This is just a test, it's not something that should be done every flight, it's for emergency situation only when you coming home and just not quite making it, so you know how much more you have in it.
Enjoy
Enjoy
Do you still have any TRex's left? I think I had sold everything 2 years ago but I might still have a 450 sitting around somewhere that has been crashed probably 20 times and repaired as many times. I cut my teeth one practiced heli 3d on a Trex 450 and on a Raptor.I hear you.
I had trex 600E, 500, 450 and baby 250.
Good old days.
I set battery low because I wanted to get most of the lying, once alarm go off at your 12 min of flight you know you have arox 20% left, with coming back home and landing down to 10% batt. at that point I was about 3 volt /cell.
2.6 was ESC shut down, I knew last few min I wasn't not doing hard core 3D it was more like coming back and landing, cool down process. that's why I did that.
Also if you had goof BEC it will do good job volt regulating and keep power nice a steady.
Anyway, good old days
I wouldn't worry too much about the "calibration state" as you put it. The battery GAS Gauging, in particular the time remaining to empty is very accurate, even accounting for cell condition as they age.Do not take that as anything more than curiosity, it is highly variable based on how good the current calibration state of the charge meter of a particular battery is, and can go the other way too.
I wouldn't worry too much about the "calibration state" as you put it. The battery GAS Gauging, in particular the time remaining to empty is very accurate, even accounting for cell condition as they age.
Deliberately trying to fly at these low SOC is probably one of the best ways to prematurely age the packs though.
Do you still have any TRex's left? I think I had sold everything 2 years ago but I might still have a 450 sitting around somewhere that has been crashed probably 20 times and repaired as many times. I cut my teeth one practiced heli 3d on a Trex 450 and on a Raptor.
I know how you feel. Sometimes if it takes more time to repair it then to fly it it's just not worth the effort. That goes double for flying 3-D. Sometimes for a 5 minute flight it takes 3 or 4 hours to repairI do not, sold them all about 5 years back.
Had to take a brake, you know how it is between crashing and repairing, it got to me at some point I had to check out from it.
My body still got 600E sitting on his shelf, every time i am at his house, we all talk how we did it back then.
You can tally the number of mishaps by counting your bent main shafts and tail booms.I know how you feel. Sometimes if it takes more time to repair it then to fly it it's just not worth the effort. That goes double for flying 3-D. Sometimes for a 5 minute flight it takes 3 or 4 hours to repair
Unfortunately, such a test is absolute nonsense. Because nobody can derive a flight reliability from it!
My modest tests have shown that the intelligent M1x batteries with 3 single cells switch OFF immediately as soon as the following happens:
- The total voltage of the battery pack drops permanently below 9.9 volts (only a few seconds are sufficient).
- The voltage of one cell of the package drops below 3.30 volts.
Granted, I've done most of the battery testing without an aircraft, but also a few hovering at very low altitudes. It may be that the determination of the remaining energy during the flight, under high current load, somewhat different from my findings.
But even my M1P crashed during a endurance test, from very low altitude, once at 6 percent remaining energy. And here in the forum there are always crash reports at significantly more than 0 percent of remaining energy.
This suggests that the display of the remaining capacity, especially in the lower range (30 to 0 percent) no longer provides sufficient reliability.
For me, the final conclusion is that only between 100 and 30 percent of displayed energy is reliable flying possible. A safe landing should take place at 30 to 25 percent, and be completed at 25 to 20 percent.
So the low-energy warnings of our aircraft are always serious!
You can tally the number of mishaps by counting your bent main shafts and tail booms.
That’s how we know the difference between real carbon fibre blades and the FAUX pretend CF rubbish.Not to mention chipped or splintered pairs of $150 per pair CF blades.
You can tally the number of mishaps by counting your bent main shafts and tail booms.