ORIGINAL: DadsToysBG
There are a lot of questions to answer. What was the MA of the battery? How many flights on the battery? How new or old were the switch and servo extensions? Have you cycled the battery?
On another forum there was a thread on power needs for Gs planes with hi-end servos. This probability doesn't apply to you, but it was found that a 100cc plane at idle was drawing 2 to 2 1/2 amps at idle on the runway and after a hard 3-d flight the power piked at 19amps. We also showed the the standard servo plug caused a 1/2v drop each.
On our 2.4 receivers power is everything and must be watched very closely. A 4.8v battery must be recharged when it shows 4.8 because under load it will drop lower. Same goes for 6v.
Standard servos won't have the amp draw as the high end ones, but still old wires, old switches can cause a voltage drop before it even gets to the receiver.
This apply s to all the 2.4 radio systems. Dennis
I think your figures are somewhat out of whack. The models that fly at the Lockheed Martin sponsored Aerodesign competition are built to fly under extreme conditions by rank amateurs often using 1000 or less mA. These feature oversize control surfaces, abnormally long servo leads to get to the ends of 14 foot spans and 8 foot fuselages. I see standard switches and servo leads often cobbled together with other wires. Last year the advanced class also had data acquisition as well as brakes where the servo operating the brakes fully stalled out when the brakes were applied. If we were to apply your rational then many of these models should have suffered some sort of brown out. Two days of flying with a model taking off every 5 minutes and I saw no brown outs. Radio gear was exclusively 2.4 and every make and manufacturer was represented. I don’t think your rational holds water myself.
Dennis