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Old Feb 18, 2012, 04:17 PM
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Question
Predator II vs. Predator III

I posted this over in the slope section, but it was suggested I might try the Multi Task F3X section also.

Through some searches I found some info from P1 to P2, but not P2 to P3.

Does anyone know what the changes are between the rcrcm P2 and P3?
Thanks,
GS
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Last edited by Gear Swinger; Feb 18, 2012 at 04:20 PM. Reason: I can't speeell
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Old Feb 19, 2012, 01:39 AM
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I have a PII and P3.

The P3 has some more degrees dihedral (angle) in the joiner, and the fuselage
may have a diffent mould to cope with this, but I am not 100% sure.

The way the wings are moulded is better and stiffer than the previous PII.

Also the flaps follow all the way to the fuselage, which it did not at the PII.

As far as I can see, no weight reduction have been done. I have not flown the P3 yet, so I am curious if the more dihedral is for better or worse.
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Old Feb 19, 2012, 11:27 AM
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Thanks Krvedaa. Having both versions you have a great perspective on the differences. There really is not alot of information out there that I could find. This helps. I hope your maiden goes well.

GS
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Old Feb 19, 2012, 12:58 PM
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I seem to recall reading in one of the Predator posts that the changes included:
- new stab airfoil
- changes to the fuse; PIII thinner?

The designer of the PII / III was an active participant in the threads, so you may want to check them out.

http://www.rcgroups.com/forums/showthread.php?t=945231
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Old Feb 19, 2012, 03:13 PM
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As far as I was aware, the P3 simply represented a change in construction.

The P2 had the dihedral change, fuse change, new tails w revised section etc.

Generally the P3 is a step forward in construction, and very much so in the wing construction.

Z
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Old Feb 19, 2012, 04:26 PM
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Quote:
Originally Posted by Zimodile View Post
As far as I was aware, the P3 simply represented a change in construction.

Z
Z That is what I was wondering.

From reading the thread MCH27t linked to the other day, I could see the changes listed with the longer and slimmer fuse, tail section airfoils and cant, and the dihedral (P1 to P2).

So with what krvedaa pointed out about the flaps continuing to the root and stiffer wings, plus your addition of changes in construction/technique that narrows it down to what the P3 is about.

Thanks for the input and answering my question.
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Old Feb 20, 2012, 12:57 AM
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I have a P3 and its comparable on the slope to my Ceres. And DS it felt more solid.

Mine has aviogate labelled on the bottom of wing though ?
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Old Feb 20, 2012, 05:34 AM
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Yes it was still built be RCRCM, but to Aviogates construction method. They continue to use this method as far as I am aware.

Z
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Old Feb 22, 2012, 04:22 AM
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Quote:
Originally Posted by Zimodile View Post
Yes it was still built be RCRCM, but to Aviogates construction method. They continue to use this method as far as I am aware.

Z
will Aviogate sell this plane? I don't see it on their website.

Cedric,
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Old Feb 23, 2012, 03:48 AM
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They had a short-lived collaboration with RCRCM, but it didn't last long!

Z
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Old Mar 12, 2012, 02:22 PM
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P3 Eagle Maiden

Had the best ever maiden of new planes with my new P3. This eagle hated my prescense.....

http://vimeo.com/38279067
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Old Mar 12, 2012, 03:43 PM
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Nice. That is a big bird.

My P3 is on the bench. Did you use any different throw settings other than what has been published and what was your CG for maiden?

Thanks.
GS
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Old Mar 12, 2012, 06:57 PM
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I flew the first Predators coming out of the factory at 112mm. I know some flew
them fine with CG at 115mm.

But for the PII, and also P3 they seem that it should not be that aft with the CG.

After some experimenting, mine felt OK with Cg at 107mm. It sounds strange, I thought the main wing would be the deceisive factor for the Cg, they have remained the same shape since Gudmund Malones designed the shape, only internals, and all way going flap to the fuselage have changed in the wing, together with slimmer, longer in nose fuselage, V-tails and dihedral in the wing joiner.

But the tail is quite different for PII and P3 to the previous versions, maybe that is an explanation?
Maybe some with more knowledge than me can shed more light on that?

Otherwise, the setting showing on the RCRCM site should be OK, except I also needed to be more conservative on the throw for the elevator. In normal flight, I use 8mm up, and 6 down (measured at the root of the V-tail). When saying normal, I have a tree way dual rate swicth, and this setting is in the middle. Barely use the one with less, and the one with most throw, just during landing.

I also deviate from the fabric setting for the butterfly (brakes ) ), flaps as much as I can (85 degrees) and ailerons 8mm up, elevator compensation 4,5mm down on maximum.

Aileron throw, max up 12mm (sanded wipers so aileron can travel total 18mm up, to have some aileron response, when butterfly exploited, measured on the wingtip), max down, 6mm, also here a three way switch dual rate. I let flap go only up with aileron, 4.5mm, (measured at wing root) for me that works best in keeping smooth turns. I also noticed that mixing a bit rudder working with aileron makes it turn faster and nicer. Approx. 1,5mm, but I put this on a knob, so I may regulate how much the mix shall give, and this during flight..

I noticed at the maiden, that my elevator compensation on landing with butterfly weren't enough, so I had to land with quite much down on the elevator stick, on the second throw, I dialed in some more and it was fine. But putting in a knob regulating the elevator compensation while deploying butterfly or crow, can do the first landing less nervous. Just something I thought of, could be nice.

Also snap flap (ailerons, flaps going down while pulling elevator), make you able to do tight turns, start with 5-7mm, and feel what works.
Measured flaps at wing root, ailerons to blend with flaps. This could also be mixed on an adjustable knob, slider, to decide how much or less is working best. This function is an idea to be able to turn on / off on a switch.

This is working for me, but maybe you will not like these setting, it is only a subjective advice as a starter which you can work on.

Hope anyway this info may be handy.
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Last edited by krvedaa; Mar 12, 2012 at 07:28 PM. Reason: adding info
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Old Mar 12, 2012, 11:24 PM
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krvedaa,

Thank you for taking the time to share your settings and what you have done a little differently. I know that these things boil down to personal preference but it is nice to know what others are using.

GS
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Old Apr 08, 2012, 03:08 AM
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I got mine in the air last weekend and have been working on tuning it. I started out with the CG at 107. The elevators were showing some up trim, so I started sliding it back. At 110 it felt real solid but still showing some up elevator deflection. I am currently at 115mm and it is a little more pitchy but everything is in alignment and inverted is hands off. Here is some footage from some test flights today at 115mm. This footage is without flaperon, snap flap and aileron differential. Lot's of rudder coupling. Wind 8-12 mph. This is my first 3 meter and I am having fun.

GS

P3 Test Flight (1 min 5 sec)
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