Thank you for purchasing a Futaba SKYSPORT 4YBF. Before using your SKYSPORT 4YBF, read this manual carefully and use your R/C set safely. After reading this manual, store it in a safe place.
See the glossary page 19 for a definition of the special terms used in this manual. Application, Export, and Modification
1. This product may be used for model airplane use, if on the correct frequency. It is not intended for use in any application other than the control of models for hobby and recreational purposes. The product is subject to regulations of the Ministry of Radio/Telecommunications and is restricted under Japanese law to such purposes. 2. Exportation precautions: (a) When this product is exported from the country of manufacture, its use is to be approved by the laws governing the country of destination which govern devices that emit radio frequencies. If this product is then re-exported to other countries, it may be subject to restrictions on such export. Prior approval of the appropriate goverment authorities may be required. If you have purchased this product from an exporter outside your country, and not the authorized Futaba distributor in your country, please contact the seller immediately to determine if such export regulations have been met. (b) Use of this product with other than models may be restricted by Export and Trade Control Regulations, and an application for export approval must be submitted. In the US, use of 72MHz (aircraft only), 75MHz (ground models only) and 27MHz (both) frequency bands are strictly regulated by the FCC. This equipment must not be utilized to operate equipment other than radio controlled models. Similarly, other frequencies (except 50MHz, for HAM operators) must not be used to operate models. 3. Modification, adjustment, and replacement of parts: Futaba is not responsible for unauthorized modification, adjustment, and replacement of parts on this product. Any such changes may void the warranty. Caution: Any adjustment or modification to the device not expressly authorized by the party responsible for compliance could result in a violation of the FCC Rules and void the user's authority to operate the equipment.
The Following Statement Applies to the Receiver (for U.S.A.)
This device complies with part 15 of the FCC rules. Operation is subject to the following two conditions: (1) This device may not cause harmful interference, and (2) This device must accept any interference received, including interference that may cause undesired operation.
Battery Recycling (for U.S.A.)
The RBRCTM SEAL on the (easily removable) nickel-cadmium battery contained in Futaba products indicates that Futaba Corporation of America is voluntarily participating in an industry program to collect and recycle these batteries at the end of their useful lives, when taken out of service within the United States. The RBRCTM program provides a convenient alternative to placing used nickel-cadmium batteries into the trash or municipal waste system, which is illegal in some areas. You may contact your local recycling center for information on where to return the spent battery. Please call 1-800-8-BATTERY for information on Ni-Cd battery recycling in your area. Futaba Corporation of America's involvement in this program is part of its commitment to protecting our environment and conserving natural resources. NOTE: Our instruction manuals encourage our customers to return spent batteries to a local recycling center in order to keep a healthy environment.

RBRCTM is a trademark of the Rechargeable Battery Recycling Corporation.
Warning: This product contains a chemical known to cause cancer and birth defects (or other reproductive harm).
No part of this manual may be reproduced in any form without prior permission. The contents of this m anual are subject to change without prior notice. This manual has been carefully written. Please write to Futaba if you feel that any corrections or clarifications should be made. Futaba is not responsible for the use of this product.

TABLE OF CONTENTS

FOR SAFETY... 2
Meaning of Special Markings...2 Precautions During Flight...2 Nicd Battery Charging Precautions... 4 Storage and Disposal Precautions... 4 Other Precautions....5

BEFORE USE...6

Set Contents.... 6 Name and Handling of Each Part..7 Transmitter Operation and Movement of Each Servo.10
INSTALLATION AND ADJUSTMENT..11
Connections....11 Adjustments.... 13
USING OTHER FUNCTIONS..14
Servo Horn....14 Non-slip Adjustable Lever Head...14 Trainer Function....15 Charging the Nicd Battery... 16

REFERENCE...17

Ratings....17 Troubleshooting... 18 Glossary....19

FOR SAFETY

Meaning of Special Markings
To ensure safe use, observe the following precautions.
Pay special attention to the safety at the parts of this manual that are indicated by the following marks. Mark Meaning
Procedures which may lead to a dangerous condition and cause death or serious injury to the user if not carried out properly. Procedures which may lead to a dangerous condition or cause death or serious injury to the user if not carried out properly, or procedures where the probability of superficial injury or physical damage is high. Procedures where the possibility of serious injury to the user is small, but there is a danger of injury, or physical damage, if not carried out properly.

DANGER WARNING CAUTION

Symbol:

; Prohibited

; Mandatory
Precautions During Flight

WARNING

Do not fly simultaneously on the same frequency.
Interference may cause a crash.
*Use of the same frequency will cause interference even if the modulation method (AM, FM, PCM) is different.
Do not fly in the following places:
-Near other R/C flying fields (within about 3km) -Near people on the ground, or objects in the air -Near homes, schools, hospitals, or other places where there is a lot of people -Near high tension lines, high structures, or communication facilities Radiowave interference and obstructions may cause a crash. A crash caused by trouble in the R/C set, or the model itself, may cause death or property damage.
Do not fly on rainy or windy days, or at night.
Water will penetrate into the transmitter and cause faulty operation, or loss of control, and cause a crash.
Do not fly when you are tired, sick, or intoxicated.
Fatigue, illness, or intoxication will cause a loss of concentration or normal judgment and result in operation errors and a crash.
Extend the antenna to its full length.
If the antenna is collapsed, the effective range of the radiowaves will become shorter.
Always test the digital proportional R/C set before use.
Any abnormality in the digital proportional R/C set, or model, may cause a crash.
*Before starting the engine, check that the direction of operation of each servo matches the operation of its control stick. If a servo does not move in the proper direction, or operation is abnormal, do not fly the plane.
Check that the transmitter antenna is not loose.
If the transmitter antenna comes off during use, control will be lost and the model will crash.

CAUTION

Do not touch the engine, motor, and speed control during and immediately after use.
They are hot and will cause a burn.
When placing the transmitter on the ground during flight preparations, be sure that the wind cannot knock it over.
If it is knocked over, the throttle stick may be pushed to full high and the engine will race and create a dangerous situation.

When turning on the power switch
After setting the transmitter throttle lever to maximum slow, 1. Turn on the transmitter power switch, 2. Then turn on the receiver power switch.
When adjusting the digital proportional R/C set, always stop the engine, except when necessary.
If the engine suddenly goes to high speed, it may cause an injury.
(In case of a set w/ frequency board)
When turning off the power switch
After stopping the engine, 1. Turn off the receiver power switch, 2. Then turn off the transmitter power switch. If the power switch is turned off in the opposite order, the engine may go to full throttle unexpectedly and cause an injury.
*Maximum slow: Direction in which the engine or motor runs at the slowest speed.
When flying, always install the frequency board to the transmitter antenna.
When the frequency was changed, also change the frequency board.
Ni-cd Battery Charging Precautions
(If using a Ni-cd battery)
Always charge the nicd battery before each flight.
If the battery goes dead during flight, the plane may crash.
Charge the digital proportional R/C nicd battery with the special charger, or digital proportional R/C quick charger, sold separately.
Overcharging may cause burns, fire, injury, blindness, etc. due to overheating, breakage, electrolyte leakage, etc.
Do not use commercial nicd penlight batteries.
During quick charging, the battery holder contacts may overheat and damage the equipment, or prevent charging.
Do not drop or apply strong shock to nicd battery.
The battery may be shorted and cause overheating or breakage and electrolyte leakage and result in burns or damage by chemical mater.
Do not short the nicd battery connector terminals.
Shorting the terminals may cause sparking and overheating and result in burns or fire.
Storage and Disposal Precautions
Do not leave the digital proportional R/C set, battery, model airplane, etc. within the reach of small children.
Touching and operating the digital proportional R/C set, or licking the battery, may cause injury or damage due to chemical matter.
Do not throw the nicd battery into a fire or heat the nicd battery. Also, do not disassemble or rebuild the nicd battery.
Breakage, overheating, and electrolyte leakage may cause injury, burns, or blindness.
When not flying the model, store the digital proportional R/C set with the nicd battery in the discharged state. Recharge the nicd battery before the next flight.

If a partially discharged nicd battery is recharged many times, its memory effect will reduce the flight time substantially and may cause a crash, even if the battery is recharged.

Nicd battery electrolyte

The electrolyte in the nicd battery is a strong alkali and can cause blindness if it gets in the eyes. If you get the electrolyte in your eyes, immediately wash your eyes with water and see a doctor. If you get the electrolyte on your skin or clothes, it may cause a burn. Immediately wash it off with water.
Do not store the digital proportional R/C set in the following places:
-Where it is very hot (40C/104F or more) or very cold (-10C/-14F or less). -Where the set will be exposed to direct sunlight. -Where the humidity is high. -Where there is strong vibration. -Where it is dusty. -Where there is steam and heat. Storing the digital proportional R/C set in the places above may cause distortion and trouble.
If the digital proportional R/C set will not be used for a long time, remove the batteries from the transmitter and the model and store them in a dry place.
If the batteries are left in the transmitter and model, the battery electrolyte may leak out and degrade the performance and shorten the life of the transmitter and model.

Nicd battery recycling

Used nicd batteries are an important resource. Stick tape over the terminals and take the used batteries to a nicd battery recycling center.

Other Precautions

CAUTIONS
Do not get fuel, waste oil, etc. on plastic parts.
The plastic may melt and fail to function.
Always use Genuine Futaba transmitter, receiver, servos, FET amp, nicd battery, and other optional parts.
Futaba is not responsible for damage, etc. caused by the use of parts other than Genuine Futaba parts. Use the parts described in the instruction manual and catalogs.

BEFORE USE

Set Contents
After opening the carton, first check if the following items are provided. The set contents depend on the type of set.

Transmitter

Receiver
R127DF R148DF S3004 or S3003 (x4) NR-4QB S3101 (x2) NR-4K

(not for USA)

S3003 (x3)

Battery holder

Receiver Nicd Battery or Battery holder
Charger Receiver Swich Servo horn Others frequency board Servo tray Neck strap Extension cord
If the set contents are incomplete, or if you have any questions, please contact the dealer.
Name and Handling of Each Part

TRANSMITTER T4YBF (Front Panel)
Trainer Switch Operates the instructor transmitter when using the trainer function. The student transmitter can be operated only while this switching is being pressed.
Antenna Carrying Bar Hook
Elevator (Mode 1) Throttle (Mode 2) Trim Lever Elevator (Mode 1) Throttle (Mode 2) / Rudder Stick Rudder Trim Lever
Throttle (Mode 1) Elevator (Mode 2) Trim Lever Throttle (Mode 1) Elevator (Mode 2) / Aileron Stick Aileron Trim Lever
Battery Level Indicator Two LED display to indicate battery voltage level. If the red LED flashes, replace batteries.
Power Switch In the upper position, the power is turned on. Servo Reversing Switch Switches that reverse the direction of operation of the servos. The lower position is the normal side and the upper position is the reverse side. Channel display AIL. : Aileron (CH1) ELE. : Elevator (CH2) THR. : Throttle (CH3) RUD. : Rudder (CH4) Operating direction display REV. : Reverse side NOR. : Normal side
TRANSMITTER T4YBF (Rear Panel)

Trainer jack

Connects the trainer cord when using the trainer function. (The trainer cord is sold separately. ) (See page 15 for the trainer function operation instructions.)

Battery cover

Use when replacing the battery. Slide the cover downward while pressing the part marked " ".
TRANSMITTER T4YBF (Side Panel)

Charging jack

(See page 16 for a description of the charging method.)

RECEIVER

R127DF

Crystal

The crystal is replaced from the side of the receiver.
Output / battery connector
"1": Aileron servo (CH1) "2": Elevator servo (CH2) "3": Throttle servo (CH3) "4": Rudder servo (CH4) "5": (Not used) (CH5) "6": (Not used) (CH6) "7": (Not used) (CH7) "8": (Not used) (CH8) "B": Battery connector

FP-R127DF

Dual Conversion

7CHANNEL RECIVER

Antenna

R148DF

D UAL C ONVERSION

R136F (not for USA)

Crystal Antenna Antenna

FP-R148DF

8 CHANNEL MICRO RECEIVER

<Accessories>

S3003/S3004
The following items are supplies with the set: -Spare servo horn: Use to match the application. -Servo mounting parts: Rubber bushing, grommet, wood screw Mounting flange

Servo horn To receiver

Use the horn set screw supplied with the servo.

If a long screw is used, the interior of the servo may be damaged.
Transmitter Operation and Movement of Each Servo
Before making any adjustments, learn the operation of the transmitter and the movement of each servo. (In the following descriptions, the transmitter is assumed to be in the standby state.) AILERON OPERATION When the aileron stick is moved to the right, the right aileron is raised and the left aileron is lowered, relative to the direction of flight, and the plane turns to the right. When the aileron stick is moved to the left, the ailerons move in the opposite direction. To level the plane, the aileron stick must be moved in the opposite direction. When the aileron stick is tilted and held, the plane will roll. ELEVATOR OPERATION When the elevator stick is pulled back, the tail elevator is raised and the tail of the plane is forced down, the air flow applied to the wings is changed, the lifting force is increased, and the plane climbs (UP operation). When the elevator stick is pushed forward, the elevator is lowered, the tail of the plane is forced up, the air flow applied to the wings is changed, the lifting force is decreased, and the plane dives (DOWN operation). THROTTLE OPERATION When the throttle stick is pulled back, the engine throttle lever arm moves to the SLOW (low speed) side. When the throttle stick is pushed forward, the throttle lever arm moves to the HIGH (high speed) side. RUDDER OPERATION When the rudder stick is moved to the right, the rudder moves to the right and the nose points to the right, relative to the direction of flight. When the rudder stick is moved to the left, the rudder moves to the left and the nose points to the left and the direction of travel of the plane changes.

Aileron(ch1)

(Viewed from the rear)

Elevator(ch2)

Down Down Down

Up Up Up

(Mode 1) (Mode 2)

Throttle(ch3)

High High High
Engine throttle lever moves to the high speed side.

Low Low Low

Engine throttle lever moves to the low speed side.

Rudder(ch4)

INSTALLATION AND ADJUSTMENT
This section describes the installation method and adjustment method after installation when installing the receiver, servos, etc. to the plane.

Connections

Connection example is shown below.

Connection Example

Receiver R127DF
*The number of servos depends on the set. Rudder (CH4) Throttle (CH3)

Nicd battery

*The number of servos depends on the set. Aileron (CH1) Receiver R136F Elevator (CH2) Throttle (CH3) Rudder (CH4)

Receiver switch

*Insert four batteries. *When using 5 or more servos, use the nicd battery sold separately. Receiver battery holder
Elevator (CH2) Aileron (CH1)
Connector Connection Insert the receiver, servo, and battery connectors fully and firmly.
If vibration, etc. causes a connector to work loose during flight, the plane may crash.
Servo Throw Operate each servo horn over its full stroke and adjust so that the pushrod does not bind or is not too loose.
Unreasonable force applied to the servo horn will adversely affect the servo and drain the battery quickly.
Receiver Vibrationproofing / Waterproofing Vibrationproof the receiver by wrapping it in sponge rubber or some such material. If the receiver may get wet, waterproof it by placing it in a plastic bag.
If the receiver is subjected to strong vibration and shock, or gets wet, it may operate erroneously and cause a crash.
Servo Installation Install the servos to the servo mount, etc. through a rubber grommet. Also install the servos so that the servo case does not directly touch the servo mount or other parts of the fuselage.
Receiver Antenna Do not cut or bundle the receiver antenna. Also, do not bundle the antenna together with the servo lead wires.
Cutting or bundling the receiver antenna will lower the receiver sensitivity and shorten the flight range and cause a crash.
<Antenna installation>
For aircraft, attach the antenna to the top of the tail.
Power Switch Installation
When installing a receiver power switch to the fuselage, cut a rectangular hole somewhat larger than the full stroke of the switch knob and install the switch so it moves smoothly from ON to OFF. Also install the switch where it will not come into direct contact with engine oil, dust, etc. Generally, install the switch to the fuselage at the side opposite the muffler exhaust.

Adjustments

The operating direction, neutral position, and steering angle of each servo are adjusted.
The basic linkage and adjustments of the fuselage conform to the fuselage design drawings and kit instruction manual. Be sure that the center of gravity is at the prescribed position.

Adjustment Procedure

Before making any adjustments, set all the SERVO REVERSER switches on the front of the transmitter to the lower (NOR) position. (Switch the switches with a small screwdriver, etc.) Turn on the transmitter and receiver power switches and make the following adjustments:
1 Check the direction of operation of each servo.
If a servo operates in the wrong direction, switch its SERVO REVERSER switch. (The direction of operation can be changed without changing the linkage.) *Note that the direction of the aileron servo is easily mistaken. (Page 10)

AIL. ELE. THR. RUD.

3 Check the engine throttle
(speed adjustment) linkage.
Change the servo horn installation position and hole position so that the throttle is opened fully when the throttle stick is set to HIGH (forward) and is closed fully when the throttle stick and throttle trim are set for maximum slow (backward position and lower position, respectively).
4 After all the linkages have
been connected, recheck the operating direction, throw, etc.
*Before flight, adjust the aircraft in accordance with the kit and engine instruction manuals.
2 Check the aileron, elevator,
and rudder neutral adjustment and left-right (up-down) throw.
Check that when trimmed to the center, the servo horn is perpendicular to the servo and check the neutral position of the fuselage control surfaces (aileron, elevator, rudder,
5 Fly the plane and trim each

servo.

etc.). If the neutral position has changed, reset it by adjusting the length of the rod with the linkage rod adjuster. When the throw is unsuitable (different from steering angle specified by the kit instruction manual), adjust it by changing the servo horn and each control surface horn rod.

USING OTHER FUNCTIONS

Servo Horn
Spare servo horns are supplied with the digital proportional R/C set. Use them according to the application.
Non-slip Adjustable Lever Head
The length of the stick lever head can be adjusted.
2 Set the stick to the most 1 Unlock lever heads A and B
by turning them in the arrow directions. comfortable length and lock the lever heads by turning them in the opposite direction of the arrows.

Trainer Function

The trainer function is a very effective way for training students. To use it, the special trainer cord (sold separately) is necessary. The special trainer cord can be connected to SKYSPORT4, FF5, SKYSPORT6, 6EXA, 6X series, 7U series, 8U series, 9C series, and PCM1024Z series transmitters.

Operating Instructions

Instructor side: Turn on the power switch and extend the antenna to its full length. When the trainer switch is not pressed, the instructor has control. When the trainer switch is pressed, control is transferred to the student. Student side: Never turn on the power switch. *Connect the student and instructor transmitters with the trainer cord.
Never turn on the student transmitter power switch.
Turning on the power switch will cause interference and a crash.
Set the student and instructor transmitters to the same settings.
For example, if the direction of operation is reversed, control will be lost and the plane will crash.
The opposite side can only use an FM (PPM) type transmitter.
If the modulation method is different, control is impossible.
Charging The Nicd Battery
The transmitter and receiver nicd batteries can be charged simultaneously or independently.

1 Connect the charger transmitter connector to the transmitter charging jack and the charger receiver connector to the receiver servo nicd battery.
2 Connect the charger to an AC outlet. 3 Check that the charging LED light. 4 At the end of charging, disconnect the charger from the AC outlet.
Never plug the special charger into an AC outlet other than specified.
If the charger is plugged into an AC outlet other than specified, overheating, sparking, etc, may cause burns, fire, etc.
Use the special charger, or digital proportional R/C quick charger, sold separately to charge the digital proportional R/C nicd battery.
Overcharging will cause burns, fire, injury, or blindness due to overheating, breakage, electrolyte leakage, etc.
When not using the nicd battery charger, disconnect it from the AC outlet.

REFERENCE

Ratings
*Specifications and ratings are subject to change without prior notice.

TRANSMITTER T4YBF

(2 sticks, 4 channels, FM transmitter) Transmitting frequency: 29, 35, 36, 40, 41, 50, 60, 72, 75 MHz Modulation method: FM (Frequency Modulation) Power requirement: 12V (penlight battery x8) or 9.6V nicd battery Current drain: 180mA
RECEIVER R136F(not for USA)
(6 channels, FM receiver) Receiving frequency: 29, 35, 36, 40, 41, 60, 72 MHz Intermediate frequency: 455kHz Power requirement: 6V (penlight battery x4) or 4.8V nicd battery (common with servo) Current drain: 9.5mA Size: 33.4x50.3x18.1mm Weight: 27.8g

RECEIVER R127DF

(7 channels, FM receiver) Receiving frequency: 50, 60, 72, 75 MHz Intermediate frequency: 1st IF 10.7MHz, 2nd IF 455kHz Power requirement: 4.8 or 6V (common with servo) Current drain: 10.0mA Size: 64.3x35.8x21.0mm Weight: 40.5g

SERVO S3003/S3004

(Standard servo) Power requirement: 4.8V or 6V (common with receiver) Current drain: 8mA (idle) Output torque: 3.2kg-cm (4.8V) Operating speed: 0.23sec/60 degree (4.8V) Size: 40.4x19.8x36mm Weight: 37.2g

RECEIVER R148DF

(8 channels, FM receiver) Receiving frequency: 35, 36, 40, 41, 50, 72 MHz Intermediate frequency: 1st IF 10.7MHz, 2nd IF 455kHz Power requirement: 4.8 or 6V(common with servo) Current drain: 13mA Size: 55.5x25.5x22.5mm Weight: 30.4g

SERVO S3101

(Micro servo) Power requirement: 4.8V or 6V (common with receiver) Current drain: 8mA (idle) Output torque: 2.5kg-cm (4.8V) Operating speed: 0.18sec/60 degree (4.8V) Size: 28x13x29.7mm Weight: 17g

Frequencies (for U.S.A.)

The following frequencies and channel numbers may be used for aircraft and surface in the United States:
72 MHz Band: (Aircraft only)
72.010 72.030 72.050 72.070 72.090 72.110 72.130 72.150 72.170 72.20 72.210 72.230 72.250 72.270 72.290 72.310 72.330 72.350 72.370 72.30 72.410 72.430 72.450 72.470 72.490 72.510 72.530 72.550 72.570 72.40 72.610 72.630 72.650 72.670 72.690 72.710 72.730 72.750 72.770 72.50 72.810 72.830 72.850 72.870 72.890 72.910 72.930 72.950 72.970 72.60

75 MHz Band: (car/boat only)
75.410 75.430 75.450 75.470 75.490 75.510 75.530 75.550 75.570 75.70 75.610 75.630 75.650 75.670 75.690 75.710 75.730 75.750 75.770 75.80 75.810 75.830 75.850 75.870 75.890 75.910 75.930 75.950 75.970 75.90
50 MHz Band: (Aircraft/car/boat -Fcc Amateur license required)
50.800 50.820 50.840 50.860 50.50.900 50.920 50.940 50.960 50.08 09

Troubleshooting

If your digital proportional R/C set does not operate, its range is short, it intermittently stops operating, or it operates erroneously, take the action shown in the table below. If this does not correct the trouble, please contact a Futaba dealer. Check point
Transmitter/receiver battery

Check item

Dead battery. Incorrect loading. Faulty contact connection. Dirty contacts.

Action

Replace the battery. Charge the nicd battery. Reload the batteries in the correct polarity. If the contact spring is deformed, correct it. Wipe with a dry cloth. Screw in. Extend fully. Push in. Match transmitter/receiver band. Replace with specified crystal. Reinsert. Push in. Separate from other wiring. Request repair. Install in accordance with instruction manual. Adjust at the fuselage side. Install a noise absorbing capacitor.

Transmitter antenna

Loose. Not extended to full length. Disconnected. Wrong band. Different from specification. Incorrect wiring. Disconnection. Close to other wiring. Not cut? Not bundled? Binding or looseness Noise countermeasures.
Connector connection Receiver antenna
Servo linkage Motor (electric motor plane)

Glossary

The following defines the symbols and terms used in this instruction manual.

Aileron (AIL.)

Control surface at the left and right sides of the main wing of an aircraft. It usually controls turning of the aircraft.

Rudder (RUD.)

Tail control surface that controls the direction of the aircraft.

Channel

Represents the number of control systems. It can also represent the number of servos that are operated.

Reverse (REV.)

With the servo reversing function, this is used to mean the reverse side. The opposite side is the normal side.

Means down elevator. It is the direction in which the trailing edge of the elevator is pointing down.
A bar that connects the servos and the fuselage control surfaces.

Elevator (ELE.)

Control surface that moves up and down on the horizontal stabilizer of an aircraft. It usually controls up and down.

Servo horn

A part that is installed to the shaft of a servo and changes the rotating motion of the servo to linear motion and transmits the linear motion to a rod. Servo horns come in various shapes.

Linkage

Mechanism that connects the servos and the fuselage control surfaces.

Servo mount

Fuselage base for installing a servo to the fuselage.

Modulation method

Two modulation methods are used with radio control: AM (Amplitude Modulation) and FM (Frequency Modulation). Radio sets for aircraft mainly use FM. Another method that encodes and transmits the modulated signals is called "PCM".
Rod for operating the transmitter.

Throttle (THR.)

Part that controls the air mixture at the engine intake. When opened (throttle high side), a large air mixture is sucked in and the engine speed increases. When closed (throttle low side), the engine speed decreases.
Means the neutral position. It is the state in which a transmitter stick returns to the center when not operated.
A device that fine adjusts the neutral point of each servo for safe flying. It is a mechanism that corrects bad tendencies of the aircraft.

Normal (NOR.)

For the servo reversing function, it is the normal side. The opposite side is the reverse side.
Means up elevator. Direction in which the trailing edge of the elevator is pointing up.

Proportional

Because today's radio control sets control servos in proportion to stick operation, radio control equipment is called proportional.

Neutral

FUTABA CORPORATION
Makuhari Techno Garden Bldg., B6F 1-3 Nakase, Mihama-ku, Chiba 261-8555, Japan Phone: (043) 296-5119 Facsimile: (043) 296-5124 FUTABA CORPORATION 2003, 07

The Ultimate Flight Training System? Hobbicos New NexSTAR Select
Introduction In the mid-fifties, I went with my uncle to an air show at Mitchell Field in New York. He had flown P-47s in Europe during WW II. After the show, we walked the flight line. We stopped next to a then new Lockheed F-104 Starfighter, bristling with rotary cannon and early Sidewinder missiles. His thoughts must have drifted back to those gray 1944 European skies as one thought slipped into words. Just two of these for me and my wingman and we could have beaten the entire German Air Force. Alone. In different form, Hobbicos new NexSTAR Select flight training system gives an instructor similar feelings. Give us a couple of these and we could teach the World to fly R/C. This is not just a good trainer. This is a total, advanced, ready-to-fly, flight system. The system includes an advanced airframe, a pre-run and factory adjusted O.S MAX FXi 46 engine, an installed Futaba SKYSPORT 4-channel radio, an on-board, three-axis autopilot, a complete instruction DVD, six instruction manuals and a Real Flight 3-D computer flight simulator featuring the NexSTAR. Each part of this Flight System is important enough to look at separately. Charge the transmitter for several hours before beginning assembly. The flight simulator uses the NexSTARs transmitter so the batteries need to be charged before flying the simulator.
There is a lot of technology inside this one box
A Truly Advanced Airframe
The autopilot sensor is pre-installed on the bottom of the fuselage. These few parts quickly assemble into a very good-looking airplane. The top and bottom of the fuselage are rounded. The NexSTAR resembles a Cessna 206, not the usual straight-sided trainer.
The NexSTAR s wing has several advanced features. The outer 30% of the wing has NASA drooped leading edges. NASA developed these leading edges for full-size light planes to prevent accidental spins. The drooped edges increase the lift created by the outer wing panels. The wings center section stalls, loses lift due to decreased airflow, first, while the outer wing panels keep lifting. The stall becomes gentle and the wing stays level. The wing also features bolt on speed brakes. The speed brakes look like flaps but have numerous quarter-inch holes. The holes prevent the airbrakes from creating extra lift, as a flap would, while allowing them to function as excellent drag devices. The excess drag prevents the plane from gaining speed if the nose should drop in a turn. Assembling the Airframe How well these devices work will be discussed in the flight report later on. For now, the first assembly step is to bolt the wing halves together. Since the planes advertisements claim a 20minute assembly time, we thought it would be interesting to actually time our assembly using a
clock. Each major assembly step is photographed along with the clock. As photo 3 shows, the wing halves slide into a plastic center section. The right wing half is already assembled and screwed into the center section by the manufacturer. The aileron servo is already mounted and one aileron control rod is connected (photo 3). The left wing half must be slid into the plastic center section after inserting a steel wing spar (photo 4).

Photo 3 Photo 4

Photo 5 But there is also a rear spar pin permanently affixed to the right wing half (photo 5). This spar pin slides into a hole on the right wing half. The NexSTAR features extremely accurate construction with no room for loose tolerances. This is great for flying and durability, but sometimes presents problems during construction. The wood parts of each wing halfs center section are coated to make them fuel proof. The tolerances for both the spar holes are so exact that the coating inside the holes prevents the spars from sliding into them. Use a small, round file to gently remove the coating from each of the three open spar holes (photo 6). Do not remove any wood, just the coating itself. Then test fit the wing halves together without the main spar to be sure the rear spar fits into the hole in the right wing half. The left wing panel should slide completely into the plastic center section.
Photo 6 Photo 7 When the fit is perfect, separate the wing halves, insert the main steel wing spar and slide the wings together completely. Once the wing halves are firmly in the center section, screw the locking bolts into the holes marked on the wing (photo 7). The next step is to connect the last aileron control rod. Finally, bolt the speed brakes on using the holes marked in the wing. Align the inside of the speed brake with the beginning of the aileron on each wing section (photo 8). Total wing assembly time 13 minutes (also photo 8).
Photo 8 The radio, engine and autopilot are already installed (photo 9). The unique wing mounting system is also installed (photo 10). This flexible system allows the wing to shift in the event of a landing that might accidentally drag a wing tip against the ground. If the impact is harder, the single nylon wing bolt shears off preventing major wing damage. This is a great system and permits quick field assembly.

Photo 9

Photo 10
Assembling the Gear and Tail The next assembly step is to mount the main landing gear. The nose wheel is already attached, as are the wheels to the main gear. The main gears simply slide into the fuselage and lock in place automatically (photo 11). Here again the exact tolerances create a minor difficulty. The plane is so well built that the coating thickness is enough to prevent both gears from sliding far enough into the fuselage to lock in place. Use a small file to remove just the coating from the inside edges of each gear leg (photo12) and slide them into place. Total time so far, 24 minutes (photo 13). (Not bad, but we are starting to run a little late)

Photo 11

Photo 12
Photo 13 The tail surfaces are next. Slide the horizontal stab into the slot in the fuselage and align the two holes in the stab with the corresponding holes in the fuselage. This automatically centers the stab and makes it level with the wing a VERY NICE feature. The vertical fin has two long bolt extensions that fit through the holes in both the stab and the fuselage. Make sure the bolts are at the angle pictured in the included drawing (photo 14). Ours were already set correctly.
Photo 14 However, we had to bend them forward an additional quarter inch to allow the fin to fit into the slot in the fuselage. Once adjusted, the fit was perfect. The fin was straight and exactly vertical. This perfect fit keeps the tail feathers absolutely straight and level. We suggest removing the rudder control horn (photo 15) to ease the fin installation. Two large nylon bolts are screwed onto the bolt extensions from the bottom to hold everything in place. Reinstall the rudder control horn and connect the installed control rods. Done, with no Glue, no Fuss and everything straight. Total time so far 41 minutes.

Photo 15

Photo 16
Installing the Muffler Moving to the front, we have to install the propeller and muffler. The muffler is loosely bolted in place (photo 17) for good reason. Even though the engine is mounted on a special mount that absorbs vibration, some remains. If the muffler were tightened at the factory, the many temperature changes during shipping would cause it to loosen slightly. It would then vibrate loose during the first flight and disappear into the far weeds.

Photo 17

Photo 18
Unscrew the muffler completely. Check that all the engine-mounting bolts are tight (photo 18). Fill the mufflers mounting holes with a removable thread locking compound (such as LocTite Blue in photo 19) and then also apply the compound to the mounting bolts (photo 20). Tighten the bolts firmly.

Photo 19

Photo 20
The propeller is bolted in place using a standard modeling 4 in 1 spanner (Photo 21). Install the spinner back plate first, align the propeller with the spinner nose cone holes and screw the nose cone in place. Total time so far 1 hour and 22 minutes (photo 22).

Photo 21

Photo 22
The next step is Wait; there is no next step! The plane is DONE. In 82 minutes? That is truly amazing. An advanced airframe with radio, engine and autopilot completely assembled in 82 minutes. We like this a lot. There are some things to check, especially control surface alignment before flying. These preflight checks are discussed in the NexSTARs manuals and in more detail in a separate Sport Aviator article, Ready-To-Fly? Maybe in the Flight-Tech section. This NexSTAR needed some rudder adjustments but was otherwise perfect. Connect the on-board receiver battery and the autopilot lead A. All of these wires are labeled for easy assembly, even the charging connector. Charge the transmitter and receiver batteries overnight before flying. Real Flight Simulator While the receiver batteries are charging, its time to hit the flight simulator. The NexSTAR version of the popular Real Flight simulator is an easy-to-use, very accurate experience of flying this plane. Scenery, winds, turbulence, and autopilot are all adjustable (photo 23). There is even a cyber instructor there to help (photo 24).

Photo 23

Photo 24
Keep the autopilot turned on for the first hour or so. After that, turn it off and fly for several more hours. Practice takeoffs and landing. There are several viewing modes available. You may wish to try the one that is labeled Look at Ground This view provides the best view of the runway. Its hard to land if you cant see where you are supposed to be landing. The simulator graphics are excellent, even on my old computer (photo 25). There is a binocular view showing a close-up of the plane and the entire scene (photo 26). The airplane is accurately represented in the simulator (photo 27).

Photo 25

Photo 26
Photo 27 After extensively flying both the simulator and the actual plane, we have only found one difference in their flying abilities. In the simulator, the NexSTAR rolls and flys inverted just like any other trainer. In reality, the first half of the roll is normal, but the second half is very fast as those drooped leading edges try to regain upright flight. The roll rate slows as soon as the plane is level.

Actual inverted flight is difficult as the plane is constantly trying to regain normal upright flight. This is a good trait for a trainer. Besides, why are beginners trying to fly inverted anyway? There is time for that later when the flaps and drooped leading edges are removed. We did mention that they are removable? Did we also mention that the autopilot is adjustable? If not, then maybe it is time we look at just how this plane flies. Basic Flight Tests Flying the NexSTAR Select The NexSTAR Select makes a good appearance at the field. Its round fuselage is very different from most trainers. The flaps (photo 28) and drooped leading edges (photo 29) give it a very different, high-tech look. But how does it fly?

Photo 28

Photo 29
The autopilot was disconnected for the first dozen flights so we could get a feel for how the aircraft itself performs. We used Magnum 15% Nitro, 20% oil fuel and started the OS Max.46 FXi. This engine is specifically designed for the NexSTAR. The engine was modified from the.46FX for easier starting. The modification appears to be a slightly more advanced engine timing. Whatever the change, the engine started easily on the first try. The engine was broken in and all the mixture controls set at the factory. We never had to change idle or high-speed mixture control needles. The kit includes a separate mixture limiting control if you wish to use it. Since the highspeed needle was properly set, new pilots should install the needle limiter before going to the field. This insures that the mixture will not be set too lean for the still new engine. The propeller is also unique. It is stiff but still flexible enough to bend on rough landings instead of breaking. Still, I suggest ordering a few extra in case one is broken while learning to land. This propeller probably cant be found in many standard hobby shops. It has an eleven-inch diameter with a pitch of 5 inches. However, the blade is a narrow design to allow for extra engine rpms. The resulting 11x5N propeller allows the engine to turn an amazing 12,400 rpms at full throttle. But the low 5-inch pitch keeps the airplane from flying too fast while still enabling a respectable climb rate. It is a perfect match for this engine/ plane combination. We pointed the plane into the wind on the grass field and suddenly went to full throttle. There was no tendency to dig in the nose wheel or swing to the right. The plane just quickly accelerated and lifted off (photo 30). Climb out was routine at about 1,900 feet per minute at 25 mph. No right rudder was required to maintain straight flight (photo 31 -- climb out on the 7th flight).

Photo 30

Photo 31
The NexSTAR had a great climb rate at a reasonably slow speed. This is an important ability for a trainer. This performance allows the plane to quickly put space between it and the ground while flying slowly enough to give the student pilot time to plan ahead. Right and left turns required minimal up elevator to maintain altitude. This is another great trainer ability since turning requires so much less work. The plane looked great against the clear blue sky (photo 32).

Photo 32

Advanced Flight Testing The plane required no trimming for straight and level flight. We pulled up into a few loops and the plane tracked perfectly. There was no wing drop and each loop was superimposed on the previous ones track (there was almost no wind during the first flight). Inverted flight and rolls were very different from most planes. When inverted, the NexSTAR fights hard to regain upright flight (photo 33).
Photo 33 The smallest bank away from level inverted flying quickly results in a fast roll to upright. The airframe has a strong tendency to fly level. This stability is good to have in a true trainer plane. Rolls are also interesting. The first half of the roll is normal until the plane rolls just past inverted.
Then it very quickly completes the roll to upright. This is a very good primary trainer. It will be very hard for a student pilot to keep this plane in a dangerous flight attitude for any length of time. Next came some landing approaches. Because of the speed brakes, the NexSTARs approach attitude, the angle of the fuselage to the ground or horizon, is steeper than most trainers. This negative attitude is necessary in order to maintain flying speed during the approach. But the attitude is still very gentle (photo 34) and the plane does not gain airspeed at all. The plane maintains the same negative attitude all during the approach (photos 35 and 36) yet still easily flares for the final touchdown (photo 37).

Photo 34

Photo 35

Photo 36

Photo 37
We tried some landings in a 15 mph crosswind. The NexSTAR held the wind correction all the way to the ground with no change in glide slope and without wandering (photo 38). Despite, or because of, all the wing gadgets, the plane was more than easy to fly in a heavy wind. It was a real pleasure to wind-fly.
The Eagle Tree Flight Data Recorder provided some interesting information about the NexSTARs flight performance:
Flight Data Results* Take Off Speed: 23 mph Aircraft Specifications Climb Out Speed: 25 mph Type: Basic Trainer Best Training Speed: 32 mph Engine Used: OS.46 FXi Top Speed: 53 mph Propeller: 11 x 5N Sustained Climb Rate: 1,900 ft./min. Top RPM: 12,400 Range: 27-30 minutes Idle RPM: 2,500 Dive Speed: 57 mph Test Weight: 6.5 lbs. Best Glide Speed: 28-30 mph CG Location: At Spar per Directions Gliding Descent Rate: -1,200 ft./min. Elevator Movement: Up- 0.5; Dn- 0.Glide Distance: 842 ft. Aileron Movement: Up-0.6; Dn- 0.5 Level Stall Speed: <6 mph Rudder Movement: 0.5 60-deg. Bank Stall Speed: 12 mph Weather Data Landing App. Speed: 17 mph Temp Wind Alt. Touch Down Speed: 10 mph 45 deg. F. 2-3 mph 250 ft. *All results are an average of 3 flight tests
The NexSTAR had the lowest stall speeds we have recorded so far, or are ever likely to record, for a standard gas powered trainer. The nearly 69-inch wing has 722 square inches of wing area. This light wing loading, combined with the drooped leading edges, creates a lot of lift for a small plane. In fact, there is so much lift that just 20% power during the stall allows the plane to slow to ZERO airspeed without stalling. In this attitude, the ailerons naturally stop working, as there is no airflow over the wing. But the drooped leading edges keep the plane flying level. The NexSTAR does tend to drift right under these artificial conditions but left rudder easily straightens the plane. The Speed Brakes The speed brakes function is easy to understand. By providing a constant extra air drag, the brakes keep the NexSTAR at a more constant airspeed. If a student pilot allows the nose to drop too far during a turn, most trainers will gain airspeed and lose altitude. Then when the plane is rolled to level flight, the excess airspeed causes the plane to climb. When too little elevator is applied in a turn flying the NexSTAR, there is almost no airspeed gain. Therefore, there is no altitude increase when the plane is rolled to level flight. This constant speed effect also works during landing approaches. It is easier for the new pilot to hold a constant descent rate during the approach since the speed remains constant, even if the nose is raised (up to a point of course), or lowered too much. But what do those funny drooped leading edges do? Hobbico says they are there to prevent the plane from spinning during a stall because they keep the outer third of the wing flying as the remaining wing areas lose lift and stalls. Not really. To be honest, almost no modern trainer plane will spin as it stalls. Fortunately, the days are long over when a student pilot has to worry about inadvertent spins. It is nearly impossible to force most of todays trainers into a spin. So what do these strange leading edges really do? First the drooped leading edges keep the wings LEVEL during a stall and make the stall itself very mild. The nose just drops straight ahead. Since at least a third of the wing is still flying as the other wing areas stall, the nose drop is exceedingly gentle, almost impossible to notice, and recovery to straight flight is almost immediate. The droops keep the wing level during repeated stalls caused by not releasing up elevator. Very few trainers will keep wings-level on the third or fourth repeated stall (called Deep Stalls). The NexSTAR just has to be given extra points for this great Deep Stall performance. Second, the drooped edges increase the wings total lift. This extra lift results in a stall speed less than 6 mph. The extra lift allows slower approach and landing speeds as well. The NexSTAR

averages just 17 mph on final approach. The SuperStar, a very similar Hobbico trainer that weighs more than a pound less, flies the final approach at 32 mph and stalls at 17 mph. NexSTAR gives the student pilot extra time to thing and respond during the critical final landing approaches. The Autopilot That leaves just the Autopilot to discuss. It is last because it is the most controversial. But first, does it work as advertised? Yes it does. We flew the NexSTAR on six autopilot flights and it leveled the plane every time we tried something stupid. And we tried lots of stupid things to get it to fail. The autopilot recovered from inverted spins to level flight, from 90-degree vertical stalls, from full power 90-degree vertical dives and even when the plane was spun upright (yes, it can be spun but takes a LOT of work) and then the rudder kept hard over. The autopilot worked the ailerons and elevator to maintain straight, level flight even against full opposite rudder. The NexSTAR flew in a full forward slip, but it still flew! So what is the controversy? Simply put, TURNS. Turning the NexSTAR with the autopilot on requires the student to hold aileron control throughout the turn. Holding aileron control during a turn with any other plane results in a roll into the usual graveyard spiral. The instructor yells I got it and the student pilot is left wondering just what was done incorrectly. But the autopilot works so well while learning landing approaches, when trying simple aerobatics and during those dangerous first solos that it is too important not to use. So we suggest a compromise. The first NexSTAR flights must to be made without autopilot control to test the plane and to get it trimmed. Making level turns is the first maneuver a student pilot learns. Therefore, learn how to turn during the first few flights (its easy because you already have done hundreds of turns flying the simulator). Then hook up the autopilot and go for all the rest. However, there are a few times when the autopilot doesnt work well. Very bright sunny days with no cloud cover sometimes confuses the autopilot since it measures the brightness difference between the light sky and the dark ground. When the sun is within 30 degrees of the horizon, it tries to roll the plane inverted and climb. It does the same when the ground is snow-covered. Fortunately, the transmitter inputs over-ride the autopilot and the plane is easily landed. The manuals point out these problems and say to turn the autopilot off during these times. Actually, we found that just reducing the autopilot gain control to 40% eliminates these problems while permitting full autopilot function. The plane recovers more slowly, but it does so quickly enough to be practical at all altitudes above 10 feet, another nice feature. But never, repeat never, try the autopilot over snow-covered ground on a bright sunny day when the sun is 20 degrees above the horizon. We did just for fun, and had a very exciting flight. But even then, the plane remained flyable and was safely landed. This flight proved that following the directions, and there are more than enough with this plane, including a DVD [see sidebar], is the smartest way to fly. Consider this advice, late afternoons on snowy days with bright sun, fly the simulator instead. The autopilots gain control allows the student pilot to adjust the amount of control the autopilot has and the speed with which it responds. The better pilot the student becomes, the more the autopilots control in reduced. Since it responds more slowly, and with less force, as the gain is reduced, the new pilot has time to make the corrections without the autopilot. As the gain control is further reduced and the pilot becomes a still better flier, a point is reached where the student pilot is doing all the flying. It is now time to turn the autopilot off forever, its teaching job well done, leaving the plane in one piece. Summary In the near future, well remove the speed brakes and study the NexSTARs no-brake flying. Then well remove the drooped leading edges. The plane is then supposed to become as aerobatic as any other trainer while retaining good flying characteristics. Sport Aviator will report on both these flying configurations in the very near future. One last feature of special note: Hobbico is guaranteeing that NexSTAR purchasers WILL learn to fly. If the plane is flown at an AMA-Charted Club field under instruction by a club-designated

instructor and is destroyed, Hobbico will replace the airplane. Guess they have a lot of confidence in this flight system. The industrys first attempt at a complete flight system is a very big success. Hobbico is to be congratulated for this success and for their creativity. Will there be better systems? Probably, someday in the future. But the NexSTAR Select is here now, complete and is more than good enough. Hobbico has done all the work, even tuned your engine and guaranteed your success. Dont wait, start flying one today.
Aircraft Specifications Manufacturer: Hobbico Length: 56 in. Cost: $400.00 Wingspan: 68.75 in. Radio: Futaba SKYSPORT T4YBF Wing Area: 722 sq. in. Servos: 4 x Futaba S-3003 Wing Loading: 21 oz./sq. ft. Engine: O.S. Max 46 FXi Weight: 6.5 lb. Airfoil: Flat Bottom
Special Airframe Features: NASA drooped wing leading edges; Speed Brakes; Autopilot; Soft engine mount; Unique wing mount.
Notable Positives Excellent slow flight abilities Very fast assembly Advanced airframe & autopilot Guarantee of success or plane is replaced free. Pre-Run, factory-adjusted engine Included flight simulator Notable Negatives Minor assembly problems