Re: Taxiing before first flight. (long editorial)
Ron Triano <rondefly@...>
Allen, whichever rudder/tailwheel system you choose to use you can get thetoggle quoted messageShow quoted text
same results if you want to change the angle of the tailwheel.
Just think of the tailwheel as a gear with a chain to another gear. Small to
big or big to small, If you want less movement at the tailwheel just move
the attach holes on the tailwheel bellcrank closer to the center. In other
words, big rudder bellcrank small tailwheel bellcrank will let the tailwheel
travel less. I presently am flying my Sonerai which also is very twitchy.
But the difference between the two is the Sonerai tail is lifted shortly
after power applied and you are steering with the rudder only. Most take the
Q off in 3 point attitude. The main point I am trying to get across is to
study each system, many work just fine. I never like being a Sheep and
following the whole pack. These are Experimental aircraft, so try things
only after much study and don't be shy to say I was wrong.
South Lake Tahoe, CA
The Sonerai is finished and flying
finishing the Q200
From: Q-LIST@yahoogroups.com [mailto:Q-LIST@yahoogroups.com] On Behalf Of
Sent: Friday, October 20, 2006 4:15 AM
Subject: [Q-LIST] Re: Taxiing before first flight. (long editorial)
Reread my comment. I didn't like the idea of loosing control and not
being able to get back to center line way before I installed the
brakes. This was obviously the opinion of a lot of others as well and
today you see the results. QAC designed a pretty rudimentary airplane.
Cheap was a word that was in their vocabulary.
Further as David pointed out, we discovered a long time ago that
keeping the tailwheel straight as possible on take off or landing was
a must in a Q. If you could prevent twitchyness you had much better
control. Tailwheel/rudder differential via the bellcrank with internal
springs to the tail wheel to absorb side loads and Air Products
locking tail wheel did the trick. The new locking/swiveling tailwheel
has a 6" bellcrank and the stock rudder has a 3" bellcrank. We simply
installed an additional 6" bellcrank behind the FS120 bulkhead. The
tailwheel cables attach to the internal bellcrank at 6" (same width as
tailwheel bell crank) via springs and the rudder cables attached to
the internal bellcrank at 3-4" (same as rudder bellcrank) from rudder
to internal bellcrank. Thus a desensitized tailwheel/rudder with
proportionally more rudder travel for a given tail wheel input.
Hope this clears it up and why the bellcrank/tailwheel combo is a
valuable asset on this airplane. Add Gall Alignment and toe brake mod
and you have a stable airplane.
--- In Q-LIST@yahoogroups. <mailto:Q-LIST%40yahoogroups.com> com, "Allan
Farr" <afarr@...> wrote:
lever unacceptable, do you mean from experience or just the thought of
it? I'm not getting at anything, I'm just interested because QAC
obviously thought the opposite.
RegardsFarr" <afarr@> wrote:
brake& that QAC changed it to a single pull lever. Was their reasoning
brakes somodification is a hell of a lot easier than installing toe
needmany of us (Texas contingent)did finger brakes and got use to it.
flights.three hands to perform this operation safely. Problem is I haven't
reallyHe was really creative in comming up with a unique differential
hourseasy. Leave the plane like it is and go fly!
Richardson" <dave@> wrote:on them, fine. P.S. They are also really good Q pilots. Has either
hands to make it work safely. I hope Wes listens to you andrealizesyou are not just pontificating. Have you let him taxi your planetoshow him what he could be experiencing as compared to what his isup