HELP! Spektrum DX7 radio failure?
07-19-2007, 04:22 PM
#51
Member
Join Date: Sep 2006
Location: Seattle, WA
Posts: 440
I was just thinking of a way to confirm that it was the TX and came up with an idea:
-If you know someone nearby you who owns a DX7 you can borrow their Tx and test all of your receivers that you had problems with in the same plane.
-Let your Tx be TxA and a friends be TxB.
-Let the 4 Recievers be Rx1-4
-Use 1 vehicle - and let that be aircraft A
-Take TxB, Rx1, and Aircraft A and test to see if you can reproduce the glitch. Do this with all four of your receivers. IF you cannot reproduce the glitch, THEN it follows that it was a fault with your transmitter and not the receivers. However, IF you CAN reproduce the glitch then it is either a) a problem with your receivers or b) a previously undiscovered flaw in the DX system or c) a problem associated with your field or d) something entirely different.
Obviously, the best scenario would involve trying to reproduce the exact conditions (ie same plane, batteries, servos, engines, flying location) but that is probably not doable since your p38 was totaled. But I seem to remember you saying it happened in multiple aircraft, perhaps you should do this experiment in one of those other craft.
Let us know if you do decide to do this and what your findings are, I am very curious and wish I could do this experiment
Best of luck,
Lip84
-If you know someone nearby you who owns a DX7 you can borrow their Tx and test all of your receivers that you had problems with in the same plane.
-Let your Tx be TxA and a friends be TxB.
-Let the 4 Recievers be Rx1-4
-Use 1 vehicle - and let that be aircraft A
-Take TxB, Rx1, and Aircraft A and test to see if you can reproduce the glitch. Do this with all four of your receivers. IF you cannot reproduce the glitch, THEN it follows that it was a fault with your transmitter and not the receivers. However, IF you CAN reproduce the glitch then it is either a) a problem with your receivers or b) a previously undiscovered flaw in the DX system or c) a problem associated with your field or d) something entirely different.
Obviously, the best scenario would involve trying to reproduce the exact conditions (ie same plane, batteries, servos, engines, flying location) but that is probably not doable since your p38 was totaled. But I seem to remember you saying it happened in multiple aircraft, perhaps you should do this experiment in one of those other craft.
Let us know if you do decide to do this and what your findings are, I am very curious and wish I could do this experiment
Best of luck,
Lip84
07-19-2007, 04:34 PM
#52
UNCLUB OWNER
Thread Starter
Join Date: Jul 2007
Location: Oklahoma
Posts: 4,406
Lip84 -- that's a good, solid testing approach. Unfortunately, my DX7 is already in the mail to Horizon... (Also, I don't know of anyone else around here with a DX7 -- though I'm sure I could find someone at the LHS.)
As for the Tx battery... When I had the two glitches on Sunday, with the P-51, I thought the Tx battery might be low... I seem to remember it was something like 10.4 volts.
I went home and charged it for 17 hours. The battery voltage was above 12 volts (I forget exactly what the DX7 said, but it was full). I flew that morning, and crashed the P-38.
Does anyone know if the DX7 has a low battery alarm? If so, I've never heard that alarm... :o
As for the Tx battery... When I had the two glitches on Sunday, with the P-51, I thought the Tx battery might be low... I seem to remember it was something like 10.4 volts.
I went home and charged it for 17 hours. The battery voltage was above 12 volts (I forget exactly what the DX7 said, but it was full). I flew that morning, and crashed the P-38.
Does anyone know if the DX7 has a low battery alarm? If so, I've never heard that alarm... :o
07-19-2007, 09:35 PM
#53
Community Moderator
Join Date: Aug 2005
Location: McAlester, Oklahoma
Posts: 10,811
Originally Posted by Lieutenant Loughead
Does anyone know if the DX7 has a low battery alarm? If so, I've never heard that alarm... :o
07-26-2007, 08:20 PM
#54
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Thread Starter
Join Date: Jul 2007
Location: Oklahoma
Posts: 4,406
Well, I just received a phone call from the Spektrum technician. He says he spent several hours yesterday, testing my transmitter and six receivers -- all passed 100%.
During our 1-hour-long phone call, he pointed fingers at other components of my flight system:
First, he started with the LiPos, saying they were all "overcharged". (16.52 volts for a 4s, 12.02 volts for a 3s, and 11.68 volts for a 3s.) He told me, "3.0 volts per cell is considered a dead battery." He went on to say "all LiPo manufacturers agree on this point." I told him I have had 60+ cycles on these LiPos, and I charge them with a Triton charger -- the batteries are fine. He argued with me a little, but when I asked him if he's ever flown an electric airplane, he said, "no", and backed off.
Next, he started in on the Castle Creations speed controls. However, he quickly said this should not be an issue, since Spektrum sells Castle Creations speed controls.
Finally, he tried to tell me the failure has something to do with how I'm installing the second battery for that second flight. He didn't seem to understand why anyone would swap out a battery between flights. (Again, he's obviously not an electric flyer.) Who knows how I can install the battery correctly for the first flight, but not for the second one...
Then, we talked about servo loading, BEC usage (at one point, he told me I had it hooked up incorrectly), temperature failures, and lots of other things... He's stumped...
At this point, I've talked him into letting one of the Spektrum guys borrow the transmitter for the weekend to fly with it. We'll see what happens next.
I get the impression he thought I knew nothing about electronics, and was ignorant to how this stuff worked. He stopped in his tracks when I was able to pull up my flight log and tell him the details of every flight I've had for the last three years... ("Battery temp was 103.6 degrees, average discharge amps was 4.16 amps, after flight voltage was 12.02 volts, mAh used was 351 (out of #2 Tanic 3s 2220 mAh LiPo -- this particular battery's 71st flight), flight time was 5.1 minutes, the flight was July 15, 2007 at 13:45, and the wind was out of the east at 5 mph. It took 45 minutes for the Triton charger to charge the LiPo at 1 amp, with an average charge rate of 0.47 amps.")
When I told him the TRANSMITTER voltage was 10.4 volts after the P-51 crash, he was obviously confused -- he thought I was talking about the flight battery voltage (despite saying "TRANSMITTER Battery" three times). When he finally figured out we were talking about the TRANSMITTER voltage, he said, "Oh -- it's above 9 volts, so it's fully charged." (WHAT?! "Fully charged" would be closer to 11 volts!!! OH WAIT -- that would be an "overcharged battery", right?! )
I asked him if I could use a seperate 2s 800 mAh LiPo to power the Spektrum receivers. He didn't know the answer, but advised against it. (The Spektrum web site says the operating voltage range is "3.5v - 9v" -- why would a 2s LiPo not work?!) He suggested using a 6-cell NiMh battery, because "using the 2s LiPo would put too many volts on the receiver, and cause a thermal issue."
I asked him how much current the AR6100 receiver draws -- he had no idea.
This conversation does not give me a "warm fuzzy" feeling about Spektrum... Anyone want to buy a DX7 and seven receivers (AR6100 x6 + AR7100 x1)???
I think I'm switching back to my 72 MHz system...
During our 1-hour-long phone call, he pointed fingers at other components of my flight system:
First, he started with the LiPos, saying they were all "overcharged". (16.52 volts for a 4s, 12.02 volts for a 3s, and 11.68 volts for a 3s.) He told me, "3.0 volts per cell is considered a dead battery." He went on to say "all LiPo manufacturers agree on this point." I told him I have had 60+ cycles on these LiPos, and I charge them with a Triton charger -- the batteries are fine. He argued with me a little, but when I asked him if he's ever flown an electric airplane, he said, "no", and backed off.
Next, he started in on the Castle Creations speed controls. However, he quickly said this should not be an issue, since Spektrum sells Castle Creations speed controls.
Finally, he tried to tell me the failure has something to do with how I'm installing the second battery for that second flight. He didn't seem to understand why anyone would swap out a battery between flights. (Again, he's obviously not an electric flyer.) Who knows how I can install the battery correctly for the first flight, but not for the second one...
Then, we talked about servo loading, BEC usage (at one point, he told me I had it hooked up incorrectly), temperature failures, and lots of other things... He's stumped...
At this point, I've talked him into letting one of the Spektrum guys borrow the transmitter for the weekend to fly with it. We'll see what happens next.
I get the impression he thought I knew nothing about electronics, and was ignorant to how this stuff worked. He stopped in his tracks when I was able to pull up my flight log and tell him the details of every flight I've had for the last three years... ("Battery temp was 103.6 degrees, average discharge amps was 4.16 amps, after flight voltage was 12.02 volts, mAh used was 351 (out of #2 Tanic 3s 2220 mAh LiPo -- this particular battery's 71st flight), flight time was 5.1 minutes, the flight was July 15, 2007 at 13:45, and the wind was out of the east at 5 mph. It took 45 minutes for the Triton charger to charge the LiPo at 1 amp, with an average charge rate of 0.47 amps.")
When I told him the TRANSMITTER voltage was 10.4 volts after the P-51 crash, he was obviously confused -- he thought I was talking about the flight battery voltage (despite saying "TRANSMITTER Battery" three times). When he finally figured out we were talking about the TRANSMITTER voltage, he said, "Oh -- it's above 9 volts, so it's fully charged." (WHAT?! "Fully charged" would be closer to 11 volts!!! OH WAIT -- that would be an "overcharged battery", right?!
)I asked him if I could use a seperate 2s 800 mAh LiPo to power the Spektrum receivers. He didn't know the answer, but advised against it. (The Spektrum web site says the operating voltage range is "3.5v - 9v" -- why would a 2s LiPo not work?!) He suggested using a 6-cell NiMh battery, because "using the 2s LiPo would put too many volts on the receiver, and cause a thermal issue."
I asked him how much current the AR6100 receiver draws -- he had no idea.
This conversation does not give me a "warm fuzzy" feeling about Spektrum... Anyone want to buy a DX7 and seven receivers (AR6100 x6 + AR7100 x1)???
I think I'm switching back to my 72 MHz system...
Last edited by Lieutenant Loughead; 07-26-2007 at 09:52 PM.
07-26-2007, 08:27 PM
#55
Member
Join Date: Jun 2007
Posts: 847
Originally Posted by Lieutenant Loughead
Well, I just received a phone call from the Spektrum technician. He says he spent several hours yesterday, testing my transmitter and six receivers -- all passed 100%.
During our 1-hour-long phone call, he pointed fingers at other components of my flight system:
First, he started with the LiPos, saying they were all "overcharged". (16.52 volts for a 4s, 12.02 volts for a 3s, and 11.68 volts for a 3s.) He told me, "3.0 volts per cell is considered a dead battery." He went on to say "all LiPo manufacturers agree on this point." I told him I have had 60+ cycles on these LiPos, and I charge them with a Triton charger -- the batteries are fine. He argued with me a little, but when I asked him if he's ever flown an electric airplane, he said, "no", and backed off.
Next, he started in on the Castle Creations speed controls. However, he quickly said this should not be an issue, since Spektrum sells Castle Creations speed controls.
Finally, he tried to tell me the failure has something to do with how I'm installing the second battery for that second flight. He didn't seem to understand why anyone would swap out a battery between flights. (Again, he's obviously not an electric flyer.) Who knows how I can install the battery correctly for the first flight, but not for the second one...
Then, we talked about servo loading, BEC usage (at one point, he told me I had it hooked up incorrectly), temperature failures, and lots of other things... He's stumped...
At this point, I've talked him into letting one of the Spektrum guys borrow the transmitter for the weekend to fly with it. We'll see what happens next.
I get the impression he thought I knew nothing about electronics, and was ignorant to how this stuff worked. He stopped in his tracks when I was able to pull up my flight log and tell him the details of every flight I've had for the last three years... ("Battery temp was 103.6 degrees, average discharge amps was 4.16 amps, after flight voltage was 12.02 volts, mAh used was 351 (out of a 2220 mAh LiPo), flight time was 5.1 minutes, the flight was July 15, 2007 at 13:45, and the wind was out of the east at 5 mph. It took 45 minutes for the Triton charger to charge the LiPo at 1 amp, with an average charge rate of 0.47 amps.")
When I told him the TRANSMITTER voltage was 10.4 volts after the P-51 crash, he was obviously confused -- he thought I was talking about the flight battery voltage (despite saying "TRANSMITTER Battery" three times). When he finally figured out we were talking about the TRANSMITTER voltage, he said, "Oh -- it's above 9 volts, so it's fully charged." (WHAT?! "Fully charged" would be closer to 11.5 volts!!!)
I asked him if I could use a seperate 2s 800 mAh LiPo to power the Spektrum receivers. He didn't know the answer, but advised against it. (The Spektrum web site says the operating voltage range is "3.5v - 9v" -- why would a 2s LiPo not work?!) He suggested using a 6-cell NiMh battery.
I asked him how much current the AR6100 receiver draws -- he had no idea.
This conversation does not give me a "warm fuzzy" feeling about Spektrum... Anyone want to buy a DX7 and seven receivers (AR6100 x6 + AR7100 x1)???
During our 1-hour-long phone call, he pointed fingers at other components of my flight system:
First, he started with the LiPos, saying they were all "overcharged". (16.52 volts for a 4s, 12.02 volts for a 3s, and 11.68 volts for a 3s.) He told me, "3.0 volts per cell is considered a dead battery." He went on to say "all LiPo manufacturers agree on this point." I told him I have had 60+ cycles on these LiPos, and I charge them with a Triton charger -- the batteries are fine. He argued with me a little, but when I asked him if he's ever flown an electric airplane, he said, "no", and backed off.
Next, he started in on the Castle Creations speed controls. However, he quickly said this should not be an issue, since Spektrum sells Castle Creations speed controls.
Finally, he tried to tell me the failure has something to do with how I'm installing the second battery for that second flight. He didn't seem to understand why anyone would swap out a battery between flights. (Again, he's obviously not an electric flyer.) Who knows how I can install the battery correctly for the first flight, but not for the second one...
Then, we talked about servo loading, BEC usage (at one point, he told me I had it hooked up incorrectly), temperature failures, and lots of other things... He's stumped...
At this point, I've talked him into letting one of the Spektrum guys borrow the transmitter for the weekend to fly with it. We'll see what happens next.
I get the impression he thought I knew nothing about electronics, and was ignorant to how this stuff worked. He stopped in his tracks when I was able to pull up my flight log and tell him the details of every flight I've had for the last three years... ("Battery temp was 103.6 degrees, average discharge amps was 4.16 amps, after flight voltage was 12.02 volts, mAh used was 351 (out of a 2220 mAh LiPo), flight time was 5.1 minutes, the flight was July 15, 2007 at 13:45, and the wind was out of the east at 5 mph. It took 45 minutes for the Triton charger to charge the LiPo at 1 amp, with an average charge rate of 0.47 amps.")
When I told him the TRANSMITTER voltage was 10.4 volts after the P-51 crash, he was obviously confused -- he thought I was talking about the flight battery voltage (despite saying "TRANSMITTER Battery" three times). When he finally figured out we were talking about the TRANSMITTER voltage, he said, "Oh -- it's above 9 volts, so it's fully charged." (WHAT?! "Fully charged" would be closer to 11.5 volts!!!)
I asked him if I could use a seperate 2s 800 mAh LiPo to power the Spektrum receivers. He didn't know the answer, but advised against it. (The Spektrum web site says the operating voltage range is "3.5v - 9v" -- why would a 2s LiPo not work?!) He suggested using a 6-cell NiMh battery.
I asked him how much current the AR6100 receiver draws -- he had no idea.
This conversation does not give me a "warm fuzzy" feeling about Spektrum... Anyone want to buy a DX7 and seven receivers (AR6100 x6 + AR7100 x1)???
07-26-2007, 08:29 PM
#56
UNCLUB OWNER
Thread Starter
Join Date: Jul 2007
Location: Oklahoma
Posts: 4,406
Originally Posted by Prof100
Holy Crapola, your above story makes me think I need to wait another year until Spektrum debugs their much vaunted DX7 and trains its service techs.
07-26-2007, 08:30 PM
#57
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Join Date: May 2007
Location: So Cal
Posts: 2,690
Personally I would call back and ask to speak with an engineer or someone who actually knows how the system works. That guy sounded like a level 1 tech just there to answer phones and boneheaded simple questions. Spektrum from what I have read is always trying to make good on their products to keep their share of the market. Negative publicity would definitely damage their reputation.
07-26-2007, 08:37 PM
#61
Member
Join Date: Sep 2006
Location: Seattle, WA
Posts: 440
I agree with Barney. He could be a new tech as well. And from personal experience, being a new tech sucks, especially when you dont know the equipment yet. However, that sounds like the stupidest guy ever, he didnt even try to provide quality customer service and bring one of the higher level tech support guys or an engineer on the line. Someone in a tech support/customer service realm should NEVER argue with a customer, especially one as prepared and knowledgeable as you.
I would definitely call back and request speaking to a lead tech or an engineer. It sounds like you have all your numbers to back up any convo and answer all the questions they might ask.
You deserve a quality answer and they are required to give it to you.
Lip84
P.S. You might want to drop them a line in your next phone convo that there is quite a lot of anxiety on your forums in regards to this issue and that a positive resolution will mean more business for them. That might persuade them to at least treat you well.
I would definitely call back and request speaking to a lead tech or an engineer. It sounds like you have all your numbers to back up any convo and answer all the questions they might ask.
You deserve a quality answer and they are required to give it to you.
Lip84
P.S. You might want to drop them a line in your next phone convo that there is quite a lot of anxiety on your forums in regards to this issue and that a positive resolution will mean more business for them. That might persuade them to at least treat you well.
07-26-2007, 08:53 PM
#62
Member
Join Date: Feb 2007
Posts: 174
Originally Posted by Lieutenant Loughead
Well, I just received a phone call from the Spektrum technician. He says he spent several hours yesterday, testing my transmitter and six receivers -- all passed 100%.
During our 1-hour-long phone call, he pointed fingers at other components of my flight system:
First, he started with the LiPos, saying they were all "overcharged". (16.52 volts for a 4s, 12.02 volts for a 3s, and 11.68 volts for a 3s.) He told me, "3.0 volts per cell is considered a dead battery." He went on to say "all LiPo manufacturers agree on this point." I told him I have had 60+ cycles on these LiPos, and I charge them with a Triton charger -- the batteries are fine. He argued with me a little, but when I asked him if he's ever flown an electric airplane, he said, "no", and backed off.
Next, he started in on the Castle Creations speed controls. However, he quickly said this should not be an issue, since Spektrum sells Castle Creations speed controls.
Finally, he tried to tell me the failure has something to do with how I'm installing the second battery for that second flight. He didn't seem to understand why anyone would swap out a battery between flights. (Again, he's obviously not an electric flyer.) Who knows how I can install the battery correctly for the first flight, but not for the second one...
Then, we talked about servo loading, BEC usage (at one point, he told me I had it hooked up incorrectly), temperature failures, and lots of other things... He's stumped...
At this point, I've talked him into letting one of the Spektrum guys borrow the transmitter for the weekend to fly with it. We'll see what happens next.
I get the impression he thought I knew nothing about electronics, and was ignorant to how this stuff worked. He stopped in his tracks when I was able to pull up my flight log and tell him the details of every flight I've had for the last three years... ("Battery temp was 103.6 degrees, average discharge amps was 4.16 amps, after flight voltage was 12.02 volts, mAh used was 351 (out of a 2220 mAh LiPo), flight time was 5.1 minutes, the flight was July 15, 2007 at 13:45, and the wind was out of the east at 5 mph. It took 45 minutes for the Triton charger to charge the LiPo at 1 amp, with an average charge rate of 0.47 amps.")
When I told him the TRANSMITTER voltage was 10.4 volts after the P-51 crash, he was obviously confused -- he thought I was talking about the flight battery voltage (despite saying "TRANSMITTER Battery" three times). When he finally figured out we were talking about the TRANSMITTER voltage, he said, "Oh -- it's above 9 volts, so it's fully charged." (WHAT?! "Fully charged" would be closer to 11 volts!!! OH WAIT -- that would be an "overcharged battery", right?! )
I asked him if I could use a seperate 2s 800 mAh LiPo to power the Spektrum receivers. He didn't know the answer, but advised against it. (The Spektrum web site says the operating voltage range is "3.5v - 9v" -- why would a 2s LiPo not work?!) He suggested using a 6-cell NiMh battery, because "using the 2s LiPo would put too many volts on the receiver, and cause a thermal issue."
I asked him how much current the AR6100 receiver draws -- he had no idea.
This conversation does not give me a "warm fuzzy" feeling about Spektrum... Anyone want to buy a DX7 and seven receivers (AR6100 x6 + AR7100 x1)??? I think I'm switching back to my 72 MHz system...
During our 1-hour-long phone call, he pointed fingers at other components of my flight system:
First, he started with the LiPos, saying they were all "overcharged". (16.52 volts for a 4s, 12.02 volts for a 3s, and 11.68 volts for a 3s.) He told me, "3.0 volts per cell is considered a dead battery." He went on to say "all LiPo manufacturers agree on this point." I told him I have had 60+ cycles on these LiPos, and I charge them with a Triton charger -- the batteries are fine. He argued with me a little, but when I asked him if he's ever flown an electric airplane, he said, "no", and backed off.
Next, he started in on the Castle Creations speed controls. However, he quickly said this should not be an issue, since Spektrum sells Castle Creations speed controls.
Finally, he tried to tell me the failure has something to do with how I'm installing the second battery for that second flight. He didn't seem to understand why anyone would swap out a battery between flights. (Again, he's obviously not an electric flyer.) Who knows how I can install the battery correctly for the first flight, but not for the second one...
Then, we talked about servo loading, BEC usage (at one point, he told me I had it hooked up incorrectly), temperature failures, and lots of other things... He's stumped...
At this point, I've talked him into letting one of the Spektrum guys borrow the transmitter for the weekend to fly with it. We'll see what happens next.
I get the impression he thought I knew nothing about electronics, and was ignorant to how this stuff worked. He stopped in his tracks when I was able to pull up my flight log and tell him the details of every flight I've had for the last three years... ("Battery temp was 103.6 degrees, average discharge amps was 4.16 amps, after flight voltage was 12.02 volts, mAh used was 351 (out of a 2220 mAh LiPo), flight time was 5.1 minutes, the flight was July 15, 2007 at 13:45, and the wind was out of the east at 5 mph. It took 45 minutes for the Triton charger to charge the LiPo at 1 amp, with an average charge rate of 0.47 amps.")
When I told him the TRANSMITTER voltage was 10.4 volts after the P-51 crash, he was obviously confused -- he thought I was talking about the flight battery voltage (despite saying "TRANSMITTER Battery" three times). When he finally figured out we were talking about the TRANSMITTER voltage, he said, "Oh -- it's above 9 volts, so it's fully charged." (WHAT?! "Fully charged" would be closer to 11 volts!!! OH WAIT -- that would be an "overcharged battery", right?!
)I asked him if I could use a seperate 2s 800 mAh LiPo to power the Spektrum receivers. He didn't know the answer, but advised against it. (The Spektrum web site says the operating voltage range is "3.5v - 9v" -- why would a 2s LiPo not work?!) He suggested using a 6-cell NiMh battery, because "using the 2s LiPo would put too many volts on the receiver, and cause a thermal issue."
I asked him how much current the AR6100 receiver draws -- he had no idea.
This conversation does not give me a "warm fuzzy" feeling about Spektrum... Anyone want to buy a DX7 and seven receivers (AR6100 x6 + AR7100 x1)???
I think I'm switching back to my 72 MHz system...
07-26-2007, 09:17 PM
#63
Still Flying G3 ...
Join Date: Aug 2006
Posts: 984
Originally Posted by Lieutenant Loughead
Anyone want to buy a DX7 and seven receivers (AR6100 x6 + AR7100 x1)??? I think I'm switching back to my 72 MHz system...
I think I'm switching back to my 72 MHz system...
07-26-2007, 10:00 PM
#64
UNCLUB OWNER
Thread Starter
Join Date: Jul 2007
Location: Oklahoma
Posts: 4,406
Guys -- thanks for your support. Here's the message I sent to SpektrumRC... I think I came off a bit strong (certainly stronger than I intended), however I'm a little upset after that 1-hour phone call!
The message is as follows:
I just had a 1-hour conversation with one of your service techs. Please see the following link for a transcript of the conversation: http://www.wattflyer.com/forums/show...4&postcount=54
I am not happy with the quality of service I am receiving from Spektrum -- the problem my DX7 is experiencing obviously requires a senior Spektrum engineer for a reasonable resolution.
As a degreed engineer (an an engineering manager of 60 design engineers), I can tell you these FOUR in-flight failures are SPEKTRUM related. All of these aircraft flew many happy flights on a 72 MHz radio system.
I am not some ignorant kid who throws airplanes in the air and expects them to magicly fly -- my aircraft are ENGINEERED to work properly -- how many of your customers have thrust benches, torque benches, RPM gauges, watt meters, and can tell you how many millAmpHours they pulled from their battery on a random flight three years ago? I can even tell you the after-flight temperature of that battery, and I can SHOW you exactly which battery I used for that particular flight!
I have lost several hundred dollars worth of equipment, and several months of my time (building), due to these MULTIPLE SPEKTRUM radio failures. I am not willing to accept my DX7 back, with "no problem found" from SPEKTRUM SERVICE. I want my SPEKTRUM radio fixed, or I want my money back.
The internet is watching, and waiting for your solution to my issue -- please note this post in particular --> http://www.wattflyer.com/forums/show...1&postcount=58
Sincerely,
(name witheld)
The message is as follows:
I just had a 1-hour conversation with one of your service techs. Please see the following link for a transcript of the conversation: http://www.wattflyer.com/forums/show...4&postcount=54
I am not happy with the quality of service I am receiving from Spektrum -- the problem my DX7 is experiencing obviously requires a senior Spektrum engineer for a reasonable resolution.
As a degreed engineer (an an engineering manager of 60 design engineers), I can tell you these FOUR in-flight failures are SPEKTRUM related. All of these aircraft flew many happy flights on a 72 MHz radio system.
I am not some ignorant kid who throws airplanes in the air and expects them to magicly fly -- my aircraft are ENGINEERED to work properly -- how many of your customers have thrust benches, torque benches, RPM gauges, watt meters, and can tell you how many millAmpHours they pulled from their battery on a random flight three years ago? I can even tell you the after-flight temperature of that battery, and I can SHOW you exactly which battery I used for that particular flight!
I have lost several hundred dollars worth of equipment, and several months of my time (building), due to these MULTIPLE SPEKTRUM radio failures. I am not willing to accept my DX7 back, with "no problem found" from SPEKTRUM SERVICE. I want my SPEKTRUM radio fixed, or I want my money back.
The internet is watching, and waiting for your solution to my issue -- please note this post in particular --> http://www.wattflyer.com/forums/show...1&postcount=58
Sincerely,
(name witheld)
07-27-2007, 03:37 AM
#68
Member
Join Date: Jun 2007
Posts: 847
It was NOT too strong. I think you have been more than patient. Too strong would have read as follows:
" I found the tone of your service tech to be demeaning and condescending to me as customer who has bought not only the DX7 radio but (insert number) receivers. I have destroyed 4 planes in conditions that seem to clearly point to a problem with your highly touted and promoted DX7 Spektrum radio system. I cannot believe you run a business where the service technicians know less than their customers do about the base technology and application in which their product failed. What is even more frustrating is your service technician appears to be untrained in a range of skills, including but not limited to product knowledge. This particular tech needs to be trained in the fundamentals of customer support. Arguing with the customer or stonewalling (read denying the customer’s experience) just won’t cut it. I would believe the problem is simply a lack of training and standard protocol for him to follow should the standard FAQ type answers not work. Therefore, consider providing training in the product plus basic problem analysis and problem solving. He also needs to know when to say he doesn't know but will find out by escalating the problem to a higher authority. If the training doesn’t work you could consider psychotherapeutic intervention or, at worse, termination.
It would be easy for me to declare your product as a piece of junk and demand my money back for the radio and receivers plus a credit or refund for the cost of the airplanes that were destroyed. However, all I want is the problem solved so the promises of a glitch free reliable radio system are fulfilled. Thank you and have a nice day."
" I found the tone of your service tech to be demeaning and condescending to me as customer who has bought not only the DX7 radio but (insert number) receivers. I have destroyed 4 planes in conditions that seem to clearly point to a problem with your highly touted and promoted DX7 Spektrum radio system. I cannot believe you run a business where the service technicians know less than their customers do about the base technology and application in which their product failed. What is even more frustrating is your service technician appears to be untrained in a range of skills, including but not limited to product knowledge. This particular tech needs to be trained in the fundamentals of customer support. Arguing with the customer or stonewalling (read denying the customer’s experience) just won’t cut it. I would believe the problem is simply a lack of training and standard protocol for him to follow should the standard FAQ type answers not work. Therefore, consider providing training in the product plus basic problem analysis and problem solving. He also needs to know when to say he doesn't know but will find out by escalating the problem to a higher authority. If the training doesn’t work you could consider psychotherapeutic intervention or, at worse, termination.
It would be easy for me to declare your product as a piece of junk and demand my money back for the radio and receivers plus a credit or refund for the cost of the airplanes that were destroyed. However, all I want is the problem solved so the promises of a glitch free reliable radio system are fulfilled. Thank you and have a nice day."
Last edited by Prof100; 07-27-2007 at 11:41 AM.
07-27-2007, 01:52 PM
#70
UNCLUB OWNER
Thread Starter
Join Date: Jul 2007
Location: Oklahoma
Posts: 4,406
Dave -- what is a "glitch counter"? Where could I get one?
I am certainly not opposed to static testing -- however, I think that is something Spektrum should do at this point.
Thank you for your nice words. One thing that many people don't realize about my aircraft, is that I spend the extra time, energy, and expense to fiberglass them!
I got the impression that the Spektrum technician thought of my aircraft as cheap, disposable toys... 
I am certainly not opposed to static testing -- however, I think that is something Spektrum should do at this point.
Thank you for your nice words. One thing that many people don't realize about my aircraft, is that I spend the extra time, energy, and expense to fiberglass them!
I got the impression that the Spektrum technician thought of my aircraft as cheap, disposable toys...
07-27-2007, 01:55 PM
#71
Member
Join Date: Jun 2007
Posts: 847
Originally Posted by Lieutenant Loughead
Dave -- what is a "glitch counter"? ,,,
Thank you for your nice words. One thing that many people don't realize about my aircraft, is that I spend the extra time, energy, and expense to fiberglass them! I got the impression that the Spektrum technician thought of my aircraft as cheap, disposable toys...
Thank you for your nice words. One thing that many people don't realize about my aircraft, is that I spend the extra time, energy, and expense to fiberglass them!
I got the impression that the Spektrum technician thought of my aircraft as cheap, disposable toys... You put your heart and soul into your hobby. That's what some people don't realize.
07-27-2007, 02:36 PM
#72
Member
Join Date: Sep 2006
Location: Seattle, WA
Posts: 440
Originally Posted by Lieutenant Loughead
Thank you for your nice words. One thing that many people don't realize about my aircraft, is that I spend the extra time, energy, and expense to fiberglass them! I got the impression that the Spektrum technician thought of my aircraft as cheap, disposable toys...
I got the impression that the Spektrum technician thought of my aircraft as cheap, disposable toys... I am not suggesting that this is your definitive answer, I simply remember reading this while doing research on the 2.4ghz systems as I am interested in getting one. I just wanted to throw it out there for you.
Keep fightin the good fight!
07-27-2007, 03:32 PM
#73
UNCLUB OWNER
Thread Starter
Join Date: Jul 2007
Location: Oklahoma
Posts: 4,406
Yeah, that thought had occured to me. Fiberglass blocking the signal explains the P-51 and the P-38, but not the Depron "flat foamie"...
The fiberglass issue has not come up in my communication with Spektrum, and at this point I don't want to give them an easy out -- so I am not going to mention it, unless they ask me...
The fiberglass issue has not come up in my communication with Spektrum, and at this point I don't want to give them an easy out -- so I am not going to mention it, unless they ask me...
07-27-2007, 03:56 PM
#74
UNCLUB OWNER
Thread Starter
Join Date: Jul 2007
Location: Oklahoma
Posts: 4,406
I had another thought this morning...
Those of you with a DX7, please look at the "bind button" on the back. Let me know if you think that button could accidentially be pressed when sitting on the ground (or on a harder surface, like the floorboard of your car).
Here's my thought -- what if I'm turning on the transmitter while it's sitting on the ground? If I do that, I'm going to be pushing down on the transmitter a little -- if the "bind button" becomes depressed, it links, and then I immediately fly on it... Well, what would happen then?
Those of you with a DX7, please look at the "bind button" on the back. Let me know if you think that button could accidentially be pressed when sitting on the ground (or on a harder surface, like the floorboard of your car).
Here's my thought -- what if I'm turning on the transmitter while it's sitting on the ground? If I do that, I'm going to be pushing down on the transmitter a little -- if the "bind button" becomes depressed, it links, and then I immediately fly on it... Well, what would happen then?
07-27-2007, 04:06 PM
#75
BEEP..Bleep..BEEP
Join Date: Jul 2006
Location: Midway Kentucky
Posts: 1,228
There has been a wonderful job done of troubleshooting in the thread.
I would like to just expand a little for the novice (beginners forum) some posts earlier in this thread.
Antennas and their radiation pattern:
1. The tip of an antenna is the weakest point in the field. See attached pic.
2. Antenna Length is critical to the transmitted pattern.
(Length is based on frequency; Typically 1/4 wavelength)
3. RF radiation is Electrical/Magnetic in nature and any object that can pass an electrical current can either transmit or receive radiated RF.
4. The higher the frequency the shorter the antenna.
(1/4 wavelengths; 27mhz=104"; 72mhz=39"; 2.4ghz=1.17"
5. The distance of an object to a TX/RX antenna can either add to or subtract from the a) TX radiation pattern or b) The RX antenna signal strength.
Note: This is how a TV antenna on your roof multiplies the signal strength. (The rod lengths and spacing have a "gain" effect.
In short (I don't want to get to technical) as we get to using higher and higher frequencies, smaller and smaller objects will cause us more problems. I have a DX7 and Love it, but have to be extra careful about placement.
Just my $0.02 (be gentle with me)
I would like to just expand a little for the novice (beginners forum) some posts earlier in this thread.
Antennas and their radiation pattern:
1. The tip of an antenna is the weakest point in the field. See attached pic.
2. Antenna Length is critical to the transmitted pattern.
(Length is based on frequency; Typically 1/4 wavelength)
3. RF radiation is Electrical/Magnetic in nature and any object that can pass an electrical current can either transmit or receive radiated RF.
4. The higher the frequency the shorter the antenna.
(1/4 wavelengths; 27mhz=104"; 72mhz=39"; 2.4ghz=1.17"
5. The distance of an object to a TX/RX antenna can either add to or subtract from the a) TX radiation pattern or b) The RX antenna signal strength.
Note: This is how a TV antenna on your roof multiplies the signal strength. (The rod lengths and spacing have a "gain" effect.
In short (I don't want to get to technical) as we get to using higher and higher frequencies, smaller and smaller objects will cause us more problems. I have a DX7 and Love it, but have to be extra careful about placement.
Just my $0.02 (be gentle with me)
Last edited by rea59; 07-27-2007 at 04:30 PM.
