N813S is Deregistered

Deregistered Aircraft 1 of 1

Aircraft Description
Serial Number 2087 Type Registration Individual Manufacturer Name MYERS
GORDON Certificate Issue Date 05/20/1992 Model Q-2 Mode S Code
52613021 Year Manufacturer 1988 Cancel Date 11/21/2002 Reason for
Cancellation Destroyed Exported To

In a message dated 9/19/2006 8:37:15 AM Mountain Daylight Time,
logistics_engineering@... writes:

I took careful note of Mark's VG arrangement, but saw no VGs in close
proximity to the upper aft inboard canard region. The implication

was that there

were some special placements of VGs in that area to keep the air

attached.

Ronce says 50% chord for the GU and it is true.

I believe that the GU has a standing separation bubble that forms from the
root and travels out along the hingeline of the elevator. How far out and how
well it develops depends a lot on how the wing was cut and finished, the root
fairing, and the bugs and rain on the leading edge.

I used a wide spacing on my VG's on a Dragonfly 4" between each VG, not
pairs but each one. I have flown in light to moderate rain and they work great. I
do not seek out Cat5 stuff to see if they work in strong rain.

I can see that one VG vortex close to the fuse might disrupt the formation
of the separation bubble. Kinda like sticking your finger in the side of the
vortex in the drain.

Regards,

One Sky Dog

This is the kind of stuff I'd do on a regular basis if only I had a plane to
fly and experiment with. :(

Good job Jim.

But on a slightly different topic...

We've all heard that the "left turning tendency" is partly due to the
"spiral slipstream" but I've never seen any physical evidence of this on any
of the planes I rent, like bugs on the left side of the vertical stab or oil
from the belly making its way up the left side of the fuselage and onto the
vertical stab and/or rudder.

With your new oil flow tests, are there any signs of the "spiral slipstream"
in the oil on your plane?

Thanks!

Pat

It looks like you did it already.

If you need any more help let me know.

Pat

Some had suggested that it was compressing the air there
which would cause drag and less of a V shape and more of an L shape
there would help.

Actually, best is a fillet with "beer can" rounding for min drag.


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

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into their camp.

Bob F.

You
know I think Burt and co. really had it right on the Quickie
by putting the major cowling exit air out over the canard
through those gills. On the Q2/xx we try to dump the cooling
air out into a high pressure area under the fuselage and we
have these two nice low pressure areas.

Agreed. Check the files section under "Side Cooling" for the late Larry
Koutz' excellent work mapping the low pressure area on his Q200.


David J. Gall

-----Original Message-----
From: Q-LIST@... [mailto:Q-LIST@...]
On Behalf Of Dave Richardson
Sent: Tuesday, September 19, 2006 8:19 AM
To: Q-LIST@...
Subject: RE: [Q-LIST] Re: Air Flow at canard - fuselage
intersection LS1

Hi Jim,



I had similar results in some "unscheduled" oil flow tests on
my Tri-Q2 with an LS1. The specific point I saw was the
arched clean area about
4-5 inches above the canard / fuselage intersection. I
always wondered what the air was doing right in the contour
between the canard and fuselage. Some had suggested that it
was compressing the air there which would cause drag and less
of a V shape and more of an L shape there would help. That
is a compound low pressure area from the canard shape as well
as the fuselage shape. In fact, it is low enough to suck
loose oil from inside the cowling (hence my "tests"). You
know I think Burt and co. really had it right on the Quickie
by putting the major cowling exit air out over the canard
through those gills. On the Q2/xx we try to dump the cooling
air out into a high pressure area under the fuselage and we
have these two nice low pressure areas. I'm sure there are
other considerations, though. The Eagle 150 uses this area
for their cooling air exit.



Anyway, thanks for sharing the photos.



Dave Richardson

Tri-Q2 825DR 69 hrs.



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


Yahoo! Groups Links

This might help..


http://registry.faa.gov/aircraftinquiry/NNumSQL.asp?NNumbertxt=813S

Steve Ham

If you go to the FAA site it states it was destroyed and de-registered. Also
gives the name of the person it was registered to prior to the
de-registration.

http://registry.faa.gov/aircraftinquiry/NNum_inquiry.asp



Ron T



Sonerai flying and Q200 gettin there


<http://bld01.ipowerweb.com/contentmanagement/websites/rtrianoc/page11.html>
http://bld01.ipowerweb.com/contentmanagement/websites/rtrianoc/page11.html

Try entering the number in Google.

http://registry.faa.gov/aircraftinquiry/NNumSQL.asp?NNumbertxt=813S

http://www.ntsb.gov/ntsb/brief.asp?ev_id=20001212X20393&key=1

Anyone know who owns N813S? It's a Q2 wich I almost bought back in 1999. It was based around Van Nyse, CA (Los Angles Area).

I ran a N number check on it on Landings.com and it didn't have a record of the aircraft.

Thanks,
Danny Creech

Hi Jim,



I had similar results in some "unscheduled" oil flow tests on my Tri-Q2
with an LS1. The specific point I saw was the arched clean area about
4-5 inches above the canard / fuselage intersection. I always wondered
what the air was doing right in the contour between the canard and
fuselage. Some had suggested that it was compressing the air there
which would cause drag and less of a V shape and more of an L shape
there would help. That is a compound low pressure area from the canard
shape as well as the fuselage shape. In fact, it is low enough to suck
loose oil from inside the cowling (hence my "tests"). You know I think
Burt and co. really had it right on the Quickie by putting the major
cowling exit air out over the canard through those gills. On the Q2/xx
we try to dump the cooling air out into a high pressure area under the
fuselage and we have these two nice low pressure areas. I'm sure there
are other considerations, though. The Eagle 150 uses this area for
their cooling air exit.



Anyway, thanks for sharing the photos.



Dave Richardson

Tri-Q2 825DR 69 hrs.

I believe he had them installed at the flyin Phil.
JIm
--- In Q-LIST@..., britmcman@... wrote:

Jim:

I took careful note of Mark's VG arrangement, but saw no VGs in close
proximity to the upper aft inboard canard region. The implication

was that there

were some special placements of VGs in that area to keep the air

attached.

I too have a very streamlined oil tank. It even has a place to

store the

carburetor.;)

Phil


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

Doug would you mind forwarding a copy of the loading test to me also, I have been thinking of doing it as i'm about to start on the firewall forward and would like to feel confident in the airframe first. Thank you
Mark Fitzgerald
Timaru New Zealand

Paul, could you send that static load write up to me as well at: HawkiDoug@... Thanks!

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

Hi Tom and Bruce

I have a write up and advice on static load testing written by Marc Waddelow (designer of the 'Waddelow sparless canard') if it would help.
I'll have to scan it in and send it to your personal email address.....this Q list will not accept attachments.

Paul Buckley
Cheshire
England

Bugs can change my stall speed about 7 mph.
Bruce Crain




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Hi James,

I sure butchered that one! Just to big a hurry, lots to do. Hopefully,
everyone knew I meant, "No one will go hungry".

Very Best Regards,

Spudley

Hi Dave,

Thanks for the heads ups. It looks like it started as a Q-2 and then
changeover to an O-200 motor.

The Q-2/200 belongs to:


Name MAGNINO MARK S
Street 5637 N COLONY
City THE COLONY State TEXAS Zip Code
75056
County DENTON
Country UNITED STATES

Originally built by:
Serial Number 2735
Manufacturer Name EIBEN THEODORE

Certificate Issue Date 06/28/2005
Model Q-2

Somebody should give him a call and fill him in on the event. Anybdoy
got a e-mail address or a phone, too late for mail. Mr. Masal you have
any inside scoop on this gentleman?

Also Dave you coming to the event. Haven't seen any registration?? Or
are you still in "Mooney Boot Camp"??

Later, Spud

This happened to the Canadian aircraft industry back in the 1950's with the Avro Arrow project which sadly put an end to one of the leading edge design teams of that era, many of whom moved to the U.S. to work in your developing space industry. Unfortunately Canada has never recovered from that big faux pas by the government of the day.

I just saw all of these birds, at the Hondo fly-in. I
should have tried to acquire one then. Many were good
looking planes, but most had hail damage to the tail
feathers.
I agree, what a waste.
Kevin

--- oneskydog@... wrote:

In a message dated 9/18/2006 5:31:27 PM Mountain
Daylight Time,
fifty101fifty@... writes:




that's what happens when you have to much money and
morons running your
"business" with a uniform ....

Allan Farr <_afarr@...
(mailto:afarr@...) > wrote: Has anyone
seen this?

_http://www.avweb.http://www.ahttp://wwhttp://www.ahttp://wwwhttp:/_

(http://www.avweb.com/eletter/archives/avflash/719-full.html#193218)

I find it sickening.
Allan F.
Q2






Same thing that happened to a lot of military birds.
Like the Northrop
flying wings and hundreds of P 51's

It is not unique to the military Beach is buying
back and cutting up all the
Starships they can.

Regards,

Charlie


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

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Normal government activity, nobody knows how or cares to make money. Also the stupid mention of the liability issue is BS, ever try sueing the government.

My thought, if sued I shoot the lawyer first then the sueing party. Hopefully with one bullet for economic reasons.
If I am going to be financially screwed then I'll let the tax payers pay>$50,000 a year for my upkeep (in jail), while I have FREE cable tv, FREE health care, FREE legal assistance, etc. and the the suers are enjoying a dirt nap.

Jack