Date   

Re: Revflow Carb Idle

Dave Dugas
 

Joe,
Mine is similar also, although I only get about 100 RPM increase. No explanation. Otherwise the Revmaster runs great. Dave Dugas

joseph.m.tygart.alion@... wrote:
Thanks Larry - I spoke with Joe Horvath. He actually did the engine,
cowling & turbo installation on this AC. Not a clue on this
situation........ It has to be something simple I can adjust out. I'll
figure it out this weekend............. Joe

-----Original Message-----
From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
larry severson
Sent: Friday, May 20, 2005 1:07 PM
To: Q-LIST@...
Subject: Re: [Q-LIST] Revflow Carb Idle



At 12:51 PM 5/20/2005 -0400, you wrote:
Q-Team - Help: The Revflow carburetor on N672CP continues to present
mysterious idle problems. When the cowling is removed and the engine
(2100DT) is idling - it purrs like kitten @ 800 RPM. When cowled and the
engine power is increased, i.e. to 1500 -2000 RPM, the engine warms up -
the
RPM will not return to 800 RPM, but instead gains 300-500 RPM consistently.
Without touching anything and the throttle & linkage static the RPM seems
to
creep up after several minutes of any engine acceleration/heating. I of
course noticed the problem on final when I had trouble slowing the AC for
landing, i.e. I couldn't reduce power below 1400 RPM. HOT ROUND-OUT!
Loonngg landing roll! I know there must be a magic adjustment
somewhere.......Has anyone experienced a similar situation? Please advise.
I have not found a more accommodating and helpful person than Joe Horvath
at Revmaster Aviation.
(760) 244-3074
My engine was a crank, now it is a kitten because of his advise.


Larry Severson
Fountain Valley, CA 92708
(714) 968-9852
larry2@...





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






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Re: Revflow Carb Idle

Greg & Debbie Merrill
 

Look forward to hearing any suggestions on this problem as mine is similar
and I've never been able to nail down the cause.

Greg Merrill
Q2 C-GGFD

-----Original Message-----
From: Q-LIST@... [mailto:Q-LIST@...]On Behalf Of
joseph.m.tygart.alion@...
Sent: May 20, 2005 1:31 PM
To: Q-LIST@...
Subject: RE: [Q-LIST] Revflow Carb Idle


Thanks Larry - I spoke with Joe Horvath. He actually did the engine,
cowling & turbo installation on this AC. Not a clue on this
situation........ It has to be something simple I can adjust out. I'll
figure it out this weekend............. Joe



-----Original Message-----
From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
larry severson
Sent: Friday, May 20, 2005 1:07 PM
To: Q-LIST@...
Subject: Re: [Q-LIST] Revflow Carb Idle



At 12:51 PM 5/20/2005 -0400, you wrote:
Q-Team - Help: The Revflow carburetor on N672CP continues to present
mysterious idle problems. When the cowling is removed and the engine
(2100DT) is idling - it purrs like kitten @ 800 RPM. When cowled and the
engine power is increased, i.e. to 1500 -2000 RPM, the engine warms up -
the
RPM will not return to 800 RPM, but instead gains 300-500 RPM consistently.
Without touching anything and the throttle & linkage static the RPM seems
to
creep up after several minutes of any engine acceleration/heating. I of
course noticed the problem on final when I had trouble slowing the AC for
landing, i.e. I couldn't reduce power below 1400 RPM. HOT ROUND-OUT!
Loonngg landing roll! I know there must be a magic adjustment
somewhere.......Has anyone experienced a similar situation? Please advise.
I have not found a more accommodating and helpful person than Joe Horvath
at Revmaster Aviation.
(760) 244-3074
My engine was a crank, now it is a kitten because of his advise.


Larry Severson
Fountain Valley, CA 92708
(714) 968-9852
larry2@...





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






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Re: Revflow Carb Idle

joseph.m.tygart.alion@...
 

Thanks Larry - I spoke with Joe Horvath. He actually did the engine,
cowling & turbo installation on this AC. Not a clue on this
situation........ It has to be something simple I can adjust out. I'll
figure it out this weekend............. Joe

-----Original Message-----
From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
larry severson
Sent: Friday, May 20, 2005 1:07 PM
To: Q-LIST@...
Subject: Re: [Q-LIST] Revflow Carb Idle



At 12:51 PM 5/20/2005 -0400, you wrote:
Q-Team - Help: The Revflow carburetor on N672CP continues to present
mysterious idle problems. When the cowling is removed and the engine
(2100DT) is idling - it purrs like kitten @ 800 RPM. When cowled and the
engine power is increased, i.e. to 1500 -2000 RPM, the engine warms up -
the
RPM will not return to 800 RPM, but instead gains 300-500 RPM consistently.
Without touching anything and the throttle & linkage static the RPM seems
to
creep up after several minutes of any engine acceleration/heating. I of
course noticed the problem on final when I had trouble slowing the AC for
landing, i.e. I couldn't reduce power below 1400 RPM. HOT ROUND-OUT!
Loonngg landing roll! I know there must be a magic adjustment
somewhere.......Has anyone experienced a similar situation? Please advise.
I have not found a more accommodating and helpful person than Joe Horvath
at Revmaster Aviation.
(760) 244-3074
My engine was a crank, now it is a kitten because of his advise.


Larry Severson
Fountain Valley, CA 92708
(714) 968-9852
larry2@...





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






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Re: Fw: BROKEN SPAR

Rene Robertson <q2robertson@...>
 

James,
Sorry to hear about your accident. Glad to hear that your OK. Best wishes.
Rene
Q2 C-FBWV

James Postma <james@...> wrote:
resending

James Postma
Q2 Revmaster N145EX
Q200 N8427
Steilacoom, Washington
(253) 584-1182 9:00 to 8:00 PDT
May your header tank be always full and your wings right side up.

----- Original Message -----
From: "James Postma" <james@...>
To: <Q-LIST@...>
Sent: Tuesday, May 10, 2005 12:06 PM
Subject: BROKEN SPAR


Hello Group,

I had a landing accident at Chino on April 21 which resulted in a broken
spar.

This was in a Q2 with the LS-1 canard. It broke just inside the fuselage
on
the right side in the area that Jim Patillo has repaired on his airplane.

The landing was smooth and the right canard did not impact anything. I
swerved right, then left, then right and the spar broke. When the
aircraft
settled to the ground, it ground looped to the right 200 degrees.

The NTSB and the FAA is investigating. I asked the FAA accident
investigator if they would take any action regarding the airplane type and
he said that seeing as it is experimental, it is up to the owner/builders
to
take some action. There probably will be an NTSB accident report as there
was substantial damage to the airplane. I was not injured.

The airplane does not have the wheel alinement.

If you want to comment on this, please send mail to me as well as to the
list as I am not getting mail from the list. Telephone calls are also
O.K.

James Postma
Steilacoom, Washington
(253) 584-1182 9:00 to 8:00 PDT


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





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Re: Revflow Carb Idle

Larry Severson
 

At 12:51 PM 5/20/2005 -0400, you wrote:
Q-Team - Help: The Revflow carburetor on N672CP continues to present
mysterious idle problems. When the cowling is removed and the engine
(2100DT) is idling - it purrs like kitten @ 800 RPM. When cowled and the
engine power is increased, i.e. to 1500 -2000 RPM, the engine warms up - the
RPM will not return to 800 RPM, but instead gains 300-500 RPM consistently.
Without touching anything and the throttle & linkage static the RPM seems to
creep up after several minutes of any engine acceleration/heating. I of
course noticed the problem on final when I had trouble slowing the AC for
landing, i.e. I couldn't reduce power below 1400 RPM. HOT ROUND-OUT!
Loonngg landing roll! I know there must be a magic adjustment
somewhere.......Has anyone experienced a similar situation? Please advise.
I have not found a more accommodating and helpful person than Joe Horvath
at Revmaster Aviation.
(760) 244-3074
My engine was a crank, now it is a kitten because of his advise.


Larry Severson
Fountain Valley, CA 92708
(714) 968-9852
larry2@...


Fw: BROKEN SPAR

James Postma <james@...>
 

resending

James Postma
Q2 Revmaster N145EX
Q200 N8427
Steilacoom, Washington
(253) 584-1182 9:00 to 8:00 PDT
May your header tank be always full and your wings right side up.

----- Original Message -----
From: "James Postma" <james@...>
To: <Q-LIST@...>
Sent: Tuesday, May 10, 2005 12:06 PM
Subject: BROKEN SPAR


Hello Group,

I had a landing accident at Chino on April 21 which resulted in a broken
spar.

This was in a Q2 with the LS-1 canard. It broke just inside the fuselage
on
the right side in the area that Jim Patillo has repaired on his airplane.

The landing was smooth and the right canard did not impact anything. I
swerved right, then left, then right and the spar broke. When the
aircraft
settled to the ground, it ground looped to the right 200 degrees.

The NTSB and the FAA is investigating. I asked the FAA accident
investigator if they would take any action regarding the airplane type and
he said that seeing as it is experimental, it is up to the owner/builders
to
take some action. There probably will be an NTSB accident report as there
was substantial damage to the airplane. I was not injured.

The airplane does not have the wheel alinement.

If you want to comment on this, please send mail to me as well as to the
list as I am not getting mail from the list. Telephone calls are also
O.K.

James Postma
Steilacoom, Washington
(253) 584-1182 9:00 to 8:00 PDT


Main tank filling through header

Larry Severson
 

3 pictures showing how the filling of the main tank through the header tank
are now up on the Q-List web site.

Larry Severson
Fountain Valley, CA 92708
(714) 968-9852
larry2@...


Revflow Carb Idle

joseph.m.tygart.alion@...
 

Q-Team - Help: The Revflow carburetor on N672CP continues to present
mysterious idle problems. When the cowling is removed and the engine
(2100DT) is idling - it purrs like kitten @ 800 RPM. When cowled and the
engine power is increased, i.e. to 1500 -2000 RPM, the engine warms up - the
RPM will not return to 800 RPM, but instead gains 300-500 RPM consistently.
Without touching anything and the throttle & linkage static the RPM seems to
creep up after several minutes of any engine acceleration/heating. I of
course noticed the problem on final when I had trouble slowing the AC for
landing, i.e. I couldn't reduce power below 1400 RPM. HOT ROUND-OUT!
Loonngg landing roll! I know there must be a magic adjustment
somewhere.......Has anyone experienced a similar situation? Please advise.


Thanks, Joe Tygart - Petersburg, VA

-----Original Message-----
From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
HawkiDoug
Sent: Wednesday, May 18, 2005 4:12 PM
To: Q-LIST@...


Re: Fw: BROKEN SPAR

Peter Harris <peterjfharris@...>
 

James the weakness in the kit spar is caused because the CF UNI plies are wrapped inside and out by a single lightweight ply of Glass BID cloth not CF. The original spars therefore have very little hoop strength and when the glass ply is broken the CF separates and the system collapses. My broken spar was caused by impact. It looked like a paint brush.
In addition the plans call for the removal of one of the two outer glass plies to prepare for bonding. This action is very likely to lead to damage of the one remaining outer ply. Maximum stress is found at the centre of the span ie at BL00 near where your spar is broken.
However the system has flown many hours trouble free.
Peter

----- Original Message -----
From: James Postma
To: Q-LIST@...
Sent: Saturday, May 21, 2005 2:54 AM
Subject: [Q-LIST] Fw: BROKEN SPAR


resending

James Postma
Q2 Revmaster N145EX
Q200 N8427
Steilacoom, Washington
(253) 584-1182 9:00 to 8:00 PDT
May your header tank be always full and your wings right side up.

----- Original Message -----
From: "James Postma" <james@...>
To: <Q-LIST@...>
Sent: Tuesday, May 10, 2005 12:06 PM
Subject: BROKEN SPAR


> Hello Group,
>
> I had a landing accident at Chino on April 21 which resulted in a broken
> spar.
>
> This was in a Q2 with the LS-1 canard. It broke just inside the fuselage
on
> the right side in the area that Jim Patillo has repaired on his airplane.
>
> The landing was smooth and the right canard did not impact anything. I
> swerved right, then left, then right and the spar broke. When the
aircraft
> settled to the ground, it ground looped to the right 200 degrees.
>
> The NTSB and the FAA is investigating. I asked the FAA accident
> investigator if they would take any action regarding the airplane type and
> he said that seeing as it is experimental, it is up to the owner/builders
to
> take some action. There probably will be an NTSB accident report as there
> was substantial damage to the airplane. I was not injured.
>
> The airplane does not have the wheel alinement.
>
> If you want to comment on this, please send mail to me as well as to the
> list as I am not getting mail from the list. Telephone calls are also
O.K.
>
> James Postma
> Steilacoom, Washington
> (253) 584-1182 9:00 to 8:00 PDT
>



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





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Re: Two fly-ins for the price of none

Jim Patillo
 

Sam,

Your a hell of a promoter and quite the man! Good luck this weekend
and I wish for you a great turn out. Cause thats what makes it worth
doing!

Regards,

Jim P.

P.S. We have one coming in a few months so make some time now for
August in the Bay Area. This years event will be posted on Carard
Aviator so you're likely to see alot of strange looking two winged
airplanes.



--- In Q-LIST@..., "Sam Hoskins" <shoskins@m...> wrote:
The first Tandem Wing Spring Fling participant, Joe Snow from
Euclid, OH
already arrived this afternoon, towing a Q-bird on a trailer.

Beside the Spring Fling extravaganza, the alt.rec.aviation fly-in
is being
held at the Pinckneyville airport, just a few miles north of
Carbondale.
P'ville is a good place to get gas, and it might be worthwhile to
do a low
pass over there once and a while, just to let them know where the
REAL
airplanes are headed!

http://home.mchsi.com/~shoskins/springfling.html






Two fly-ins for the price of none

Sam Hoskins <shoskins@...>
 

The first Tandem Wing Spring Fling participant, Joe Snow from Euclid, OH
already arrived this afternoon, towing a Q-bird on a trailer.

Beside the Spring Fling extravaganza, the alt.rec.aviation fly-in is being
held at the Pinckneyville airport, just a few miles north of Carbondale.
P'ville is a good place to get gas, and it might be worthwhile to do a low
pass over there once and a while, just to let them know where the REAL
airplanes are headed!

http://home.mchsi.com/~shoskins/springfling.html


Re: Fuel filler problem

Larry Severson
 

At 01:43 PM 5/19/2005 -0700, you wrote:
If pictures are available of the fuel filler install,
could they be posted on the q site? I am considering
changing my Q2
Thanks
I have them, but the e-mail system for the q group strips all attachments.


Larry Severson
Fountain Valley, CA 92708
(714) 968-9852
larry2@...


Re: Sammy's

Jon Finley <jon@...>
 

I dunno about "hot rod" - the poor thing hasn't even been run this year.
I used to laugh at the old farts that couldn't find time for their
airplanes. Now I are one!

Jon

-----Original Message-----
From: Q-LIST@... [mailto:Q-LIST@...] On Behalf
Of rondefly@...
Sent: Thursday, May 19, 2005 7:41 AM
To: Q-LIST@...
Subject: RE: [Q-LIST] True performance evauation using GPS


Gee Jon, I was really looking forward to seeing you and your hot rod
soob.
After all, it has been probably more than 15 years since I saw you at
Osh.

Ron T

Ron & Carolyn Triano Q-200 N4710P


Re: Fuel filler problem

tr31961
 

If pictures are available of the fuel filler install,
could they be posted on the q site? I am considering
changing my Q2
Thanks
Gordon
--- HawkiDoug <hawkidoug@...> wrote:
Jim P. or Sam Kittle -can you send me a picture of
your header tank
filler/opening you described below? Please!

Doug "Hawkeye" Humble
www.asignabove.net
Omaha NE
N25974
----- Original Message -----
From: "Jim Patillo" <logistics_engineering@...>
To: <Q-LIST@...>
Sent: Friday, May 06, 2005 11:38 AM
Subject: [Q-LIST] Re: Fuel filler problem and brake
seals.



Larry
The way to cure the problem you describe is to
install a flush mount
filler in the top of the header with a steel or
aluminum (grounded)
2- 2 1/2" tube just below the header opening. That
way you can fill
the header and main at the same time from the same
opening. This
makes filling both tanks very fast and you know
exactly how much
fuel is in the header and main simply by looking
in the hole. I can
fill my tanks in half the time it takes to fill
the conventional
setup. Sam Kittle has just finished this mod and
can elaborate if
any one is interested.

The only kicker is the header we have is different
than standard! If
you are building and at this stage you may want to
look into this
option. I have 5 years and almost 600 hours on
this mod and it works
well.

Jim P.


--- In Q-LIST@..., larry severson
<larry2@s...> wrote:
At 04:28 PM 5/6/2005 +0100, you wrote:
Paul, the two filler points I mention are the
one on the side -
to the main
tank and the one on the top - to the header. The
side one had pvc
down pipe;
wrapped in BID
My Q2 has a single header fill point with an
overflow to the main
tank. It
is simplicity in construction and prevents
overfilling the header.
Its main
problem is that the header can't be full unless
the main tank is.


Larry Severson
Fountain Valley, CA 92708
(714) 968-9852
larry2@s...

[Non-text portions of this message have been
removed]





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Re: True performance evauation using GPS

rondefly@...
 

Gee Jon, I was really looking forward to seeing you and your hot rod soob.
After all, it has been probably more than 15 years since I saw you at Osh.

Ron T

Ron & Carolyn Triano Q-200 N4710P

-----Original Message-----
From: Q-LIST@... [mailto:Q-LIST@...]On Behalf Of Jon
Finley
Sent: Wednesday, May 18, 2005 6:40 PM
To: Q-LIST@...
Subject: RE: [Q-LIST] True performance evauation using GPS

Hi Sam,

Afraid I won't be making it this weekend, my apologies. Sure would like
to be there.

Have you read the "The Bootstrap Approach to Aircraft Performance"
articles on AVWeb? They made good sense to me and may be what you are
looking for.

http://www.avweb.com/news/airman/182410-1.html

Jon Finley
N90MG Q2 - Subaru EJ-22 DD - 467 Hrs. TT
Apple Valley, Minnesota
http://www.FinleyWeb.net/Q2Subaru



-----Original Message-----
From: Q-LIST@... [mailto:Q-LIST@...] On Behalf
Of Sam Hoskins
Sent: Wednesday, May 18, 2005 8:16 PM
To: Q-LIST@...
Cc: Charlie Rodriguez
Subject: [Q-LIST] True performance evauation using GPS


I have been scanning the internet looking for ways to properly evaluate
some
flight data I've gathered. I think I found the solution and thought I'd
share it.

The question is "How do I accurately test for performance improvements"?
Ken Paser did a lot of testing as documented in his book "Speed With
Economy" but

I believe I have found a better way. There are a couple of papers out
there
using GPS to determine true airspeed. There are a few different
methods,
but I like the ones published by the National Test Pilot's School.
(Besides, Test Pilot's School sounds cool).

The methods are designed to determine true airspeed, but I would think
it
would be well suited to determining top true airspeed.

The idea is, you go so some convenient altitude - say 5,500 feet, and do
a
full out performance run in either three or four different directions.
You
plug your values into the spreadsheet and voila! You have your accurate
performance with the wind factor removed. The only caveat is that you
should have the same indicated airspeed throughout the test. If your
throttle is shoved all the way forward and locked down, this should be
the
case.

By using this simple test method, one could make performance
enhancements
and then have an accurate method of checking if they really worked.
Please
correct me if I'm wrong. Here is the link, read all three articles
under:
"Using GPS to Determine Pitot-Static Errors".

http://www.ntps.edu/HTML/Downloads/

See you this weekend,

Sam Hoskins








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Re: Rotary Engines

Marinus B. &#92;(Ben&#92;) Bosma <ben@...>
 

Hi Mike,

Thanks for the information, I'll pass it along. My current scope of work
doesn't involve mufflers however, my personal interest in my own aircraft
does.

I don't have a muffler on my Helicopter and didn't have any on my Q1 with
the Onan. It really helps.

-Ben

_____

From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
Michael D. Callahan
Sent: Wednesday, May 18, 2005 11:28 PM
To: Q-LIST@...
Subject: Re: [Q-LIST] Rotary Engines


Ben,
I suggest you guys check out the Spintech muffler. At teh request of the
Mazda rotary conversion guys, I managed to talk the guy at Spintech into
building a 316 stainless model that is nearly indestructible. Tracy Crook
has used one on his Mazda 13B RV-4 for several hundred hours and it remained
intact. Not only that, it is also VERY free-flow muffler that does not
impede the exhaust. Not terribly expensive and they aren't skittish about
selling to avation folks. Mike C (Q13B)

----- Original Message -----
From: "Marinus B. (Ben) Bosma" <ben@...>
To: <Q-LIST@...>
Sent: Wednesday, May 18, 2005 4:18 PM
Subject: RE: [Q-LIST] Rotary Engines


The pricing is based on German import cost.

I weighed the 40Hp without muffler but with starter and alternator at
78lbs.
A muffler would add another 5-10lbs. The Wankel requires a big muffler
(or
straight pipes) because they don't tolerate back pressure.

Here is the pricing.

The 407 single rotor dual ignition is $5795.00
The 814 dual rotor with dual ignition is $8,195.00

The reduction drive is $910.00

That's why we're working on cost issues. I personally don't have a
problem
with these prices since they are in the same ballpark as Rotax aircraft
engines.

Please, understand, I'm an engineer not a sales guy. My contract is to
make this engine manufacturable outside of the German vendor base. The
pricing quoted is what a German made engine costs. Hopefully, we can get
it
down a lot. There are a lot of factors the least of which is volume to
drive that down.

Fortunately, there are a lot of orders for this engine from some personal
watercraft builder (I don't know who it is) that is getting the engines on
a
boat to our continent.

The marine version and the aircraft version are identical except for the
drive.

-Ben



_____

From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
MartinErni@...
Sent: Wednesday, May 18, 2005 5:01 PM
To: Q-LIST@...
Subject: Re: [Q-LIST] Rotary Engines


Ben,
The key will be price. If the price is comparable to piston power of
the
same horse power then it has a good chance of acceptance. How much do the
options add to the weight?
Earnest






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





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Re: True performance evauation using GPS

Brad Olson <n1tm@...>
 

Sam,

The link below is a simple data entry method that was posted on our
EAA chapter's homepage. Like yours, this indicates having the same
indicated airspeed for each direction of flight.

I've got to start watching the airspeed indicator more. When flying
by myself, I check RPM and GPS. When flying with Jim, I'm checking -
keep'n up or fall'n behind!

Have a great weekend!

Brad Olson
N321TM, Livermore

http://www.reacomp.com/true_airspeed/index.html

--- In Q-LIST@..., "Sam Hoskins" <shoskins@m...> wrote:
I have been scanning the internet looking for ways to properly
evaluate some
flight data I've gathered. I think I found the solution and
thought I'd
share it.

The question is "How do I accurately test for performance
improvements"?
Ken Paser did a lot of testing as documented in his book "Speed
With
Economy" but

I believe I have found a better way. There are a couple of papers
out there
using GPS to determine true airspeed. There are a few different
methods,
but I like the ones published by the National Test Pilot's School.
(Besides, Test Pilot's School sounds cool).

The methods are designed to determine true airspeed, but I would
think it
would be well suited to determining top true airspeed.

The idea is, you go so some convenient altitude - say 5,500 feet,
and do a
full out performance run in either three or four different
directions. You
plug your values into the spreadsheet and voila! You have your
accurate
performance with the wind factor removed. The only caveat is that
you
should have the same indicated airspeed throughout the test. If
your
throttle is shoved all the way forward and locked down, this
should be the
case.

By using this simple test method, one could make performance
enhancements
and then have an accurate method of checking if they really
worked. Please
correct me if I'm wrong. Here is the link, read all three
articles under:
"Using GPS to Determine Pitot-Static Errors".

http://www.ntps.edu/HTML/Downloads/

See you this weekend,

Sam Hoskins






Re: Rotary Engines

Michael D. Callahan <micallahan@...>
 

Ben,
I suggest you guys check out the Spintech muffler. At teh request of the
Mazda rotary conversion guys, I managed to talk the guy at Spintech into
building a 316 stainless model that is nearly indestructible. Tracy Crook
has used one on his Mazda 13B RV-4 for several hundred hours and it remained
intact. Not only that, it is also VERY free-flow muffler that does not
impede the exhaust. Not terribly expensive and they aren't skittish about
selling to avation folks. Mike C (Q13B)

----- Original Message -----
From: "Marinus B. (Ben) Bosma" <ben@...>
To: <Q-LIST@...>
Sent: Wednesday, May 18, 2005 4:18 PM
Subject: RE: [Q-LIST] Rotary Engines


The pricing is based on German import cost.

I weighed the 40Hp without muffler but with starter and alternator at
78lbs.
A muffler would add another 5-10lbs. The Wankel requires a big muffler
(or
straight pipes) because they don't tolerate back pressure.

Here is the pricing.

The 407 single rotor dual ignition is $5795.00
The 814 dual rotor with dual ignition is $8,195.00

The reduction drive is $910.00

That's why we're working on cost issues. I personally don't have a
problem
with these prices since they are in the same ballpark as Rotax aircraft
engines.

Please, understand, I'm an engineer not a sales guy. My contract is to
make this engine manufacturable outside of the German vendor base. The
pricing quoted is what a German made engine costs. Hopefully, we can get
it
down a lot. There are a lot of factors the least of which is volume to
drive that down.

Fortunately, there are a lot of orders for this engine from some personal
watercraft builder (I don't know who it is) that is getting the engines on
a
boat to our continent.

The marine version and the aircraft version are identical except for the
drive.

-Ben



_____

From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
MartinErni@...
Sent: Wednesday, May 18, 2005 5:01 PM
To: Q-LIST@...
Subject: Re: [Q-LIST] Rotary Engines


Ben,
The key will be price. If the price is comparable to piston power of
the
same horse power then it has a good chance of acceptance. How much do the
options add to the weight?
Earnest






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





_____

Yahoo! Groups Links


* To visit your group on the web, go to:
http://groups.yahoo.com/group/Q-LIST/


* To unsubscribe from this group, send an email to:
Q-LIST-unsubscribe@...
<mailto:Q-LIST-unsubscribe@...?subject=Unsubscribe>


* Your use of Yahoo! Groups is subject to the Yahoo! Terms of Service
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Quickie Builders Association WEB site
http://www.quickiebuilders.org


Yahoo! Groups Links






Re: True performance evauation using GPS

Jon Finley <jon@...>
 

Hi Sam,

Afraid I won't be making it this weekend, my apologies. Sure would like
to be there.

Have you read the "The Bootstrap Approach to Aircraft Performance"
articles on AVWeb? They made good sense to me and may be what you are
looking for.

http://www.avweb.com/news/airman/182410-1.html

Jon Finley
N90MG Q2 - Subaru EJ-22 DD - 467 Hrs. TT
Apple Valley, Minnesota
http://www.FinleyWeb.net/Q2Subaru

-----Original Message-----
From: Q-LIST@... [mailto:Q-LIST@...] On Behalf
Of Sam Hoskins
Sent: Wednesday, May 18, 2005 8:16 PM
To: Q-LIST@...
Cc: Charlie Rodriguez
Subject: [Q-LIST] True performance evauation using GPS


I have been scanning the internet looking for ways to properly evaluate
some
flight data I've gathered. I think I found the solution and thought I'd
share it.

The question is "How do I accurately test for performance improvements"?
Ken Paser did a lot of testing as documented in his book "Speed With
Economy" but

I believe I have found a better way. There are a couple of papers out
there
using GPS to determine true airspeed. There are a few different
methods,
but I like the ones published by the National Test Pilot's School.
(Besides, Test Pilot's School sounds cool).

The methods are designed to determine true airspeed, but I would think
it
would be well suited to determining top true airspeed.

The idea is, you go so some convenient altitude - say 5,500 feet, and do
a
full out performance run in either three or four different directions.
You
plug your values into the spreadsheet and voila! You have your accurate
performance with the wind factor removed. The only caveat is that you
should have the same indicated airspeed throughout the test. If your
throttle is shoved all the way forward and locked down, this should be
the
case.

By using this simple test method, one could make performance
enhancements
and then have an accurate method of checking if they really worked.
Please
correct me if I'm wrong. Here is the link, read all three articles
under:
"Using GPS to Determine Pitot-Static Errors".

http://www.ntps.edu/HTML/Downloads/

See you this weekend,

Sam Hoskins


True performance evauation using GPS

Sam Hoskins <shoskins@...>
 

I have been scanning the internet looking for ways to properly evaluate some
flight data I've gathered. I think I found the solution and thought I'd
share it.

The question is "How do I accurately test for performance improvements"?
Ken Paser did a lot of testing as documented in his book "Speed With
Economy" but

I believe I have found a better way. There are a couple of papers out there
using GPS to determine true airspeed. There are a few different methods,
but I like the ones published by the National Test Pilot's School.
(Besides, Test Pilot's School sounds cool).

The methods are designed to determine true airspeed, but I would think it
would be well suited to determining top true airspeed.

The idea is, you go so some convenient altitude - say 5,500 feet, and do a
full out performance run in either three or four different directions. You
plug your values into the spreadsheet and voila! You have your accurate
performance with the wind factor removed. The only caveat is that you
should have the same indicated airspeed throughout the test. If your
throttle is shoved all the way forward and locked down, this should be the
case.

By using this simple test method, one could make performance enhancements
and then have an accurate method of checking if they really worked. Please
correct me if I'm wrong. Here is the link, read all three articles under:
"Using GPS to Determine Pitot-Static Errors".

http://www.ntps.edu/HTML/Downloads/

See you this weekend,

Sam Hoskins