Date   

Re: 0-235 install

nmj <njepsen@...>
 

Is there some reason the engine isn't used? Meybe weight. I have 2 aeroplanes with 235 and they (so far) have given 5000hrs of trouble-free flying.
neil
fionapple wrote:


I'm finding Lycoming 235's much more prevalent than Continental
0-200's, and I have a lot of confidence in the 235 L2C I own now.
Does anyone have experience (or plans) for using the 235 on a former
Q200? Is there some reason the engine isn't used? None are listed in
the owner's index, and only owners Kimbull McAndrew and Quentin Durham
are mentioned elsewhere.

The newsletter lists some issues on point; any comments on whether,
say, issue 52 would really be helpful?

Thanks!

http://www.quickiebuilders.org/qtindex.html:
12 10 ENGINE - discussion of flying O-235 in a Q bird (Q-235?)
20 1 ENGINE - 0-235 discussion by Quentin Durham
22 4 BRAKES - Hurst disc sys design by Quentin Durham for his Q235
45 5 PERFORMANCE - Kimbull McAndrew, with performance numbers on his Q-235
52 3 ENGINE - Installing a Lycoming O-235.







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Re: Piston ring compressor & Oil pressure 0-200A

Ron <rondefly@...>
 

Mike, thanks for that run through on your engine, I will be mounting mine
after laughlin flyin. Hope I don't have to take it back off and go through
the same thing.



Ron T



Ron Triano N4710P
http://bld01.ipowerweb.com/contentmanagement/websites/rtrianoc/page8.html

_____

From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
Mike Dwyer
Sent: Saturday, April 23, 2005 5:57 PM
To: Q-LIST@...
Subject: [Q-LIST] Piston ring compressor & Oil pressure 0-200A



Hey guys,
I've had my Cont 0-200A engine apart due to the no oil pressure problem
I reported a few weeks ago.
After nearly 1000 hours it is clean inside. I found one spot of surface
rust on the crank near the front bearing. I use Shell 100W and change
at 30 hours so this seems to be working. The bearings look worn but
nothing real bad about them.

I was reading the overhaul manual and it recommends to lap in the oil
pressure regulator. Great idea. Did that yesterday with some
automotive valve laping compound and the seat looks way better. Forget
doing this when the accessory case is on the engine. There is no decent
way to clean out the laping compound. I filled the cavity above the
oil pressure regulator with mineral spirits and it doesn't leak, I
learned this trick from Don George in Orlando who is a great engine guy
if anyone needs work done. I had a exhaust valve leak in one cyl and
called Zephyr Hills Aircraft Engine, they didn't even bother to return
my call. Don George said, "hey bring it over and maybe I can do it
while you wait" which he did. I was most impressed and learned a lot
about cylinders. http://www.dongeorgeaircraft.com/

I measured the crank and found I have a standard crank. That's good as
I could have it turned down 10 thousandths but it looked great so I
didn't do anything to it. After putting in the new $200 bearings and
torquing down the rod bolts I find the rods have less slop than they
did. Hard to explain but the rods shouldn't have much angular play in
relation to the crank. They slide forward and backward ok, but with the
old bearings you could change the angle from the rod to the crank. I
think I have an idea how this came about. I've pulled the cylinders off
several times over the life of the engine and the piston pin is
generally pretty hard to get out. Usually I ended up taping the pin
with a wood dowel and light hammer taps. I think this helped to crush
the soft bearing surfaces due to the side force on the rod bearings. I
think I'll make a piston pin remover for next time.

At Sun N Fun I searched for a piston ring compressor. No one had one.
Couldn't believe it. Figured I'd just borrow one from a friend but I
really wanted my own. Yesterday my friend was test flying a pilotless
drone airplane for Velocity (guess they want a real person to fly off
the 40 hours) and long story ... he was not around for me to beg from.
I thought about using a curved piece of thin aluminum with a 4" hose
clamp. It worked great, better than the professional one I had borrowed
before. So for $1 I got myself a nice ring compressor.

Don George says you gota take the valve bodies out and drain them in
order to check the valve clearances. He also says that 30-110 tho is
the limit and if you go over 110 then the exhaust valve tends to burn
like mine did. I drained my lifter bodies so we'll see how this works.

The engine is going back together but I'm leaving off the vacume pump
drive on the lower front of the engine. I threw it up in the air and it
came down hard which tells me that it is heavy and not used so by by. I
read that the gears fling oil out the breather also and a Erocoup
builder group recommends removing it. Hey, that's a factory plane, how
can they do that!

I still plan to make the breather tube extender mod to reduce blown out
oil. Also have some 431 Stainless tube and 437 filler rod to make me
some nice 4 into 4 exhaust pipes. My factory supplied steel 4:1 exhaust
is looking pretty ragged and I hate having to take the whole thing off
each time I work on a cylinder...

Still got a couple of weeks of work before flying... But the weather
here in FL kinds of stinks right now anyway. Sun N Fun weekend was
beautiful except for the generally 15K direct crosswind on the landing
runway. One note about Sun N Fun. They are now charging $30 a head or
$25 if EAA. 10 years ago it was $15 and your wife got in for free.
They now have 1/2 the number of Experimentals and Antiques fling in. I
think it sucks that they charge people that drive in the same price as
the people that show their planes. Each year they raise the price on
the commercial vendors but have less traffic. I 'd like to know where
the money goes cause they aren't spending it on cleaning the porta
potties!

Mike Q200 N3QP - Status - in pieces










Quickie Builders Association WEB site
http://www.quickiebuilders.org






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Re: N275CH Piston question

Jim Patillo
 

Kevin,

My experience is when you install high compression pistons you will
need an oil cooler because of the added heat.

Jim Patillo Q200 N46JP


3. I knew Charlie was anticipating putting an oil cooler on the
airplane before he became ill. To me this indicates that he was
fighting heat after rebuilding his engine with these pistons.

4. I don't need the additional performance, I want reliability.

Kevin


Piston ring compressor & Oil pressure 0-200A

Mike Dwyer <mdwyer@...>
 

Hey guys,
I've had my Cont 0-200A engine apart due to the no oil pressure problem I reported a few weeks ago.
After nearly 1000 hours it is clean inside. I found one spot of surface rust on the crank near the front bearing. I use Shell 100W and change at 30 hours so this seems to be working. The bearings look worn but nothing real bad about them.

I was reading the overhaul manual and it recommends to lap in the oil pressure regulator. Great idea. Did that yesterday with some automotive valve laping compound and the seat looks way better. Forget doing this when the accessory case is on the engine. There is no decent way to clean out the laping compound. I filled the cavity above the oil pressure regulator with mineral spirits and it doesn't leak, I learned this trick from Don George in Orlando who is a great engine guy if anyone needs work done. I had a exhaust valve leak in one cyl and called Zephyr Hills Aircraft Engine, they didn't even bother to return my call. Don George said, "hey bring it over and maybe I can do it while you wait" which he did. I was most impressed and learned a lot about cylinders. http://www.dongeorgeaircraft.com/

I measured the crank and found I have a standard crank. That's good as I could have it turned down 10 thousandths but it looked great so I didn't do anything to it. After putting in the new $200 bearings and torquing down the rod bolts I find the rods have less slop than they did. Hard to explain but the rods shouldn't have much angular play in relation to the crank. They slide forward and backward ok, but with the old bearings you could change the angle from the rod to the crank. I think I have an idea how this came about. I've pulled the cylinders off several times over the life of the engine and the piston pin is generally pretty hard to get out. Usually I ended up taping the pin with a wood dowel and light hammer taps. I think this helped to crush the soft bearing surfaces due to the side force on the rod bearings. I think I'll make a piston pin remover for next time.

At Sun N Fun I searched for a piston ring compressor. No one had one. Couldn't believe it. Figured I'd just borrow one from a friend but I really wanted my own. Yesterday my friend was test flying a pilotless drone airplane for Velocity (guess they want a real person to fly off the 40 hours) and long story ... he was not around for me to beg from. I thought about using a curved piece of thin aluminum with a 4" hose clamp. It worked great, better than the professional one I had borrowed before. So for $1 I got myself a nice ring compressor.

Don George says you gota take the valve bodies out and drain them in order to check the valve clearances. He also says that 30-110 tho is the limit and if you go over 110 then the exhaust valve tends to burn like mine did. I drained my lifter bodies so we'll see how this works.

The engine is going back together but I'm leaving off the vacume pump drive on the lower front of the engine. I threw it up in the air and it came down hard which tells me that it is heavy and not used so by by. I read that the gears fling oil out the breather also and a Erocoup builder group recommends removing it. Hey, that's a factory plane, how can they do that!

I still plan to make the breather tube extender mod to reduce blown out oil. Also have some 431 Stainless tube and 437 filler rod to make me some nice 4 into 4 exhaust pipes. My factory supplied steel 4:1 exhaust is looking pretty ragged and I hate having to take the whole thing off each time I work on a cylinder...

Still got a couple of weeks of work before flying... But the weather here in FL kinds of stinks right now anyway. Sun N Fun weekend was beautiful except for the generally 15K direct crosswind on the landing runway. One note about Sun N Fun. They are now charging $30 a head or $25 if EAA. 10 years ago it was $15 and your wife got in for free. They now have 1/2 the number of Experimentals and Antiques fling in. I think it sucks that they charge people that drive in the same price as the people that show their planes. Each year they raise the price on the commercial vendors but have less traffic. I 'd like to know where the money goes cause they aren't spending it on cleaning the porta potties!

Mike Q200 N3QP - Status - in pieces


N275CH Piston question

Kevin Fortin <kfortin@...>
 

Guys,



Charlie Harris had installed what Terry Sickler thinks is Venolia racing
pistons in N275CH.



I am in the process of taking those out and replacing them with either
"standard" pistons or am looking for another well proven piston that is not
as high compression as the Venolia. Does anyone have any suggestions.



In case you are curious my reasoning here is:



1. Cylinder #1 was right on the bottom edge of limit when compression
tested for the airplane's annual.

2. Terry Sickler said he had burned up either 2 or 3 of these pistons.
( I can't quite remember the number he told me).

3. I knew Charlie was anticipating putting an oil cooler on the
airplane before he became ill. To me this indicates that he was fighting
heat after rebuilding his engine with these pistons.

4. I don't need the additional performance, I want reliability.



Also, does anyone know how to remove the Venolia piston wrist pin retaining
ring? Other than using a Dremel and a cutoff wheel I can't imagine a way.



As always, Thanks in advance,



Kevin


To Brad Olsen RE: Fuel pump pictures

Kevin Fortin <kfortin@...>
 

Brad,

If the pictures of your fuel pump, etc. are not too much trouble I would
really appreciate them.

Kevin


Lynn,

Right you are - Tom installed a header fuel pump and check valve
combination in 1TM. As told to me (and Tom, jump in when you read
this), there was a concern about certain engine operations (possible
vapor lock) and a more than one item was accomplished about the same
time. One mod was the header pump which results in a bypass line
containing the pump and the normal gravity line. I use the pump on
every takeoff and until I level out at cruise altitude. I have also
left it on for entire flights to see that it doesn't affect the
carburetor. My mental checklist for any engine hickup includes: carb
heat, header pump on.

I am going to take photos tomorrow and send them to Kevin.

Brad Olson
N321TM, Livermore

--- In Q-LIST@..., "French" <LJFrench@F...> wrote:
I don't know if Brad (or Tom Moore) will speak to this or not, but
several
years ago we talked about a boost pump/check valve system that I was
going
to use and I thought was going to be implemented on 1TM. I decided
to forgo
this solution since I felt it was more of a band aid. I tried to
spend my
time working on what I thought was the root cause - the vent system.
I think I still have the part numbers of the components we planed to
used
for the system, but it would be better for the other guys to speak
who
actually have extensive runtime hours on a fuel boost/check valve
system and
who have tested it in all flight attitudes with the boost pump shut
off to
verify it's safety in the event of a boost pump failure. The check
valve I
had spec'd had a very near 0 cracking pressure. I can look it up if
interested.

Lynn French
N142LF


Since I can't find the source of the problem, my instincts tell me
to put
in
a fuel pump to get a bit more margin. If anyone that has a fuel
pump and
bypass on their airplane, and they wouldn't mind me giving them a
call,
would you please email me you phone number and I will give you a
call on
my
dime. I would like to discuss the components you used.
Thank you in advance,

Kevin Fortin

303-375-0350





Quickie Builders Association WEB site
http://www.quickiebuilders.org


Yahoo! Groups Links


Re: N275CH Fuel pump and bypass

Paul Buckley
 

Sorry Lynn........have just found your comments about your fuel system in a post to the list last January.
You don't have to go through it again!

Paul B.

----- Original Message -----
From: Paul Buckley
To: Q-LIST@...
Sent: Saturday, April 23, 2005 2:53 PM
Subject: Re: [Q-LIST] N275CH Fuel pump and bypass


Hi Lynn

You say that you spent time working on the vent system.
Have you done anything differently to what it says in the Q-200 plans?
Have you had any problems?

Regards,
Paul Buckley
TriQ-200.......still building in Cheshire, England.
----- Original Message -----
From: French
To: Q-LIST@...
Sent: Friday, April 22, 2005 11:19 PM
Subject: Re: [Q-LIST] N275CH Fuel pump and bypass


I don't know if Brad (or Tom Moore) will speak to this or not, but several
years ago we talked about a boost pump/check valve system that I was going
to use and I thought was going to be implemented on 1TM. I decided to forgo
this solution since I felt it was more of a band aid. I tried to spend my
time working on what I thought was the root cause - the vent system.
I think I still have the part numbers of the components we planed to used
for the system, but it would be better for the other guys to speak who
actually have extensive runtime hours on a fuel boost/check valve system and
who have tested it in all flight attitudes with the boost pump shut off to
verify it's safety in the event of a boost pump failure. The check valve I
had spec'd had a very near 0 cracking pressure. I can look it up if
interested.

Lynn French
N142LF


> Since I can't find the source of the problem, my instincts tell me to put
> in
> a fuel pump to get a bit more margin. If anyone that has a fuel pump and
> bypass on their airplane, and they wouldn't mind me giving them a call,
> would you please email me you phone number and I will give you a call on
> my
> dime. I would like to discuss the components you used.

> Thank you in advance,

>
> Kevin Fortin
>
> 303-375-0350



Quickie Builders Association WEB site
http://www.quickiebuilders.org





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Re: Q-1 gross weight

Tri-Q1 <rryan@...>
 

Stan,

My gross is 725 # .

Ryan
Tri-Q1 N2XV


--- In Q-LIST@..., Stan Susman <stanpfa@p...> wrote:
Can anyone say at what weights the Q-1 have been flown at. I have the
POH but I'm looking for some UN-official , empirical data.
Thanks, Stan




Re: N275CH Fuel pump and bypass

Paul Buckley
 

Hi Lynn

You say that you spent time working on the vent system.
Have you done anything differently to what it says in the Q-200 plans?
Have you had any problems?

Regards,
Paul Buckley
TriQ-200.......still building in Cheshire, England.

----- Original Message -----
From: French
To: Q-LIST@...
Sent: Friday, April 22, 2005 11:19 PM
Subject: Re: [Q-LIST] N275CH Fuel pump and bypass


I don't know if Brad (or Tom Moore) will speak to this or not, but several
years ago we talked about a boost pump/check valve system that I was going
to use and I thought was going to be implemented on 1TM. I decided to forgo
this solution since I felt it was more of a band aid. I tried to spend my
time working on what I thought was the root cause - the vent system.
I think I still have the part numbers of the components we planed to used
for the system, but it would be better for the other guys to speak who
actually have extensive runtime hours on a fuel boost/check valve system and
who have tested it in all flight attitudes with the boost pump shut off to
verify it's safety in the event of a boost pump failure. The check valve I
had spec'd had a very near 0 cracking pressure. I can look it up if
interested.

Lynn French
N142LF


> Since I can't find the source of the problem, my instincts tell me to put
> in
> a fuel pump to get a bit more margin. If anyone that has a fuel pump and
> bypass on their airplane, and they wouldn't mind me giving them a call,
> would you please email me you phone number and I will give you a call on
> my
> dime. I would like to discuss the components you used.

> Thank you in advance,

>
> Kevin Fortin
>
> 303-375-0350



Quickie Builders Association WEB site
http://www.quickiebuilders.org





------------------------------------------------------------------------------
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Re: Wheel Pants

shoskins@...
 

Is is faster? That's the $64,000 question. My pant mods were a lot of work
and I am half bald srom all the head scratching as I tried to figger things out.

Is it faster? The answer is Yes - I think so. I have only had a couple of
flights.

First off, Before I did the mod I did not do an extensire test regieme to
determine the "before" data. Sure, I know I cruise with an indicated 145-145
kts, but to compare apples-to-apples one should be a test pilot and gather good
numbers. You should fly at a certail altitude with the altimiter set at
29.92. Carefully set the tach to a given value, be very careful that the
aircraft is not in the slightest ascent or decent.

These methods are well spelled out in Kent Paser's book, "Economy with Speed".

I only gathered rudimentary data.

I have made a couple of short hops and a 350 mile cross country. To me, the
plane feels faster. I was hoping for four or five knots and maybe that's what
I got. I need to do some flying to see.

I also changed the brake mount system from the LaRue mod to a better one. The
new brakes are better. And I realigned the left axle (Ala Gall) so it's
tracking better.

Finally, I have not yet painted it. I intend to get my ring inlets installed
before this year's AirVenture Cup race, but my dad is real sick and I'm not
getting the time in on it.

Mark, come to the Tandem Wing Spring Fling and see them for your self!

Sam
www.samhoskins.blogspot.com


Q2 kit for sale

Arthur & Margaret <warreen@...>
 

I have a Q2 fast build kit for Sale ( reluctantly) I have a set of digital photos if anyone is interested.
GU canard
Wing
Fuselage 4 parts
Rudder assembly & T tail
wheel pants
Perspex canopy
some metal parts cushion etc
Carbon spars for LS-1
Main under carriage for Tri-Q
LS-1 drawings
Nose leg drawings
Q2 construction plans
Q magazines
$7000 AUD firm, plus transport if applicable
contact details 03 54289202 AH Mobile 0419897721


Q-1 gross weight

Stan Susman <stanpfa@...>
 

Can anyone say at what weights the Q-1 have been flown at. I have the POH but I'm looking for some UN-official , empirical data.
Thanks, Stan


Re: Wheel Pants

Mark/Pat Pearson/Pound <wlkabout@...>
 

Sam:
The new and improved wheelpants; are they strictly empirical or did
you have some theoretical design work too? I have found (what I hope
will be) vastly superior brakes for my Q1 which will require widening
the wheel pant about 1 inch. As I have to make that change I'm thinking
that recarving to approximate the Sammy Supper Slippery Shroud (there is
a distinct lack of synonyms starting with "S" for the word wheelpant)
might make sense, but if I have to do tuft tests to determine what needs
to change I don't see it happening.

Mark

Mark King wrote:

Sam,
I was wondering if you have noticed any improvements
to your Q since you have added your new wheel pants. I
am considering the modification if the bennifits
out-weigh the costs of doing it.

Please let me know.
Thanks,

Mark King
Q200
Hooper, UT

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---------------------------------------------------------------
Yahoo! Groups Links

* To visit your group on the web, go to:
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Q-LIST-unsubscribe@...

* Your use of Yahoo! Groups is subject to the Yahoo! Terms of
Service.


Re: N275CH Fuel pump and bypass

Brad Olson <n1tm@...>
 

Lynn,

Right you are - Tom installed a header fuel pump and check valve
combination in 1TM. As told to me (and Tom, jump in when you read
this), there was a concern about certain engine operations (possible
vapor lock) and a more than one item was accomplished about the same
time. One mod was the header pump which results in a bypass line
containing the pump and the normal gravity line. I use the pump on
every takeoff and until I level out at cruise altitude. I have also
left it on for entire flights to see that it doesn't affect the
carburetor. My mental checklist for any engine hickup includes: carb
heat, header pump on.

I am going to take photos tomorrow and send them to Kevin.

Brad Olson
N321TM, Livermore

--- In Q-LIST@..., "French" <LJFrench@F...> wrote:
I don't know if Brad (or Tom Moore) will speak to this or not, but
several
years ago we talked about a boost pump/check valve system that I was
going
to use and I thought was going to be implemented on 1TM. I decided
to forgo
this solution since I felt it was more of a band aid. I tried to
spend my
time working on what I thought was the root cause - the vent system.
I think I still have the part numbers of the components we planed to
used
for the system, but it would be better for the other guys to speak
who
actually have extensive runtime hours on a fuel boost/check valve
system and
who have tested it in all flight attitudes with the boost pump shut
off to
verify it's safety in the event of a boost pump failure. The check
valve I
had spec'd had a very near 0 cracking pressure. I can look it up if
interested.

Lynn French
N142LF


Since I can't find the source of the problem, my instincts tell me
to put
in
a fuel pump to get a bit more margin. If anyone that has a fuel
pump and
bypass on their airplane, and they wouldn't mind me giving them a
call,
would you please email me you phone number and I will give you a
call on
my
dime. I would like to discuss the components you used.
Thank you in advance,

Kevin Fortin

303-375-0350


Wheel Pants

Mark King
 

Sam,
I was wondering if you have noticed any improvements
to your Q since you have added your new wheel pants. I
am considering the modification if the bennifits
out-weigh the costs of doing it.

Please let me know.
Thanks,

Mark King
Q200
Hooper, UT

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Tired of spam? Yahoo! Mail has the best spam protection around
http://mail.yahoo.com


0-235 install

fionapple
 

I'm finding Lycoming 235's much more prevalent than Continental
0-200's, and I have a lot of confidence in the 235 L2C I own now.
Does anyone have experience (or plans) for using the 235 on a former
Q200? Is there some reason the engine isn't used? None are listed in
the owner's index, and only owners Kimbull McAndrew and Quentin Durham
are mentioned elsewhere.

The newsletter lists some issues on point; any comments on whether,
say, issue 52 would really be helpful?

Thanks!

http://www.quickiebuilders.org/qtindex.html:
12 10 ENGINE - discussion of flying O-235 in a Q bird (Q-235?)
20 1 ENGINE - 0-235 discussion by Quentin Durham
22 4 BRAKES - Hurst disc sys design by Quentin Durham for his Q235
45 5 PERFORMANCE - Kimbull McAndrew, with performance numbers on his Q-235
52 3 ENGINE - Installing a Lycoming O-235.


To Terry Sickler

Kevin Fortin <kfortin@...>
 

Terry,

I have lost you phones numbers. If you would not mind sending me you phone
number off list, I would like to give you a ring.

Thanks in advance,

Kevin

-----Original Message-----
From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
Sickler, Terry L
Sent: Tuesday, April 19, 2005 8:37 AM
To: Q-LIST@...
Subject: RE: [Q-LIST] N275CH First Flight Q200 potential cap problems


Kevin,
Have you checked the routing of your fuel lines? Are they covered with
Fire Sleeve firewall forward? What type of pump are you using to provide
fuel transfer? Do you leave it on? Do you have a gascolator installed? I
will come by to see you, look over what you have and discuss this, if
you would like. You do realize that your motor has Venolia high
compression racing pistons I it... Right? What type of fuel are you
burning? ~T~

-----Original Message-----
From: Q-LIST@... [mailto:Q-LIST@...] On Behalf
Of Kevin Fortin
Sent: Monday, April 18, 2005 6:58 PM
To: Q-LIST@...
Subject: [Q-LIST] N275CH First Flight Q200 potential cap problems




Paul and gang,

Aside from the engine friction issue, Paul, you may have something here
with the fuel cap. Mine is not vented, but, after the fact, I found that
it was not tightened particularly well. After my "flight" (I use that
term loosely
here) I removed it by pulling up on it and only with moderate force. It
definitely could have leaked some "pressurized air" from the forward
facing vent through a less than sealed cap.

Are you (or anyone else) saying that the venturi effect of the air
rushing by the gas cap cover could be enough of a vacuum to overcome the
gravity feed of the system? If this venturi "vacuum" is enough, it
absolutely could be the source of my fuel problem. Let's face it, a
pressure "head" of a 1 1/2 feet or so doesn't take too much to overcome.

This "venturi" effect also explains why it would quit so soon after
takeoff.

I still have some issues with general engine heating, but that is a
separate problem. I will address that in a bit.

Thanks again to you and everyone. I REALLY want this one fixed before my
next aerial adventure. The challenge of flying is the reason we do it,
but that was a bit extreme.

Kevin



-----Original Message-----
From: Fisher Paul A. [mailto:FisherPaulA@...]
Sent: Monday, April 18, 2005 5:48 AM
To: kfortin@...
Subject: RE: [Q-LIST] N275CH First Flight Q200

Kevin,
Congratulations on your first flight experience! One other thing that
has not been mentioned so far on the list is improper fuel venting. The
fuel vent typically points into the wind to positively pressurize the
fuel system. People have had the symptoms you described on take off
when they forget to put the fuel cap on because the tank doesn't have
sufficient pressure to keep the carburetor fed.

If you blow in your fuel vent (don't blow too hard!). After a few
seconds you should be able to still feel the pressure. If it all leaks
out, then you have a problem.

There are certainly way smarter people on the list than me on engines,
but personally I think your "friction" issue was a by product of your
problem, not the cause.

Just my $0.02!

Paul A. Fisher
Q-200, N17PF ~1160 hours
Taylor Ridge, Illinois, USA

-----Original Message-----
From: Q-LIST@... [mailto:Q-LIST@...] On Behalf
Of Kevin Fortin
Sent: Sunday, April 17, 2005 22:34
To: Q-LIST@...
Subject: [Q-LIST] N275CH First Flight Q200


Hey guys,



Got N275CH off the ground for the first time and got a few other firsts
as
well:



First engine malfunction



First declared emergency



First time in the dirt (mud)



All this took 60 or so seconds.



The good news is only the airplane and the pilot got muddy.



In a nutshell, I did three fast taxis, felt about as good as you can for
your first shot into the air, then decided to give her a go. I lined up
on the runway, hit the throttle and the takeoff went as much per plan as
I could expect. Then after about 10 seconds and at about 100 feet the
engine acted like it ran out of gas. Oh shit. I put the nose down,
declared emergency, and started heading back to the runway which at this
point was obviously too short for the job at hand. Hoping for a plan B,
I hit the throttle, the engine revved up, then slowed again after a few
seconds. Seeing a connection there I kept pumping the throttle enough to
get her back in the air and around the pattern for my "first" landing.
Let's say the approach was not textbook but I got her back to the ground
without any bounces or anything I could complain about. I let it roll
out for a bit and then started braking. This is where the adrenaline of
the situation got the better of me. I braked too hard and it started
pulling a bit to the right. When I realized how hard I was braking I let
off of the brake (Johnson
bar) then ka-wam, I was headed for the other side of the runway. Damn, I
was just thinking I was going to pull the stunt off. Except for the
embarrassment, all was OK.



Yesterday, and at this point, I am thinking the engine had gotten hot
enough that fuel was boiling in the carb.



Today, to try to reproduce the problem, I tied the tail down and ran the
engine until the oil temp was 190 F, the previous day's takeoff oil
temp. This was when I noticed what may the real problem. After shutting
down, when I tried to move the prop, it moved with a lot of friction. I
quickly removed the cowl and the sparkplugs to take away the compression
"resistance" and found the engine was still hard to turn. Not knowing
what to do I figured lunch was in order. When I got back from lunch, and
the engine had cooled and it turned as light as I had known it before.



Any ideas of what might cause this "hot" friction? In any case I bet an
engine teardown is in my future.



Kevin











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Re: N275CH First Flight Q200

Kevin Fortin <kfortin@...>
 

Doug,

This airplane has about 1100 on it so it should be past and "conceptual"
errors.

In my mind, after verifying that the system flows well, it leaves me with 2
potential causes of my problem:
1. The gas cap was not tightened sufficiently.
2. The engine compartment had "overheated" due to my prior taxi and caused
vapor lock.

Any comments by anyone along this line would be appreciated.

Kevin

-----Original Message-----
From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
HawkiDoug
Sent: Friday, April 22, 2005 2:31 PM
To: Q-LIST@...
Subject: Re: [Q-LIST] N275CH First Flight Q200


Kevin, would you verify for me that this was your 1st flight in this
aircraft. The aircraft had previously been flown by the previous owner,
right? Thanks!

Doug "Hawkeye" Humble
www.asignabove.net
Omaha NE
N25974
----- Original Message -----
From: "Kevin Fortin" <kfortin@...>
To: <Q-LIST@...>
Sent: Sunday, April 17, 2005 10:34 PM
Subject: [Q-LIST] N275CH First Flight Q200



Hey guys,



Got N275CH off the ground for the first time and got a few other firsts as
well:



First engine malfunction



First declared emergency



First time in the dirt (mud)



All this took 60 or so seconds.



The good news is only the airplane and the pilot got muddy.



In a nutshell, I did three fast taxis, felt about as good as you can for
your first shot into the air, then decided to give her a go. I lined up on
the runway, hit the throttle and the takeoff went as much per plan as I
could expect. Then after about 10 seconds and at about 100 feet the engine
acted like it ran out of gas. Oh shit. I put the nose down, declared
emergency, and started heading back to the runway which at this point was
obviously too short for the job at hand. Hoping for a plan B, I hit the
throttle, the engine revved up, then slowed again after a few seconds.
Seeing a connection there I kept pumping the throttle enough to get her
back
in the air and around the pattern for my "first" landing. Let's say the
approach was not textbook but I got her back to the ground without any
bounces or anything I could complain about. I let it roll out for a bit
and
then started braking. This is where the adrenaline of the situation got
the
better of me. I braked too hard and it started pulling a bit to the right.
When I realized how hard I was braking I let off of the brake (Johnson
bar)
then ka-wam, I was headed for the other side of the runway. Damn, I was
just
thinking I was going to pull the stunt off. Except for the embarrassment,
all was OK.



Yesterday, and at this point, I am thinking the engine had gotten hot
enough
that fuel was boiling in the carb.



Today, to try to reproduce the problem, I tied the tail down and ran the
engine until the oil temp was 190 F, the previous day's takeoff oil temp.
This was when I noticed what may the real problem. After shutting down,
when
I tried to move the prop, it moved with a lot of friction. I quickly
removed
the cowl and the sparkplugs to take away the compression "resistance" and
found the engine was still hard to turn. Not knowing what to do I figured
lunch was in order. When I got back from lunch, and the engine had cooled
and it turned as light as I had known it before.



Any ideas of what might cause this "hot" friction? In any case I bet an
engine teardown is in my future.



Kevin












Quickie Builders Association WEB site
http://www.quickiebuilders.org


Yahoo! Groups Links










Quickie Builders Association WEB site
http://www.quickiebuilders.org


Yahoo! Groups Links


carbon fiber spars for sale

grnco.net <philkel@...>
 

anyone interested and wanting to buy, e-mail philkel@... or call 870-236-3405 and ask for phil, these are brand new....any offers.....


Re: N275CH Fuel pump and bypass

French <LJFrench@...>
 

I don't know if Brad (or Tom Moore) will speak to this or not, but several years ago we talked about a boost pump/check valve system that I was going to use and I thought was going to be implemented on 1TM. I decided to forgo this solution since I felt it was more of a band aid. I tried to spend my time working on what I thought was the root cause - the vent system.
I think I still have the part numbers of the components we planed to used for the system, but it would be better for the other guys to speak who actually have extensive runtime hours on a fuel boost/check valve system and who have tested it in all flight attitudes with the boost pump shut off to verify it's safety in the event of a boost pump failure. The check valve I had spec'd had a very near 0 cracking pressure. I can look it up if interested.

Lynn French
N142LF

Since I can't find the source of the problem, my instincts tell me to put in
a fuel pump to get a bit more margin. If anyone that has a fuel pump and
bypass on their airplane, and they wouldn't mind me giving them a call,
would you please email me you phone number and I will give you a call on my
dime. I would like to discuss the components you used.
Thank you in advance,

Kevin Fortin

303-375-0350