<br><br><div class="gmail_quote">On Mon, Feb 13, 2012 at 10:43 AM, Scott McHarg <span dir="ltr"><<a href="mailto:scmcharg@gmail.com">scmcharg@gmail.com</a>></span> wrote:<br><blockquote class="gmail_quote" style="margin:0 0 0 .8ex;border-left:1px #ccc solid;padding-left:1ex">
I would definitely like to point out that Peter's examples are exactly why the proposed rule was written. We aren't as concerned about when the pilot has control of the aircraft in the ready box or on the flight line but what happens after the flight when the pilot is distracted by the judges wanting to talk or a fellow competitor asks how you did. The pilot is no where around the plane and the caller has control of the aircraft. Some of us have dedicated callers and know the airplane as well as you know your own. Most folks run around trying to find someone to call for their next flight. When this is the case, rarely will that individual stand there with their hands on your plane waiting for you to come over and disarm it nor will they reach inside your plane to disconnect your batteries for fear of doing it wrong or causing damage. When the pilot is distracted and not fully paying attention to their aircraft is when something tends to go wrong.<br>
<br>Y'all know the saying, "It's not me I'm worried about, it's the other people"? This easily applies to the "other people" around you at every competition. There's enough nerves going on at a competition to rattle anyone. We all make mistakes. We are trying to find a way to prevent one that could really do some damage to human lives.<div class="HOEnZb">
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<br><div class="gmail_quote">On Mon, Feb 13, 2012 at 9:30 AM, Peter Vogel <span dir="ltr"><<a href="mailto:vogel.peter@gmail.com" target="_blank">vogel.peter@gmail.com</a>></span> wrote:<br><blockquote class="gmail_quote" style="margin:0 0 0 .8ex;border-left:1px #ccc solid;padding-left:1ex">
<div bgcolor="#FFFFFF"><div>From the accidents I've seen or heard of, the issue is not a failure before takeoff, but rather a failure after landing (ESC already armed) or a pilot mishap that results in an unintentional bump of the throttle lever (neck strap, coat, etc)</div>
<div><div><br></div><div>Peter+<br><br>Sent from my iPhone4S</div></div><div><div><div><br>On Feb 13, 2012, at 7:18 AM, Bob Richards <<a href="mailto:bob@toprudder.com" target="_blank">bob@toprudder.com</a>> wrote:<br>
<br></div><div></div><blockquote type="cite"><div><table border="0" cellpadding="0" cellspacing="0"><tbody><tr><td style="font:inherit" valign="top"><div>Keith,</div>
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<div>My gut instinct is to agree with you on this, but I have to wonder what is the possibility that there would be a failure mode where the controller could go full throttle without an input from the receiver. For the brushless controllers, the micro in the controller must be working properly for the motor to run - period - since it has to sense the feedback from the motor and operate the outputs in proper phase for the motor to run at all (this would be a different discussion if we were talking about *brushed* controllers). The more likely failure would be that it applies power to one or more motor wires - not pulsed - that would do little more than heat up the motor and burn a winding, but not turn the motor over.</div>
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<div>Is it possible for the micro think there is a full-throttle input when there isn't? Most controllers that I know of will not arm if it powers up with anything other than a low-throttle signal from the receiver. It has to sense a low-throttle signal that then transitions to something else before it starts the motor turning. Is this a possible failure mode for an ESC - I don't know since I don't know any specifics of the circuitry or firmware programming of ESCs, but I seriously doubt this can happen and if it can, the likelyhood would be extremely low.</div>
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<div>Of course, not having the battery connected to anything is safe. Safer yet is to just stay at home, but we have to decide what is an acceptable risk.</div>
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<div>Bob R.</div>
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<div><br><br>--- On <b>Sun, 2/12/12, Keith Black <i><<a href="mailto:tkeithblack@gmail.com" target="_blank">tkeithblack@gmail.com</a>></i></b> wrote:<br></div>
<blockquote style="BORDER-LEFT:rgb(16,16,255) 2px solid;PADDING-LEFT:5px;MARGIN-LEFT:5px"><br><br>
<div>Dave, you're points are correct, but you're not taking into account a malfunction of the speed controller itself. They have been know to malfunction, so the safest approach, as Earl suggests, is to assume that anytime the battery is connected to the controller the motor may go to full throttle. Until you unplug the battery the thing is hot and dangerous regardless of your fail safe or switches on the transmitter.
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<b style="color:rgb(51,51,255)"><font style="font-family:comic sans ms,sans-serif" size="4">Scott A. McHarg</font></b><br>
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<a href="http://lists.nsrca.org/mailman/listinfo/nsrca-discussion" target="_blank">http://lists.nsrca.org/mailman/listinfo/nsrca-discussion</a><br></blockquote></div><br>I use the Power Unlimited arming switch from F3A Unlimited...<br>
<br><a href="http://www.f3aunlimited.com/webstore/index.php?main_page=product_info&cPath=11_62&products_id=420">http://www.f3aunlimited.com/webstore/index.php?main_page=product_info&cPath=11_62&products_id=420</a><br>
<br>You need to make sure it snaps into place or its going to fall out in flight, but I have never had an issue with it.<br> <br>I also have a throttle to throttle mix assigned to a switch that deactivates the throttle stick. So my routine is to check my kill switch, make sure the trim slider is all the way down. Turn on the radio, turn the receiver on and plug in the arming switch. Once I land, I deactivate the throttle stick, make sure the trim is all the way back, pull the arming switch out, turn off the receiver, then the Tx. <br>