Official Freewing Twin 80mm/90mm A-10 Thunderbolt II Thread

[Wolfgang Wagner]

Before you power up both the RX and TX do you have the throttle stick all the way up?

Hi, I do it like recommended. Switch on TX, throttle full forward and then connect bat to RX. Should the throttle be already full fwd before power up?

[Wolfgang Wagner]

Before you power up both the RX and TX do you have the throttle stick all the way up?

I also read that with FW and FMS ESCs the throttle trim should be fully down and not neutral. Is that correct? I didn't do it. It's always in neutral.

[xviper]

I also read that with FW and FMS ESCs the throttle trim should be fully down and not neutral. Is that correct? I didn't do it. It's always in neutral.

Some ESCs must have it all the way down, while others don't mind and some (like some Eflite) say you should leave it in the middle. Try it. That's a sure way to find out.

[Wolfgang Wagner]

Now I was able to calibrate the ESC with the UBEC, but not the another one. So both are not syncronised. One edf starts earlear than the other. How can I syncronise them? I'm clueless.

[xviper]

Now I was able to calibrate the ESC with the UBEC, but not the another one. So both are not syncronised. One edf starts earlear than the other. How can I syncronise them? I'm clueless.

There's a trick to doing a twin, actually a couple of tricks.
1. Unplug one of the throttle leads, calibrate. Depower the plane. Then plug it back in and unplug the other one, calibrate. Now both should be the same.
2. Plug in the battery on the side that does NOT have the BEC on it, then plug in the battery on the side with the BEC on it. Now you should get the beeps at the same time. Calibrate both at the same time.
PS. How did you do it with that P-38 in your avatar?

[Wolfgang Wagner]

There's a trick to doing a twin, actually a couple of tricks.
1. Unplug one of the throttle leads, calibrate. Depower the plane. Then plug it back in and unplug the other one, calibrate. Now both should be the same.
2. Plug in the battery on the side that does NOT have the BEC on it, then plug in the battery on the side with the BEC on it. Now you should get the beeps at the same time. Calibrate both at the same time.
PS. How did you do it with that P-38 in your avatar?

Finally I was able to get both syncronised. I plugged both batteries simultaneously in and now both EDFs start exactly the same. Throttle range also perfect without touching the trim. 😁

[Warthog]

Thank you Dirty Dee and Jets and Wings. These are some great photos!! Looks like the real ones are flat on the rear too! Well,, back to play! LOL

[t33jetman]

A10 and me.jpg

[OV10]

Looking for info on the main strut upgrade version. What is the length from top of strut to the axle??

[walkerm45]

I show no posts since 5/2/2020, is this true?

[xviper]

Looks like that to me.

[1stflightdave]

can anybody post a picture of wear they mounted there gyro in the a 10 thx

[ParaCanary]

Cut a hole in the bottom at the location of the vent. There is a shelf close to the cg to mount the gyro. I have 2 gyros at this location used as a pwm to s.bus converter

[1stflightdave]

do I have to put it as close to cg or can I mount in nose of plane

[xviper]

do I have to put it as close to cg or can I mount in nose of plane

The distance from the CG will determine the effectiveness of the gyro on each axis. Right on the CG is ideal but that's not always possible. Eg, if you put the gyro in the nose, then the gyro response to the yaw axis will be dampened but will still work. Same goes for the pitch axis. The roll axis won't be affected so much because even in the nose, it's still very close to the longitudinal (roll) axis if it's placed along the centerline of the plane. IMO, the roll axis is the one that is most affected by winds. Next comes pitch. Yaw is the least.
PS, this A-10 is heavy enough and big enough that it won't benefit tremendously from a gyro anyway.

[1stflightdave]

what I was looking for is the gyro helping me on my landing approach thx for the response xviper

[MikeT]

what I was looking for is the gyro helping me on my landing approach thx for the response xviper

Why do you think a gyro will help you landing approach?

Mike

[1stflightdave]

According to what I have read about is you can use the gyro for a safe mode and calibrate it in a nose up attitude so the main gear hits first on landings that way all you have to worry about during landings is throttle management.

[xviper]

According to what I have read about is you can use the gyro for a safe mode and calibrate it in a nose up attitude so the main gear hits first on landings that way all you have to worry about during landings is throttle management.

Can you say what these gyros are? You may want to re-read that information carefully. "Safe" mode is something that is mainly proprietary to Spektrum receivers and what it does is level the plane if you take your hands off the sticks. It will limit bank and pitch angles when you do use the sticks. I've never heard of anyone mounting a Spektrum "safe select" RX in such a way as to make it think it should fly normally in a nose high attitude.
Another similar device that uses something like the bank/pitch limiters are some of the devices that use GPS to do "geofencing", autolanding (Spektrum) and to bring the plane home (eg. the now discontinued Turnigy T1000FC or Bigaole or mini Arkbird). In those cases, the sticks don't work at all when you initiate return home or autoland. Along these lines are the devices with "recovery mode" (eg. Admiral RXs and Lemon gyro RXs). Again, when you activate "recovery", the sticks don't work. Then there was (and may still be) the HobbyEagle gyros where you could train the device to think that "vertical" is at whatever angle you want it to be. I've used that mode in the past, but it was so unreliable that I stopped. Sometimes using the sticks on the other axis gave it a brain fart and the plane went nuts. There are more expensive units like Eagletree (that I've never tried) that may do what you want, but the cost of those may equal more than a 1/3 of what the plane costs.
With the exception of the Spektrum "auto-land" (which may not be available in a stand alone, programmable unit), landing is a learned skill and with this plane, trying different main gear struts may help. Learning the technique on a smaller, cheaper jet might also be a better way to go.

[MikeT]

According to what I have read about is you can use the gyro for a safe mode and calibrate it in a nose up attitude so the main gear hits first on landings that way all you have to worry about during landings is throttle management.

Honestly I don't think that will work but what do I know. Gyros are not a fix it for bad landing approaches. Go out and fly nothing but touch and goes. You'll get the hang of it pretty quick. there's really nothing about the A-10 that's hard to learn.

Mike