups: www.futaba-rc.com\faq\faq-9c.html.
*If you receive an error message that OTHER WING MIXING IS ON, you must deactivate ELEVON or FLAPERON. see p. 44. Using Twin Aileron Servos with a 5-channel receiver, AIL-2 (ACRO/GLID): AIL-2 allows FLAPERON and AIL-DIFF with a 5-channel receiver. AIL-2 only tells the radio that you are using CH5 and CH6, not CH6 or CH7, as the second servo in FLAPERON or AIL-DIFF. You still must activate and set up the FLAPERON/AIL-DIFF function.
Note that selecting CH5&6 does NOT free up CH6 to be used for other functions when using a receiver with more than 5 channels. Both 5 and 6 are dedicated to the FLAPERON or AIL-DIFF programming. [This is beneficial with four aileron servos that need to have their end points or sub-trims set separately. CH1, CH5 and CH6 are already fully set up to operate as ailerons. Mix CH7 or CH8 (the second aileron servo on the other side) into ailerons to function properly.] Aircraft tail types (ACRO/GLID): Adjust the second aileron servo output from CH6or7 to channels CH5&6. Allows twin aileron servo operation with a 5-channel receiver. Open the PARAMETER submenu. Select AIL-2 and change to CH5&6. Close menu. Where next? Finish setting up FLAPERON or AIL-DIFF. see Twin Aileron Servos: p. 41. View additional model setups on the internet: www.futaba-rc.com\faq\faq-9c.html.

Adjustability: CH2 and CH8 only. (With programmable mixing, could utilize CH5 as the 2nd elevator servo. See www.futaba-rc.com\faq\faq-9c.html for examples.) THROTTLE-NEEDLE uses CH8 and cannot be active simultaneously. Direction of each servo's travel may be reversed in REVERSE or the set percentages may be reversed here. Elevator travels independently adjustable (both directions and percent). Optional action as ailerons (defaults to 50% response). This response cannot be activated/deactivated in flight. Setting AIL1 and 2 to 0 disables this feature. Note: if you want this, but on/off with a switch, set AIL1 and 2 to 0 here, and use 2 mixes AIL-to-ELEV and AIL-to-AUX2 (link/trim off, assign a switch) to get aileron action from the elevator servos when the assigned switch is on. See p. 59.
(For details on setting up a complex aerobatic plane, such as one with 4 wing servos, full span ailerons/flaps, AIRBRAKE/crow etc, please visit www.futaba-rc.com\faq\faq-9c.html. Many other setups are also available.) The AILEVATOR mixing function uses one servo on each of the two elevators, and combines the elevator function with the aileron function (unless aileron travel is set to 0). For aileron effect, the elevators are raised and lowered opposite of one another in conjunction with the ailerons. Once AILEVATOR is activated, unless you zero out the aileron figures (see below), any time you move your ailerons or any programming moves your ailerons (ie. RUDDER-AILERON mixing), the radio automatically commands both elevator servos to also operate as ailerons. To deactivate this action, simply set the 2 aileron travel settings to 0 in the AILEVATOR function. This way the elevators will work only as elevators. If using the elevators as ailerons as well, be sure to move the elevator/aileron stick while checking the servo motions. If a large travel is specified, when the sticks are moved at the same time, controls may bind or run out of travel.) GOAL of EXAMPLE: Activate twin elevator servos. Deactivate the elevator-acting-asailerons portion of this function. Note: Depending upon your model's geometry, you may need to reverse one servo or set a negative percentage here. STEPS: Open the AILEVATOR function. Activate the function. Optional: adjust up/down travel when operating as ailerons. (Ex: 0.) Optional: adjust total elevator travel of each servo. (Ex: right servo elevator travel to 98%, left to 96%.) Close menu. Where next? to 0%. to 0%. to 98%. to 96%. INPUTS: for 1 second.(If basic, to AILEVATOR.

Adjust individual servo's SUB-TRIMs: see p. 41 and END POINTs: see p. 32. Set up Twin Aileron Servos: see p. 44. Set up AIRBRAKE mix: see p. 55.
Using V-TAIL (ACRO/GLID):
V-TAIL mixing is used with v-tail aircraft so that both elevator and rudder functions are combined for the two tail surfaces. Both elevator and rudder travel can be adjusted independently on each surface.
NOTE: If V-TAIL is active, you cannot activate ELEVON or AILEVATOR functions. If one of these functions is active, an error message will be displayed and you must deactivate the last function prior to activating ELEVON. see the wing example on page 44. NOTE: Be sure to move the elevator and rudder sticks regularly while checking the servo motions. If a large value of travel is specified, when the sticks are moved at the same time, the controls may bind or run out of travel. Decrease the travel until no binding occurs. Adjustability: Requires use of CH2 and CH4. Independently adjustable travels allow for differences in servo travels. Rudder differential is not available. (To create rudder differential, set RUD1 and 2 to 0, then use two programmable mixes, RUD-ELE and RUD-RUD, setting different percents for up and down. These are your new rudder travels. Trim and link off, switch assignment null so you cant accidentally turn off rudder. see PROG.MIX, p. 59.)
(For details on setting up a complex plane, such as one with a v-tail AND a separate steerable nosewheel, please visit our FAQ at www.futaba-rc.com\faq\faq-9c.html. Many other setup examples are also available at this location.)
GOAL of EXAMPLE: Activate V-TAIL. Adjust left elevator servo to 95% travel to match to right servo's travel.
STEPS: Open the V-TAIL function. Activate the function.
INPUTS: for 1 second.(If basic, to V-TAIL.
optional: adjust the travels separately to 95%. for the 2 servos as elevators. (Ex: set Repeat as necessary for other servos. left to 95%.) Close menu. Adjust END POINTs: see p. 41 and SUB-TRIMs: see p. 32. Set up dual/triple rates and exponential (D/R,EXP): see p. 35. Set up ELEV-FLAP mix: see p. 54. View additional model setups on the internet: www.futaba-rc.com\faq\faq-9c.html.
Snap Rolls at the flick of a switch (SNAP-ROLL) (ACRO/GLID): This function allows you to execute snap rolls by flipping a switch, providing the same input every time. It also removes the need to change dual rates on the 3 channels prior to performing a snap, as SNAP-ROLL always takes the servos to the same position, regardless of dual rates, inputs held during the snap, etc. Note: Every aircraft snaps differently due to its C.G., control throws, moments, etc. Some models snap without aileron; others snap on elevator alone. Most models snap most precisely with a combination of all 3 surfaces. Additionally, rate of speed and acceleration when using the snap switch will affect how the model snaps. For information on using gyros with airplanes for cleaner precision maneuvers, such as snaps and spins without over rotation, see p. 64. Adjustability: Travel: Adjust the amount of elevator, aileron and rudder travel automatically applied. Range: -120 to +120 on all 3 channels. Default is 100% of range of all 3 channels. Directions: Up to 4 separate snaps may be set up, one for each of the 4 direction choices (up/right, down/right, up/left, down/left). Each snap is fully adjustable regarding travels and direction on each of the 3 channels. Note: for simplicity, the radio refers to snaps that use UP or positive elevator as U or UP snaps. This is more commonly referred to as a positive or inside snap. D or DOWN snaps are more commonly referred to as negative or outside snaps. R/U = Right positive R/D = Right negative L/U = Left positive L/D = Left negative snap roll Assignment of the 2 switches (DIR-SW1/2) to change snap directions is fully adjustable and optional. If you wish to have only one snap, leave the switches as NULL. (If assigned, SW1 = up/down, SW2 = left/right.) Caution: it is critical that you remember if you assigned switches to select the three additional snaps. For example, assign SWITCH A for U/D snap direction, and then also assign SWITCH A for elevator dual rates. While flying on elevator low rate (SWITCH A DOWN) you pull your snap SWITCH. The model will: use the throws set in the snap programming (the low rate elevator has no effect); and be a down (negative/outside) snap, not an up (positive/inside) snap. Both of these may come as a great surprise and risk crashing if you are unprepared. Safety Switch (SAFE-MOD): a safety may be set up on your landing gear SWITCH, preventing accidental snap rolls while the landing gear is down. The safety switch is turned on and off with the landing gear SWITCH. ON: the safety mechanism is activated when the landing gear SWITCH is in the same position as at the time this feature is changed to ON. Snap rolls will not be commanded even if the snap roll SWITCH is turned on with the gear SWITCH in this position. When the landing gear SWITCH is moved to the opposite position, snap rolls may be commanded. OFF: activates the safety mechanism in the opposite position from the ON function. FREE: the safety mechanism is completely turned off. Snaps can be commanded regardless of the gear SWITCH POSITION. Note: The location of the safety switch always follows channel 5. If channel 5 is reassigned to switch C, for example, switch C is now the safety. If channel 5 is nulled or used as the second aileron servo, the safety function will not be available. Trainer Safety: SNAP-ROLL is automatically disabled when the trainer function is activated.

Essentially every feature in the radios programming is really a mix, with all assignments/programming set up and ready to use. Additionally, the 9C ACRO and GLID programs both provide 5 linear and 2 curve fully-programmable mixes (HELI provides two linear and one curve) that allow you to set up special mixes to resolve flight difficulties, activate additional functions, etc. Lets look quickly at a few examples that are features weve already covered. This may help to clarify the mix types and the importance of mixes. Additional examples: Exponential is a preprogrammed curve mix that makes the servos response more (+) or less (-) sensitive around center stick (works in conjunction with dual rate, a linear mix that adjusts the total range). see D/R,EXP, p. 35. IDLE-DOWN and THR-CUT are two OFFSET pre-programmed mixes. These tell the throttle servo, when below a certain point, to move toward idle an additional set percentage to help close the carburetor. see p. 33. ELEV-TO-FLAP mixing is a pre-programmed linear mix to move the flaps proportionally to elevator control, helping the model loop even tighter than it can on elevator alone. (see p. 54.) THROTTLE-NEEDLE mixing is a curve mix (like PROG.MIX 6 and 7) for proper in-flight needle setup. (see p. 56.) THROTTLE DELAY mixing is a pre-programmed delay mix that slows down the response of the CH3 servo. (see p. 57.) Next, we'll get an in-depth look at some pre-programmed mixes (mixes whose channels are predefined by Futaba for simplicity) weve not covered yet, and last, look at the fully-programmable mix types.
ELEV-FLAP mixing (ACRO/GLID):
ELEV-FLAP mixing is the first pre-programmed mix well cover. This mix makes the flaps drop or rise whenever the ELEVATOR STICK is moved. It is most commonly used to make tighter pylon turns or squarer corners in maneuvers. In most cases, the flaps droop (are lowered) when up elevator is commanded.
Adjustability: Rate: 100% (full up flap) to +100 (full down flap), with a default of +50% (one-half of the flap range is achieved when the ELEVATOR STICK is pulled to provide full up elevator.) Switch: fully assignable, or null, so mix is always active.
GOAL of EXAMPLE: Activate ELEV-FLAP mixing. Adjust flap travel to 0% flaps with negative elevator (push) and 45% flaps with positive elevator.
STEPS: Open the ELEV-FLAP function. Activate the function. Adjust the travels as needed. (Ex: 0%, to 45%.)
INPUTS: for 1 second.(If basic, to ELEV-FLAP. ELEVATOR STICK. ELEVATOR STICK. to 0%. to 45%.
Set switch assignment to null so the mix is always active.
Optional: change SWITCH control. Ex: change to NULL so flaps only respond to ELEVATOR STICK input. Close menu.

to NULL.

Adjust flaperons flap travel available (FLAPERON): see p. 45. Set up AIRBRAKE (crow/butterfly): see p. 55. Set up programmable mixes (ex: FLAP-ELEVATOR): see p. 59. View additional setups on the internet: www.futaba-rc.com\faq\faq-9c.html.

THR-CURVE and PIT-CURVE: These 5-point curves are utilized to best match the blade collective pitch to the engine RPM for consistent load on the engine. Curves are separately adjustable for normal, idle-up 1, idle-up 2, and idle-up 3. In addition, a separate collective pitch curve is available for throttle hold. Sample curves are displayed in the appropriate setup types (ex: normal flight condition, p. 81) for clarity. Suggested defaults: Normal: Collective pitch curve that results in points 1, 3 and 5 providing 4, +5, (+8 to +10)* degrees pitch. A throttle curve setting of 0, 30, 50, 70, 100%. Idle-ups 1 & 2: Idle-ups 1 and 2 are typically the same except for the gyro settings, with one being headinghold/AVCS and the other being normal mode. The pitch curve will likely be similar to the normal curve above. Idle-up 3: Collective pitch curve that results in points 1, 3 and 5 providing (8 to 10), 0, (+8 to +10) degrees. A throttle curve of 100, 75, 50, 75, 100 to provide full throttle for inverted maneuvers. Throttle Hold pitch curve: Start with the normal pitch curve (for inverted autos, start from the idle-up 3 pitch curve), but increase the last point approximately 1-2, if available, to ensure sufficient pitch at landing.
*(These default recommendations assume you are doing forward flight. If you are just learning, please follow your instructors guidance. Some instructors like a +1 base point for training so that the helicopter comes down very slowly, even if your instincts pull the throttle/collective stick to the bottom in a hurry.)
Adjustability: Normal condition curves are editable in the BASIC menu for convenience. All curves may be adjusted in the ADVANCE menu. Automatically selected with the proper condition. The idle-up curves are programmed to maintain constant RPM even when the collective pitch is reduced during flight (including inverted). To change which conditions curve is being edited, cursor up above point 1 and change the curve named. For clarity, the name of the condition currently active (switched on in the radio) is shown in parentheses behind name of condition whose curve is being edited. (Example: see curve displays below. Note that the normal condition is active but the idle-up 1 conditions curves are currently being edited. Idle-ups and throttle hold pitch curves may be edited even before the conditions have been made active. Activating their throttle curves activates these conditions.

INPUTS: for 1 second.(If basic, to HOV-THR. to desired knob. for one second to store. or VR(C) to center.
to HOV-PIT. for one second to store. or VR(A) to center.
Store new settings after flight.
THR-HOLD: see p. 83. Setting up the Idle-Ups: Throttle and Collective pitch Curves and Revo. Mixing (TH-CURVE, PIT-CURVE, REVO. MIXING for idle-ups: see p. 85. D/R,EXP: see p. 35.
GYROS and GOVERNORS: Using electronics to take some of the complexity out of setups and flight. What is a gyro? A gyroscope is an electronic unit that senses motion and corrects for it. For example, if the wind blows your helicopters tail to the left, a gyro will sense that motion (and confirm that no input was given) and will correct for it. How does it help in helicopter setup? A good gyro will totally eliminate the need for revo. mixing. The gyro will sense and correct the unwanted motion for you, so you dont have to spend time to get a complex curve operating properly. Gyro sensor kinds: There are many different kinds of gyros. Early gyros were mechanical, with a spinning drum similar to a childs gyroscope toy. The next generation utilized a special type of crystal, called piezoelectric, which sensed the motion and provided an electrical pulse. The finest gyros at the time of this writing are SMM technology. These silicone micro machines, or computer chips, sense the motion. SMM is far more accurate and less susceptible to inaccuracies caused by temperature changes, etc. Types of gyro responses: Normal: sense motion and dampen it (if the gyro rotates off course for 2 seconds, it corrects for 2 seconds). Heading-hold/AVCS: calculate the angle of rotation (by tracking the time/rate of change) and then provide correction until the same rotation is achieved. Stick priority: a feature on most high-end gyros. The more input given on the channel the gyro controls, the less sensitive the gain is automatically. This way, if you give a large input for a stall turn, for example, the gyro turns itself off and does not fight the stall turn. As you ease off the rudder, the gain increases again, minimizing tail wag and keeping the model straight. (If your gyro does not include stick priority, you can manually create it. Please see www.futaba-rc.com\faq\faq-9c.html.) Choosing the right gyro for your skills, your helicopter, and your budget: Mechanical: some are still available. They are very challenging to set up and not as reliable as piezo or SMM. Non-Heading-Hold Piezo: these are now inexpensive gyros that are reliable and easy to set up. Some have dual rates and remote gain control to adjust sensitivity in flight. Lack heading-hold capabilities for precision flying. Heading-Hold Piezo: Until recently, the cream of the crop. Expensive, and more complex to set up. Adds GPS-like heading recognition. Exhibits minor difficulties with temperature drift (position setting varying with units temperature). Heading-Hold SMM: 21st Century gyro technology. Computer chip technology. Expensive, easier set up, higher durability. Significant decrease in temperature sensitivity. Many include frame rate settings to allow faster response when using specialized digital servos. Examples: GY401: Simpler set up. Ideal for learning aerobatics through 3D. GY502: Better centering than 401 for more advanced aerobatics. Ideal through Class III competition. GY601: Exceptional center. Extremely fast response time. Requires specialized servo. GYRO: simplifies adjusting/selecting the gyro sensitivity, and can provide more than 2 gyro gain settings. (The higher the gain, the more correction the gyro provides and the softer or less responsive the helicopter feels.) This function makes the best possible use of the inflight adjustable gain of most gyros. Adjustability: Plug the gyros sensitivity adjustment to channel 5 of the receiver. (not assignable) STD and AVCS/Heading-hold (GY) setup types available to simplify adjustments for AVCS/Heading-hold gyros. Full switch assignability or may select Cond. option. Cond. option provides separate gyro settings, one for each condition, automatically selected with the condition. Allows changes in gain to meet the specific needs of each flight condition. Each gyro setting may be set from 100 to +100 gain, equating to ATV settings of 100% to +100%. Dual mode gyros (heading-hold/AVCS and normal) are easily triggered to each mode by changing the gyro settings sign. Negative settings trigger normal mode; positive settings are AVCS mode. Larger percentages indicate more gain, or gyro responsiveness. Tail wagging or shaking indicates excessive gain settings. Turn down gyro setting until wag stops.

ATL: Adjustable Travel Limited. Standard type of trim used for throttle, where the trim is effective only in the idle portion of the THROTTLE STICK POSITION. Normal trims affect the entire travel of the servo (ex: elevator trims), but ATL trims only the low end of the throttle movement, allowing throttle idle adjustments that dont over-drive the servo at full throttle.31 ATV: Older, less clear terminology for end point adjustment. See END POINT. Autorotation: The ability of a helicopter to land safely without engine power, using the stored energy in the blades rotation to produce lift for flaring. AUX-CH: Auxiliary channel setup. Used to assign which KNOBS/SWITCHES/SLIDERS control channels 5-9. Includes CH9 servo reverse. Also allows assignment of a channel to mixing only (assigned as NULL), with no primary control.39 Backup battery: battery used to protect data storage in case of removal of master transmitter battery. In most Futaba radios, including the 9C, EEPROM data storage is used, so no backup battery is used or needed. BACKUP ERROR: transmitters hard-coded memory has been lost. Send for service immediately.19 Base-Loaded antenna: also called Whip antenna. Aftermarket equipment not approved by Futaba. Basic model setups: guidelines to setting up the most basic models of each type.ACRO 22 GLID 61 HELI 74 BASIC menus: Specific menus with most commonly used features for each model type.ACRO 25 GLID 68 HELI 74 Battery care and charging. (Charging the Ni-Cd batteries).14 Battery FailSafe: determines how the receiver indicates an airborne pack low-battery warning. Defaults: 56% throttle, requires throttle to idle to override. To adjust the warning point, set a THROTTLE STICK POSITION in F/S.43 BEEP: tone emitted by transmitter to signify a variety of situations. See Error messages. Binding: friction in a joint exceeding the movement of the linkage. Sticking or inability to continue movement. The servo continues to attempt to move the surface beyond its power/capabilities, rapidly draining battery power as it continues to struggle. Brake flap mixing: (GLID) Three mixes: brake flap- to-elevator, to-aileron and to-speed flaps. 1) compensate for unwanted reaction to lowering the brake flap, 2) increase brake flap area by including the flaperons, and 3) add lift to increase maneuverability. Not a preprogrammed mix. See Programmable mix. Buddy Box: see Trainer box. BUTTERFLY: (GLID) [also called crow, AIRBRAKE (ACRO)]. Activates up flaperons and down flaps for gliding speed control without spoilers or airbrakes. Note: More adjustable programming is available in ACRO, AIRBRAKE.55 CAMPac: Optional extended data storage module. Futaba stock # DP16K.10 CCPM: Cyclic (pitch and roll) Collective Pitch Mixing. Multiple servos work in unison on the helicopters head to create one or more of the control functions. Ex: 3 servos set at 120 degrees operate the entire head. The 2 forward servos work together to rotate both the blades pitch and the roll cyclic (aileron) in a SR3 head type. See MODEL TYPE, HELI. CH5&6: setting in AIL-2 that allows the second aileron servo to be in channel 5. See Twin aileron servos. CH6 or 7: default setting in AIL-2. Second aileron servo is in channel 6 or 7 depending on function used. See Twin aileron servos. Channel 9 switch selection and direction control: See AUX-CH.39 Channel delay: see THROTTLE DELAY (ACRO) and DELAY (HELI). Charge: to increase the electrical energy, measured as voltage, available in a battery pack. See Battery care and charging. Condition: (HELI) separate flight setup that has significant adjustability separate from the basic model setup. See IDLEUP 1, 2, 3 and THROTTLE HOLD. Contact information, North American Service Center.3

GOVERNOR: (HELI) programming which eases the setup of the GV-1 governor.89 GV-1: part number/name for Futabas electronic governor. See Gyros and Governors and GOVERNOR for details. Gyro, gyroscope: equipment that senses change in direction and provides input to compensate for that change. For description of aircraft use, see p. 64. For description of types, and helicopter use, see GYRO SENS. GYRO SENS (HELI): gyro sensitivity programming designed to ease the setup and use of gyroscopes on model helicopters. Manual pages include extensive descriptions of gyro types.89 Gyros and Governors.89 Heading-hold gyro: gyro that specifically measures the unwanted deflection angle and compensates until a corresponding angle has been returned. See Gyros and Governors. HELI: model type, rotary wing. See MODEL TYPE. Helicopter radio: transmitter that includes helicopter-friendly switch and control layout and sufficient programming to at least support a 5-channel helicopter. The 9CA and 9CH radios both contain all needed programming. The 9CH has a more heli-friendly layout (through switch positioning and no ratchet on throttle for easier hovering) High band: 72MHz equipment on a channel from 36 to 60. Receiver channel may be changed to any channel within the high band without needing retuning. Transmitter must not be changed except by certified technician.8 High Rate: See D/R,EXP. Hover: to maintain a stationary position relative to a point on the ground. HOVERING PITCH: see Hovering setups. HOVERING THROTTLE: see Hovering setups. Hovering setups: in-flight adjustments to pitch and throttle curves around center THROTTLE STICK position (the ideal hovering point).88 Idle management: varying settings and control of the models idle. Ex: using IDLE-DOWN to lower engines idle point for landings and certain maneuvers; using THR-CUT function to safely and accurately shut the engine off as needed without requiring constant adjustment of throttle trims.33 IDLE-DOWN: offset mix that slows the engines idle point (decreasing the amount of travel of the throttle servo when at low THROTTLE STICK POSITION). Typically used to keep the model sitting still on the runway prior to take off, for slow aerobatic maneuvers such as spins, and for landings. See Idle management.33 IDLE-UP: separate condition created to allow inverted and other types of flight with a helicopter not easily achieved in the normal condition. Note: the idle-ups are activated by activating their throttle curves. Also note that OFFSET is available to create separate trims within each condition.85 In-flight needle control: see THROTTLE-NEEDLE. INH: makes a feature inactive/unable to be used. When a function is inhibited, it cannot be used even if the assigned switch is ON. Turns off functionality without losing any settings. Only visible in specific features. Inhibit: see INH. Installation: radio installation and setup.16 Inverted: to fly a model upside-down. Inverted flight control programming: not available in the 9C. Most modelers no longer use this crutch to fly inverted, instead learning to recognize the models behaviors when inverted and compensate appropriately. Kill switch: (1) throttle cut switch to close carburetor (see THR-CUT, p. 33). (2) gasoline ignition engine kill switch which removes spark to the plugs to stop the engine.64 Launch setting: (GLID) see START-OFS.

Ni-Cd: Nickel Cadmium rechargeable battery. Typically used to power transmitter and receiver. See Battery care and charging. NiMH: Nickel Metal Hydride rechargeable battery. Newer battery technology than Ni-Cd. Longer run times but more specific peak charging requirements. [Require a (zero) delta peak charger labeled specifically for use with NiMH batteries.] NORMAL: trainer mode that does not give student radio the computer programming features of the master radio. See Trainer. NT8S: standard transmitter battery pack. See Accessories. NULL: not assigned or never changed. Ex: a mix which has a null switch assignment is always active, and can never be changed in flight (turned off) no matter which switch is moved. OFFSET: (HELI) separate trim settings available to each idle-up (using CONDITION) setting, or assigned to separate switches from the condition switches. When offset is ON, movement of the trim levers adjusts the OFFSET, not the normal conditions trims.86 Offset mix: mix that independently moves the slave servo a set percentage of its total throw, not in relation to any master. See Programmable mix. PA2: Pilot Assist. Optional onboard device that uses optical sensors to correct models orientation to upright. PARAMETER submenu: sets specific parameters. Includes reset, type, modulation, second aileron servo setup, and ATL.28 PCM: Pulse Code Modulation. An electronically encoded method of transmitting data to a receiver to help minimize the effects of interference. (Transmission is on an FM wavelength, and uses FM crystals, module and trainer cord.). See Modulation. Peak Charger: charger that automatically stops charging when the battery is fully charged (commonly called peaked). See Battery care and charging. Piezo gyro: gyro that uses a piezo crystal to sense angular changes. See Gyros and Governors. Pitch-to-rudder mix: see REVO. PITCH CURVE: (HELI) curve that sets the response of the collective pitch servo(s) to movement of the throttle/collective STICK. Independently adjustable in the normal flight mode, one for each of the 3 idle-ups, and one for throttle hold. Adjusted to provide ideal blade response for various types of maneuvers being performed. For simplicity, the normal conditions curve may be set in the BASIC menu. All 5 curves are also adjustable in the ADVANCE menu.84 PPM: Pulse Position Modulation. Also known as FM. Type of signal transmission. See Modulation. Programmable mix: used to cause specific servo responses to specific inputs separate from the basic control setups. Includes extensive definitions of types and examples.59 Range check or test: to test the transmitters control over the model at a specific distance as a precaution in checking its proper operation prior to flight.16 Rate: amount of control given. Ex: see Programmable mix. RESET: to delete all data in the existing model only. User CANNOT erase all data in the radio. Only service center can do so. Part of PARAMETER submenu.28 Retractable landing gear: landing gear that is brought up into the model during flight.64 REVERSE: servo reversing. Used to reverse the direction of a servo to ease installation and set up.31 Rudder-to-aileron mix: (ACRO / GLID) used to counteract undesirable roll (roll coupling) that happens with rudder input, especially in knife-edge. Gives proper aileron input to counteract roll coupling when rudder is applied. Not a preprogrammed mix. See Programmable mix. This is the default programming for one linear and one curve mix in ACRO and GLID. Rudder-to-elevator mix: used to counteract undesirable pitch (pitch coupling) with rudder input, especially in knife edge flight. Not a preprogrammed mix. See Programmable mix. This is the default programming for one curve mix in ACRO.

 

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