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Keep in mind on most of the telemetry I have read about and seen the battery warning given is the measured voltage coming into the receiver. Running a regulated system this will not give a true battery status.</P>
<P>I do agree with John though, that listing what is acceptable is probably much easier than what is not.</P>
<P>Arch<br>
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<B>On Tue 11/22/11 8:37 AM , Bob Richards bob@toprudder.com sent:<br>
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<DIV>These are the best thoughts on this subject that I have read.</DIV>
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--- On <B>Tue, 11/22/11, John Gayer <I><JGGHOME@COMCAST.NET></I></B>wrote:<br>
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<DIV>I think you would be better off listing the information that a pilot and his caller can receive through telemetry during an official flight. This information could be audible alarms for exceeding limits of the three parameters you listed. This is effectively the same as the low battery alarm currently in your transmitter. This one just happens to have an RF link added between the sensor and the alarm. <br>
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We should not be concerned about what telemetry is being downloaded and recorded but only what telemetry data the pilot/caller is receiving in realtime during an official competition flight. It doesn't make a lot of sense to enact rules that cannot easily be enforced. It should be permissible for the pilot to set up a download of any info he wants but would only be allowed to examine the telemetry data postflight as an instructional aid. That data would have no standing in the competition and could not be used for any kind of protest.<br>
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Of course there should be a ban on any closed loop control systems that use the attitude, velocities or accelerations of the model as feedback, either directly in the model or through the transmitter. This should not preclude the use of closed loop systems such as those that control surface position, system voltage or motor/engine rpm which do not use aircraft parameters as feedback.<br>
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John<br>
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