|06-21-2013, 01:53 PM||#11|
RCC Junior Contributor
I am: Jeff Daly
Join Date: Feb 2003
Location: Stittsville, ON
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Total Props: 1
Re: Switch Preferences???
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I concur to put most switch controls on the left side so you don't have to take your thumb/fingers off the flight stick especially for those functions you need to activate during t/o and landing phases. So retracts and flaps for sure. I leave speed brakes on a rh switch so I can activate as required with full-flap and/or t/o flap depending on the winds.
A handy feature on the JR 12X are those eyebrow trims. For nose wheel steering, a second channel is mixed with rudder and activated with gear down, but you can set it so the steering servo neutral setting is controlled by one of the digital eyebrow trims instead of a dial. This gives a consistent steering neutral setting when you switch models, and doesn't affect the rudder neutral.
Brakes for me is in two places. One is a parking brake with two settings on a RH three pos switch, one position for lock-up and one for partial brake in case you want to land with some brake on. Again, using a switch instead of a dial/lever keeps your settings consistent. The 2nd function is like Jim does...using down elevator to activate brakes, but I also make a custom curve to bring-on the right amount of brakes with only a small amount of down elevator. I also use servo-slow with the BVM Smoothstop as it tends to be unhappy sometimes if the servo moves too fast.
Minimizing in-flight switching for flight controls is a big one for me. I have been happy using one expo setting for each flight control and the use flight modes for the flap configurations to allow me to trim out any minor rolling/pitching without affecting the non-flap flight mode. It also allows to automatically revise your dual rates/expo settings when flaps are down...some aircraft are more pitch sensitive with full flaps and can make the landing flare more of a challenge, unless the expo is increased. Again, trying to minimize switching settings so you can concentrate on flying the airplane and planning the next manouever.
One other idea...human factors related. I also make the switches or levers function in a natural way. For example, my speed brakes are on the bottom of the fuse. So to deploy speed brakes, I set-up the switch direction so that I flip the switch toward the ground in the direction of the deploying speed brakes. Same for retracts...gear up...switch is flipped up. This may sound kindergarten, but many pilots don't care, relying on memory for the proper switch position, making mistakes in an emergency.
Oh...one more...use alarms on the retact switch, so when it is in the up position when turning on the Tx, it won't transmit until you flip the switch to the down posn to prevent damage to your plane when you turn its RX on...
Have a great weekend! Cheers,
JPO CAN Rep
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