futaba r5014dps receiver manual

futaba r5014dps receiver manual

Multi-rotors (Drones) Drones Talk Multi-rotor Beginner Specific Models of Multi-Rotors and Drones Micro Multi-rotors Mini Multi-rotors Aerial Pictures and Video Showcase Scratchbuilt Multi-rotors Multi-rotor Electronics Multi-rotor Power Systems Multi-Rotor Apps and Related Software Multi-rotor Events FPV (First-Person View) RC Aircraft Flying and RC Vehicle Operation. Forum questions or problems Test Posting Forum The model was powered by the excellent Simjet Nexus turbine. Everything on board was brand new. The transmitter used was the Futaba 14MZ and receiver the R5014DPS synthesized receiver. Extensive range checks were carried out on previous occasions and today, with turbine running and turbine off all with success. There were 5 experienced jet modellers on the site, all giving the go ahaead. All was workinkg perfectly. The first flight only lasted about 25 seconds. After a very smooth takeoff roll and rotation the model rolled violently to the right then to the left and then rolled right again to inverted, all uncommanded. At this point the turbine was throttled back to idle but the turbine remained at full power. Then it decended behind some trees and flew level for 50 meters at a hight of 5 meters. The turbine then redused power and suddenly increased again with a violent nosedive. The model hit a tarmack road and bounced in the field, catcing fire and causing the 4 Li-Po batteries on bord to expload on impact. As you can see from the pics almost nothing survived. All of the above manouvers were uncommanded. The failsafe (which apparently didnt work) was set to controll surfaces neutral and engine to idle. Let us know if anyone has had similar experience with this kind of receiver on jets.Was the failsafe checked by turning off the transmitter during the range checks?Days like that live long and hard. I am assuming you tested the failsafe operation with engines running and then turning the transmitter off and observed the systems do as they were programmed.http://www.gif-king.com/userfiles/ps3-instructions-manual.xml

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If not, then this could be a lesson for all to learn from. Caution, the next paragraph will probably upset someone, but I have to say it. After you read it and you still feel I am nuts, then go ahead and chew me out. My concern is the 4 Li-Po batteries on board. Guys, there is absolutely no place for Li-Po batteries in a turbine powered aircraft. They have an incredible place in the world of electric power but have the safety issues of fire on impact that has to be delt with. To put them in a turbine powered aircraft which already has a high fire potential is not the inteligent thing to do, IMHO. If we get the motor cut off before impact by only a few seconds we routinely do not have a fire. But if we have Li-Po's on board and the engine shuts down, and they hit and rupture; well the obvious is we still have a fire which is of course believed to be from the engine, when in fact it isn't. Kind of has the ability to give the turbine engine a bad rap don't you think. Li-Po's are a fire hazard in themselves. Lets not try and fuel the fire here. Our planes have the power carry the extra 8 ounces into the air if you are using Ni-Cad's or Ni-Mh's. Even Duralights won't cause this problem as far as I know. If the failsafe would have been programmed to cutoff, and there were no Li-po's on board, you might still have some usefull equipment left after the fact. Planes crash and we have to live with that. It is much easier to sift thorugh crrashed parts, than burnt roasted parts, trust me here guys. Once again, I am sorry to see the result. Get back on the horse and ride again. Looking forward to hearing about you getting back up in the air.I remember the time I looked in a guy's jet and saw a pack of LiPo's in there, and right next to it was some chunks of lead he had to use to get the CG right. What was the point of that ?!? Sorry about your loss.http://acmswellness.com/MyFiles/ps3-online-manual-system-deactivation.xml

I had heard that there were some problems with the 501 RX early, but that seemed to be dying down so I thought that they had gotten the bugs worked out. Had you shortened the antenna as I heard has been recommended for this RX? BobJohn (how are man!), You have a good point about Lipo. I personally fly only Nicads. BUT, from the description of the incident above, it seems that even if he did not test the fail safe and he had interference, then the Rx should have gone into its a standard fail safe and stayed on the LAST command and should have not changed output to the servos or to the ECU. It almost sound like he had some kind of a problem and the Rx acted like an FM one not a PCM Rx. Strange indeed. The plane had electrical power and engine power up to the point of impact, so either the Tx was giving it the wrong commands or the Rx did!!!! Unless someone else had the exact same Tx on the same Freq???I was adviced many moons by one of the UK top aerobatic pilots ( at the time) to NEVER fly a brand new rx or one that has just come back from sevicing in a high value aeroplane unless it had a few trips in a hack plane first. I ignored this advice until I almost lost my Futura Heli. Same situation as you described checked out fine on the ground and with the engine running. Lifted it off six feet and climbing and the engine suddenly went into idle. Tried the control and nothing. The rx had gone into failsafe. FortunatalyI had it set to shut the throttle. Range tested it seemed fine, tilted it and it went into failsafe again. The rx had a dry joint. My lesson learned without any expense but my heart goes over the loss of the Eurosport. MikeI have heard of similar issues with aplications on giant scale gassers as well. This is one reason i do not have a 14MZ yet, and am waiting to see what else comes out ( JR has somehting in the works ) as an alternative.John Redman, you are absolutely right about the Li-Pos, I dont use Li-Pos in any of my jets.

I posted that there were four on board. My mistake. There were three and one Duralite Li-Ion. He had on board a Li-Po powerbox and two powerbox swiches.My friend wasnt aware of the modification that has to be carried out on this recevers antenna. Enab, only my friends Tx was on at the time because everybody wanted to see the maiden flight of his model. About 8 months ago he lost a similar jet under similar sercomstances at a different flying site. I am sure all this will make you think. Thanks for your interest PaulI had a glitch initially on the extras but after trimming the antenna I have had zero problems and have flown all of the above planes allot. My SM hawk was the only one with out the trimmed antenna, and it never had a glitch. But it has the shortest range check compared to my other G3 Rx's. I will trim the antenna before I fly the hawk again. Fact is a lot of Jet guys use the G3 RX and so do allot of 3-D, IMAC, Pattern flyers with equally expensive airplanes, with out problems. If that was not the case Futaba simply could not sell the new RX because of the fallout in the RC commonality. I will be using the new Rx in all of my aircraft, I have as much to loose as anyone else, and simply would not be using it if it did not work! I like any one else do not want to loose any of my planes, but the more I fly with this rx the safer I feel with it. I have 2 Spectra gasser hellicopters that I will soon be using this rx on. The only reason I have not so far is I have run out of the new rx's. The heli should be the worst possible combination with no room to get the rx away from the motor and with all of the moving parts the chance for metal to metal interferance is at its worse. This combination tests any brand of rx but I know of several people flying this heli with the new rx and they have had no problems! Don www.rnlinc.com The 149 is absolutely bulletproof.

Where I needed the 14 channels, I'd make sure that I did the antenna trimming deal and then I'd fly the heck out of the receiver in something else first. Get a REALLY good feel for the ground range check and then check and monitor it closely in your jet to be sure it is the same and stays there. BobI had my share and i am sure I am not doen yet. I do have to ask you a couple of questions. I can count 20 things that could of brought the plane down. WHAT did you find to specifically single out the receiver.I did the intial testing is the US on the antenna clipping procedure in a helicopter that was experiencing widely spaced and brief duration lockouts. The G3 receiver goes in and out of HOLD VERY quickly - MUCH, MUCH faster than any other receiver on the market. Early on, when we first received these radios and started to have here and there issues with lockouts, they were often so quick that we were blaming bad throttle servo pots and so forth for the problem. I have to be suspicious of something going ary in the incredibly complex power system that is attendent to any turbine model in the way that it behaved prior to the crash. There are a couple of things that I would suggest with respect to the use of the G3 receiver or any PCM receiver, for that matter. This point speaks to the need to first turn on the transmitter, let it fully boot up, then turn of the receiver, let it fully initialized, and to let both of these steps take place before touching any of the controls. It is also critical that the very finest radio system switches be used. A little over 6 months ago we had a situation where a pilot's helicopter went into HOLD but the engine never dropped to idle. It was subsequently confirmed that the switch harness was defective and was cycling in flight.

Though the initial release from Futaba presented the antenna clipping procedure as a suggestion only for those have unresolveable lockouts, there is NO problem doing it as a default procedure on any 72 mhz G3 receiver. I fully intend to do so on my next competition helicopter. If there is any need for clarification for any of the point regarding the installation and application of the G3 receiver, I would be happy to help you. Respectfully, Ben Minor Team Futaba, Helicopter PS: As an additional point of comfort for you, I know of NO case where a pilot that was experiencing spurious cases of lockout (and MANY have been traced back to a true and justifiable noise source) has not had those issue solved with the clipped (final length 55cm)antenna and chokes where needed.Not sure if this particular turbine would shut the ECU when the throttle signal goes dead in a power fail mode. Could it be a glitch hit the system and then it was PIO (pilot induced oscillation).Does Futaba have a bulletin re: the antenna trim?Bare in mind that in europe we use 35Mhz not 72Mhz like in the states. Does anyone know if the 35Mhz needs clipping, maybee it doesnt and if so by how many cm. Maybee the length to be clipped is different for a 72Mhz and a 35 Mhz. Turbulence, it was the models first flight. The canards were tight and the throws as per the manual (although to my opinion too much). Everything was checked over many times on previous occasions and on the day of the maiden flight. If you read my discription of the first flight in my initial post, you will see why we suspect the receiver. Its too long to write again Dr.Ben, your info is very good. Yes ferrite rings were installed, they are included in the Powerbox system. The Rx was at least 20cm away from other electronics.All the time the stick on the Tx was at idle. The Powerbox employd had 2 fail-on switches installed, its highly unlikely that the power went off and on again.

DelGatoGrande, poly sosta file, props r 4 boats only PaulI use the Futaba 149 PCM receivers in those. Not saying that it couldn't be a problem to someone else though. PS. In the US, we are directed by the AMA to set failsafe to shut down the turbine. NickIn this failure mode (non lockout related), I am very comfortable in saying that the G3 is no more failure prone than any other receiver. I gave that grocery list of info so you folks could pick and choose what might be applicable for your questions and to show a few ways that a model's (NOT necessarily this model's) receiver might not enter failsafe as desired due to either equipment issues (switch) or hurried turn-on procedures). Everyone owning one has found the ease of programming and fast, accurate response a generation better than any other radio on the market. And with 14 channels available, jet and scale pilots now have options for added functions. Giant scale and IMAC modelers appreciate the ease of setting up control surfaces that use multiple servos on each control surface. As with any new technological advancement, there is a learning curve. There have been a small number of isolated cases of the R5014 receiver going into momentary lock-outs, almost always in helicopter and large-scale applications. The consensus is that the receiver is less tolerant of metal-to-metal noise and random RF noise. Following individual investigation and follow-up, most of these modelers discovered that a part or bearing on their metal and graphite machines needed attention, or that antenna routing needed to be changed. We do know that the R5014 receiver is more sensitive and responsive to outside noise than any previous Futaba receiver. That's the bad news. The good news is that the 14MZ is also more sensitive and responsive to pilot inputs than any system previously available. Eliminating Lock-Outs Futaba is conducting tests to determine a solution for those unusual cases in which a lock-out occurs.

Rerouting the receiver antenna away from metal frames, graphite reinforcements, metal pushrods, and ignition wiring has solved others. If you have had any problems, check these areas first. In the most difficult situations, one solution has already been discovered: shortening the antenna to reduce the receivera??s sensitivity to outside noise. Several competitors at the Tucson Shoot-Out and a few individual heli pilots have tried this modification. Based on limited flying time, it has eliminated all of the lock-outs. The length of the modified receiver antenna wire used for this testing is 21.6a?? or 55cm. from the receiver case grommet to the end of the wire. The receiver should not be retuned. Just cut off the excess wire length. Ita??s critically important to route the antenna wire away from ignition components, graphite or metal frames, and any other wiring - and to tighten all metal-to-metal connections. If you wish to try this procedure yourself, we suggest you first conduct a thorough ground range test before cutting your receiver antenna: 1. Remove your transmitter antenna and leave the engine turned off. 2. Rest your model in a fixed position, with the receiver antenna at least 12 inches off of the ground. 3. Test the ground range all of the way around model. Receivers often have different ranges in certain orientations; document the attitudes and mark the range for each angle. 4. Then, modify the antenna wire length and retest the range. If the range does not decrease, then the modification will likely improve your situation. Because testing continues at this time and such testing cannot encompass all of the possible combinations of equipment installations, cutting the antenna is still considered a??experimentala?? at this time. The factory is currently completing testing of the reduced antenna length and other possible solutions. Once an official recommendation has been finalized, additional statements will be forthcoming.

The factory also recommends installing servo extensions with filters between the receiver and extensions when using long servo leads in S5014 receiver-equipped models. The tail rotor servo in a helicopter should have one, for example. Large, gasoline-powered aircraft might need them on all long extensions, such as ailerons, elevators, or rudder. Stock numbers for these are FUTM4149 (Standard) and FUTM4180 (Heavy Duty). Please let us know if you have experienced lock-out problems and decide to try solving it by antenna modification. We want to know if it helps you.On the lipos i belive i started a thread a while back questioning this fire hazzard and it was only barley supported. But this as in other issues has two sides. RussUse of this site indicates your consent to the Terms of Use. Use of this site indicates your consent to the Terms of Use. I got to receivers, the original R5014DPS that came with the transmitter and a R5114DPS that I bought later. At a point the R5014DPS gets locked without a logic reason, but the R5114DPS continue working without problems. Some days ago I got the same problem with the R5114DPS too, so I decided to talk with the shop I bought the 12Z in order to get it fixed because it already was in guarantee period. I just give him the 12Z and the R5014DPS because the other rx was bought on another shop. Once the manufacturer repair the item I get back my 12Z and the R5014DPS working perfectly, but I get really surprised when I try to use my 12Z with the other receiver (R5114DPS) and I got the same problem: the tx is not able to synchronize with te rx. Anyone has experienced this problem and knows how to solve it. Regards, Jose Carlos You are trying to run two receivers off of a single transmitter for redundnacy or some such. The 5014 only has MODE A. The 5114 has both MODE A and MODE B. The TX has to be MODE A and the 5114 programmed to MODE A also. Or are you just forgetting to program the mode at the same time you change frequency.

The mode and the frequency are changed simultaneously from the same screen. In order to do that, when I select the frequency in the transmitter and change the id to the 5114 rx id, the rx doesn't work: it is not able to synchronize with the transmitter. What I have no idea is what do you mean with Modes A and B, I have tried to see in my TX how to change between both modes but I haven't been able to. Is it possible to change this mode in the tx and in the rx. If so, what is the way to change the mode. Thanks a lot in advance!!! Regards, Jose Carlos The mode and the frequency are changed at the same time. So if you are on the freq.Regards, Jose Carlos Please enter your desired user name, your REAL and WORKING email address and other required details in the form below.Note that passwords are case-sensitive. Use a real email address or you will not be granted access to the site. Thank you. Use a receiver matched to the frequency band of the transmitter. Select the modulation mode matched to the type of receiver used. Emitting radio waves with-. The R7108SB receiver features bi-directional communicationAntenna installation for carbon fuselage. Usage precaution. You must leave 30mm at the tip of the antenna fully exposed. TheBe careful of connector insertionLink precaution. The R7108SB receiver should be protected from vibration by foamProtect from moisture. Do not perform the linking procedure while the motor's main power isKeep away from conductive materials to avoid short circuits. When the linking is complete, please cycle the receiver power andAntenna installation precaution. Please power up your system in this order: Transmitter first, followedDo not cut or bundle the receiver antenna wire. Do not bend the coaxial cable. It causes damage. If the R7108SB receiver was previously linked to another transmitter,The antennas must be mounted in such a way to assure they are strainConnector precaution.

Keep the antenna as far away from the motor, ESC and other noiseDo not touch the antenna to metal, carbon, or other conductive material. Don't connect a connector, as shown in aBe sure that the two antennas are placed at 90 degrees to each other. In order to maximize signal receptionThis allows the receiver to obtain RF signals on both antennas and flySystem. Status. No signal reception. Receiving signalsGreen Solid. FASSTest. Waiting for linkNo signal reception. Red Solid. Receiving signals. Green SolidGreen BlinkWaiting for link. Red Blink. FASSTest Unrecoverable error Alternate blinkR7108SB Specifications. S.BUS2 and S.BUS port and 8 channels for conventional system receiverExtra Voltage PortIt connects with the batteryExternal voltage inputThe voltage of the batteryServo for conventionalS.BUS Servo. S.BUS GyroAntennaDo not insert either a switchAntennaChannel 8 output. S.BUS port. S.BUS2 portCompliance Information Statement (for Canada). This device complies with Industry Canada license-exempt RSS standard(s). Operation is subject to the followingThis equipment complies with IC radiation exposureFrench: Cet appareil radio est conforme au CNR-210 d’Industrie Canada. L’utilisation de ce dispositifest autoriseeCet equipement est conforme aux limites d’exposition aux rayonnements IC etablies pour unCet equipement est conforme aux limites d’exposition aux rayonnements IC etablies pour un environnement nonSensor. Voltage. Sensor. Voltage. SensorAltitude. Sensor. Airspeed. Sensor. S.BUS2 Tool. Compliance Information Statement (for U.S.A.). This device, trade name Futaba Corporation, model number R7108SB, complies with part15 of the FCC Rules. Operation is subject to the following two conditions:CAUTION: To assure continued FCC complianceThe responsible party of this device compliance is. FUTABA Corporation of AmericaDeclaration of Conformity (for EU). EU.

The full text of the EU declaration of conformity is available at the following internet address:The R7108SB is capable of changing its channel allocations asThis is especially important when usingSee your transmitter operationWhen the LED of the receiver changes from blinking red toLED should now blink red two times in the patternsWhen LED blinks in green with red, it is the completion of a. Please cycle the receiver power off and back on again afterR7108SB CH Mode table. OutputChannel. Mode A. Mode B. Mode C. Mode DFASSTest is a bidirectional communication system between the. R7108SB receiver and FASSTest capable transmitters. MultipleLink to the transmitter: FASSTest. Bring the transmitter and the receiver close to each other,Place the transmitter into the receiverThis is a rare occurrence. However, should another FASSTestThis is very dangerous if not noticed. To avoidSensors are connected to the S.BUS2 port. Default. Systems (FASSTest ? FASST) change methodWhen the LED blinks green and red, the system change isGreen LEDFASSTest. R7108SB System table. System. Default. FASSTest. FASST Multi-ch Normal mode. FASST Multi-ch High-speed mode. FASST 7ch Normal mode. FASST 7ch High-speed modeThe FASST system has a normal mode andLink to the transmitter: FASST. Bring the transmitter and the receiver close to each other,Press and Hold time. With TM-8No function. Besides TM-8More than 2 sec. Re-link(ID set) and to. No function. Re-link(ID set)PDF Version: 1.4. Linearized: Yes. Language: ja-JP. Creator Tool: Adobe InDesign CC 14.0 (Windows). Instance ID: uuid:8e11b1d4-30ef-492e-89b7-edce33a3a6a9. Original Document ID: adobe:docid:indd:a388b311-cabe-11df-aedc-968d4bca4a31. Document ID: xmp.id:83a0bbb9-8c2a-c54c-8e5b-969b49f66775. Rendition Class: proof:pdf. Derived From Instance ID: xmp.iid:9cc5aff4-f812-8842-a15e-e61ec8e395fe. Derived From Document ID: xmp.did:aff85c0b-5339-fd4c-ad49-a100d1311b08.

Derived From Original Document ID: adobe:docid:indd:a388b311-cabe-11df-aedc-968d4bca4a31. Derived From Rendition Class: default. History Action: converted. History Software Agent: Adobe InDesign CC 14.0 (Windows). Producer: Adobe PDF Library 15.0. Trapped: False. Page Count: 2. Creator: Adobe InDesign CC 14.0 (Windows).