Re: Some Qs

Jay Scheevel

Hi Tim,


Here is the diagram from the Velocity XL plans. This is how I have mine set up, there are no phenolic spacers. I have replaced the phenolic spacers with 1/8” thick steel washers having the same ID and OD as the phenolic. Depending on how your gear fork is made, you may want to use the phenolic to get the nut in the sweet spot of the threads.





From: <> On Behalf Of Jay Scheevel
Sent: Sunday, June 13, 2021 6:54 PM
Subject: Re: [Q-List] Some Qs


Hi Tim,

Question number one. Refer to page 168 in the following document:
That will give you the layout for the elevator control that was standard with the Tri-Q plans. I did not build mine that way, but I just cut a tunnel in the top of the main tank and used the original Q-200 control system, but Tri-q2's with both types of elevator controls exist. If you build it per Tri-Q plans, make sure you carefully bond the support that is on the canard in a very robust way. We had one builder that had that support delaminate on him and nearly ended his first flight tragically. 

Second question. Tail cone screws. All planes that I have seen have the screws done per plans, but some, including mine have the fixed screws that are on the forward fuselage section filled and painted over. If it did it again, I would not do this, as they look better as screws than they do as "bumps" under the paint. 

Third question. The nose gear setup varies from plane to plane. The cupped washers are known as belleville washers in the hardware world. You can find more if you need them at Mcmaster Carr. The shape provides a spring effect when you tighten down on them. They are best placed on top of the nose fork, since that is where the spring is most needed. The phenolic is more of a spacer that allows everything to be set up and tightened without running out of threads when you tighten the large stop nut on the bottom of the assembly. Your gear is a velocity style gear, and if you want to see how velocity recommends setting the belleville washers and the phenolic, take a look on velocity aircraft website. They have some plans there. If you can't find them, let me know during the week when I am on my work computer and I can send you a document with the layout. Critical in the setup of the nose gear is to have the fork pivot angle set up right. Have a look at the plans in the document link above and you will see the recommendation (this is refering to the old style fork, not the velocity one you have, but the angle recommendation remains the same). This prevents it from shimmying too much. 

Jay Scheevel, Tri-Q2 N8WQ 150 hours. 

On Sat, 12 Jun 2021 14:42:38 -0700, "Tim" <timmrlw@...> wrote:

Hi All,

I have a few questions which have come up during my completion…

1) Stick extension - I have noticed on the Q tours (thanks for those Sam and all) that some have the extension on the front of the stick and some don’t. I can see it in the LS1 plans. My Tri-Q200 with LS1 (dual elevator rods) doesn’t have this, the previous owner says it meets the control throw limits, but I have it in bits at the minute and didn’t check. Why was this mod introduced? (Avoids having to cut a tunnel into the tank?) 

2) Tail cone bolts - again in the tours I see some have the per plans dome headed screws and some you can’t see, have people fitting countersunk machine screws instead and filled over the heads?

3) My nose leg has a phenolic disc (adjusts deck angle?) plain washers and then 4-5 ‘cupped’ washers. I can’t see reference to this assembly in the plans, should I have this number of the cup washer or just one each side of the gear, I assume these allow you to preload the assembly without clamping down on it too much.

Thanks for reading! Tim

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