Setting The Dip Switches - Reely Sparrow Notice D'emploi

16. Setting the DIP Switches

Caution, important!
There are six DIP switches at the transmitter
(also see figure 1, item 8) that should be in
the correct positions (factory setting) when the
plane model is delivered.
Adjusting of the DIP switches is usually not re-
quired for operation of the plane model „Spar-
row".
The adjacent figure shows 6 DIP-switches; the one on
the left is DIP-switch 1, the one on the right is DIP-switch
6.
To be able to adjust the remove control to other models
as well, the DIP switches 1 - 6 (from the left to the right)
have the following functions:
DIP switch 1: Reverse function channel 1
This DIP switch can be used to switch a rudder servo running direction on demand.
DIP switch 2: Reverse function channel 2
This DIP switch can be used to switch the elevator servo running direction on demand.
DIP switch 3: Reverse function channel 4
This DIP switch can be used to switch the aileron servo running direction on demand (not in the model).
DIP switch 4: Mixer 1
This DIP switch activates a mixer by switching to the top position that connects the aileron and elevator functions
independently of the set mode. No matter which control lever is pushed, both rudders will be deflected when the mixer
is activated. This function is referred to as „Delta Mixer" and not needed for the model „Sparrow".
DIP switch 5: Mixer 2
This DIP switch activates a mixer by switching to the top position that connects the rudder and elevator functions
independently of the set mode. No matter which control lever is pushed, both rudders will be deflected when the mixer
is activated. This function is referred to as „V Mixer" and not needed for the model „Sparrow".
DIP switch 6: Dual rate function
This DIP switch can be used to limit the rudder deflections. If the switch is in the bottom position, the rudders work at
full deflection. If the switch is put in the top position, the rudders work at reduced deflection. To use the full agility of
the model, always fly with large rudder deflections.
48
Figure 18