�
> 4.1 V is low, but I think you just stalled the plane
by removing the
> camber, when it is low and slow.
Possible, but I had the nose well down to bring it back and it was moving well.� I had earlier in the flight had an uncommaned flap deployment (just one flap) which in the past has been a sign of weak battery in the plane.
>
> Also check for control
surface binding. Put a current meter between
> the battery and
the switch. turn on the plane and see how much
> current it
pulls. Then repeat that measurement at the extreme travel
> on
all control surfaces.
That's how I did it.� I put the meter between the battery and the switch and then read the current.� I checked the current with just the two fuselage servos and then plugged in one wing servo at a time, thinking it more likely for a wing servo to bind up.� The change in current for each servo was pretty much the same, ranging from 120 ma to 2-300 ma.� When I had all six servos plugged in, the drain ranged from a low of about 60 ma when everything was quiet to about 1300 ma when I stirred the sticks to move all the servos at the same time.� What doing this on the bench doesn't replicate is servo response to moving the surfaces under air loads but I'm just not set up to do that.� Who is?
George Gillburg
Bakersfield, California
