SO MANY CHOICES are available to the RC modeler. Besides
every size of aircraft, there’s an abundance of helicopters from
which to choose. If that weren’t enough, today’s seasoned
aeromodeling enthusiast might even be scratching his or her head
about what frequency to use.
Whether you’re a one-aircraft or any-aircraft type of person,
it’s tough to find a radio system that can accommodate every
need. The Futaba 10C meets the demands of an RC pilot who
experiments with a variety of models. I’m an airplane and
helicopter pilot, and I haven’t found an application that this radio
doesn’t suit neatly.
Approximately seven years ago, I paid more than $1,000 for a
nine-channel, frontline radio: the Futaba 9ZWC2. I still love that
system, because it gives me the ability to program and fine-tune
every function, switch, and trim lever (whether I need it or not).
To effectively use the 9ZWC2 took some effort. Today, for
slightly more than half the price, the 10C offers almost the same
feature options with programming language and accessibility
that’s easier to learn.
The 10C can operate aircraft on 50 MHz, 72 MHz, or 2.4 GHz
(and others, but they don’t necessarily apply in the US). If you
feel like operating on 75 MHz, this system will also control your
boat or car.
I ordered my 10C with the 2.4 GHz Futaba Advanced Spread
Spectrum Technology (FASST) module. Swapping the frequency
module from the transmitter’s back panel can put the standard
antenna to good use. This means that my investment in perfectly
good 72 MHz receivers is still viable and able to take advantage
of the 10C programmability.
The data stream’s fidelity depends on the equipment chosen
to work with the 10C transmitter; not all servos and receivers
work the same. With the included Futaba R6014FS 14-channel
FASST receiver, the user is offered the highest precision
possible from the pure digital data stream: 2048 resolution. The
10C will work with any FASST receiver; however, below eight
channels, the resolution stream steps down to 1024 (not at all
bad, really).
Any Futaba narrow-band FM receiver can be used with the
10C, but only receivers marked “PCM1024” will operate at that
resolution. The TP-72 or TP-FM module is required to operate
the 10CA/H on 72 MHz. It’s nice to have options.
Pilots who have enjoyed the popular Futaba 9C radio should
be happy to know that the 10C is downward compatible. A
memory module such as Futaba’s CamPAC or aftermarket
compatible can be used to move any model stored in the 9C into
the 10C.
Without the memory module, there’s room for 15 models in
the 10C. Each storage block contains all trim positions, switch
settings, and channel functions, as well as the frequency band
used. It will remember that the model was used in either Pulse
Position Modulation (PPM) or Pulse Code Modulation (PCM),
but it won’t remember the channel number.
I don’t expect to use my 10C in the 72 MHz mode too often.
I’m spoiled by not having to concern myself with frequency
conflicts, and the FASST system’s efficiency makes sense.
FASST receivers are easy to link with the transmitter. And
because the 2.4 GHz signal from the transmitter hops (Futaba
calls it continuous channel shifting) hundreds of times per
second, there’s almost no chance of same-channel interference.
Why upgrade from the 9C? There are a couple things that
faithful Futaba users will appreciate. Again, because the data
between the aircraft and transmitter is totally digital (when used
with the TM-10 module), the model’s response will be
noticeably quicker. It’s comparable to when you tell your kids to
do something, and they do it that instant; it’s that kind of
rewarding feeling.
I’ve also touted that the improvement in servo performance is
similar to upgrading the power pack from 4.8 to 6.0 volts. (They
seem to move sooner.)
Servo grouping is a great reason to upgrade. When servos are
programmed to work together, as in a dual-elevator or Cyclic/
Collective Pitch Mixing (CCPM) swashplate setups, the signal to
them is sent simultaneously.
Futaba arranges the flow of data so that the proper servos get
the message at the same time; therefore, all move with precision.
Imagine how it would be flying with elevator halves moving at
different times—what a hassle.
A reason why the Futaba 9C transmitter was so popular was
that its switches were both preprogrammed with the popular
functionality but could be reassigned at the user’s will. That is a
huge benefit for those who use one radio to fly helicopters and
airplanes.
With the 10C, Futaba added Smart Switch Technology. The
effect is that combinations of joystick positions and/or switch
positions will activate user-programmed flight conditions. This
makes the transmitter easier to use and reduces the pilot’s
workload by his or her not having to move fingers off the sticks,
because functions activate with natural pilot input.
All of the 10C radio’s 10 channels are fully functional and
proportional. When grouping a massive number of servos, it’s
nice to know that Channel 10 has the same precision and fidelity
as Channel 1. So now you 9C users with ganged servos on Y
harnesses can get rid of some of that wiring.
The 10C transmitter is comfortable to hold, with rubber grips
on the back to prevent slippage. The case has a limited amount of
indentations and texture, to reduce the possibility of dirt and oil
settling and eventually ruining the finish.
A minimal number of screws attaches the
case’s halves, so getting in there to make
gimbal tension adjustments is
uncomplicated. (I like tight sticks.)
The gimbals operate smoothly and have
length-adjustable sticks that are knurled,
so that even a light touch delivers control
input. There are enough switches, knobs,
and sliders on the case to suit almost any
pilot’s need.
Four of the switches are dual input, two
have three positions, and the last is
momentary. The pilot can access triple
rates by selecting a three-position switch
as the function command.
For flap or pitch adjustments, the
sliders on the sides of the transmitter are
ideal but can be bumped effortlessly. A
tone will sound when the sliders are
cycled past the center position. In
addition, the knobs and sliders are
detented so that a pilot looking up at the
aircraft can feel his or her input changes.
If you’re used to squinting at a little
LCD screen on the transmitter, be sure to
break out the sunglasses before turning on
the 10C. The 160 x 72-pixel backlit
display takes up nearly one-quarter of the
transmitter face. The user can adjust the
screen’s contrast and brightness.
The most appreciable point about this
feature is that programming isn’t limited
to a narrow scrolling list. Almost the
entire list of features is viewable at once
or on just two menu lists.
Even better, there is a cursor lever and
a dial to navigate the menu functions so
that the user can move in any convenient
direction on the screen to select the needed
function. (No more scrolling around and
around.) The only thing more convenient
would be a touch screen, which is
available on the 14MZ transmitter.
Navigating the transmitter program is
similar to working the functions of the
average laptop computer. It’s not rocket
science, and the navigation system sped up
programming significantly and helped me
get familiar with the radio more quickly.
Futaba’s instruction manual takes a
new approach to instruction. It does well
at describing the basics and the more
advanced programming features. A chart
system shows programming samples,
which isn’t a clear language, but it’s easy
enough to learn to understand.
Once I reviewed the Basic setup
example, the “Aha!” moment occurred,
and following the rest of the 120-page
book was a snap. I found it best to perform
the programming instructions with the
transmitter while reading the manual, to
get a clear idea of the feature.
I have never been as familiar with the
throttle on a model aircraft as I was after
learning everything the 10C can do on that
channel alone. The idle-down and throttlecut
features first caught my eye.
Flying a helicopter, the safe practice is
to engage the throttle-hold command when
handling the machine. It reduces the
possibility of starting the motor by
accident. Electric aircraft are “live” once
power is supplied to the motor.
Prior to the 10C, complicated program
mixes were needed to effectively create a
“throttle-hold” function for aircraft. The
throttle-cut program does just that, and it’s
easy to activate. When combined on the
default three-position switch, the idledown
feature can be set as the low-throttle
setting that is necessary for landing or
sitting at the ready line. (Set your motor to
actually spin at idle.)
Turning both of those features off
brings the idle to the trim lever position,
which the pilot would set for high idle—
ensuring that the engine can’t quit with the
throttle at low stick.
The preceding explains how there is
little need for fumbling around with trim
levers any longer. It may sound
contradictory, but having many switches
and knobs to work with on the transmitter
can make things easier.
Flying With the 10C: The transmitter was
comfortable to program from the
beginning. My experience with the 7U,
8U, 9C, and 9Z radios probably proved to
be an asset, and I needed little manual
consultation to successfully program two
helicopters and two aircraft into the
systems.
Remember to select the model type
before making an effort to customize the
programming. Switching from helicopter
to aircraft or sailplane mode will reset that model memory.
Binding FASST receivers to a specific transmitter is a simple
matter of pushing a button on the side of the receiver, which is a
command to search for the most powerful FASST GUID code.
The two airplanes I tested were programmed at an active flying
site, and holding the transmitter practically on top of the receiver
helped establish the link more quickly.
The receiver links to the transmitter and can be used no
matter what model program is selected. Check to ensure that the
correct model is uploaded each time before you fly.
The airplanes were simple four-channel models that worked
flawlessly. I needed only approximately 15 minutes to program
each one.
That period of time is probably owed to my practice with the
system, but recollection wasn’t a factor; the large screen made it
clear what functions were available. With the cursor and dial,
setting dual-rate, ATV (Adjustable Travel Volume), and
subtrims are locked in as quickly as the dial can be spun.
Flying at 2048 versus 1024 is noticeable, most obviously
on a helicopter equipped with high-end digital servos
managing CCPM mechanics. In a hover, I wasn’t hunting the
collective stick as much—a most appreciated aspect of 2048
resolution.
The 10C is filled with safeguards. Most program functions
that make drastic changes to the model are prompted with an
“Are you sure?” message. It’s nice to have a system that
almost thinks for me.
Graphic aids are used that take full advantage of the large
screen and high resolution. Minute changes in exponential or
pitch curves are clearly displayed to the point where 1%
increments vividly change the example.
I love my Futaba 7C radio, but frankly I can’t remember
exactly what the abbreviations for swashplate types mean.
Switching swashplate types resets the ATV and subtrims of the
cyclic servos, so choosing the correct type is crucial. On the
10C, the swashplate type is named and graphically displayed;
now I don’t have to hunt for the manual.
10C More Often: The power pack that comes with the 10C is
the traditional 700 mAh, eight-cell type. Running in the
FASST mode, the current draw is less than when running in
the FM mode; therefore, you can expect more flights from the
pack. The transmitter won’t lay down in a conventional case
without the FASST module removed.
The manual contains an excellent reference to the correct
transmitter-antenna orientation. It needs to point straight down
from the case, which presents the most antenna area to the
aircraft. Pointing the antenna upward (parallel with the case)
reduces signal efficiency.
Testing both orientations didn’t conclude fault or loss of
control, but these models were kept well in sight and around
the field perimeter. Sailplane pilots should be particularly
careful to correctly orient the transmitter antenna.
I explored flight conditions in the helicopter mode—
specifically in the area of the gyro sensitivity required for finetuning
between the different idle-up conditions. (There are
five.) One flight mode was set for forward flight, which is
sometimes referred to as the FAI mode. In this mode, a lower
gyro gain is required (so that the tail doesn’t hunt in forward
flight), which automatically sets with the flip of one switch
that also changes the head speed and pitch curves.
With the aircraft, flight modes are helpful when flying
aerobatics; setup changes can be drastic between 3-D and
precision needs. The flip of one switch here makes it easier for
the pilot to focus on presenting and performing the maneuver,
rather than whether or not the right combination of switches
and trim levers has been set.
The Futaba 10C has helped me enjoy flying model aircraft
more. MA
Michael Ramsey
[email protected]
Manufacturer/Distributor:
Futaba RC/Great Planes Model Distributors
Box 9021
Champaign IL 61826
(217) 398-3630
www.futaba-rc.com
Other Published Reviews:
Fly RC: October 2008
Model Airplane News: October 2008
R/C Report: October 2008
Edition: Model Aviation - 2009/09
Page Numbers: 62,63,64,65,66
Edition: Model Aviation - 2009/09
Page Numbers: 62,63,64,65,66
SO MANY CHOICES are available to the RC modeler. Besides
every size of aircraft, there’s an abundance of helicopters from
which to choose. If that weren’t enough, today’s seasoned
aeromodeling enthusiast might even be scratching his or her head
about what frequency to use.
Whether you’re a one-aircraft or any-aircraft type of person,
it’s tough to find a radio system that can accommodate every
need. The Futaba 10C meets the demands of an RC pilot who
experiments with a variety of models. I’m an airplane and
helicopter pilot, and I haven’t found an application that this radio
doesn’t suit neatly.
Approximately seven years ago, I paid more than $1,000 for a
nine-channel, frontline radio: the Futaba 9ZWC2. I still love that
system, because it gives me the ability to program and fine-tune
every function, switch, and trim lever (whether I need it or not).
To effectively use the 9ZWC2 took some effort. Today, for
slightly more than half the price, the 10C offers almost the same
feature options with programming language and accessibility
that’s easier to learn.
The 10C can operate aircraft on 50 MHz, 72 MHz, or 2.4 GHz
(and others, but they don’t necessarily apply in the US). If you
feel like operating on 75 MHz, this system will also control your
boat or car.
I ordered my 10C with the 2.4 GHz Futaba Advanced Spread
Spectrum Technology (FASST) module. Swapping the frequency
module from the transmitter’s back panel can put the standard
antenna to good use. This means that my investment in perfectly
good 72 MHz receivers is still viable and able to take advantage
of the 10C programmability.
The data stream’s fidelity depends on the equipment chosen
to work with the 10C transmitter; not all servos and receivers
work the same. With the included Futaba R6014FS 14-channel
FASST receiver, the user is offered the highest precision
possible from the pure digital data stream: 2048 resolution. The
10C will work with any FASST receiver; however, below eight
channels, the resolution stream steps down to 1024 (not at all
bad, really).
Any Futaba narrow-band FM receiver can be used with the
10C, but only receivers marked “PCM1024” will operate at that
resolution. The TP-72 or TP-FM module is required to operate
the 10CA/H on 72 MHz. It’s nice to have options.
Pilots who have enjoyed the popular Futaba 9C radio should
be happy to know that the 10C is downward compatible. A
memory module such as Futaba’s CamPAC or aftermarket
compatible can be used to move any model stored in the 9C into
the 10C.
Without the memory module, there’s room for 15 models in
the 10C. Each storage block contains all trim positions, switch
settings, and channel functions, as well as the frequency band
used. It will remember that the model was used in either Pulse
Position Modulation (PPM) or Pulse Code Modulation (PCM),
but it won’t remember the channel number.
I don’t expect to use my 10C in the 72 MHz mode too often.
I’m spoiled by not having to concern myself with frequency
conflicts, and the FASST system’s efficiency makes sense.
FASST receivers are easy to link with the transmitter. And
because the 2.4 GHz signal from the transmitter hops (Futaba
calls it continuous channel shifting) hundreds of times per
second, there’s almost no chance of same-channel interference.
Why upgrade from the 9C? There are a couple things that
faithful Futaba users will appreciate. Again, because the data
between the aircraft and transmitter is totally digital (when used
with the TM-10 module), the model’s response will be
noticeably quicker. It’s comparable to when you tell your kids to
do something, and they do it that instant; it’s that kind of
rewarding feeling.
I’ve also touted that the improvement in servo performance is
similar to upgrading the power pack from 4.8 to 6.0 volts. (They
seem to move sooner.)
Servo grouping is a great reason to upgrade. When servos are
programmed to work together, as in a dual-elevator or Cyclic/
Collective Pitch Mixing (CCPM) swashplate setups, the signal to
them is sent simultaneously.
Futaba arranges the flow of data so that the proper servos get
the message at the same time; therefore, all move with precision.
Imagine how it would be flying with elevator halves moving at
different times—what a hassle.
A reason why the Futaba 9C transmitter was so popular was
that its switches were both preprogrammed with the popular
functionality but could be reassigned at the user’s will. That is a
huge benefit for those who use one radio to fly helicopters and
airplanes.
With the 10C, Futaba added Smart Switch Technology. The
effect is that combinations of joystick positions and/or switch
positions will activate user-programmed flight conditions. This
makes the transmitter easier to use and reduces the pilot’s
workload by his or her not having to move fingers off the sticks,
because functions activate with natural pilot input.
All of the 10C radio’s 10 channels are fully functional and
proportional. When grouping a massive number of servos, it’s
nice to know that Channel 10 has the same precision and fidelity
as Channel 1. So now you 9C users with ganged servos on Y
harnesses can get rid of some of that wiring.
The 10C transmitter is comfortable to hold, with rubber grips
on the back to prevent slippage. The case has a limited amount of
indentations and texture, to reduce the possibility of dirt and oil
settling and eventually ruining the finish.
A minimal number of screws attaches the
case’s halves, so getting in there to make
gimbal tension adjustments is
uncomplicated. (I like tight sticks.)
The gimbals operate smoothly and have
length-adjustable sticks that are knurled,
so that even a light touch delivers control
input. There are enough switches, knobs,
and sliders on the case to suit almost any
pilot’s need.
Four of the switches are dual input, two
have three positions, and the last is
momentary. The pilot can access triple
rates by selecting a three-position switch
as the function command.
For flap or pitch adjustments, the
sliders on the sides of the transmitter are
ideal but can be bumped effortlessly. A
tone will sound when the sliders are
cycled past the center position. In
addition, the knobs and sliders are
detented so that a pilot looking up at the
aircraft can feel his or her input changes.
If you’re used to squinting at a little
LCD screen on the transmitter, be sure to
break out the sunglasses before turning on
the 10C. The 160 x 72-pixel backlit
display takes up nearly one-quarter of the
transmitter face. The user can adjust the
screen’s contrast and brightness.
The most appreciable point about this
feature is that programming isn’t limited
to a narrow scrolling list. Almost the
entire list of features is viewable at once
or on just two menu lists.
Even better, there is a cursor lever and
a dial to navigate the menu functions so
that the user can move in any convenient
direction on the screen to select the needed
function. (No more scrolling around and
around.) The only thing more convenient
would be a touch screen, which is
available on the 14MZ transmitter.
Navigating the transmitter program is
similar to working the functions of the
average laptop computer. It’s not rocket
science, and the navigation system sped up
programming significantly and helped me
get familiar with the radio more quickly.
Futaba’s instruction manual takes a
new approach to instruction. It does well
at describing the basics and the more
advanced programming features. A chart
system shows programming samples,
which isn’t a clear language, but it’s easy
enough to learn to understand.
Once I reviewed the Basic setup
example, the “Aha!” moment occurred,
and following the rest of the 120-page
book was a snap. I found it best to perform
the programming instructions with the
transmitter while reading the manual, to
get a clear idea of the feature.
I have never been as familiar with the
throttle on a model aircraft as I was after
learning everything the 10C can do on that
channel alone. The idle-down and throttlecut
features first caught my eye.
Flying a helicopter, the safe practice is
to engage the throttle-hold command when
handling the machine. It reduces the
possibility of starting the motor by
accident. Electric aircraft are “live” once
power is supplied to the motor.
Prior to the 10C, complicated program
mixes were needed to effectively create a
“throttle-hold” function for aircraft. The
throttle-cut program does just that, and it’s
easy to activate. When combined on the
default three-position switch, the idledown
feature can be set as the low-throttle
setting that is necessary for landing or
sitting at the ready line. (Set your motor to
actually spin at idle.)
Turning both of those features off
brings the idle to the trim lever position,
which the pilot would set for high idle—
ensuring that the engine can’t quit with the
throttle at low stick.
The preceding explains how there is
little need for fumbling around with trim
levers any longer. It may sound
contradictory, but having many switches
and knobs to work with on the transmitter
can make things easier.
Flying With the 10C: The transmitter was
comfortable to program from the
beginning. My experience with the 7U,
8U, 9C, and 9Z radios probably proved to
be an asset, and I needed little manual
consultation to successfully program two
helicopters and two aircraft into the
systems.
Remember to select the model type
before making an effort to customize the
programming. Switching from helicopter
to aircraft or sailplane mode will reset that model memory.
Binding FASST receivers to a specific transmitter is a simple
matter of pushing a button on the side of the receiver, which is a
command to search for the most powerful FASST GUID code.
The two airplanes I tested were programmed at an active flying
site, and holding the transmitter practically on top of the receiver
helped establish the link more quickly.
The receiver links to the transmitter and can be used no
matter what model program is selected. Check to ensure that the
correct model is uploaded each time before you fly.
The airplanes were simple four-channel models that worked
flawlessly. I needed only approximately 15 minutes to program
each one.
That period of time is probably owed to my practice with the
system, but recollection wasn’t a factor; the large screen made it
clear what functions were available. With the cursor and dial,
setting dual-rate, ATV (Adjustable Travel Volume), and
subtrims are locked in as quickly as the dial can be spun.
Flying at 2048 versus 1024 is noticeable, most obviously
on a helicopter equipped with high-end digital servos
managing CCPM mechanics. In a hover, I wasn’t hunting the
collective stick as much—a most appreciated aspect of 2048
resolution.
The 10C is filled with safeguards. Most program functions
that make drastic changes to the model are prompted with an
“Are you sure?” message. It’s nice to have a system that
almost thinks for me.
Graphic aids are used that take full advantage of the large
screen and high resolution. Minute changes in exponential or
pitch curves are clearly displayed to the point where 1%
increments vividly change the example.
I love my Futaba 7C radio, but frankly I can’t remember
exactly what the abbreviations for swashplate types mean.
Switching swashplate types resets the ATV and subtrims of the
cyclic servos, so choosing the correct type is crucial. On the
10C, the swashplate type is named and graphically displayed;
now I don’t have to hunt for the manual.
10C More Often: The power pack that comes with the 10C is
the traditional 700 mAh, eight-cell type. Running in the
FASST mode, the current draw is less than when running in
the FM mode; therefore, you can expect more flights from the
pack. The transmitter won’t lay down in a conventional case
without the FASST module removed.
The manual contains an excellent reference to the correct
transmitter-antenna orientation. It needs to point straight down
from the case, which presents the most antenna area to the
aircraft. Pointing the antenna upward (parallel with the case)
reduces signal efficiency.
Testing both orientations didn’t conclude fault or loss of
control, but these models were kept well in sight and around
the field perimeter. Sailplane pilots should be particularly
careful to correctly orient the transmitter antenna.
I explored flight conditions in the helicopter mode—
specifically in the area of the gyro sensitivity required for finetuning
between the different idle-up conditions. (There are
five.) One flight mode was set for forward flight, which is
sometimes referred to as the FAI mode. In this mode, a lower
gyro gain is required (so that the tail doesn’t hunt in forward
flight), which automatically sets with the flip of one switch
that also changes the head speed and pitch curves.
With the aircraft, flight modes are helpful when flying
aerobatics; setup changes can be drastic between 3-D and
precision needs. The flip of one switch here makes it easier for
the pilot to focus on presenting and performing the maneuver,
rather than whether or not the right combination of switches
and trim levers has been set.
The Futaba 10C has helped me enjoy flying model aircraft
more. MA
Michael Ramsey
[email protected]
Manufacturer/Distributor:
Futaba RC/Great Planes Model Distributors
Box 9021
Champaign IL 61826
(217) 398-3630
www.futaba-rc.com
Other Published Reviews:
Fly RC: October 2008
Model Airplane News: October 2008
R/C Report: October 2008
Edition: Model Aviation - 2009/09
Page Numbers: 62,63,64,65,66
SO MANY CHOICES are available to the RC modeler. Besides
every size of aircraft, there’s an abundance of helicopters from
which to choose. If that weren’t enough, today’s seasoned
aeromodeling enthusiast might even be scratching his or her head
about what frequency to use.
Whether you’re a one-aircraft or any-aircraft type of person,
it’s tough to find a radio system that can accommodate every
need. The Futaba 10C meets the demands of an RC pilot who
experiments with a variety of models. I’m an airplane and
helicopter pilot, and I haven’t found an application that this radio
doesn’t suit neatly.
Approximately seven years ago, I paid more than $1,000 for a
nine-channel, frontline radio: the Futaba 9ZWC2. I still love that
system, because it gives me the ability to program and fine-tune
every function, switch, and trim lever (whether I need it or not).
To effectively use the 9ZWC2 took some effort. Today, for
slightly more than half the price, the 10C offers almost the same
feature options with programming language and accessibility
that’s easier to learn.
The 10C can operate aircraft on 50 MHz, 72 MHz, or 2.4 GHz
(and others, but they don’t necessarily apply in the US). If you
feel like operating on 75 MHz, this system will also control your
boat or car.
I ordered my 10C with the 2.4 GHz Futaba Advanced Spread
Spectrum Technology (FASST) module. Swapping the frequency
module from the transmitter’s back panel can put the standard
antenna to good use. This means that my investment in perfectly
good 72 MHz receivers is still viable and able to take advantage
of the 10C programmability.
The data stream’s fidelity depends on the equipment chosen
to work with the 10C transmitter; not all servos and receivers
work the same. With the included Futaba R6014FS 14-channel
FASST receiver, the user is offered the highest precision
possible from the pure digital data stream: 2048 resolution. The
10C will work with any FASST receiver; however, below eight
channels, the resolution stream steps down to 1024 (not at all
bad, really).
Any Futaba narrow-band FM receiver can be used with the
10C, but only receivers marked “PCM1024” will operate at that
resolution. The TP-72 or TP-FM module is required to operate
the 10CA/H on 72 MHz. It’s nice to have options.
Pilots who have enjoyed the popular Futaba 9C radio should
be happy to know that the 10C is downward compatible. A
memory module such as Futaba’s CamPAC or aftermarket
compatible can be used to move any model stored in the 9C into
the 10C.
Without the memory module, there’s room for 15 models in
the 10C. Each storage block contains all trim positions, switch
settings, and channel functions, as well as the frequency band
used. It will remember that the model was used in either Pulse
Position Modulation (PPM) or Pulse Code Modulation (PCM),
but it won’t remember the channel number.
I don’t expect to use my 10C in the 72 MHz mode too often.
I’m spoiled by not having to concern myself with frequency
conflicts, and the FASST system’s efficiency makes sense.
FASST receivers are easy to link with the transmitter. And
because the 2.4 GHz signal from the transmitter hops (Futaba
calls it continuous channel shifting) hundreds of times per
second, there’s almost no chance of same-channel interference.
Why upgrade from the 9C? There are a couple things that
faithful Futaba users will appreciate. Again, because the data
between the aircraft and transmitter is totally digital (when used
with the TM-10 module), the model’s response will be
noticeably quicker. It’s comparable to when you tell your kids to
do something, and they do it that instant; it’s that kind of
rewarding feeling.
I’ve also touted that the improvement in servo performance is
similar to upgrading the power pack from 4.8 to 6.0 volts. (They
seem to move sooner.)
Servo grouping is a great reason to upgrade. When servos are
programmed to work together, as in a dual-elevator or Cyclic/
Collective Pitch Mixing (CCPM) swashplate setups, the signal to
them is sent simultaneously.
Futaba arranges the flow of data so that the proper servos get
the message at the same time; therefore, all move with precision.
Imagine how it would be flying with elevator halves moving at
different times—what a hassle.
A reason why the Futaba 9C transmitter was so popular was
that its switches were both preprogrammed with the popular
functionality but could be reassigned at the user’s will. That is a
huge benefit for those who use one radio to fly helicopters and
airplanes.
With the 10C, Futaba added Smart Switch Technology. The
effect is that combinations of joystick positions and/or switch
positions will activate user-programmed flight conditions. This
makes the transmitter easier to use and reduces the pilot’s
workload by his or her not having to move fingers off the sticks,
because functions activate with natural pilot input.
All of the 10C radio’s 10 channels are fully functional and
proportional. When grouping a massive number of servos, it’s
nice to know that Channel 10 has the same precision and fidelity
as Channel 1. So now you 9C users with ganged servos on Y
harnesses can get rid of some of that wiring.
The 10C transmitter is comfortable to hold, with rubber grips
on the back to prevent slippage. The case has a limited amount of
indentations and texture, to reduce the possibility of dirt and oil
settling and eventually ruining the finish.
A minimal number of screws attaches the
case’s halves, so getting in there to make
gimbal tension adjustments is
uncomplicated. (I like tight sticks.)
The gimbals operate smoothly and have
length-adjustable sticks that are knurled,
so that even a light touch delivers control
input. There are enough switches, knobs,
and sliders on the case to suit almost any
pilot’s need.
Four of the switches are dual input, two
have three positions, and the last is
momentary. The pilot can access triple
rates by selecting a three-position switch
as the function command.
For flap or pitch adjustments, the
sliders on the sides of the transmitter are
ideal but can be bumped effortlessly. A
tone will sound when the sliders are
cycled past the center position. In
addition, the knobs and sliders are
detented so that a pilot looking up at the
aircraft can feel his or her input changes.
If you’re used to squinting at a little
LCD screen on the transmitter, be sure to
break out the sunglasses before turning on
the 10C. The 160 x 72-pixel backlit
display takes up nearly one-quarter of the
transmitter face. The user can adjust the
screen’s contrast and brightness.
The most appreciable point about this
feature is that programming isn’t limited
to a narrow scrolling list. Almost the
entire list of features is viewable at once
or on just two menu lists.
Even better, there is a cursor lever and
a dial to navigate the menu functions so
that the user can move in any convenient
direction on the screen to select the needed
function. (No more scrolling around and
around.) The only thing more convenient
would be a touch screen, which is
available on the 14MZ transmitter.
Navigating the transmitter program is
similar to working the functions of the
average laptop computer. It’s not rocket
science, and the navigation system sped up
programming significantly and helped me
get familiar with the radio more quickly.
Futaba’s instruction manual takes a
new approach to instruction. It does well
at describing the basics and the more
advanced programming features. A chart
system shows programming samples,
which isn’t a clear language, but it’s easy
enough to learn to understand.
Once I reviewed the Basic setup
example, the “Aha!” moment occurred,
and following the rest of the 120-page
book was a snap. I found it best to perform
the programming instructions with the
transmitter while reading the manual, to
get a clear idea of the feature.
I have never been as familiar with the
throttle on a model aircraft as I was after
learning everything the 10C can do on that
channel alone. The idle-down and throttlecut
features first caught my eye.
Flying a helicopter, the safe practice is
to engage the throttle-hold command when
handling the machine. It reduces the
possibility of starting the motor by
accident. Electric aircraft are “live” once
power is supplied to the motor.
Prior to the 10C, complicated program
mixes were needed to effectively create a
“throttle-hold” function for aircraft. The
throttle-cut program does just that, and it’s
easy to activate. When combined on the
default three-position switch, the idledown
feature can be set as the low-throttle
setting that is necessary for landing or
sitting at the ready line. (Set your motor to
actually spin at idle.)
Turning both of those features off
brings the idle to the trim lever position,
which the pilot would set for high idle—
ensuring that the engine can’t quit with the
throttle at low stick.
The preceding explains how there is
little need for fumbling around with trim
levers any longer. It may sound
contradictory, but having many switches
and knobs to work with on the transmitter
can make things easier.
Flying With the 10C: The transmitter was
comfortable to program from the
beginning. My experience with the 7U,
8U, 9C, and 9Z radios probably proved to
be an asset, and I needed little manual
consultation to successfully program two
helicopters and two aircraft into the
systems.
Remember to select the model type
before making an effort to customize the
programming. Switching from helicopter
to aircraft or sailplane mode will reset that model memory.
Binding FASST receivers to a specific transmitter is a simple
matter of pushing a button on the side of the receiver, which is a
command to search for the most powerful FASST GUID code.
The two airplanes I tested were programmed at an active flying
site, and holding the transmitter practically on top of the receiver
helped establish the link more quickly.
The receiver links to the transmitter and can be used no
matter what model program is selected. Check to ensure that the
correct model is uploaded each time before you fly.
The airplanes were simple four-channel models that worked
flawlessly. I needed only approximately 15 minutes to program
each one.
That period of time is probably owed to my practice with the
system, but recollection wasn’t a factor; the large screen made it
clear what functions were available. With the cursor and dial,
setting dual-rate, ATV (Adjustable Travel Volume), and
subtrims are locked in as quickly as the dial can be spun.
Flying at 2048 versus 1024 is noticeable, most obviously
on a helicopter equipped with high-end digital servos
managing CCPM mechanics. In a hover, I wasn’t hunting the
collective stick as much—a most appreciated aspect of 2048
resolution.
The 10C is filled with safeguards. Most program functions
that make drastic changes to the model are prompted with an
“Are you sure?” message. It’s nice to have a system that
almost thinks for me.
Graphic aids are used that take full advantage of the large
screen and high resolution. Minute changes in exponential or
pitch curves are clearly displayed to the point where 1%
increments vividly change the example.
I love my Futaba 7C radio, but frankly I can’t remember
exactly what the abbreviations for swashplate types mean.
Switching swashplate types resets the ATV and subtrims of the
cyclic servos, so choosing the correct type is crucial. On the
10C, the swashplate type is named and graphically displayed;
now I don’t have to hunt for the manual.
10C More Often: The power pack that comes with the 10C is
the traditional 700 mAh, eight-cell type. Running in the
FASST mode, the current draw is less than when running in
the FM mode; therefore, you can expect more flights from the
pack. The transmitter won’t lay down in a conventional case
without the FASST module removed.
The manual contains an excellent reference to the correct
transmitter-antenna orientation. It needs to point straight down
from the case, which presents the most antenna area to the
aircraft. Pointing the antenna upward (parallel with the case)
reduces signal efficiency.
Testing both orientations didn’t conclude fault or loss of
control, but these models were kept well in sight and around
the field perimeter. Sailplane pilots should be particularly
careful to correctly orient the transmitter antenna.
I explored flight conditions in the helicopter mode—
specifically in the area of the gyro sensitivity required for finetuning
between the different idle-up conditions. (There are
five.) One flight mode was set for forward flight, which is
sometimes referred to as the FAI mode. In this mode, a lower
gyro gain is required (so that the tail doesn’t hunt in forward
flight), which automatically sets with the flip of one switch
that also changes the head speed and pitch curves.
With the aircraft, flight modes are helpful when flying
aerobatics; setup changes can be drastic between 3-D and
precision needs. The flip of one switch here makes it easier for
the pilot to focus on presenting and performing the maneuver,
rather than whether or not the right combination of switches
and trim levers has been set.
The Futaba 10C has helped me enjoy flying model aircraft
more. MA
Michael Ramsey
[email protected]
Manufacturer/Distributor:
Futaba RC/Great Planes Model Distributors
Box 9021
Champaign IL 61826
(217) 398-3630
www.futaba-rc.com
Other Published Reviews:
Fly RC: October 2008
Model Airplane News: October 2008
R/C Report: October 2008
Edition: Model Aviation - 2009/09
Page Numbers: 62,63,64,65,66
SO MANY CHOICES are available to the RC modeler. Besides
every size of aircraft, there’s an abundance of helicopters from
which to choose. If that weren’t enough, today’s seasoned
aeromodeling enthusiast might even be scratching his or her head
about what frequency to use.
Whether you’re a one-aircraft or any-aircraft type of person,
it’s tough to find a radio system that can accommodate every
need. The Futaba 10C meets the demands of an RC pilot who
experiments with a variety of models. I’m an airplane and
helicopter pilot, and I haven’t found an application that this radio
doesn’t suit neatly.
Approximately seven years ago, I paid more than $1,000 for a
nine-channel, frontline radio: the Futaba 9ZWC2. I still love that
system, because it gives me the ability to program and fine-tune
every function, switch, and trim lever (whether I need it or not).
To effectively use the 9ZWC2 took some effort. Today, for
slightly more than half the price, the 10C offers almost the same
feature options with programming language and accessibility
that’s easier to learn.
The 10C can operate aircraft on 50 MHz, 72 MHz, or 2.4 GHz
(and others, but they don’t necessarily apply in the US). If you
feel like operating on 75 MHz, this system will also control your
boat or car.
I ordered my 10C with the 2.4 GHz Futaba Advanced Spread
Spectrum Technology (FASST) module. Swapping the frequency
module from the transmitter’s back panel can put the standard
antenna to good use. This means that my investment in perfectly
good 72 MHz receivers is still viable and able to take advantage
of the 10C programmability.
The data stream’s fidelity depends on the equipment chosen
to work with the 10C transmitter; not all servos and receivers
work the same. With the included Futaba R6014FS 14-channel
FASST receiver, the user is offered the highest precision
possible from the pure digital data stream: 2048 resolution. The
10C will work with any FASST receiver; however, below eight
channels, the resolution stream steps down to 1024 (not at all
bad, really).
Any Futaba narrow-band FM receiver can be used with the
10C, but only receivers marked “PCM1024” will operate at that
resolution. The TP-72 or TP-FM module is required to operate
the 10CA/H on 72 MHz. It’s nice to have options.
Pilots who have enjoyed the popular Futaba 9C radio should
be happy to know that the 10C is downward compatible. A
memory module such as Futaba’s CamPAC or aftermarket
compatible can be used to move any model stored in the 9C into
the 10C.
Without the memory module, there’s room for 15 models in
the 10C. Each storage block contains all trim positions, switch
settings, and channel functions, as well as the frequency band
used. It will remember that the model was used in either Pulse
Position Modulation (PPM) or Pulse Code Modulation (PCM),
but it won’t remember the channel number.
I don’t expect to use my 10C in the 72 MHz mode too often.
I’m spoiled by not having to concern myself with frequency
conflicts, and the FASST system’s efficiency makes sense.
FASST receivers are easy to link with the transmitter. And
because the 2.4 GHz signal from the transmitter hops (Futaba
calls it continuous channel shifting) hundreds of times per
second, there’s almost no chance of same-channel interference.
Why upgrade from the 9C? There are a couple things that
faithful Futaba users will appreciate. Again, because the data
between the aircraft and transmitter is totally digital (when used
with the TM-10 module), the model’s response will be
noticeably quicker. It’s comparable to when you tell your kids to
do something, and they do it that instant; it’s that kind of
rewarding feeling.
I’ve also touted that the improvement in servo performance is
similar to upgrading the power pack from 4.8 to 6.0 volts. (They
seem to move sooner.)
Servo grouping is a great reason to upgrade. When servos are
programmed to work together, as in a dual-elevator or Cyclic/
Collective Pitch Mixing (CCPM) swashplate setups, the signal to
them is sent simultaneously.
Futaba arranges the flow of data so that the proper servos get
the message at the same time; therefore, all move with precision.
Imagine how it would be flying with elevator halves moving at
different times—what a hassle.
A reason why the Futaba 9C transmitter was so popular was
that its switches were both preprogrammed with the popular
functionality but could be reassigned at the user’s will. That is a
huge benefit for those who use one radio to fly helicopters and
airplanes.
With the 10C, Futaba added Smart Switch Technology. The
effect is that combinations of joystick positions and/or switch
positions will activate user-programmed flight conditions. This
makes the transmitter easier to use and reduces the pilot’s
workload by his or her not having to move fingers off the sticks,
because functions activate with natural pilot input.
All of the 10C radio’s 10 channels are fully functional and
proportional. When grouping a massive number of servos, it’s
nice to know that Channel 10 has the same precision and fidelity
as Channel 1. So now you 9C users with ganged servos on Y
harnesses can get rid of some of that wiring.
The 10C transmitter is comfortable to hold, with rubber grips
on the back to prevent slippage. The case has a limited amount of
indentations and texture, to reduce the possibility of dirt and oil
settling and eventually ruining the finish.
A minimal number of screws attaches the
case’s halves, so getting in there to make
gimbal tension adjustments is
uncomplicated. (I like tight sticks.)
The gimbals operate smoothly and have
length-adjustable sticks that are knurled,
so that even a light touch delivers control
input. There are enough switches, knobs,
and sliders on the case to suit almost any
pilot’s need.
Four of the switches are dual input, two
have three positions, and the last is
momentary. The pilot can access triple
rates by selecting a three-position switch
as the function command.
For flap or pitch adjustments, the
sliders on the sides of the transmitter are
ideal but can be bumped effortlessly. A
tone will sound when the sliders are
cycled past the center position. In
addition, the knobs and sliders are
detented so that a pilot looking up at the
aircraft can feel his or her input changes.
If you’re used to squinting at a little
LCD screen on the transmitter, be sure to
break out the sunglasses before turning on
the 10C. The 160 x 72-pixel backlit
display takes up nearly one-quarter of the
transmitter face. The user can adjust the
screen’s contrast and brightness.
The most appreciable point about this
feature is that programming isn’t limited
to a narrow scrolling list. Almost the
entire list of features is viewable at once
or on just two menu lists.
Even better, there is a cursor lever and
a dial to navigate the menu functions so
that the user can move in any convenient
direction on the screen to select the needed
function. (No more scrolling around and
around.) The only thing more convenient
would be a touch screen, which is
available on the 14MZ transmitter.
Navigating the transmitter program is
similar to working the functions of the
average laptop computer. It’s not rocket
science, and the navigation system sped up
programming significantly and helped me
get familiar with the radio more quickly.
Futaba’s instruction manual takes a
new approach to instruction. It does well
at describing the basics and the more
advanced programming features. A chart
system shows programming samples,
which isn’t a clear language, but it’s easy
enough to learn to understand.
Once I reviewed the Basic setup
example, the “Aha!” moment occurred,
and following the rest of the 120-page
book was a snap. I found it best to perform
the programming instructions with the
transmitter while reading the manual, to
get a clear idea of the feature.
I have never been as familiar with the
throttle on a model aircraft as I was after
learning everything the 10C can do on that
channel alone. The idle-down and throttlecut
features first caught my eye.
Flying a helicopter, the safe practice is
to engage the throttle-hold command when
handling the machine. It reduces the
possibility of starting the motor by
accident. Electric aircraft are “live” once
power is supplied to the motor.
Prior to the 10C, complicated program
mixes were needed to effectively create a
“throttle-hold” function for aircraft. The
throttle-cut program does just that, and it’s
easy to activate. When combined on the
default three-position switch, the idledown
feature can be set as the low-throttle
setting that is necessary for landing or
sitting at the ready line. (Set your motor to
actually spin at idle.)
Turning both of those features off
brings the idle to the trim lever position,
which the pilot would set for high idle—
ensuring that the engine can’t quit with the
throttle at low stick.
The preceding explains how there is
little need for fumbling around with trim
levers any longer. It may sound
contradictory, but having many switches
and knobs to work with on the transmitter
can make things easier.
Flying With the 10C: The transmitter was
comfortable to program from the
beginning. My experience with the 7U,
8U, 9C, and 9Z radios probably proved to
be an asset, and I needed little manual
consultation to successfully program two
helicopters and two aircraft into the
systems.
Remember to select the model type
before making an effort to customize the
programming. Switching from helicopter
to aircraft or sailplane mode will reset that model memory.
Binding FASST receivers to a specific transmitter is a simple
matter of pushing a button on the side of the receiver, which is a
command to search for the most powerful FASST GUID code.
The two airplanes I tested were programmed at an active flying
site, and holding the transmitter practically on top of the receiver
helped establish the link more quickly.
The receiver links to the transmitter and can be used no
matter what model program is selected. Check to ensure that the
correct model is uploaded each time before you fly.
The airplanes were simple four-channel models that worked
flawlessly. I needed only approximately 15 minutes to program
each one.
That period of time is probably owed to my practice with the
system, but recollection wasn’t a factor; the large screen made it
clear what functions were available. With the cursor and dial,
setting dual-rate, ATV (Adjustable Travel Volume), and
subtrims are locked in as quickly as the dial can be spun.
Flying at 2048 versus 1024 is noticeable, most obviously
on a helicopter equipped with high-end digital servos
managing CCPM mechanics. In a hover, I wasn’t hunting the
collective stick as much—a most appreciated aspect of 2048
resolution.
The 10C is filled with safeguards. Most program functions
that make drastic changes to the model are prompted with an
“Are you sure?” message. It’s nice to have a system that
almost thinks for me.
Graphic aids are used that take full advantage of the large
screen and high resolution. Minute changes in exponential or
pitch curves are clearly displayed to the point where 1%
increments vividly change the example.
I love my Futaba 7C radio, but frankly I can’t remember
exactly what the abbreviations for swashplate types mean.
Switching swashplate types resets the ATV and subtrims of the
cyclic servos, so choosing the correct type is crucial. On the
10C, the swashplate type is named and graphically displayed;
now I don’t have to hunt for the manual.
10C More Often: The power pack that comes with the 10C is
the traditional 700 mAh, eight-cell type. Running in the
FASST mode, the current draw is less than when running in
the FM mode; therefore, you can expect more flights from the
pack. The transmitter won’t lay down in a conventional case
without the FASST module removed.
The manual contains an excellent reference to the correct
transmitter-antenna orientation. It needs to point straight down
from the case, which presents the most antenna area to the
aircraft. Pointing the antenna upward (parallel with the case)
reduces signal efficiency.
Testing both orientations didn’t conclude fault or loss of
control, but these models were kept well in sight and around
the field perimeter. Sailplane pilots should be particularly
careful to correctly orient the transmitter antenna.
I explored flight conditions in the helicopter mode—
specifically in the area of the gyro sensitivity required for finetuning
between the different idle-up conditions. (There are
five.) One flight mode was set for forward flight, which is
sometimes referred to as the FAI mode. In this mode, a lower
gyro gain is required (so that the tail doesn’t hunt in forward
flight), which automatically sets with the flip of one switch
that also changes the head speed and pitch curves.
With the aircraft, flight modes are helpful when flying
aerobatics; setup changes can be drastic between 3-D and
precision needs. The flip of one switch here makes it easier for
the pilot to focus on presenting and performing the maneuver,
rather than whether or not the right combination of switches
and trim levers has been set.
The Futaba 10C has helped me enjoy flying model aircraft
more. MA
Michael Ramsey
[email protected]
Manufacturer/Distributor:
Futaba RC/Great Planes Model Distributors
Box 9021
Champaign IL 61826
(217) 398-3630
www.futaba-rc.com
Other Published Reviews:
Fly RC: October 2008
Model Airplane News: October 2008
R/C Report: October 2008
Edition: Model Aviation - 2009/09
Page Numbers: 62,63,64,65,66
SO MANY CHOICES are available to the RC modeler. Besides
every size of aircraft, there’s an abundance of helicopters from
which to choose. If that weren’t enough, today’s seasoned
aeromodeling enthusiast might even be scratching his or her head
about what frequency to use.
Whether you’re a one-aircraft or any-aircraft type of person,
it’s tough to find a radio system that can accommodate every
need. The Futaba 10C meets the demands of an RC pilot who
experiments with a variety of models. I’m an airplane and
helicopter pilot, and I haven’t found an application that this radio
doesn’t suit neatly.
Approximately seven years ago, I paid more than $1,000 for a
nine-channel, frontline radio: the Futaba 9ZWC2. I still love that
system, because it gives me the ability to program and fine-tune
every function, switch, and trim lever (whether I need it or not).
To effectively use the 9ZWC2 took some effort. Today, for
slightly more than half the price, the 10C offers almost the same
feature options with programming language and accessibility
that’s easier to learn.
The 10C can operate aircraft on 50 MHz, 72 MHz, or 2.4 GHz
(and others, but they don’t necessarily apply in the US). If you
feel like operating on 75 MHz, this system will also control your
boat or car.
I ordered my 10C with the 2.4 GHz Futaba Advanced Spread
Spectrum Technology (FASST) module. Swapping the frequency
module from the transmitter’s back panel can put the standard
antenna to good use. This means that my investment in perfectly
good 72 MHz receivers is still viable and able to take advantage
of the 10C programmability.
The data stream’s fidelity depends on the equipment chosen
to work with the 10C transmitter; not all servos and receivers
work the same. With the included Futaba R6014FS 14-channel
FASST receiver, the user is offered the highest precision
possible from the pure digital data stream: 2048 resolution. The
10C will work with any FASST receiver; however, below eight
channels, the resolution stream steps down to 1024 (not at all
bad, really).
Any Futaba narrow-band FM receiver can be used with the
10C, but only receivers marked “PCM1024” will operate at that
resolution. The TP-72 or TP-FM module is required to operate
the 10CA/H on 72 MHz. It’s nice to have options.
Pilots who have enjoyed the popular Futaba 9C radio should
be happy to know that the 10C is downward compatible. A
memory module such as Futaba’s CamPAC or aftermarket
compatible can be used to move any model stored in the 9C into
the 10C.
Without the memory module, there’s room for 15 models in
the 10C. Each storage block contains all trim positions, switch
settings, and channel functions, as well as the frequency band
used. It will remember that the model was used in either Pulse
Position Modulation (PPM) or Pulse Code Modulation (PCM),
but it won’t remember the channel number.
I don’t expect to use my 10C in the 72 MHz mode too often.
I’m spoiled by not having to concern myself with frequency
conflicts, and the FASST system’s efficiency makes sense.
FASST receivers are easy to link with the transmitter. And
because the 2.4 GHz signal from the transmitter hops (Futaba
calls it continuous channel shifting) hundreds of times per
second, there’s almost no chance of same-channel interference.
Why upgrade from the 9C? There are a couple things that
faithful Futaba users will appreciate. Again, because the data
between the aircraft and transmitter is totally digital (when used
with the TM-10 module), the model’s response will be
noticeably quicker. It’s comparable to when you tell your kids to
do something, and they do it that instant; it’s that kind of
rewarding feeling.
I’ve also touted that the improvement in servo performance is
similar to upgrading the power pack from 4.8 to 6.0 volts. (They
seem to move sooner.)
Servo grouping is a great reason to upgrade. When servos are
programmed to work together, as in a dual-elevator or Cyclic/
Collective Pitch Mixing (CCPM) swashplate setups, the signal to
them is sent simultaneously.
Futaba arranges the flow of data so that the proper servos get
the message at the same time; therefore, all move with precision.
Imagine how it would be flying with elevator halves moving at
different times—what a hassle.
A reason why the Futaba 9C transmitter was so popular was
that its switches were both preprogrammed with the popular
functionality but could be reassigned at the user’s will. That is a
huge benefit for those who use one radio to fly helicopters and
airplanes.
With the 10C, Futaba added Smart Switch Technology. The
effect is that combinations of joystick positions and/or switch
positions will activate user-programmed flight conditions. This
makes the transmitter easier to use and reduces the pilot’s
workload by his or her not having to move fingers off the sticks,
because functions activate with natural pilot input.
All of the 10C radio’s 10 channels are fully functional and
proportional. When grouping a massive number of servos, it’s
nice to know that Channel 10 has the same precision and fidelity
as Channel 1. So now you 9C users with ganged servos on Y
harnesses can get rid of some of that wiring.
The 10C transmitter is comfortable to hold, with rubber grips
on the back to prevent slippage. The case has a limited amount of
indentations and texture, to reduce the possibility of dirt and oil
settling and eventually ruining the finish.
A minimal number of screws attaches the
case’s halves, so getting in there to make
gimbal tension adjustments is
uncomplicated. (I like tight sticks.)
The gimbals operate smoothly and have
length-adjustable sticks that are knurled,
so that even a light touch delivers control
input. There are enough switches, knobs,
and sliders on the case to suit almost any
pilot’s need.
Four of the switches are dual input, two
have three positions, and the last is
momentary. The pilot can access triple
rates by selecting a three-position switch
as the function command.
For flap or pitch adjustments, the
sliders on the sides of the transmitter are
ideal but can be bumped effortlessly. A
tone will sound when the sliders are
cycled past the center position. In
addition, the knobs and sliders are
detented so that a pilot looking up at the
aircraft can feel his or her input changes.
If you’re used to squinting at a little
LCD screen on the transmitter, be sure to
break out the sunglasses before turning on
the 10C. The 160 x 72-pixel backlit
display takes up nearly one-quarter of the
transmitter face. The user can adjust the
screen’s contrast and brightness.
The most appreciable point about this
feature is that programming isn’t limited
to a narrow scrolling list. Almost the
entire list of features is viewable at once
or on just two menu lists.
Even better, there is a cursor lever and
a dial to navigate the menu functions so
that the user can move in any convenient
direction on the screen to select the needed
function. (No more scrolling around and
around.) The only thing more convenient
would be a touch screen, which is
available on the 14MZ transmitter.
Navigating the transmitter program is
similar to working the functions of the
average laptop computer. It’s not rocket
science, and the navigation system sped up
programming significantly and helped me
get familiar with the radio more quickly.
Futaba’s instruction manual takes a
new approach to instruction. It does well
at describing the basics and the more
advanced programming features. A chart
system shows programming samples,
which isn’t a clear language, but it’s easy
enough to learn to understand.
Once I reviewed the Basic setup
example, the “Aha!” moment occurred,
and following the rest of the 120-page
book was a snap. I found it best to perform
the programming instructions with the
transmitter while reading the manual, to
get a clear idea of the feature.
I have never been as familiar with the
throttle on a model aircraft as I was after
learning everything the 10C can do on that
channel alone. The idle-down and throttlecut
features first caught my eye.
Flying a helicopter, the safe practice is
to engage the throttle-hold command when
handling the machine. It reduces the
possibility of starting the motor by
accident. Electric aircraft are “live” once
power is supplied to the motor.
Prior to the 10C, complicated program
mixes were needed to effectively create a
“throttle-hold” function for aircraft. The
throttle-cut program does just that, and it’s
easy to activate. When combined on the
default three-position switch, the idledown
feature can be set as the low-throttle
setting that is necessary for landing or
sitting at the ready line. (Set your motor to
actually spin at idle.)
Turning both of those features off
brings the idle to the trim lever position,
which the pilot would set for high idle—
ensuring that the engine can’t quit with the
throttle at low stick.
The preceding explains how there is
little need for fumbling around with trim
levers any longer. It may sound
contradictory, but having many switches
and knobs to work with on the transmitter
can make things easier.
Flying With the 10C: The transmitter was
comfortable to program from the
beginning. My experience with the 7U,
8U, 9C, and 9Z radios probably proved to
be an asset, and I needed little manual
consultation to successfully program two
helicopters and two aircraft into the
systems.
Remember to select the model type
before making an effort to customize the
programming. Switching from helicopter
to aircraft or sailplane mode will reset that model memory.
Binding FASST receivers to a specific transmitter is a simple
matter of pushing a button on the side of the receiver, which is a
command to search for the most powerful FASST GUID code.
The two airplanes I tested were programmed at an active flying
site, and holding the transmitter practically on top of the receiver
helped establish the link more quickly.
The receiver links to the transmitter and can be used no
matter what model program is selected. Check to ensure that the
correct model is uploaded each time before you fly.
The airplanes were simple four-channel models that worked
flawlessly. I needed only approximately 15 minutes to program
each one.
That period of time is probably owed to my practice with the
system, but recollection wasn’t a factor; the large screen made it
clear what functions were available. With the cursor and dial,
setting dual-rate, ATV (Adjustable Travel Volume), and
subtrims are locked in as quickly as the dial can be spun.
Flying at 2048 versus 1024 is noticeable, most obviously
on a helicopter equipped with high-end digital servos
managing CCPM mechanics. In a hover, I wasn’t hunting the
collective stick as much—a most appreciated aspect of 2048
resolution.
The 10C is filled with safeguards. Most program functions
that make drastic changes to the model are prompted with an
“Are you sure?” message. It’s nice to have a system that
almost thinks for me.
Graphic aids are used that take full advantage of the large
screen and high resolution. Minute changes in exponential or
pitch curves are clearly displayed to the point where 1%
increments vividly change the example.
I love my Futaba 7C radio, but frankly I can’t remember
exactly what the abbreviations for swashplate types mean.
Switching swashplate types resets the ATV and subtrims of the
cyclic servos, so choosing the correct type is crucial. On the
10C, the swashplate type is named and graphically displayed;
now I don’t have to hunt for the manual.
10C More Often: The power pack that comes with the 10C is
the traditional 700 mAh, eight-cell type. Running in the
FASST mode, the current draw is less than when running in
the FM mode; therefore, you can expect more flights from the
pack. The transmitter won’t lay down in a conventional case
without the FASST module removed.
The manual contains an excellent reference to the correct
transmitter-antenna orientation. It needs to point straight down
from the case, which presents the most antenna area to the
aircraft. Pointing the antenna upward (parallel with the case)
reduces signal efficiency.
Testing both orientations didn’t conclude fault or loss of
control, but these models were kept well in sight and around
the field perimeter. Sailplane pilots should be particularly
careful to correctly orient the transmitter antenna.
I explored flight conditions in the helicopter mode—
specifically in the area of the gyro sensitivity required for finetuning
between the different idle-up conditions. (There are
five.) One flight mode was set for forward flight, which is
sometimes referred to as the FAI mode. In this mode, a lower
gyro gain is required (so that the tail doesn’t hunt in forward
flight), which automatically sets with the flip of one switch
that also changes the head speed and pitch curves.
With the aircraft, flight modes are helpful when flying
aerobatics; setup changes can be drastic between 3-D and
precision needs. The flip of one switch here makes it easier for
the pilot to focus on presenting and performing the maneuver,
rather than whether or not the right combination of switches
and trim levers has been set.
The Futaba 10C has helped me enjoy flying model aircraft
more. MA
Michael Ramsey
[email protected]
Manufacturer/Distributor:
Futaba RC/Great Planes Model Distributors
Box 9021
Champaign IL 61826
(217) 398-3630
www.futaba-rc.com
Other Published Reviews:
Fly RC: October 2008
Model Airplane News: October 2008
R/C Report: October 2008