Bob Farnam asked me to post a note requesting a head count of those
planning to attend this weekend's Livermore/LVK flyin.
In case you missed it, the details of the flyin are at Bob's
website:
http://www.farnamengineering.com/LivermoreTandemWingFlyin.html

On Friday evening, we will meet at Beeb's bar and grill next to the
airport for dinner (sadly, I will not be able to join).

Saturday, we will meet at the north east hangars at LVK at around
10AM. Before that, everyone is welcome to join our weekly EAA
chapter 663 breakfast at Carrow's in Dublin -- 7505 Dublin Blvd.,
Dublin, CA 94568 tel(925) 828-9725. Map at
http://www.mapquest.com/maps/map.adp?
searchtype=address&country=US&addtohistory=&searchtab=home&address=75
05+Dublin+Blvd&city=&state=&zipcode=94568

Here is a summary of the planned/expected weekend events:

Friday
6PM dinner at Beebs.

Saturday
8AM EAA chapter breakfast in Dublin
10AM Meet at LVK north east hangars
11AM Line up planes/pilots for group photo
11:30 Cowls off for engine show and tell

Afternoon events:
Paul Lipps will talk about/demonstrate his propellor design.
Demonstration rides. (I hope that people realize the cost of gas
is so high that riders should plan a donation to cover fuel expenses)
and all the other activities I have forgotten to include

4PM Barbeque!

Please ping Bob F so we can get a head count and have the right
amount of food and supplies!

We are looking forward to seeing you all this weekend!

Geoff
---
Geoffrey Rutledge
N200AL Q200
n200al<at>geoffreyrutledge<dot>com cell: 650 868-0197

Funny thing, Sam. I have a very recently rebuilt set of Matco Wheels, but
I'm looking for a spare airplane.

Cheers,

Phil
N870BM

All I can offer is to come up to the Livermore fly-in this weekend and I'll buy
you a beer.

(and I don't drink) :)

...and I might be able to help with that vacuum pump if you've not solved that
issue yet.

http://www.farnamengineering.com/LivermoreTandemWingFlyin.html

Pat

REagan said it; I didn't listen. I should have.

<snip>

Plane is not a true UD with all of the changes and modifications that I
have had to make. Once it is actually flying, I plan to clean up the ugly.
However, the plane is at least 2 weeks before the plane is actually ready
to fly. However, Late August 2005 is NOT April 2004.

REagan said it; I didn't listen. I should have.

In April 2004, I bought a Q2 "ready to fly". Full IFR instrument panel, turbo Revmaster engine, in gray primer, and on a trailer. The hobbs meter showed 5.6 hours on the engine. On initial inspection, all it lacked was a prop and spinner. It even came with a load of early newsletters and documentation and letters to and from the builder. The newsletters praise the work of the builder by name/plane.

What I found/experienced:
1. Baffling was not installed and did not fit.
2. Vacuum pump for the instruments was missing.
3. The engine would not start until I removed the engine and cleaned the mag points. Then it ran beautifully.
4. Brakes needed bleeding.
5. I spent months fighting the controls trying to get rudder and tail wheel working properly.
6. Tank vent put in wrong, caused power loss on first flight attempt.
a. during the abort the canard broke just inboard of the left gear.
7. Controls were installed in a way that did not allow removal - had to cut them out to work on them.
8. Had problem of pull to the right when brakes applied at speed which I misdiagnosed as a control problem. After bleeding the brakes a number of times, the only thing left is glazed left brake pads. Hard to believe.
9. The builder brought the fuel line out next to the left side of the header tank putting the fuel line 2 inches from the exhaust pipe. I didn't like that, but instead of building the necessary new attach fittings, I wrapped the exhaust pipes with heat tape and put a high temp sleeve over the fuel line.
10. On the last taxi 2 weeks ago where I verified the brake problem, the heat from the exhaust finally melted the 450 degree fuel line and started a fire. Luckily the fire wall buckled so that while there was a dollar (paper) sized hole resulted in the stainless steel, the wood backing was not singed.
[Initially, I thought that the damage was extensive; however, other than plastic tubing and a little cowl buckling, all I had was smoke clean up AND moving the fuel lines.] In the process, I am getting the exhaust pipes ceramic coated to reduce heat, new heads (longer life and 5 additional HP), and an engine monitoring system.

I got this bird in an EAA auction cheap. It is no longer cheap, and it still isn't flying.

Plane is not a true UD with all of the changes and modifications that I have had to make. Once it is actually flying, I plan to clean up the ugly. However, the plane is at least 2 weeks before the plane is actually ready to fly. However, Late August 2005 is NOT April 2004.

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

Complete fully functional never flown Quickie 2 for sale Ten thousand
($10,000.00) USD

Email me off line for details and pictures

darold.ambrose@...

Then, too, I
might put on some long johns and scoot over to LVK in a rented spam can for
half a day.

That would be awesome David, I hope to see you there!

We'll be bringing the Corvair engine test stand again this year, but any runs of
the engine will be for more productive reasons than in the past. We'll be
hooking it up with a monitoring system designed to plot vibrations at various
RPM's. http://aeroinsanity.com/corvair/datalogger/

I spoke with Paul Lipps yesterday and he's still on for coming up in his Lancair
with the Elippse prop on it.
http://www.contactmagazine.com/Issue77/PaulsProp.JPG

Pat

Jim,

"But it's a dry heat." :) Thanks for the invitation. My weekend plans are
usually made the night before. Right now it looks like I'll probably be
changing the bungees on my girlfriend's Flightstar then going on a group
ultralight fly-out this weekend. There's nothing quite like a Quicksilver on
floats over the delta at tree-top height to cool you off.... Then, too, I
might put on some long johns and scoot over to LVK in a rented spam can for
half a day.


David J. Gall

Sam,
I have some unused wheels, axles, brake parts. Contact me at 1flashq@....
Joseph

Thanks Steve,

It looks like you are correct, they look like exact matches from Azusa.
I'll see if the disc plate dimensions are the same as from Airheart. I
would think they would be.

Sam



_____

From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
Larry Hamm
Sent: Sunday, August 14, 2005 4:17 PM
To: Q-LIST@...
Subject: Re: [Q-LIST] Q-2/Q-200 wheels



Sam,
My original wheels are made by Azusa. This is the A/S page:
<http://www.aircraftspruce.com/menus/lg/brakes.html>

The brakes are Hurst/Airheart, so maybe something here would be what
you're after:
<http://www.airheart-brakes.com/disc-chart.html>

HTH,
Larry Hamm

Sam Hoskins wrote:

I am looking for a new and unused set of Q-2/Q-200 wheels, to have as
spares. Does anyone know the original manufacturer of our wheels? Are
there equivalent part numbers for a current offering in the catalogs?

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






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_____

I concur with Tom's values.

Sam,
My original wheels are made by Azusa. This is the A/S page:
<http://www.aircraftspruce.com/menus/lg/brakes.html>

The brakes are Hurst/Airheart, so maybe something here would be what you're after:
<http://www.airheart-brakes.com/disc-chart.html>

HTH,
Larry Hamm

Sam Hoskins wrote:

Sam, I have 2 original unused brake disks for the Q2

While rooting around I also found some other stuff that came with the Q2 kit and never got used

2 McCreary tires 5.00-5 6ply and tubes
1 QCSM5 (looks like it's used to mount the brake disk)
1 R&K 6x180 hard tailwheel

Any reasonable offer accepted for any of it.

Dave Chalmers
TriQ200 N4016G 250hrs
Redmond WA

Thanks for the info, Jim. I like the idea of having a spare set 100% ready
to swap out.

Brings up another question. Does anyone know where we can get an exact
replacement brake disk?

Sam



_____

From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
Jim Patillo
Sent: Sunday, August 14, 2005 10:18 AM
To: Q-LIST@...
Subject: [Q-LIST] Re: Q-2/Q-200 wheels




Sam,

Similar minds must think alike. Yesterday I put on new factory wheels
and discs that Sam Kittle gave me, I believe they are Matco as Jerry
said. The new "original" 4:00x5 Chen Shen tires came from the source
I set up in Hayward, CA. I now have two backup whell/tire sets so
when its time to change tires its much quicker. I may know where
there are two more sets, I'll see if the fella wants to part with
them.

At 600 hours the wheel bearings were a little worn and the discs had
small 1/2" humps on them between the bolts to wheel, kind of weird.

Jim Patillo N46JP Q200

--- In Q-LIST@..., "Sam Hoskins" <shoskins@m...> wrote:

I am looking for a new and unused set of Q-2/Q-200 wheels, to have

as

spares. Does anyone know the original manufacturer of our wheels?

Are

there equivalent part numbers for a current offering in the

catalogs?

Sam Hoskins

Murphysboro, IL

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






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_____

Sam,

Similar minds must think alike. Yesterday I put on new factory wheels
and discs that Sam Kittle gave me, I believe they are Matco as Jerry
said. The new "original" 4:00x5 Chen Shen tires came from the source
I set up in Hayward, CA. I now have two backup whell/tire sets so
when its time to change tires its much quicker. I may know where
there are two more sets, I'll see if the fella wants to part with
them.

At 600 hours the wheel bearings were a little worn and the discs had
small 1/2" humps on them between the bolts to wheel, kind of weird.

Jim Patillo N46JP Q200

--- In Q-LIST@..., "Sam Hoskins" <shoskins@m...> wrote:

I am looking for a new and unused set of Q-2/Q-200 wheels, to have

as

spares. Does anyone know the original manufacturer of our wheels?

Are

there equivalent part numbers for a current offering in the

catalogs?

Sam Hoskins

Murphysboro, IL

MATCO

Sam Hoskins wrote:

I am looking for a new and unused set of Q-2/Q-200 wheels, to have as
spares. Does anyone know the original manufacturer of our wheels? Are
there equivalent part numbers for a current offering in the catalogs?

Sam Hoskins

Murphysboro, IL

The moment of inertia looks right, but the areas and weights are not. The larger thinner tube is both stronger and lighter. I get cross section areas of 0.426 for the 1.25 x 0.120 and 0.399 for the 1.50 x 0.090.

Tom O'Grady

----- Original Message -----
From: rbarbour27@...
Date: Friday, August 12, 2005 1:25 pm
Subject: Re: [Q-LIST] Nose Gear Construction

Hi Jeff - I just dy/dx ed the I (Moment of Inertia) for the two
tubes you
were considering for your nose gear and the results are as follows:
I for the 1.50 dia. X .090 wall is: .083 inches to the 4th.
I for the 1.25 dia. X .120 wall is: .071 inches to the
4th.Therefore the larger diameter, thinner wall tube is about 15%
stronger than
the smaller diameter, thicker wall tube.

Here's something else to consider:

The area of the 1.50 dia. X ,090 wall is: .076 sqin.
The area of the 1.25 dia. X .125 wall is: .054 sqin.

Although the larger diameter tube is 15% stronger, it is also
nearly 50%
heavier than the smaller tube. I hope this will give you some
food for thought
for your new design nose gear strut.

Good Luck,

Richard Barbour
TriQ200 building.

Jeff,
I believe Lynn answered the question you were asking. Quickie used a smaller OD nose gear leg at first and some of the gears failed. The TriQ200 was to heavy for the earlier smaller gear legs. I would go with the specs that Dave Richardson gave you about the Rockwell number. It is very important to heat treat the gears to that number. I believe you have some info to work with to have a solid nose gear. Scott Swing would love it if you would build the gears for the TriQ also. He has the fixture and technology.

Bruce Crain
N96BJ


-- "French" <LJFrench@...> wrote:
Jeff,
As Kevin stated, the newer nose gears were made of 1-1/4" OD tubing. Some
were made of .156 wall thickness and some were made of .188 wall. The
hardness is Rockwell 46. The .156 wall tubing was sufficient, but not as
readily available.

Also, on the Tri Q-200 the weight on the front nose gear is closer to 300
lbs at gross.

Hope this helps
Lynn French

Jeff,
The one I got from Mark Greenwood, a few years back, is 1.254" outside
dia.
I think the paint makes up the .004.
The wall thickness is .162. Again i think the paint is the .002. The paint
is only the primer that came on it but may explain the od numbers.
Hope this helps. If not I have a small ring of the leg that I had to saw
off
due to length. If you need it let me know and I will send it down.

Kevin Boddicker
Luana, Iowa
Tri Q200 N7868B
Dreaming


on 8/11/05 10:26 AM, Letempt, Jeffrey MR at jeffrey.letempt@...
wrote:

I decided to just build my own nose gear using ideas I picked up at OSH
this
year. My question is what diameter and wall thickness tubing should I
use?

Jeff

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


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Jeff,
As Kevin stated, the newer nose gears were made of 1-1/4" OD tubing. Some were made of .156 wall thickness and some were made of .188 wall. The hardness is Rockwell 46. The .156 wall tubing was sufficient, but not as readily available.

Also, on the Tri Q-200 the weight on the front nose gear is closer to 300 lbs at gross.

Hope this helps
Lynn French

Jeff,

you might want to start here

http://www.flightsimaviation.com/data/FARS/part_23-499.html

have a good look at the loads specified, apply them to your case and
that will get you started. Starting with random tubes and working
backwards is unlikely to snag a correct answer for you.

snip


(Most people just plunk down the money ($600-$1400 or more) and walk
away with a gear to bolt on their airplane. I know I can build this
gear for considerably less money than the low figure, but I do not
have the engineer know-how to size the tubes.)

snip

there is a wry smile forming here....the purchase price - the material
price might = the knowledge cost...

regards

John