Date   

Looking for a Q2 Cowl

M. M. <pistachio914@...>
 

Hello,

I am looking to buy a Q2 cowling. Any help in finding one would be greatly appreciated.

Thanks,

MM


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Re: Q2 KIT FOR SALE

Doug Humble <hawkidoug@...>
 

Kiven, I have a new member who might be interested in your kit. Email me off list at: HawkiDoug@... and I'll give you his info.

Doug "Hawkeye" Humble
A Sign Above www.asignabove.net
Omaha NE
N25974

----- Original Message -----
From: KLWILKS10@...
To: Q-LIST@...
Sent: Tuesday, September 05, 2006 6:08 PM
Subject: [Q-LIST] Q2 KIT FOR SALE


I HAVE A Q2 KIT THAT I WILL SELL THAT IS BASICLY UNTOCHED.IT HAS THE LS1
SPARS THAT ARE UNTOCHED. IF INTERESTED GET AHOLD OF ME (308) 379-1213
KEVIN WILKINSON


Re: Inspector and Instructor for Q-2

Jim Patillo
 

Phil,

Congratulations on the purchase of your new Q.

If you are picking up Jerry's "Q" in 15 days, what have you done to
get yourself ready to fly this Q taildragger and understand the
planes ideosycracies? If the answer is nothing then the results will
be predictable. This is not a difficult plane to fly but without
systems understanding and a proper check out for yourself and the
plane, it might as well be a 727. If you are a current high time,
complex, multi-engine, instrument rated pilot, I would still say the
same. Just ask Geoff Rutledge or Phil Lankford or Ron Weise or Kevin
Bodiker or David Hyatt or Larry Severson. They can clear up any mis
understandings you may have.

Its good that you are casting about for help. Thats a start! Try to
find someone in your area right away and get up to speed. How far
from Boston are you? Dave Dugas is in Boston and has a sweet flying
Q taildragger, maybe he can offer some input. If you don't feel
comfortable, trailer it! May not be as cool as flying it into your
home airport but it will get there in one piece.

Regards,
Jim Patillo N46JP Q200



--- In Q-LIST@..., "philmarshall05640" <phil@...> wrote:

I am buying a Q-2 from Jerry Kennedy in Sioux Falls, SD. I am
flying
out to get it Sept 20th. Is there anyone on the list who can vouch
for Jerry's Q-2 or could come and inspect it for me?

I will also need to get at least 5 hours of dual with an instructor
with time in a Quickie because the insurance company insists (and
it's
a good idea). I'm willing to fly with Jerry to get comfortable
with
it and fly somewhere to get instruction. I hope to go to the fly-
in on
the 23rd, but the weather may prevent it. I will be flying it
back to
Vermont in anycase.

Phil Marshall, 450 hours (SEL & glider)
Kitfox N1585F and (soon) Q-2 N214FK
Adamant, VT
phil@...


Re: Q2 KIT FOR SALE

Jason Muscat <fifty101fifty@...>
 

im interested ... just let me know yoru price and if you have anny pictures please send them... thanx for your reply

KLWILKS10@... wrote: I HAVE A Q2 KIT THAT I WILL SELL THAT IS BASICLY UNTOCHED.IT HAS THE LS1
SPARS THAT ARE UNTOCHED. IF INTERESTED GET AHOLD OF ME (308) 379-1213
KEVIN WILKINSON








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Inspector and Instructor for Q-2

philmarshall05640 <phil@...>
 

I am buying a Q-2 from Jerry Kennedy in Sioux Falls, SD. I am flying
out to get it Sept 20th. Is there anyone on the list who can vouch
for Jerry's Q-2 or could come and inspect it for me?

I will also need to get at least 5 hours of dual with an instructor
with time in a Quickie because the insurance company insists (and it's
a good idea). I'm willing to fly with Jerry to get comfortable with
it and fly somewhere to get instruction. I hope to go to the fly-in on
the 23rd, but the weather may prevent it. I will be flying it back to
Vermont in anycase.

Phil Marshall, 450 hours (SEL & glider)
Kitfox N1585F and (soon) Q-2 N214FK
Adamant, VT
phil@...


Re: Crashed Tri-Q

Larry Severson
 

A hard left roll tendancy is normal for a first
flight and everone here knows it.
Actually, I didn't know it, but it took a simple right aileron input to level the plane.

Once the left elevator is trimed
the issue is resolved.
I did put in a roll trim system based at what I saw at a Livermore gathering. It leveled the wing easily. I left it in for the second flight which saw no roll to the left. I later found out that with one 190 lb pilot the elevator roll system needs about 5/8ths in trim. With 2 bodies, no roll trim needed. By the way, I have never flown a plane as easy and smooth as mine has shown to be in my first 2 flights.

I am not an aviation wizard or an
exceptional pilot but have tried to use comon sense when needed
which usually works.

Regards,
Jim Patillo N46JP Q200 790 hours.
Jim, you have my agreement.


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


Re: Crashed Tri-Q

Jim Patillo
 

Chris,

I'm sorry to hear about your accident and glad you didn't become
another smoking hole in the ground.

Its kind of interesting you're only a couple of hours away from
Livermore, CA where there's more collective Q knowledge than
anywhere. Yet you never identified yourself or ever showed up at one
of our events. Had you reached out you could have avoided these
stupid mistakes. A hard left roll tendancy is normal for a first
flight and everone here knows it. Once the left elevator is trimed
the issue is resolved. Further how does one accidently lift off?
I've never been able to get my arms around that one! If you and your
plane weren't prepared for flight you should have never left the
ground.

Unfortunately these kinds of accidents continue giving our planes a
bad reputation it does not deserve. Its because of individuals like
you that this airplane is considered "hard to fly and control",
which is rediculous.

I have about 800 hours on my Q200 which is a lot more plane to fly
than a revemaster tricycle gear Q and have never even had it
sideways on the runway. I am not an aviation wizard or an
exceptional pilot but have tried to use comon sense when needed
which usually works.

Regards,
Jim Patillo N46JP Q200 790 hours.


--- In Q-LIST@..., "yellow_tri" <chrisdolly@...> wrote:

N33LQ (Tri-Q) was wrecked beyond repair on 8/29. Mechanical parts
and elevators and ailerons are okay, they are available for sale.
Revmaster engine, approximately 500 hours; new pistons, cylinders,
rings about 10 hours. Revmaster carb, belt driven air pump. Ran
perfect, started easily. Main gear, tires (new), wheels, disc
brakes
with new rotors and pads, all farings and wheel pants. Entire
instrument panel: Softcom intercom, VAL com 760 TSO, Narco AT150
TSO
transponder w/altitude encoder, fuel gauge, EGT/CHT combo gauge,
ammeter, oil pressure, oil temp, compass, Attitude Indicator (art
horiz), VG, Air speed (to 200), altimeter, Vertical Speed,
tachometer, and Hobbs with 233 hours. Open to offers.
Chalk the wreck up to inexperience with these types of aircraft.
I
had never flown one of these, nobody here at my airport (Grants
Pass,
OR) had either. I had never flown a wrist action joystick. I had
made about 2 dozen fast taxi's down the runway (accidentally
lifted
off at 65 mph once, came down and destroyed the nose gear). This
time I held forward pressure until the A/S passed 70 and was
accelerating, then eased back on the joystick. Lift off seemed
normal at first then there was a HARD roll left. I corrected to
the
right, but chickened out on continuing the takeoff, cut the
throttle
and headed back toward the runway. The plane came down hard and
took
out the nose gear yet again, eventually left the runway and nosed
over in the dirt. My one experience with a non-certified aircraft.
I can be reached at: chrisdolly@...


Crashed Tri-Q

yellow_tri <chrisdolly@...>
 

N33LQ (Tri-Q) was wrecked beyond repair on 8/29. Mechanical parts
and elevators and ailerons are okay, they are available for sale.
Revmaster engine, approximately 500 hours; new pistons, cylinders,
rings about 10 hours. Revmaster carb, belt driven air pump. Ran
perfect, started easily. Main gear, tires (new), wheels, disc brakes
with new rotors and pads, all farings and wheel pants. Entire
instrument panel: Softcom intercom, VAL com 760 TSO, Narco AT150 TSO
transponder w/altitude encoder, fuel gauge, EGT/CHT combo gauge,
ammeter, oil pressure, oil temp, compass, Attitude Indicator (art
horiz), VG, Air speed (to 200), altimeter, Vertical Speed,
tachometer, and Hobbs with 233 hours. Open to offers.
Chalk the wreck up to inexperience with these types of aircraft. I
had never flown one of these, nobody here at my airport (Grants Pass,
OR) had either. I had never flown a wrist action joystick. I had
made about 2 dozen fast taxi's down the runway (accidentally lifted
off at 65 mph once, came down and destroyed the nose gear). This
time I held forward pressure until the A/S passed 70 and was
accelerating, then eased back on the joystick. Lift off seemed
normal at first then there was a HARD roll left. I corrected to the
right, but chickened out on continuing the takeoff, cut the throttle
and headed back toward the runway. The plane came down hard and took
out the nose gear yet again, eventually left the runway and nosed
over in the dirt. My one experience with a non-certified aircraft.
I can be reached at: chrisdolly@...


test

HAROLD DIRKS
 

testing


Q2 KIT FOR SALE

KLWILKS10@...
 

I HAVE A Q2 KIT THAT I WILL SELL THAT IS BASICLY UNTOCHED.IT HAS THE LS1
SPARS THAT ARE UNTOCHED. IF INTERESTED GET AHOLD OF ME (308) 379-1213
KEVIN WILKINSON


WANTED looking for a q2 q-200 kit

fifty101fifty <fifty101fifty@...>
 

hello all ... im looking for an unstated q2 or q200 kit .... does not
have to be complete but all the pre fab stuff needs to be there (fuse
halves, canopy, cowl etc) let me know what ya got ....thanx


Re: Revflow

Dave Dugas
 

Stan,
Follow the set up instructions, especially the leaning procedure to get the EGT rise. Mine's worked great for 450 hours, and I haven't touched it. Dave D

stan susman <stanpfa@...> wrote:
Members, I'd like to hear from anyone that has time with a Revflow
carb. I'm going to order one but would like to hear about in flight
experience and about how the early tuning went ,good or bad.
Thanks Stan Susman "pumbaa"
Q-1 84" 4 cylinder 4 stroke






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Re: Revflow

Doug Humble <hawkidoug@...>
 

I'm happy with my RevFlow. I had to tune it in the beginning to get it set right and I have a summer and a winter adjustment to accommodate for the difference in the air temp. I had heard that you had to "file" grooves into the needle to tune the carb for different rpm settings, but I have never had to do that. There are different size needles that I tried but ended up using the one that came with the carb and close to the factory setting for it.

Doug "Hawkeye" Humble
A Sign Above www.asignabove.net
Omaha NE
N25974

----- Original Message -----
From: stan susman
To: Q-LIST@...
Sent: Sunday, September 03, 2006 2:47 PM
Subject: [Q-LIST] Revflow


Members, I'd like to hear from anyone that has time with a Revflow
carb. I'm going to order one but would like to hear about in flight
experience and about how the early tuning went ,good or bad.
Thanks Stan Susman "pumbaa"
Q-1 84" 4 cylinder 4 stroke


Re: Marc Waddelow wing layup schedule

Paul Buckley
 

OK, I'll search it out, but it will not be 'till Tuesday now.
BTW, the Waddelow schedule for the canard IS for the LS1.
It simply does away with the carbon spar and is not to be used for the taildragger, only the TriQ without the landing loads on the canard, but it is still the LS1 airfoil.

Paul Buckley
Cheshire
England

----- Original Message -----
From: r.hole
To: Q-LIST@...
Sent: Sunday, September 03, 2006 9:31 PM
Subject: [Q-LIST] Re: Marc Waddelow wing layup schedule


The main wing. We'll use the LS1 canard.

--- In Q-LIST@..., "Paul Buckley" <paulbuckley@...>
wrote:
>
> Do you mean the wing, or the canard?
> I have both....somewhere.
>
> Paul Buckley
> Cheshire
> England
>
> TriQ-200
> Still building.................
> ----- Original Message -----
> From: r.hole
> To: Q-LIST@...
> Sent: Sunday, September 03, 2006 3:34 AM
> Subject: [Q-LIST] Marc Waddelow wing layup schedule
>
>
> Does anyone have the Marc Waddelow standard length wing layup
> schedule? Talking with our mentor Scott Swing, he suggests we
use
> that schedule and has mislaid his copy.
>
>
>
>
>
>
> ----------------------------------------------------------
-----------
>
>
> No virus found in this incoming message.
> Checked by AVG Free Edition.
> Version: 7.1.405 / Virus Database: 268.11.7/436 - Release Date:
01/09/2006
>
>
>
>






------------------------------------------------------------------------------


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Checked by AVG Free Edition.
Version: 7.1.405 / Virus Database: 268.11.7/436 - Release Date: 01/09/2006


Re: Revflow

Jerry Marstall <jnmarstall@...>
 

I used one and found it to need a little working with to get it right,
but after that, it worked just fine. Vast improvement over the Posa.
Jerry

stan susman wrote:


Members, I'd like to hear from anyone that has time with a Revflow
carb. I'm going to order one but would like to hear about in flight
experience and about how the early tuning went ,good or bad.
Thanks Stan Susman "pumbaa"
Q-1 84" 4 cylinder 4 stroke


Re: Volts and amps

r.hole <r.hole@...>
 

Think of the SCR as a latching relay. A small current in the gate
causes the "relay" to latch, and in effect, puts a short circuit to
ground. This short circuit causes the fuse to blow which
disconnects the regulator from the battery. By the way, a second
fuse between the SCR and battery is also necessary.

I would not use this circuit for OV protection, would rather see a
relay/contactor to disconnect.

--- In Q-LIST@..., "Doug Humble" <hawkidoug@...> wrote:

Boy, I hope Mike understood Neil, because this bonehead read it
twice and didn't understand a heat sink from a limiting resistor!
But when the SCR latched, it blew my mind!

Maybe I shouldn't admit such things!

Doug "Hawkeye" Humble
A Sign Above www.asignabove.net
Omaha NE
N25974
----- Original Message -----
From: njepsen@...
To: Q-LIST@...
Sent: Sunday, September 03, 2006 12:32 AM
Subject: Re: [Q-LIST] Volts and amps


Mike
I was talking hypothtically here. No-one in their right
mind would look for a 1000w Zener, and in a crowbar
situation, it aint going to dissapate 1000w for long
anyway...a few ms at most.
What I had in mind, is more like this ( cigarette packet
design): The alternator has no feild so you need to
disconnect the output from the regulator to turn it off. A
60A scr is not a big device, ( TO220 for example, or TO3)
costs little, and because we are talking a one-off situation
here, needs no heatsink. Put the 1watt zener in the gate, to
+12 thru a limiting resistor, pull the gate down to 0v with
another resistor, add a cap to the gate to give it a small
time constant to prevent switch on with noise. I'd also
suggest 17-18v because the knee of a zener is not all that
sharp. If the output rises, the SCR latches and blows the
fuse, protecting the avionics, which is why we have it
there. You could replace the fuse with a latching relay,
and use the relay to turn off the DC bus also, as better
solution. A warning OV light also.
Anyway, I'm not suggesting you build one like this....you
can buy them, and I'm sure there are proven designs out
there.

> Neil Wrote: Not if you use it as an overvolt crowbar with
> a fuse.
>
> Mike Responds:
> What? Let me guess at what your trying to say... A Zener
> set for say 16V with a fuse in the A+ line could be a
> form of overvoltage protection. Now, lets look at what
> I'd need. I have a 60 Amp alternator so I'd need a 60
> amp fuse and a 60 amp Zener. The zener would need to be
> sized to dissipate 16V*60A or 960 watts. Last time I saw
> a 1000Watt zener... come to think of it I have never seen
> one.
>
> This is why overvoltage protection kills the FIELD to the
> alternator and does not regulate the A+ output from the
> alternator...
>
> Enough of volts let go fly!
> Mike Q200


Re: Marc Waddelow wing layup schedule

r.hole <r.hole@...>
 

The main wing. We'll use the LS1 canard.

--- In Q-LIST@..., "Paul Buckley" <paulbuckley@...>
wrote:

Do you mean the wing, or the canard?
I have both....somewhere.

Paul Buckley
Cheshire
England

TriQ-200
Still building.................
----- Original Message -----
From: r.hole
To: Q-LIST@...
Sent: Sunday, September 03, 2006 3:34 AM
Subject: [Q-LIST] Marc Waddelow wing layup schedule


Does anyone have the Marc Waddelow standard length wing layup
schedule? Talking with our mentor Scott Swing, he suggests we
use
that schedule and has mislaid his copy.






-------------------------------------------------------------------
-----------


No virus found in this incoming message.
Checked by AVG Free Edition.
Version: 7.1.405 / Virus Database: 268.11.7/436 - Release Date:
01/09/2006




Revflow

Stan Susman
 

Members, I'd like to hear from anyone that has time with a Revflow
carb. I'm going to order one but would like to hear about in flight
experience and about how the early tuning went ,good or bad.
Thanks Stan Susman "pumbaa"
Q-1 84" 4 cylinder 4 stroke


Re: Volts and amps

r.hole <r.hole@...>
 

We used to use that circuit to protect in bench power supplies. We
found it was too sensitive to noise, especially RF, and would
trigger needelessly. Not often, but not necessary. We began
putting a small inductor (RF chocke) in series with the gate to
solve the problem.

--- In Q-LIST@..., njepsen@... wrote:

Mike
I was talking hypothtically here. No-one in their right
mind would look for a 1000w Zener, and in a crowbar
situation, it aint going to dissapate 1000w for long
anyway...a few ms at most.
What I had in mind, is more like this ( cigarette packet
design): The alternator has no feild so you need to
disconnect the output from the regulator to turn it off. A
60A scr is not a big device, ( TO220 for example, or TO3)
costs little, and because we are talking a one-off situation
here, needs no heatsink. Put the 1watt zener in the gate, to
+12 thru a limiting resistor, pull the gate down to 0v with
another resistor, add a cap to the gate to give it a small
time constant to prevent switch on with noise. I'd also
suggest 17-18v because the knee of a zener is not all that
sharp. If the output rises, the SCR latches and blows the
fuse, protecting the avionics, which is why we have it
there. You could replace the fuse with a latching relay,
and use the relay to turn off the DC bus also, as better
solution. A warning OV light also.
Anyway, I'm not suggesting you build one like this....you
can buy them, and I'm sure there are proven designs out
there.


Re: Volts and amps

Doug Humble <hawkidoug@...>
 

Boy, I hope Mike understood Neil, because this bonehead read it twice and didn't understand a heat sink from a limiting resistor! But when the SCR latched, it blew my mind!

Maybe I shouldn't admit such things!

Doug "Hawkeye" Humble
A Sign Above www.asignabove.net
Omaha NE
N25974

----- Original Message -----
From: njepsen@...
To: Q-LIST@...
Sent: Sunday, September 03, 2006 12:32 AM
Subject: Re: [Q-LIST] Volts and amps


Mike
I was talking hypothtically here. No-one in their right
mind would look for a 1000w Zener, and in a crowbar
situation, it aint going to dissapate 1000w for long
anyway...a few ms at most.
What I had in mind, is more like this ( cigarette packet
design): The alternator has no feild so you need to
disconnect the output from the regulator to turn it off. A
60A scr is not a big device, ( TO220 for example, or TO3)
costs little, and because we are talking a one-off situation
here, needs no heatsink. Put the 1watt zener in the gate, to
+12 thru a limiting resistor, pull the gate down to 0v with
another resistor, add a cap to the gate to give it a small
time constant to prevent switch on with noise. I'd also
suggest 17-18v because the knee of a zener is not all that
sharp. If the output rises, the SCR latches and blows the
fuse, protecting the avionics, which is why we have it
there. You could replace the fuse with a latching relay,
and use the relay to turn off the DC bus also, as better
solution. A warning OV light also.
Anyway, I'm not suggesting you build one like this....you
can buy them, and I'm sure there are proven designs out
there.

> Neil Wrote: Not if you use it as an overvolt crowbar with
> a fuse.
>
> Mike Responds:
> What? Let me guess at what your trying to say... A Zener
> set for say 16V with a fuse in the A+ line could be a
> form of overvoltage protection. Now, lets look at what
> I'd need. I have a 60 Amp alternator so I'd need a 60
> amp fuse and a 60 amp Zener. The zener would need to be
> sized to dissipate 16V*60A or 960 watts. Last time I saw
> a 1000Watt zener... come to think of it I have never seen
> one.
>
> This is why overvoltage protection kills the FIELD to the
> alternator and does not regulate the A+ output from the
> alternator...
>
> Enough of volts let go fly!
> Mike Q200
>
>
>
>
>
>
> njepsen@... wrote:
> > Mike Dwyer wrote:
> >
> >
> >> The zener diode idea is bad cause it will load your
> alternator to max >> and dissipate the excess as heat,
> don't go there. >>
> >> Neil: Not if you use it as an overvolt crowbar with a
> fuse. >>
> >>
> >>
> >>
> >>
> >>
> ----------------------------------------------------------
> -------------- >>
> >>
> >>
> >>
> >
> >
> >
> > Quickie Builders Association WEB site
> > http://www.quickiebuilders.org
> >
> >
> > Yahoo! Groups Links
> >
> >
> >
> >
> >
> >
> >
> >
> >
>