Larry,

I'd give Todd Silver a call...

Phone: 954-579-0874
Email: BSILVER05@...

If he hasn't already made one I'm sure he will have no trouble making one.
His prices are great, plus you can get them slightly tinted as well if you
like.

I have no affiliation with him.... just seen some of his work.

Jonathan

I've heard Todd's Canopies can make a Q2 canopy and are reasonably
priced.



On the anhedral, I have it on my Tri-Q2 LS1 canard and I also trained in
one with it as well. I get some 15+ knot direct crosswinds pretty
regularly at my home airport and it has not been a huge issue. For me,
keeping the other end of the runway in sight after round out to help
keep the wings level has been pretty effective. I have drifted a bit
in the direction of the crosswind, though, but my runway is 100' wide.
I can't tell you why, but it does not seem to be as effected by
crosswind as the Cessnas I've flown. Perhaps it is the lack of a flat
side surface or reduced weathervane effect or something. I don't know.
My wife has been out watching me do landings on some crosswind days and
she will see the Cessnas hop and skip down the runway on one of their
main gear wheels and until they finally flomp down on the other two.
I'll follow right behind them and land level without the drama. Trust
me, I'm no hot stick. The Tri-Q just seems to be pretty reasonable in a
crosswind even with the anhedral.



Dave Richardson

Tri-Q2 825DR



_____

From: larry severson [mailto:larry2@...]
Sent: Wednesday, September 20, 2006 11:15 AM
To: Q-LIST@...
Subject: [Q-LIST] Q canopies



33LQ has a new home, but she will need a new canopy. Where can I get
one for a Q?

Also, the original builder built the LS1 canard with anhedral (on a
triQ). The damage to the canard was limited to easily repaired dings
to one tip and a small area 1/2 way down the leading edge on the same
side. I will not consider flying a triQ that can not handle a cross
wind. As such, I will be cutting off the canard (after I get the new
Swing nose gear). At that point, I will offer the completed
canard/elevator system for sale.

Larry Severson
Fountain Valley, CA 92708
(714) 968-9852
larry2@... <mailto:larry2%40socal.rr.com>

33LQ has a new home, but she will need a new canopy. Where can I get one for a Q?

Also, the original builder built the LS1 canard with anhedral (on a triQ). The damage to the canard was limited to easily repaired dings to one tip and a small area 1/2 way down the leading edge on the same side. I will not consider flying a triQ that can not handle a cross wind. As such, I will be cutting off the canard (after I get the new Swing nose gear). At that point, I will offer the completed canard/elevator system for sale.

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

(Sorry keyboard misfire on the last post.)



Here is a link to a Quickie photo.



http://members.shaw.ca/ghillsden/page5.html



The shape shown is a ramped channel cut into the side of the fuselage
with the thin end aft that contours over the canard and the thick end
inside the cowling. That contour example looks just like how the oil
flowed out of my cowling and over and above the canard area. If you
also look in the photo section of the Q-List you will see some Q2 fluid
dynamic images. The side shot shows the nice low pressure area above
the canard and aft of the firewall. If I understand this correctly,
having the ramp extend into that low pressure area will help draw the
air out of the cowling because it will be the path of least resistance.
If you also look at the fluid dynamic shot of the bottom of the Q2/xx
you'll see the high pressure area aft of the firewall in line with the
forward edge of the canard that most Q2/xx's try to dump their cooling
air into (the path of most resistance).



If you look at the Files section of the Q-List and open up the Side
Cooling folder Larry Koutz placed there you'll see what they did on the
Eagle 150 to get the air into the area above the canard as well as
Larry's manometer investigations of that area on his Q200.



Some of practical issues associated with actually implementing something
like this might be:



1) How big do they need to be?

2) Is there going to be any rudder pedal interference?

3) Keeping sufficient structure to keep that area strong and supporting
the firewall and canard attachments.

4) Possible streaks down the side of the plane from oil out of the
engine compartment

5) Getting the guts up to cut the fuselage and firewall



Dave Richardson

Tri-Q2 825DR 67 Hrs.







_____

From: Peter Harris [mailto:peterjfharris@...]
Sent: Wednesday, September 20, 2006 12:31 AM
To: Q-LIST@...
Subject: RE: [Q-LIST] Re: Air Flow at canard - fuselage intersection LS1



Dave, I made gills for cooling the Norton and have kept them for the
Jabiru
3300 installation. I was not aware of Burt's work. I cut "D" shaped
panels
from the rear side cowl one each side and glassed the "D" reversed
inside
the cowl to make inverted "gills". I think they produce no drag and
located
in this low pressure area they work well. But I have retained the shroud
and
tunnel underneath. When the shroud is closed I get a cruise CHT of
239degF
when ambient is about 77degF. These gills show up in the pics file for
VHONQ
Oskar.

Peter

_____

From: Q-LIST@... <mailto:Q-LIST%40yahoogroups.com> [mailto:
Q-LIST@... <mailto:Q-LIST%40yahoogroups.com> ] On Behalf Of
Dave Richardson
Sent: Wednesday, 20 September 2006 1:19 AM
To: Q-LIST@... <mailto:Q-LIST%40yahoogroups.com>
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.

Look how nicely the fuselage/wing junction fairs into the canard. That's where
I need the improvement.
Sam

Hi Peter,


Very nice Jab installation. Those are an excellent alternative. Just
wish the price were a little more affordable.



You can just see what I was talking about in the upper right photo shown
on this web site





_____

From: Peter Harris [mailto:peterjfharris@...]
Sent: Wednesday, September 20, 2006 12:31 AM
To: Q-LIST@...
Subject: RE: [Q-LIST] Re: Air Flow at canard - fuselage intersection LS1



Dave, I made gills for cooling the Norton and have kept them for the
Jabiru
3300 installation. I was not aware of Burt's work. I cut "D" shaped
panels
from the rear side cowl one each side and glassed the "D" reversed
inside
the cowl to make inverted "gills". I think they produce no drag and
located
in this low pressure area they work well. But I have retained the shroud
and
tunnel underneath. When the shroud is closed I get a cruise CHT of
239degF
when ambient is about 77degF. These gills show up in the pics file for
VHONQ
Oskar.

Peter

_____

From: Q-LIST@... <mailto:Q-LIST%40yahoogroups.com> [mailto:
Q-LIST@... <mailto:Q-LIST%40yahoogroups.com> ] On Behalf Of
Dave Richardson
Sent: Wednesday, 20 September 2006 1:19 AM
To: Q-LIST@... <mailto:Q-LIST%40yahoogroups.com>
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.

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

Sam, are you talking about the small fillet at the wing root junction. Other
than a different paint job each of the 3 years I don't see any change to
anything in that area I have several photos of all the NXTs each year.



Ron



Sonerai flying and Q200 gettin there


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

Has anyone else had problems with delamination of the fuse/tank floor? I have the tank out inorder to build a new leak-proof one (separate & removable), and the closer I look at the floor, the more problems I find. There is some unevenness (rippling) of the floor - how could this happen, isn't it factory built? Also a couple of areas where the inner glass has delaminated from the foam. I have removed most of the delaminated glass, and some of the foam which was contaminated with something that smelt like ether, but I wonder if patches are good enough or if I should redo the whole floor. As it is, I intend to clean up the areas concerned and reglass with a 3" overlap (& re-foam where it was removed).
Allan F
Q2

Dave, I made gills for cooling the Norton and have kept them for the Jabiru
3300 installation. I was not aware of Burt's work. I cut "D" shaped panels
from the rear side cowl one each side and glassed the "D" reversed inside
the cowl to make inverted "gills". I think they produce no drag and located
in this low pressure area they work well. But I have retained the shroud and
tunnel underneath. When the shroud is closed I get a cruise CHT of 239degF
when ambient is about 77degF. These gills show up in the pics file for VHONQ
Oskar.

Peter



_____

From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
Dave Richardson
Sent: Wednesday, 20 September 2006 1:19 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.

Some great shots. Time to unload that canard Sam. Where's Jeff Quinn ??

Peter



_____

From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
Sam Hoskins
Sent: Wednesday, 20 September 2006 10:56 AM
To: Q-LIST@...
Subject: RE: [Q-LIST] Re: Air Flow at canard - fuselage intersection LS1



Take a look at the wing/fuselage junction on these racers. Pay particular
attention to photos of Nemesis and to Lee Behel, in the Lancair Legacy. I'm
going to do something like that with my Q-200 - someday.

http://www.airventu <http://www.airventure.de/reno05engl_03.htm>
re.de/reno05engl_03.htm

Sam

_____

From: Q-LIST@yahoogroups. <mailto:Q-LIST%40yahoogroups.com> com
[mailto:Q-LIST@yahoogroups. <mailto:Q-LIST%40yahoogroups.com> com] On Behalf
Of
Jim Patillo
Sent: Monday, September 18, 2006 12:35 PM
To: Q-LIST@yahoogroups. <mailto:Q-LIST%40yahoogroups.com> com
Subject: [Q-LIST] Re: Air Flow at canard - fuselage intersection LS1

Phil,

Mark is kind of quit. He's off working at Homeland Security in DC as
of last week. You may never see those pictures in the files. Should of
taken pictures when you were here. I said he claims 4 mph, I didn't
say he was getting it! We'll verify next time we fly together.
Although when he says something you can usually count on it.

With his fuel injected pumped up 0200 and this new mod he does have a
fast plane. Mark's made many inovations in drag reduction on his
plane, like cutting the kidney tank in half and keeping the engine
cowling flush with the bottom of fuselage, his own design for VG's on
the GU canard and this latest one. All these things make for a slick
plane.

Regards,
JIm Patillo N46JP Q200

--- In Q-LIST@yahoogroups. <mailto:Q-LIST%40yahoogroups.com> com,
britmcman@... wrote:

Golly Jim! Is Mark another 4 mph faster? Are there any pictures of

Mark's

VG set-up in the files yet? Great work, Mark!

Cheers,

Phil

Take a look at the wing/fuselage junction on these racers. Pay particular
attention to photos of Nemesis and to Lee Behel, in the Lancair Legacy. I'm
going to do something like that with my Q-200 - someday.

http://www.airventure.de/reno05engl_03.htm

Sam



_____

From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
Jim Patillo
Sent: Monday, September 18, 2006 12:35 PM
To: Q-LIST@...
Subject: [Q-LIST] Re: Air Flow at canard - fuselage intersection LS1




Phil,

Mark is kind of quit. He's off working at Homeland Security in DC as
of last week. You may never see those pictures in the files. Should of
taken pictures when you were here. I said he claims 4 mph, I didn't
say he was getting it! We'll verify next time we fly together.
Although when he says something you can usually count on it.

With his fuel injected pumped up 0200 and this new mod he does have a
fast plane. Mark's made many inovations in drag reduction on his
plane, like cutting the kidney tank in half and keeping the engine
cowling flush with the bottom of fuselage, his own design for VG's on
the GU canard and this latest one. All these things make for a slick
plane.

Regards,
JIm Patillo N46JP Q200

--- In Q-LIST@yahoogroups. <mailto:Q-LIST%40yahoogroups.com> com,
britmcman@... wrote:

Golly Jim! Is Mark another 4 mph faster? Are there any pictures of

Mark's

VG set-up in the files yet? Great work, Mark!

Cheers,

Phil

Pat I was refering to moving my pictures now in the files section to
the photo section.

10-4.

I've tried, no joy.

No I haven't noticed a spiral slipstream.

Cool.

Pat

Pat I was refering to moving my pictures now in the files section to
the photo section.

No I haven't noticed a spiral slipstream.

Thanks Jim

--- In Q-LIST@..., "Patrick Panzera" <panzera@...> wrote:

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

That sounds good Larry but did you look at the actual facts with the
pix of my canard flow test this weekend. That may shoot your theory
all to hell. The main wing is next. What are you doing to promote
the species? Are you in the air still?

Use the following for N number checks.

_http://registry.faa.gov/aircraftinquiry/NNum_inquiry.asp_
(http://registry.faa.gov/aircraftinquiry/NNum_inquiry.asp)

That's where I found the listing.

Jack

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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