VBC Touch Neo: Setup adjustments HD 1080p

[@azrieltapias9510]

New to Vtouch set ups. Still reading in Vstabi. Glad I ran into your video. Thanks for taking your time to make this video. Helped a lot!

[@AlexOchakovsky]

Hi friend your videos are really impressive I have a question do you know if there is a car charger for vcontrol tach?

[@johnahamelv]

You can follow this thread on the VStabi forum: www.vstabi.info/forum/read.php?58,179182,179247#msg-179247 Don't click on the weblink above. Copy and paste the weblink. If the weblink above does not take you to the thread, follow the following in the VStabi forum: Home > VBar Control > Questions VBar Control Touch > VBC Touch: How to charge at the field?

[@axelminet1095]

I see on other videos that you also use Jeti with spirit GTR, what do you prefer between the two systems (vbar + vbar neo vs jeti + gtr)?

[@johnahamelv]

They both (Spirit and Neo) can be adjusted to perform pretty much the same, so no significant difference in performance between the two. They both feature "antigravity/lightness" which is pretty neat for smaller helicopters. Neo offers a relatively new tail anti-shake feature; Spirit has offered this from the beginning (over 6+ years ago) and calls it "Rudder delay". Spirit has many more self-level/rescue options than Neo. Spirit GT units feature altimeter pressure sensors as well. All Spirit units come stock with aluminum shells. All Spirit units include ALL the features in the basic price; meaning there is NO additional "Pro" or "Rescue"software to purchase to unlock features. The Spirit RS and GTR units have integrated Jeti REX receiver, so similar in concept to the Neo VLink. Spirit has offered 760us cyclic servo option for many years; the up and coming Neo EVO's should include this feature as well, but the current Neo's do not offer it. Neo VLinks are arguably the most popular FBL units among the most serious RC pilots. I truly believe this is due to the very user-friendly interface. The Spirit-Jeti integration is adequate, but the Neo-VBCT integration blows it out of the water. The Neo-VBCT user-interface is optimized for integration without (mostly) ever needing to connect either the VBCT radio or the Neo FBL unit a computer, ever. The VBCT radio also integrates very nicely with YGE, Scorpion Tribunus, and Kontronik Kolibri series ESCs (you only get telemetry from HobbyWing and non-Kolibri Kontronik ESCs) with a visually pleasing interface. The Jeti radios do an awesome job getting telemetry from these ESCs, but the integration is very limited and clunky. There are some things I don't like about the VBC radio. The motor RUN/IDLE (Throttle Hold/Autorotation Flight Mode)/OFF is assigned to a single 3-way switch, something I truly hate. The SAFETY switch is also assigned to a standard 3-way switch. The VBC/VBCT radios do not offer an easy solution replace the stock 3-way switches with 2-way switches or push button switches like Jeti radios. The VBCT radio does not allow for external LUA apps, so you are always at the mercy of what Mikado feels is either important or necessary to you. The VBCT radio hardware has accelerometers, but after 4+ years, Mikado still does not allow the end user (the pilot) to make use of these accelerometers; I love the Jeti radio accelerometers. I can go on and on, but I cannot answer which system I like better, as each system has its own pros and cons, but I can tell you without reservation that as far as flight performance, both Spirit and Neo perform equally well.

[@axelminet1095]

@@johnahamelv Thank you very much for this detailed answer. I bought some time ago a ds12 with the GTR but I haven't used it yet for my kraken 580. For the moment I'm still on the simulator, I bought an xk110, to train and a few weeks ago I took a goosky s2 with a tx16s. I'm not completely confident yet to pass on the kraken. I'm still hesitant between the 2 systems, I see a lot of helicopter pilots using the vbar, and very few spirit. So that's why. You answered me but I still don't know. In any case, I wanted to thank you again for the answer.

[@johnahamelv]

@@axelminet1095 I flew Jeti-Spirit almost exclusively before I switched to VBCT-Neo in 2018. At that time, Jeti only had their larger and heavier weight radios; the lighter weight DS-12 was in the pipeline, but had not been released. Spirit also did not have a unit with integrated receiver at the time like the Spirit RS or the newer Spirit GTR. It is not much of a big deal having a separate FBL and receiver on a larger helicopter, but it make a difference on smaller (420mm blades size and smaller helis). I currently have a Neo on my Kraken 580, but I plan to switch it to a Spirit GTR eventually. I can tell you that as good as your XK110 and Goosky S2 are for flying in your backyard or a local sports field, you cannot compare their stability, smoothness, and overall performance to helicopters swinging 470mm+ blades. I have been flying my XLP Specter700 V2 NME with the Spirit GTR-Jeti DS-12, and I love it. I already have the Buddy 380 setup with the Spirit GTR, and I am rebuilding a Tron 7.0 with a Spirit GTR; both helis were previously set up with a Neo.

[@NitroClouds]

Another great video, John. Thank you

[@axelminet1095]

@@johnahamelv Yes I understand the bigger it is, the more stable it is but I'm afraid of the crash, I'm still a beginner, I'm still going to train on small helicopters before 😉

[@LaurieBenjamin]

Where did you get your wrap

[@johnahamelv]

He is pretty well known in Facebook for making many personalized VBCT radio wraps. His name is John Richard Dayao. His contact email is virtualuprising@gmail.

[@xcellfury99]

Swash end trim doesnt really do anything or does anything noticeable because you still have the elevator precomp acting along the whole collective range and thats the parameter that really levels the heli in climbouts or downwards.

[@johnahamelv]

The elevator precomp attempts to compensate for the expected “tail drag” during collective-intense maneuvers like during climb outs. This “tail drag” happens due to physics regardless of optimal mechanical setup and optimal fore/aft center of gravity. With older flybar helis you used to manually compensate for this phenomenon by adding a bit of forward elevator during skid down climb outs or back elevator during inverted climb outs. Now with FBL units, you can feed forward (pre compensate) for this expected phenomenon to minimize its effect. Leveling the swash at high and low stick is just a bonus part of the mechanical setup. Not doing this is not going to make the helicopter fall off the sky, but it will make it so that you may have to make more corrections during collective intense maneuvers like tick tocs and pyro flips. Leveling the swash at high and low stick tends to even out both elevator AND aileron axis throughout the entire collective range.