I am building a H9 Super Stick .40 ARF, and it's the first time I have installed TWO servos for ailerons. I am using an Airtronics RD6000 sport and a 7 CH receiver.

God forbid I should read the manual, but the authors don't ever seem to have the same, 'Learned it from screwing-it-up', panache that is often found here in the forums; especially from some of you seasoned veterans.

My questions include, but are not limited to the following:

1) If I buy a Y-harness, how do the servos know to operate in opposite directions? (Is this simply because they have opposing arcs in the plane of control)?

2) If I choose not to use a Y-harness, how do I assign and adjust an additional channel for the operation of the additional aileron servo. (Is this even possible, or worth-it)?

3) Are there any advantages or disadvantages to either setup?

4) Why do UFO's only land in rural communities where drug-abuse rates far exceed the national average?

5) What English word rhymes with "Oranges"?


I thank you in advance for any help, and I apologize in advance for keeping anyone awake while pondering question #5.

Have a Happy and SAFE New Year!!

With the Y cable you put the control linkage on opposite sides of the servo's to get the opposite movement effect. They both turn the same way but one is pushing & the other is pulling on the linkage.
As for dual channel servo's you have to have a computer radio that can mix the channels or one that has a prebuilt Aileron Mix. You essentially slave one servo off of the other, so that when one move's the computer makes the other one move too.

One advantage of the dual servo's with the computer radio is that you can do things such as flaperons & more advanced mixes.
I'm not sure if there's any negatives with the Y-cable other than that.

Happy New Year to you too

1: As stated by tuwood, one servo will be pulling and the other will be pushing. This is becuase the servos's will be placed in the wing in opposite directions, one will probable be flipped 180 degrees. So they are really both moving the same way but since it is flipped they move the Ailerons in opposite directions.



4: I don't know but I have seen an Alein. Before this I didn't beleive in UFOs or the like, but every since I have. By the way they really are Grey with huge black eyes, not exactly like in the movies but close enough. I was also thinking the other day that they are suppose to be so far ahead of us but four or five of their ships have crashed, they really need to work on those landings

5: I found this on another messageboard so I cant take credit but see below for a good answer to # 5.

Posted by: Warwick Hunt at October 11, 2005 05:00 PM

rhyming the word orange is easier than most might think, if your trying to find a direct rhyme one could say there is no rhyme if your thinking you have to have the OR and the ANGE but rhyming happens when you use the same sounding syllable, so if you rhyme the OR or the ANGE sound it would fit, therefor a perfect rhyme for orange would be...
Oranges don't grow well in Portland Oregon but grow very well in Orlando Florida.
other words that rhyme with ORANGE
STRANGE, RANGE, DERANGE.

The RD6000 supports running the ailerons on two channels. If it works like Futaba you have to enable flaperons even if you don't plan to use them. If you use the Y harness the orientation of the servo arms should be so both are pointing toward the fuselage, or both pointing toward the wing tips. The manual for the plane should tell you which way to point them. Even if you run two channels the orientation of the servo arms will not change.

Advantage to using two channels - you can use flaperons if you want
Disadvantage - takes longer to set up the controls because you have to set servo travel end points on two channels rather than one

You'll need your transmitter manual to be able to set up two channels. On Futaba it is not hard to do. I have to think Airtronics also makes it pretty easy.

If you run the servos on seperate channels, you will have two connections to make when you install or remove the wing. There is a danger that you will cross them. At best you will have to reinstall your wing.

With the Y-harness there is only one connection to make. No chance of hooking it up backwards.

enjoy,

Jim

W8ye gave you the best reason to use a y harness. Just make sure that when you install your servos that the servo horns either face each other or oppose each other. and they will work opposite of each other in throw.
What makes you think drug use is higher in rual communities?

If you can setup 2 servo ailerons using a y-harness, and without endpoint adjustment, you sure as heck can do the same with a two channel setup. Far too often people think that because the computer radio lets one do something, that they must do it. Spend the time getting the control right mechanically. Endpoint adjustments should be used as a last resort for small fine tuning or in case there's a mechanical issue that prevents using the full range of the servo. The only thing that I've found takes longer when setting up up two channel ailerons is to learn or remember how to do the radio programming.

This is a very real possibility. I label each wire with a piece of tape that's got a big R or L on it. If I've also got retracts, that gets labeled RET. If I can't get this right, I probably shouldn't be flying. So far, I haven't had to reinstall my wing.

Chuck said a mouthful with this one. Too many people try to rely on the radio to fix mechanical problems. If you try to adjust your controls with the radio before you have them mechanically correct you will just make more problems for yourself. This is one reason why I don't prefer for students to have computer radios while they are learning. For may that don't understand what is involved in mechanical adjustments they will use the radio to try and fix the problem instead, thus causing more problems. With basic radios all adjustments need to be made mechanically in order to get the plane to fly correctly, and the student learns these skills because of that. Anyway, I'll get off my soapbox now.

Make sure that the throws, as well as the endpoints, are mechanically correct before you start adjusting with the radio. I own several computer radios, but this is what I do with ALL of my radios (computer as well as standard). I will assemble the plane and put all the control surfaces in the neutral position. I then will fly the plane and trim it out. Then I will take the plane back to the bench and mechanically adjust the control surfaces so that when the radio is in the neutral center position they are in the same position as when I trimmed them in flight. This way all of my trim tabs should always be in the center position (or very very close). If you do this then you won't have to fear accidentally "bumping" a trim tab because you only need to put the tab back in the center position to be back in trim.

You can do the same thing with your end points, but not to the same level as with the center points. Try using the different holes in the control arms on your control surface, as well as on the servo, to get your control throws as close as you can. In some cases you will need to use the EPA (End Point Adjustment) to get the control throw correct. Now with that said I'll add that you should RARELY need to use EPA on a trainer, or even a 2nd intermediate plane. Also, the control surface where you will probably use EPA the most is on the rudder. This is because you don't want the rudder servo driving the rudder so far that it hits the elevators, and you can use the EPA to adjust it so this wont happen.

Anyway, to wrap up, make sure that all of your control surfaces are mechanically correct before you ever try to make any adjustments with a radio. If they aren't mechanically correct you will more than likely make things worse by using the radio. If you're not sure what do to on mechanical adjustments please don't hesitate to ask here in this forum. Of ask your instructors, or other members at your club, for help. I'm pretty sure they will be more than happy to help.

Hope this helps

Ken

Good words Ken,

I've tried to set the linkage up mechanically correct to begin with. Only use the computer for expo or dual rates or inter-relationship. I try to fix the linkage so as not to need trim or end point adjustments through the computer.

At the field I see experienced people that should know better trying fix mechanical problems with the computer.

Enjoy,

Jim

What Ken said -- read & learn.

It's really quite easy to do dual aileron servos with the RD 6000 ( I use one with my Ultrastick).

Put both Aileron servos in the wing so that the outout shaft is closest to the leading edge of the wing.

Put the control rods on the outboard sides of the servos. That is, closest to the wing tips...

Plug a short extension into receiver channel 2. Mark/label it "R" for right. Plug another into channel 6. Mark this one "L".

Go into the "etc" menu and activate flaperons.

If you DO NOT wish to use the ailerons as flaps as well, go into the PF menu and set the flap endpoints to zero. This will in effect inactivate the flap switch.

Label the servo leads coming out of the wing L and R. Plug them into the extensions coming out of the reciever... L to L, R to R

Switch everything on and centre/adjust the ailerons mechanically.

With the wing in position, stand behind the airplane and visually confirm that the ailerons move the correct way when you wiggle the stick.

You should be all set to set up expo and D/R !

FWIW, I use different coloured cable ties on my servo hookups... Red=Left=Port, Green=Right=Starboard... I then match green to green, red to red when hooking things up.

I've also forced myself to stand behind the airplane before each flight and visually confirm that each control surface moves the way it should before starting the engine. I've manged to catch a missed connection a couple of times and probably saved myself an airplane.