Hi Jason /Carsten.

Yes the Wea does show spikes which get as high as 7-10 amps on my Hawks. Expanding the graphs to max resolution shows the instantaneous currents including very short transient "spikes" but a I said the average current is around 3 amps, the highest load on the Hawk being when the flaps are travelling. These spikes are also shown when the graph resolution, the time base or x axis is condensed so there does not appear to be any "averaging" or "smoothing" by the Wea software. Conformation of this "average" amperage is provided by the amount of recharge which goes back into the batteries, which in broad terms reflects the average current used. On this basis I am more than happy to use Wea Micro servos in larger jets and a Micro 12 Gyro 111 is going into my BVM F4
The Micro is rated at 5 amps continuous but can handle 10 amps with a battery connected to each end of the bus.

The other two jets I have flown with the Wea 12-22, a PST Reaction and Revision, both show lower average currents, just over 2, again verified in broad terms by the recharge so the Reaction was converted to a Micro 10 and is flying very happily with it. I also have two Bobcats equipped with Wea Micros, all of which use Powerbox sensor switches which are rated at, I believe, 5 amps. Zero problems in 100 plus flights.

My own simple experiments have shown that in broad terms, current consumption is a function of torque produced but the more powerful digital servos obviously become more efficient, in relative terms as torque demands rise.

A lot is spoken/written about servo overkill. One must decide what is required. Sure, our servos generally are far more powerful than required to overcome aerodynamic forces (even though BVM got the original Bobcat servo spec. very wrong !!) but that is only one aspect of servo power.(I think wearypanda is dead right) The other aspect is the holding power to provide the stiffest control surface to resist flutter so apart from cost I see no downside to using "overpowerful" servos. Few modellers really understand flutter but I believe powerful digital servos with very strong holding power have been instrumental in minimising flutter problems.

I do not think Weatronics is compatible with Futaba S bus (I am sure bus systems are fantastic, my new house will be controlled by one ) but the Weatronics is in itself a "dual receiver" system so I cant see it working with the S bus receivers.

Finally, accurate control set up is vital to minimising current draw. To this end I ensure that all control surfaces are as free as possible over their entire movement and the Weatronic system allows perfect matching of dual servos on a single control surface (like the AW Hawk stab. ) as it has 32 points on the servo curve, each point having 4096 adjustment steps. As a result the dual servos on my Hawk stabs are perfectly matched producing absolutely minimal current draw and very little servo buzz. It is quite amazing how even the tiniest servo mismatch can significantly increase current draw. The Hangar 9 meter is indispensible here.

and for those deterred from Weatronics by cost, that is not really true. After buying a Tx module the Micro dual receivers are actually quite cheap and remember the larger dual receivers come with built in regulators, dispensing with Powerboxes and similar power management systems and matchboxes and all are available with integrated gyros which is a MUCH cheaper option than separate units.

To summarise the Weatronics system is a fantastic device for evaluating the precise performance of the entire electrical system in a complex model, in flight, ensuring that the battery performance is all that is required by providing real information, no more guess work.

What's wrong with poo pooing myths if you have real data with which to work and that data contradicts the myth !!!

Regards,

David.