DSX9_supplemental_manual DSX9 Supplemental Manual

User Manual: DSX9_supplemental_manual

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9 Channel 2.4 GHz Computer Radio System

MacGregor Industries

Supplemental Instruction Manual

Binding

It is necessary to programme the receiver to the

transmitter so that the receiver will only recognise

that specific transmitter, ignoring signal from any

other sources. If the receiver is not bound to the

transmitter, the system will not operate. During

binding, the servo's fail-safe positions are stored.

The following sequence describes the binding

procedure for the JR RD921, however, all JR DSM

aircraft receivers are bound in the same way.

How to Bind

1. With the system hooked up as shown, insert the

bind plug in the charge plug receptable. The

switch must be a 3-wire type switch to enter the

bind mode through the switch. If a

3-wire switch is not available, install the male bind

plug into the charge plug receptable and then

power the receiver through any other open port to

enter bind mode.

2. Turn on the receiver switch. Note that the LED's

on all receivers should be flashing, indicating that

the receiver is ready to bind.

3. Establish the desired fail-safe stick positions:

normally low throttle and flight controls neutral.

4. Press and hold the bind button on the back of

the transmitter while turning on the power switch.

The bind button should flash and within a few

seconds the system should connect. The LED's on

the receivers should go solid, indicating the system

has connected.

5. Remove the bind plug from the receiver or

switch harness and store it in a convient place.

6. After you've programmed your model, it's most

important to rebind the system so the true low

throttle and neutral control surface positions are

programmed.

NOTE: To bind an aircraft with an electronic speed

controller that powers the receiver through the

throttle channel (BEC), insert the bind plug into the

battery port and proceed to Step 2.

Fail-Safe Functions

The JR RD921 receiver features two types of

fail-safe: SmartSafe and Preset Fail-Safe.

SmartSafe

This type of fail-safe is ideal for most types of

electric aircraft and is also recommended for most

types of petrol- and glow- powered airplanes and

helicopters. Here's how SmartSafe works.

Receiver Power Only

When the receiver only is turned on (no

transmitter signal is present), all servos except for

the throttle are driven to their preset fail-safe

positions, normally control surfaces at neutral and

the landing gear down. These fail-safe positions

are stored in the receiver during binding. At this

time the throttle channel has no output, to avoid

operating or arming the electronic speed control.

In glow-powered models, the throttle servo has no

input so it remains in its current position.

After Connection

When the transmitter is turned on and after the

receiver connects to the transmitter, normal

control of all channels occurs. After the system

makes a connection, if loss of signal occurs,

SmartSafe drives the throttle servo only to its

preset fail-safe position (low throttle) that was set

during binding. All other channels hold their last

position. When the signal is regained, the system

immediately (less than 4ms) regains control.

Preset Fail-Safe

Preset Fail-Safe is ideal for sail planes and is

preferred by some modellers for their glow-and

petrol-powered aircraft.

Receiver Power Only

When the receiver only is turned on (no

transmitter signal is present), all servos except for

the throttle are driven to their preset fail-safe

positions, normally control surfaces at neutral and

the landing gear down. These fail-safe positions

are stored in the receiver during binding. At this

time the throttle channel has no output, to avoid

operating or arming the electronic speed control.

In glow-powered models, the throttle servo has no

input so it remains in its current position.

After Connection

When the transmitter is turned on and after the

receiver connects to the transmitter, normal

control of all channels occurs. After the system

makes a connection, if loss of signal occurs preset

Fail-Safe drives all servos to their preset Fail-Safe

positions. For sailplanes, it's recommended that

the spoilers/flaps deploy to de-thermalise the

aircraft, preventing a flyaway. Some powered

modellers prefer to use this Fail-Safe system to

programme a slight turn and low throttle to

prevent their aircraft from flying away. When the

signal is regained, the system immediately (in less

than 4 ms) regains control.

Programming SmartSafe

(All DSM Aircraft Receivers)

During the binding process the bind plug is left in

throughout the process and is removed only after

the receiver connects to the transmitter. After the

connection is made, confirmed by operating the

servos, the bind plug can be removed. The receiver

is now programmed for SmartSafe.

Programming Preset Fail-Safe

(JR RD921 Receivers Only)

During the binding process, the bind plug is

inserted in the bind port or in the charge jack, then

the receiver is powered up. The LED's in each

receiver should blink, indicating that the receiver is

in bind mode, remove the bind plug. The LED's will

still be blinking.With the control sticks and

switches in the desired Fail-Safe positions, bind the

transmitter to the receiver by pressing and holding

the bind buttons on the back of the

transmitter/module and turning on the

transmitter. The system should connect in less

than 15 seconds. The receiver is now programmed

for preset Fail-Safe.

NOTE: Fail-Safe position are stored via the stick and

switch positions on the transmitter during binding.

Standard Range Testing

Before each flying session, and especially with a

new model, it's important to perform a range

check. The DSX9 incorporates a range testing

system which, when the bind button on the

transmitter is pressed and held, reduces the output

power, allowing a range check.

Range Testing the DSX9

1. With the model resting on the ground, stand 30

paces (approx. 90 feet) away from the model.

2. Face the model with the transmitter in your

normal flying position and depress and hold the

bind button on the back of the transmitter. This

causes reduced power output from the

transmitter.

3. You should have total control of the model with

the button depressed at 30 paces (25-30 metres).

4. If control issues exist, contact your Authorised JR

Dealer for further assistance.

Press and hold the bind button

Receiver Power System Requirements

With all radio installations, it is vital that the

onboard power system provides adequate power

without interruption to the receiver even when the

system is fully loaded (servos at maximum flight

loads). This becomes especially critical with giant-

scale models that utilise multiple high torque/high

current servos. Inadequate power systems that are

unable to provide the necessary minimum voltage

to the receiver during flight loads have become

the number one cause of in-flight failures. Some of

the power system components that affect the

ability to properly deliver adequate power include:

the selected reciever battery pack (number of cells,

capacity, cell type, state of charge), switch harness,

battery leads, regulator (if used), power bus (if

used).

While the RD921 receiver’s minimum operational

voltage is 3.5-volts, it is highly recommended the

system be tested per the guidelines below to a

minimum acceptable voltage of 4.8-volts during

ground testing. This will provide head room to

compensate for battery discharging or if the actual

flights loads are greater than the ground test loads.

Recommended Power System Guidelines

1. When setting up large or complex aircraft with

multiple high torque servos, it's highly

recommended a current and voltmeter in an open

channel port in the receiver and with the system

on, load the control surfaces (apply pressure with

your hand) while monitoring the voltage at the

receiver. The voltage should remain above 4.8-

volts even when all servos are heavily loaded.

2. With the current meter inline with the receiver

battery lead, load the control surfaces (apply

pressure with your hand) while monitoring the

current. The maximum continuous recommended

current for a single heavy-duty servo/battery lead

is three amps while short duration current spikes of

up to five amps are acceptable. Consequently, if

your system draws more than three amps

continuous or five amps for short durations, a

single battery pack with a single switch harness

plugged into the receiver for power will be

inadequate. It will be necessary to use multiple

packs of the same capacity with multiple switches

and multiple leads plugged into the receiver.

3. If using a regulator, it’s important that the above

tests are done for an extended period of 5 minutes.

When current passes through a regulator, heat is

generated and this heat causes the regulator to

increase resistance, which in turn causes even

more heat to build up (thermal runway). While a

regulator may provide adequate power for a short

duration, its important to test its ability over time

as the regulator may not be able to maintain

voltage at significant power levels.

4. For really large aircraft or complex models (for

example 35% and larger or jets), multiple battery

packs with multiple switch harnesses are necessary

or, in many cases one of the commercially

available power boxes/buses is recommended. No

matter what power systems you choose, always

carry out test #1 above making sure that the

receiver is constantly provided with 4.8 volts or

more under all conditions.

5. The latest generation of Nickel Metal Hydride

batteries incorporate a new chemistry mandated

to be more environmentally friendly. These

batteries , when charged with peak detection fast

chargers, have tendencies to false peak (not fully

charge) repeatedly. This includes all brands of Ni-

MH batteries. If using Ni-MH packs, be especially

cautious when charging making absolutely sure

that the battery is fully charged. It is recommended

to use a charger that can display total charge

capacity. Note the number of mAh put into a

discharged pack to verify it has been charged to

full capacity.

Tips on Using 2.4GHz Systems

While your DSM equipped 2.4GHz system is intuitive

to operate, functioning nearly identically to 35MHz

systems, following are a few common questions from

customers:

Q1: Which do I turn on first, the transmitter or the

receiver?

A1: If the receiver is turned on first, all servos except

for the throttle will be driven to their preset fail-safe

positions set during binding. At this time, the throttle

channel doesn’t put out a pulse position preventing

the arming of electronic speed controllers or, in the

case of an engine-powered aircraft, the throttle servo

remains in its current position. When the transmitter is

then turned on, the transmitter scans the 2.4GHz band

and acquires two open channels. Then the receiver

that was previously bound to the transmitter scans

the band and finds the GUID (Globally Unique

Identifier Code) stored during binding. The system

then connects and operates normally.

If the transmitter is turned on first, the transmitter

scans the 2.4GHz band and acquires two open

channels. When the receiver is then turned on for a

short period (the time it takes to connect), all servos

except for the throttle are driven to their preset fail-

safe positions while the throttle has no output pulse;

the receiver scans the 2.4GHz band looking for the

previously stored GUID; and when it locates the

specific GUID code and confirms uncorrupted

repeatable packet information the system connects

and normal operation takes place. Typically this takes

2 to 6 seconds.

Q2: Sometimes the system takes longer to connect

and sometimes it doesn’t connect at all?

A2: In order for the system to connect (after the

receiver is bound) the receiver must receive a large

number of continuous (one after the other)

uninterrupted perfect packets from the transmitter in

order to connect. This process is purposely critical of

the environmental, ensuring that it’s safe to fly when

the system does connect. If the transmitter is too close

to the receiver (less than 3/4 metre) or if the

transmitter is located near metal objects (metal

transmitter case, the bed of a truck, the top of a metal

work bench, etc) connection will take longer, and in

some cases, connection will not occur as the system is

receiving reflected 2.4GHz energy from itself and is

interpreting this as unfriendly noise. Moving the

system away from metal objects or moving the

transmitter away from the receiver and powering the

system up again will cause a connection to occur. This

only happens during the initial connection. Once

connected, the system is locked-in and, should a loss

of signal occur (fail-safe), the system connects

immediately (4ms) when signal is regained.

Q3: I’ve heard that the DSM system is less tolerant of

low voltage. Is that correct?

A3: All DSM receivers have an operational voltage

range of 3.5 to 9 volts. With most systems, this is not a

problem as most servos cease to operate at around

3.8 volts. When using multiple high current draw

servos with a single or inadequate battery/power

source, heavy momentary loads can cause the voltage

to dip below this 3.5 volt threshold, causing the entire

system (servos and receiver) to brown out. When the

voltage drops below the low voltage threshold (3.5

volts), the DSM receiver must reboot (go through the

start-up process of scanning the band and finding the

transmitter) and this can take several seconds. Please

read the receiver power requirement on page G-24 as

this explains how to test for and prevent this

occurrence.

Q4: Sometimes my receiver loses its bind and won’t

connect, requiring rebinding. What happens if the

bind is lost in flight?

A4: The receiver will never lose it bind unless it’s

instructed to. It’s important to understand that during

the binding process the receiver not only learns the

GUID (code) of the transmitter but the transmitter

learns and stores the type of receiver that it’s bound

to. If the bind button on the transmitter is pressed at

any time and the transmitter is turned on, the

transmitter looks for the binding protocol signal from

a receiver. If no signal is present, the transmitter no

longer has the correct information to connect to a

specific receiver and in essence the transmitter has

been “unbound” from the receiver. We’ve had several

customers that use transmitter stands or trays that

unknowingly depress the bind button and the system

is then turned on, losing the necessary information to

allow the connection to take place. We’ve also had

customers that didn’t fully understand the range test

process and pushed the bind button before turning

on the transmitter, also causing the system to “lose its

bind”. If, when turning on, the system fails to connect,

one of the following has occurred:

Tips on Using 2.4GHz Systems (Continued)

•The wrong model has been selected in the model

memory (Model Match)

•The transmitter is near conductive material

(transmitter case, truck bed, etc) and the reflected

2.4GHz energy is preventing the system from

connecting (See Q2)

•The bind button was unknowingly (or knowingly)

depressed and the transmitter was turned on

previously, causing the transmitter to no longer

recognise the receiver.

Q5: Can I use a 3-cell Li-Po pack in my transmitter?

A5: No. All current JR transmitters are designed to

operate using a 9.6 volt transmitter pack. A fully

charged 3-cell Li-Po pack puts out 12.6 volts. This

higher voltage can over load the power-regulating

transistor causing damage and or failure, possibly in

flight. Many of our customers have experienced

failures using 3-cell Li-Po packs and their use in JR

transmitters is highly advised against. The DSX9 2.4

system will operate for over 8 hours using a 1500mAh

Ni-MH battery.

JR DSX9 Frequently Asked Questions

Does the transmitter aerial orientation really

matter?

No, the transmitter will function normally with the

aerial pointing in any direction.

How do I mount the main & remote receivers?

With the small aerials leaving the receiver it makes it

much more difficult to mount the receiver in foam. If

you do still want to mount it in foam please make sure

that the aerials are not damaged. Most pilots will

mount both the main & remote receivers with double

sided foam tape or hook & loop tape. Both of these

systems work fine and will absorb normal amounts of

vibration. To help the tape stick to wooden surfaces,

coat the wood with a thin smear of epoxy. Allow this

to dry and then apply the tape.

Where do I mount the remote receiver?

As with any receiver system it is important to mount it

as far from interference as possible, i.e Ignition

systems & servo leads. The orientation of the receiver

aerials is also important. Try to mount the remote

receiver so that the aerials are pointing in a different

orientation, ie. X, Y & Z axis, so if the main receiver

aerials are horizontal, mount the remote receiver so its

aerials are vertical.

Is there an advantage to adding more remote

receivers?

Yes there is, the more you add the less likely it is for a

loss of signal. Again try to mount the additional

receivers in different orientations to aid reception.

Battery systems:

Please make sure that you use a high quality battery

and switch harness. Try to avoid high capacity Ni-Mh

cells of a small case diameter (2400mAh +) as there is

a lot of internal resistance in the cells, sub C type cells

are better. This is true of all radio setups.

Please use high quality extention leads as poor

examples will have high resistance and can cause low

power situations.

Ni-Mh cells are susceptible to temperature. For those

of you flying in the winter or storing models in the

shed/ garage please make sure that you check your

battery power on a regular basis. Topping up the

battery the day of flying is advisable using a peak

detect charger.

If using the second power port on the receiver please

make sure that you use an independent battery

supply and not just 'Y' lead from one power source.

Overcharging batteries:

JR's DSM2 system will use less power to transmit than

a normal 35mHz system. Please be aware of this when

using the supplied wall charger.

DSC (Direct Servo Control):

JR have confirmed that this function is not available

with DSM2 receivers. Owners of JR DSX transmitters

should not therefore use this function.

For set-up purposes the set should be used in the

conventional manner. Due to the multitude of

frequencies available, this will not endanger other

models, either in the air or on the ground.

The Specifications and the Manual are subject to change without prior notice.

16/09/2008

MacGregor Industries Ltd

Cordwallis Street,

Maidenhead,

Berkshire,

SL6 7GF

Tel: 01628 760430 Fax: 01628 760435

www.macgregor.co.uk