Date   

Re: the Official Runway Distance thread

Peter Harris <peterjfharris@...>
 

Sam

To me it also makes sense to have the aelerons up for the flare so as to get
the tailwheel down and hold it down as early as possible. The aim I think is
not to three point it but get the tailwheel down first then stall the
canard. Once it is stalled the rest is easier.

Peter





_____

From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
Sam Hoskins
Sent: Sunday, 22 October 2006 1:54 PM
To: Q-LIST@...
Subject: RE: [Q-LIST] the Official Runway Distance thread



I also land with full up reflexor. In fact, when I'm on downwind, abeam the
numbers, I pull power to 1,500 RPM, drop the speed brake, then set the
reflexor to full up and leave it there. I often land tail wheel first.
This is the scenario I use to get it slowed down the best.

Then I use my finger brakes and my unmodified tail wheel and the small
rudder to keep it on the center line.

I guess I'm just kind of contrary. Must be lucky too.

Sam Hoskins 1,600 hrs. (probably that many landings also)

Murphysboro, IL

_____

From: Q-LIST@yahoogroups. <mailto:Q-LIST%40yahoogroups.com> com
[mailto:Q-LIST@yahoogroups. <mailto:Q-LIST%40yahoogroups.com> com] On Behalf
Of
Mike Dwyer
Sent: Saturday, October 21, 2006 7:58 PM
To: Q-LIST@yahoogroups. <mailto:Q-LIST%40yahoogroups.com> com
Subject: Re: [Q-LIST] the Official Runway Distance thread

Hey Jon,
Did I read that right, you land with full up aileron reflexer? This
makes you need more speed to three point it cause the tail will be low I
believe.... An experiment you could try would be to get a level in your
plane that reads 0 degrees pitch on the ground (your landing attitude).
Go up a few thousand feet. Set the reflexer to neutral and see what
speed you get when the level is 0. Then set the reflexer up and see
what speed it takes to get a 0 degrees. I bet the speed is much higher
with the reflexer up. Also, maybe your doing high sink rate landings.
I find that if I'm sinking fast then I can run out of elevator in the
flare so I use a little power to stop the sink rate. Try using some
power and keep the sink rate down, then chop the power over the numbers.

Another way to think of this is the reflexer reduces the lift on the
rear wing so you've got to go forward on the elevator to maintain a
balance. You've reduced lift overall so the stall speed has to be
higher. Just my opinion...

Here's my numbers N3QP

1. Q200 Taildragger - Cont 0-200 unmodified
2. Marge Warnkee 2 blade 58 Dia 64 pitch?
3. Reflexor - NO belly board. Always shoot for a three-point touchdown
attitude on base/final (ailerons reflexed neutral). Use the reflexer full up
to cruise faster (4mph) and to kill lift just after touchdown.
4. Typically <1100 lbs
5. Dry, asphalt/concrete
6. Aft
7. 85MPH indicated single place, 90 mph indicated two place over the
numbers.
Sea level 59F takeoff single place 700', best landing 1600' Two place with
full full and baggage I'm happy with 3000' to land. Narrowest runway I've
ever landed on 60'. Chicken factor 10, I want to be an old pilot...

Jon Finley wrote:
1. Q2(GU-Taildragger) - Subaru EJ-22
2. Warp Drive 3 blade (about 13 degrees)
3. Reflexor - NO belly board - No numbers on the Reflexor but always shoot
for a three-point touchdown attitude on base/final (which is ailerons
reflexed UP (tail down))
4. Typically 1050-1100 lbs - Occasionally more
5. Dry, asphalt/concrete
6. Aft
7. Below...

My home airport is now E98 which has a 4340' x 37' runway at 4830' MSL. I
prefer to think of it as a 4350' x 40'.... ;-) Most of my flying here has
been at 7000-8000' density altitudes. I've got some things to test to see
if I screwed up my airplane (during the move here) but currently, I have
to
be at 100mph all the way to touchdown or I am out of elevator. That speed
plus focus on keeping it on the runway result in using the WHOLE runway.
Takeoff only requires about 2500' (a guess).

Previous home base (FCM) had 3900x75 at 900' MSL. Same setup, DA of around
1500-2000'. Had to be over the numbers at 90 mph and generally touched
down
around 85 mph. Typically used about 1500' on TO. Landings required about
2500'. If anything was amiss, I could chew up the whole length without a
second thought.

I NEVER do ANYTHING but fly the airplane until I am stopped (as in not
moving at all).

Jon Finley
N90MG - Q2 - Subaru EJ-22 Legacy
http://www.finleywe <http://www.finleywe
<http://www.finleyweb.net/Q2Subaru> b.net/Q2Subaru> b.net/Q2Subaru
Mid-Valley Airpark, Los Lunas, NM

P.S. I tried to land on a 2500' runway a couple of times in MN (no wind)
and
could never get myself to commit as the end of the runway always appeared
to
approaching must too fast.


-----Original Message-----
From: Q-LIST@yahoogroups. <mailto:Q-LIST%40yahoogroups.com> com
[mailto:Q-LIST@yahoogroups. <mailto:Q-LIST%40yahoogroups.com> com]On Behalf
Of
quickieaircraft
Sent: Friday, October 20, 2006 7:14 PM
To: Q-LIST@yahoogroups. <mailto:Q-LIST%40yahoogroups.com> com
Subject: [Q-LIST] the Official Runway Distance thread


I've been looking through the archives trying to figure out what a
reasonable expectation for a minimum TO/LD distance is for these
planes. I have encountered everything from 700ft (Mike!) to 3500
ft. If you want, post the distance that YOU takeoff/land in.

Please also include:
1)if you've got a tri (you might be able to hit the brakes harder) or
taildragger
2) Your prop--unless you like to land deadstick
3) any mods, esp the reflexor (and its setting) or VGs.
4) GVW during the TO/LD
5) field condition: wet, asphalt, grass?
6) whether you're pulling the stick aft, neutral, or fwd.
7) the airspeed @which you flare, hit the brakes, call your wife, and
do other important things.


Hopefully, we'll be able to identify what it is that those short
landing guys are doing right. But I've got a personal motivation
too. There's an airport by my house (CGS) that's 2607 x60ft and
could represent a high pucker factor.



Re: Jabiru engine list

John Loram <johnl@...>
 

jabiruengines on Yahoo! groups is by far the most active Jabiru engine
list. Not unusual to have 20 to 30 postings daily. Very informative
and very civil! No prima donnas.

-john-

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

Is anyone aware of a Jabiru engine list?
Earnest


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


Re: Jabiru engine list

Peter Harris <peterjfharris@...>
 

Earnest,

Try jabiruengines , a yahoo group.



Peter





From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
MartinErni@...
Sent: Sunday, 22 October 2006 11:44 AM
To: Q-LIST@...
Subject: Re: [Q-LIST] Jabiru engine list



Is anyone aware of a Jabiru engine list?
Earnest


Re: the Official Runway Distance thread

Sam Hoskins <shoskins@...>
 

I also land with full up reflexor. In fact, when I'm on downwind, abeam the
numbers, I pull power to 1,500 RPM, drop the speed brake, then set the
reflexor to full up and leave it there. I often land tail wheel first.
This is the scenario I use to get it slowed down the best.

Then I use my finger brakes and my unmodified tail wheel and the small
rudder to keep it on the center line.

I guess I'm just kind of contrary. Must be lucky too.

Sam Hoskins 1,600 hrs. (probably that many landings also)

Murphysboro, IL



_____

From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
Mike Dwyer
Sent: Saturday, October 21, 2006 7:58 PM
To: Q-LIST@...
Subject: Re: [Q-LIST] the Official Runway Distance thread



Hey Jon,
Did I read that right, you land with full up aileron reflexer? This
makes you need more speed to three point it cause the tail will be low I
believe.... An experiment you could try would be to get a level in your
plane that reads 0 degrees pitch on the ground (your landing attitude).
Go up a few thousand feet. Set the reflexer to neutral and see what
speed you get when the level is 0. Then set the reflexer up and see
what speed it takes to get a 0 degrees. I bet the speed is much higher
with the reflexer up. Also, maybe your doing high sink rate landings.
I find that if I'm sinking fast then I can run out of elevator in the
flare so I use a little power to stop the sink rate. Try using some
power and keep the sink rate down, then chop the power over the numbers.

Another way to think of this is the reflexer reduces the lift on the
rear wing so you've got to go forward on the elevator to maintain a
balance. You've reduced lift overall so the stall speed has to be
higher. Just my opinion...

Here's my numbers N3QP

1. Q200 Taildragger - Cont 0-200 unmodified
2. Marge Warnkee 2 blade 58 Dia 64 pitch?
3. Reflexor - NO belly board. Always shoot for a three-point touchdown
attitude on base/final (ailerons reflexed neutral). Use the reflexer full up
to cruise faster (4mph) and to kill lift just after touchdown.
4. Typically <1100 lbs
5. Dry, asphalt/concrete
6. Aft
7. 85MPH indicated single place, 90 mph indicated two place over the
numbers.
Sea level 59F takeoff single place 700', best landing 1600' Two place with
full full and baggage I'm happy with 3000' to land. Narrowest runway I've
ever landed on 60'. Chicken factor 10, I want to be an old pilot...

Jon Finley wrote:
1. Q2(GU-Taildragger) - Subaru EJ-22
2. Warp Drive 3 blade (about 13 degrees)
3. Reflexor - NO belly board - No numbers on the Reflexor but always shoot
for a three-point touchdown attitude on base/final (which is ailerons
reflexed UP (tail down))
4. Typically 1050-1100 lbs - Occasionally more
5. Dry, asphalt/concrete
6. Aft
7. Below...

My home airport is now E98 which has a 4340' x 37' runway at 4830' MSL. I
prefer to think of it as a 4350' x 40'.... ;-) Most of my flying here has
been at 7000-8000' density altitudes. I've got some things to test to see
if I screwed up my airplane (during the move here) but currently, I have
to
be at 100mph all the way to touchdown or I am out of elevator. That speed
plus focus on keeping it on the runway result in using the WHOLE runway.
Takeoff only requires about 2500' (a guess).

Previous home base (FCM) had 3900x75 at 900' MSL. Same setup, DA of around
1500-2000'. Had to be over the numbers at 90 mph and generally touched
down
around 85 mph. Typically used about 1500' on TO. Landings required about
2500'. If anything was amiss, I could chew up the whole length without a
second thought.

I NEVER do ANYTHING but fly the airplane until I am stopped (as in not
moving at all).

Jon Finley
N90MG - Q2 - Subaru EJ-22 Legacy
http://www.finleywe <http://www.finleyweb.net/Q2Subaru> b.net/Q2Subaru
Mid-Valley Airpark, Los Lunas, NM

P.S. I tried to land on a 2500' runway a couple of times in MN (no wind)
and
could never get myself to commit as the end of the runway always appeared
to
approaching must too fast.


-----Original Message-----
From: Q-LIST@yahoogroups. <mailto:Q-LIST%40yahoogroups.com> com
[mailto:Q-LIST@yahoogroups. <mailto:Q-LIST%40yahoogroups.com> com]On Behalf
Of
quickieaircraft
Sent: Friday, October 20, 2006 7:14 PM
To: Q-LIST@yahoogroups. <mailto:Q-LIST%40yahoogroups.com> com
Subject: [Q-LIST] the Official Runway Distance thread


I've been looking through the archives trying to figure out what a
reasonable expectation for a minimum TO/LD distance is for these
planes. I have encountered everything from 700ft (Mike!) to 3500
ft. If you want, post the distance that YOU takeoff/land in.

Please also include:
1)if you've got a tri (you might be able to hit the brakes harder) or
taildragger
2) Your prop--unless you like to land deadstick
3) any mods, esp the reflexor (and its setting) or VGs.
4) GVW during the TO/LD
5) field condition: wet, asphalt, grass?
6) whether you're pulling the stick aft, neutral, or fwd.
7) the airspeed @which you flare, hit the brakes, call your wife, and
do other important things.


Hopefully, we'll be able to identify what it is that those short
landing guys are doing right. But I've got a personal motivation
too. There's an airport by my house (CGS) that's 2607 x60ft and
could represent a high pucker factor.



Re: the Official Runway Distance thread

Mike Dwyer <mdwyer@...>
 

Hey Jon,
Did I read that right, you land with full up aileron reflexer? This makes you need more speed to three point it cause the tail will be low I believe.... An experiment you could try would be to get a level in your plane that reads 0 degrees pitch on the ground (your landing attitude). Go up a few thousand feet. Set the reflexer to neutral and see what speed you get when the level is 0. Then set the reflexer up and see what speed it takes to get a 0 degrees. I bet the speed is much higher with the reflexer up. Also, maybe your doing high sink rate landings. I find that if I'm sinking fast then I can run out of elevator in the flare so I use a little power to stop the sink rate. Try using some power and keep the sink rate down, then chop the power over the numbers.

Another way to think of this is the reflexer reduces the lift on the rear wing so you've got to go forward on the elevator to maintain a balance. You've reduced lift overall so the stall speed has to be higher. Just my opinion...

Here's my numbers N3QP

1. Q200 Taildragger - Cont 0-200 unmodified
2. Marge Warnkee 2 blade 58 Dia 64 pitch?
3. Reflexor - NO belly board. Always shoot for a three-point touchdown attitude on base/final (ailerons reflexed neutral). Use the reflexer full up to cruise faster (4mph) and to kill lift just after touchdown.
4. Typically <1100 lbs
5. Dry, asphalt/concrete
6. Aft
7. 85MPH indicated single place, 90 mph indicated two place over the numbers. Sea level 59F takeoff single place 700', best landing 1600' Two place with full full and baggage I'm happy with 3000' to land. Narrowest runway I've ever landed on 60'. Chicken factor 10, I want to be an old pilot...




Jon Finley wrote:

1. Q2(GU-Taildragger) - Subaru EJ-22
2. Warp Drive 3 blade (about 13 degrees)
3. Reflexor - NO belly board - No numbers on the Reflexor but always shoot
for a three-point touchdown attitude on base/final (which is ailerons
reflexed UP (tail down))
4. Typically 1050-1100 lbs - Occasionally more
5. Dry, asphalt/concrete
6. Aft
7. Below...

My home airport is now E98 which has a 4340' x 37' runway at 4830' MSL. I
prefer to think of it as a 4350' x 40'.... ;-) Most of my flying here has
been at 7000-8000' density altitudes. I've got some things to test to see
if I screwed up my airplane (during the move here) but currently, I have to
be at 100mph all the way to touchdown or I am out of elevator. That speed
plus focus on keeping it on the runway result in using the WHOLE runway.
Takeoff only requires about 2500' (a guess).

Previous home base (FCM) had 3900x75 at 900' MSL. Same setup, DA of around
1500-2000'. Had to be over the numbers at 90 mph and generally touched down
around 85 mph. Typically used about 1500' on TO. Landings required about
2500'. If anything was amiss, I could chew up the whole length without a
second thought.

I NEVER do ANYTHING but fly the airplane until I am stopped (as in not
moving at all).

Jon Finley
N90MG - Q2 - Subaru EJ-22 Legacy
http://www.finleyweb.net/Q2Subaru
Mid-Valley Airpark, Los Lunas, NM

P.S. I tried to land on a 2500' runway a couple of times in MN (no wind) and
could never get myself to commit as the end of the runway always appeared to
approaching must too fast.


-----Original Message-----
From: Q-LIST@... [mailto:Q-LIST@...]On Behalf Of
quickieaircraft
Sent: Friday, October 20, 2006 7:14 PM
To: Q-LIST@...
Subject: [Q-LIST] the Official Runway Distance thread


I've been looking through the archives trying to figure out what a
reasonable expectation for a minimum TO/LD distance is for these
planes. I have encountered everything from 700ft (Mike!) to 3500
ft. If you want, post the distance that YOU takeoff/land in.

Please also include:
1)if you've got a tri (you might be able to hit the brakes harder) or
taildragger
2) Your prop--unless you like to land deadstick
3) any mods, esp the reflexor (and its setting) or VGs.
4) GVW during the TO/LD
5) field condition: wet, asphalt, grass?
6) whether you're pulling the stick aft, neutral, or fwd.
7) the airspeed @which you flare, hit the brakes, call your wife, and
do other important things.


Hopefully, we'll be able to identify what it is that those short
landing guys are doing right. But I've got a personal motivation
too. There's an airport by my house (CGS) that's 2607 x60ft and
could represent a high pucker factor.



Re: Jabiru engine list

MartinErni@...
 

Is anyone aware of a Jabiru engine list?
Earnest


Re: Taxiing before first flight. (long editorial)

quickieaircraft
 

I'm pretty sure a four-bar linkage would accomplish
your needs here. I'm a little leary about that many
pivots in the system, though.

Imraan
UAV systems engineer and pilot in Washington DC
Still looking for Q2/Q200

--- Paul Agnew <bluejet@...> wrote:

Has anyone tried designing a cam bellcrank that
would provide a non-linear
response to pedal input? I know I've seen something
like this before in an
different application (possibly one of the helo's I
used to fly), but it
seems like it would address Bob's question.

Paul Agnew
Lurking Q-200 wannabe
West Palm Beach, FL
(Airbus driver in real life for a certain
blue-themed airline.)



-----Original Message-----
From: Q-LIST@...
[mailto:Q-LIST@...] On Behalf Of
Bob Farnam
Sent: Friday, October 20, 2006 1:08 PM
To: Q-LIST@...
Subject: RE: [Q-LIST] Taxiing before first flight.
(long editorial)

My ratio is not as much as I would like, but is
limited by my own
requirement that I be able to reach the unlock
detent on the full swivelling
tailwheel at full rudder. This so I can pivot around
a wheel on the ground.
The result is that my airplane is less sensitive
than the original design -
enough that I can fairly easily steer it straight at
takeoff speed, but
still sensitive. I would really like to have what
the RC guys refer to as
"exponential" control, where the response is low in
the center part of the
travel, but increases at full rudder input. Easy to
do with an RC
transmitter which has it builtin, but I haven't yet
figured out a simple and
durable mechanical way to make it happen. Anyone
have a sudden flash of
insight?

Bob F
EAA Flight Advisor


__________________________________________________
Do You Yahoo!?
Tired of spam? Yahoo! Mail has the best spam protection around
http://mail.yahoo.com


Re: Taxiing before first flight. (long editorial)

quickieaircraft
 

I'm pretty sure a four-bar linkage would accomplish
your needs here. I'm a little leary about that many
pivots in the system, though.

Imraan
UAV systems engineer and pilot in Washington DC
Still looking for Q2/Q200

--- Paul Agnew <bluejet@...> wrote:

Has anyone tried designing a cam bellcrank that
would provide a non-linear
response to pedal input? I know I've seen something
like this before in an
different application (possibly one of the helo's I
used to fly), but it
seems like it would address Bob's question.

Paul Agnew
Lurking Q-200 wannabe
West Palm Beach, FL
(Airbus driver in real life for a certain
blue-themed airline.)



-----Original Message-----
From: Q-LIST@...
[mailto:Q-LIST@...] On Behalf Of
Bob Farnam
Sent: Friday, October 20, 2006 1:08 PM
To: Q-LIST@...
Subject: RE: [Q-LIST] Taxiing before first flight.
(long editorial)

My ratio is not as much as I would like, but is
limited by my own
requirement that I be able to reach the unlock
detent on the full swivelling
tailwheel at full rudder. This so I can pivot around
a wheel on the ground.
The result is that my airplane is less sensitive
than the original design -
enough that I can fairly easily steer it straight at
takeoff speed, but
still sensitive. I would really like to have what
the RC guys refer to as
"exponential" control, where the response is low in
the center part of the
travel, but increases at full rudder input. Easy to
do with an RC
transmitter which has it builtin, but I haven't yet
figured out a simple and
durable mechanical way to make it happen. Anyone
have a sudden flash of
insight?

Bob F
EAA Flight Advisor


__________________________________________________
Do You Yahoo!?
Tired of spam? Yahoo! Mail has the best spam protection around
http://mail.yahoo.com


Re: Taxiing before first flight. (long editorial)

Paul Agnew <bluejet@...>
 

Has anyone tried designing a cam bellcrank that would provide a non-linear
response to pedal input? I know I've seen something like this before in an
different application (possibly one of the helo's I used to fly), but it
seems like it would address Bob's question.

Paul Agnew
Lurking Q-200 wannabe
West Palm Beach, FL
(Airbus driver in real life for a certain blue-themed airline.)

-----Original Message-----
From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
Bob Farnam
Sent: Friday, October 20, 2006 1:08 PM
To: Q-LIST@...
Subject: RE: [Q-LIST] Taxiing before first flight. (long editorial)

My ratio is not as much as I would like, but is limited by my own
requirement that I be able to reach the unlock detent on the full swivelling
tailwheel at full rudder. This so I can pivot around a wheel on the ground.
The result is that my airplane is less sensitive than the original design -
enough that I can fairly easily steer it straight at takeoff speed, but
still sensitive. I would really like to have what the RC guys refer to as
"exponential" control, where the response is low in the center part of the
travel, but increases at full rudder input. Easy to do with an RC
transmitter which has it builtin, but I haven't yet figured out a simple and
durable mechanical way to make it happen. Anyone have a sudden flash of
insight?

Bob F
EAA Flight Advisor


Re: Tri Q nebie

Jon Finley <jon@...>
 

Welcome Austin,

Where is "rainy blighty"? I'm guessing England??

Tell us more about your plane and what your plans are for it.

Jon Finley
N90MG - Q2 - Subaru EJ-22 Legacy
http://www.finleyweb.net/Q2Subaru
Mid-Valley Airpark, Los Lunas, NM

-----Original Message-----
From: Q-LIST@... [mailto:Q-LIST@...]On Behalf Of
austin964404
Sent: Friday, October 20, 2006 10:33 AM
To: Q-LIST@...
Subject: [Q-LIST] Tri Q nebie


Hi all,

Feels good to introduce myself to some like minded people. I'm
purchasing a Tri Q thats been stripped down for inspection over here
in rainy blighty.
Sure I'll probably have some questions along the way and just wanted
to let you all know i'm here

Austin


Re: the Official Runway Distance thread

Jon Finley <jon@...>
 

1. Q2(GU-Taildragger) - Subaru EJ-22
2. Warp Drive 3 blade (about 13 degrees)
3. Reflexor - NO belly board - No numbers on the Reflexor but always shoot
for a three-point touchdown attitude on base/final (which is ailerons
reflexed UP (tail down))
4. Typically 1050-1100 lbs - Occasionally more
5. Dry, asphalt/concrete
6. Aft
7. Below...

My home airport is now E98 which has a 4340' x 37' runway at 4830' MSL. I
prefer to think of it as a 4350' x 40'.... ;-) Most of my flying here has
been at 7000-8000' density altitudes. I've got some things to test to see
if I screwed up my airplane (during the move here) but currently, I have to
be at 100mph all the way to touchdown or I am out of elevator. That speed
plus focus on keeping it on the runway result in using the WHOLE runway.
Takeoff only requires about 2500' (a guess).

Previous home base (FCM) had 3900x75 at 900' MSL. Same setup, DA of around
1500-2000'. Had to be over the numbers at 90 mph and generally touched down
around 85 mph. Typically used about 1500' on TO. Landings required about
2500'. If anything was amiss, I could chew up the whole length without a
second thought.

I NEVER do ANYTHING but fly the airplane until I am stopped (as in not
moving at all).

Jon Finley
N90MG - Q2 - Subaru EJ-22 Legacy
http://www.finleyweb.net/Q2Subaru
Mid-Valley Airpark, Los Lunas, NM

P.S. I tried to land on a 2500' runway a couple of times in MN (no wind) and
could never get myself to commit as the end of the runway always appeared to
approaching must too fast.

-----Original Message-----
From: Q-LIST@... [mailto:Q-LIST@...]On Behalf Of
quickieaircraft
Sent: Friday, October 20, 2006 7:14 PM
To: Q-LIST@...
Subject: [Q-LIST] the Official Runway Distance thread


I've been looking through the archives trying to figure out what a
reasonable expectation for a minimum TO/LD distance is for these
planes. I have encountered everything from 700ft (Mike!) to 3500
ft. If you want, post the distance that YOU takeoff/land in.

Please also include:
1)if you've got a tri (you might be able to hit the brakes harder) or
taildragger
2) Your prop--unless you like to land deadstick
3) any mods, esp the reflexor (and its setting) or VGs.
4) GVW during the TO/LD
5) field condition: wet, asphalt, grass?
6) whether you're pulling the stick aft, neutral, or fwd.
7) the airspeed @which you flare, hit the brakes, call your wife, and
do other important things.


Hopefully, we'll be able to identify what it is that those short
landing guys are doing right. But I've got a personal motivation
too. There's an airport by my house (CGS) that's 2607 x60ft and
could represent a high pucker factor.


Idaho runways for Sammy

David <quickieflying@...>
 

Hey Sam,
Believe it or not I've been by ones "scarier" than this up in Idaho,
I posted a couple of pics to look at but not of the runway

http://ph.groups.yahoo.com/group/Q-LIST/photos/view/fc27?
b=4&m=f&o=0 (Enjoy, I will delete it soon to save on space)

I saw one up there one could land at but can't imagine anyone flying
out. Just something to crash on I guess.

Also have a nice picture of your airport while I was there but
didn't post it.

David Hiatt
Seattle


"Sam Hoskins"

Here are a few airports that may be challenging. Maybe one or two
might be suitable for the Tandem Wing event. Any of you guys ever
been to any of these?

http://www.mountainflying.com/dewey1.htm
http://www.mountainflying.com/milehi2.htm
http://www.mountainflying.com/soldier5.htm
http://www.mountainflying.com/soldier6.htm

Sam Hoskins Q-200


Re: Headset

Ron Triano <rondefly@...>
 

Well James, let me know what they offer, I really wanted the new type but
for the Sonerai it is just me in it so there is no conversation with a
passenger. I would just be interested in one of them.



Ron Triano



N91RT Sonerai IIs, is a bird, it really flies

Q200, Back working on it, soon to be flying

-----Original Message-----
From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
James Cartwright
Sent: Friday, October 20, 2006 10:21 PM
To: Q-LIST@...
Subject: Re: [Q-LIST] Headset



Yes they do. I use it all the time for my MP3 player.

James

----- Original Message -----
From: Ron Triano
To: Q-LIST@yahoogroups. <mailto:Q-LIST%40yahoogroups.com> com
Sent: Thursday, October 19, 2006 7:40 AM
Subject: RE: [Q-LIST] Headset

James, do they have the cell plugin and what is the amount of noise
canceling ? If so, let me know how much they offer.

Ron Triano

South Lake Tahoe, CA

The Sonerai is finished and flying

finishing the Q200

-----Original Message-----
From: Q-LIST@yahoogroups. <mailto:Q-LIST%40yahoogroups.com> com
[mailto:Q-LIST@yahoogroups. <mailto:Q-LIST%40yahoogroups.com> com] On Behalf
Of
James Cartwright
Sent: Wednesday, October 18, 2006 10:22 PM
To: Q-LIST@yahoogroups. <mailto:Q-LIST%40yahoogroups.com> com
Subject: Re: [Q-LIST] Headset

Ron,
I have a couple of Lightspeed headsets I was going to send in for the 30 3g
units. Maybe I can set you up for the same price they are going to give me
for a trade in. These units are only 2 years old. They are the QFRXCc
Headset.

James
615-293-3134

----- Original Message -----
From: Ron Triano
To: Q-LIST@yahoogroups. <mailto:Q-LIST%40yahoogroups.com> com
Sent: Wednesday, October 18, 2006 7:49 AM
Subject: RE: [Q-LIST] Headset

Thanks Phil for the offer, from everything I hear about the lightspeed type
that probably is the way I will go however what is a Marv Golden one?

Ron Triano

South Lake Tahoe, CA

Sonerai there and Q200 gettin there

-----Original Message-----
From: Q-LIST@yahoogroups. <mailto:Q-LIST%40yahoogroups.com> com
[mailto:Q-LIST@yahoogroups. <mailto:Q-LIST%40yahoogroups.com> com] On Behalf
Of
britmcman@aol. <mailto:britmcman%40aol.com> com
Sent: Tuesday, October 17, 2006 10:15 PM
To: Q-LIST@yahoogroups. <mailto:Q-LIST%40yahoogroups.com> com
Subject: Re: [Q-LIST] Headset

Ron:

If you like, I could lend you a Marv Golden Logo'd version of the Lightspeed

QFR Cross Country C. It has a cell phone interface and is a pretty nice
unit. Or a 30 3 G Lightspeed (also with cell phone interface). You can get
an
idea about what some of the Lightspeed products are all about. I trust you.

Cheers,

Phil


Re: the Official Runway Distance thread

Sam Hoskins <shoskins@...>
 

Here are a few airports that may be challenging. Maybe one or two might be
suitable for the Tandem Wing event. Any of you guys ever been to any of
these?

http://www.mountainflying.com/dewey1.htm
http://www.mountainflying.com/milehi2.htm
http://www.mountainflying.com/soldier5.htm
http://www.mountainflying.com/soldier6.htm

Sam Hoskins Q-200

_____

From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
quickieaircraft
Sent: Friday, October 20, 2006 8:14 PM
To: Q-LIST@...
Subject: [Q-LIST] the Official Runway Distance thread



I've been looking through the archives trying to figure out what a
reasonable expectation for a minimum TO/LD distance is for these
planes. I have encountered everything from 700ft (Mike!) to 3500
ft. If you want, post the distance that YOU takeoff/land in.

Please also include:
1)if you've got a tri (you might be able to hit the brakes harder) or
taildragger
2) Your prop--unless you like to land deadstick
3) any mods, esp the reflexor (and its setting) or VGs.
4) GVW during the TO/LD
5) field condition: wet, asphalt, grass?
6) whether you're pulling the stick aft, neutral, or fwd.
7) the airspeed @which you flare, hit the brakes, call your wife, and
do other important things.

Hopefully, we'll be able to identify what it is that those short
landing guys are doing right. But I've got a personal motivation
too. There's an airport by my house (CGS) that's 2607 x60ft and
could represent a high pucker factor.


Re: the Official Runway Distance thread

MartinErni@...
 

Sam,
The 1st one looks like the place I did my 1st solo quickie flight.
That's what it felt like, but it was actually 8000X150. :-)

Earnest


FW: the Official Runway Distance thread

Peter Harris <peterjfharris@...>
 

Quickiecraft,



Best short field I have done as a Q2 tail dragger is 2114ft (gravel) with a
head wind of 10-15KTS and this is the cross strip at Maroochy I have used
several times.

Then I was based at Noosa which is narrow 25ft x 2760ft (gravel) with a
displaced threshold for trees at one end and a lake at the other. No go
arounds.

As a Q2 the prop was 56x49 and gross about 410KG

Now as a Q-200 Jabiru the prop is 56X72 and gross 420KG.

Best short field performance is found by following the POH. "Land full stall
tailwheel first" and for me that means over the fence at no more than 70KTS,
which translates into a fairly steep nose high descent , hold it off till
the stall warning peeps, then feel for the runway with the tailwheel and
pull full aft stick when it contacts the tarmac. Once the canard is stalled
then by holding full aft stick the elevator at 23 deg is a flap and
contributes useful drag which reduces the run. Takeoff run for both my Q2
and the Q200 is about 970ft to the lift off point. I have the modified
tailwheel hardware with vertical axis and pneumatic tyre, no other mods. I
believe that the tailwheel is for steering and the brakes are for braking.
For my preference I don't want a dual brakes and tailwheel steering mode and
would not recommend the added fail points and complexity of the additional
bellcrank. Just my opinion. Without dual brakes the plans bellcrank is fine
for parking and fine for fast taxi provided that you fix your eyes on the
end of the runway, otherwise there will be unavoidable PIO swerves.

I would recommend the Gall alignment based on the reports of others and a
reflexor would assist in managing the final approach visibility and flare.

Peter



_____

From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
quickieaircraft
Sent: Saturday, 21 October 2006 11:14 AM
To: Q-LIST@...
Subject: [Q-LIST] the Official Runway Distance thread



I've been looking through the archives trying to figure out what a
reasonable expectation for a minimum TO/LD distance is for these
planes. I have encountered everything from 700ft (Mike!) to 3500
ft. If you want, post the distance that YOU takeoff/land in.

Please also include:
1)if you've got a tri (you might be able to hit the brakes harder) or
taildragger
2) Your prop--unless you like to land deadstick
3) any mods, esp the reflexor (and its setting) or VGs.
4) GVW during the TO/LD
5) field condition: wet, asphalt, grass?
6) whether you're pulling the stick aft, neutral, or fwd.
7) the airspeed @which you flare, hit the brakes, call your wife, and
do other important things.

Hopefully, we'll be able to identify what it is that those short
landing guys are doing right. But I've got a personal motivation
too. There's an airport by my house (CGS) that's 2607 x60ft and
could represent a high pucker factor.


Re: Headset

James Cartwright <james.cartwright@...>
 

Yes they do. I use it all the time for my MP3 player.

James

----- Original Message -----
From: Ron Triano
To: Q-LIST@...
Sent: Thursday, October 19, 2006 7:40 AM
Subject: RE: [Q-LIST] Headset


James, do they have the cell plugin and what is the amount of noise
canceling ? If so, let me know how much they offer.

Ron Triano

South Lake Tahoe, CA

The Sonerai is finished and flying

finishing the Q200

-----Original Message-----
From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
James Cartwright
Sent: Wednesday, October 18, 2006 10:22 PM
To: Q-LIST@...
Subject: Re: [Q-LIST] Headset

Ron,
I have a couple of Lightspeed headsets I was going to send in for the 30 3g
units. Maybe I can set you up for the same price they are going to give me
for a trade in. These units are only 2 years old. They are the QFRXCc
Headset.

James
615-293-3134

----- Original Message -----
From: Ron Triano
To: Q-LIST@yahoogroups. <mailto:Q-LIST%40yahoogroups.com> com
Sent: Wednesday, October 18, 2006 7:49 AM
Subject: RE: [Q-LIST] Headset

Thanks Phil for the offer, from everything I hear about the lightspeed type
that probably is the way I will go however what is a Marv Golden one?

Ron Triano

South Lake Tahoe, CA

Sonerai there and Q200 gettin there

-----Original Message-----
From: Q-LIST@yahoogroups. <mailto:Q-LIST%40yahoogroups.com> com
[mailto:Q-LIST@yahoogroups. <mailto:Q-LIST%40yahoogroups.com> com] On Behalf
Of
britmcman@aol. <mailto:britmcman%40aol.com> com
Sent: Tuesday, October 17, 2006 10:15 PM
To: Q-LIST@yahoogroups. <mailto:Q-LIST%40yahoogroups.com> com
Subject: Re: [Q-LIST] Headset

Ron:

If you like, I could lend you a Marv Golden Logo'd version of the Lightspeed

QFR Cross Country C. It has a cell phone interface and is a pretty nice
unit. Or a 30 3 G Lightspeed (also with cell phone interface). You can get
an
idea about what some of the Lightspeed products are all about. I trust you.

Cheers,

Phil


Re: Taxiing before first flight. (long editorial)

Larry Hamm <LDHAMM@...>
 

Nope. Bob just wanted the sudden flash of insight, so I haven't gotten it down on paper yet. If I didn't describe it well enough, I'll do a sketch for now.
Larry Hamm

Steve wrote:

Hey Larry, Have you got a drawing of your bellcrank??
Steve Ham
-- Original Message -----
From: Larry Hamm To: Q-LIST@... Sent: Friday, October 20, 2006 4:54 PM
Subject: Re: [Q-LIST] Taxiing before first flight. (long editorial)
Bob,
Install a bellcrank a la the JB6, but with a twist.
Fab a disk with a cable guide groove on the edge, sort of like an automotive throttle advance on the side of a carb or throttle body. This disk should be oval shaped, with the long axis pointed at the rudder. The rudder cables are connected at the end closest to the cockpit, and run down each side of the disk. This disk is attached to the top of the bellcrank. As the bellcrank and disk turn, the rudder cables see an increasing radius and turn the rudder faster. That will give you the exponential response you're looking for, I believe.
Clear as mud??
That's the "Hamm" mod to the JB6. (If it works!)
Larry Hamm
Bob Farnam wrote:

>I would really like to have what the RC guys refer to as
> "exponential" control, where the response is low in the center part of the
> travel, but increases at full rudder input. Easy to do with an RC
> transmitter which has it builtin, but I haven't yet figured out a simple and
> durable mechanical way to make it happen. Anyone have a sudden flash of
> insight?
> Bob F
> EAA Flight Advisor
Quickie Builders Association WEB site
http://www.quickiebuilders.org
Yahoo! Groups Links


Re: Taxiing before first flight. (long editorial)

bfarnam@...
 

Mike,

My tailwheel does move a little bit short of detent unlock and I get unlock by stabbing the brake on the side I'm turning to after I get full rudder. The springs give enough to let it unlock. I think Mark Summers did some machining on his tailwheel to change the detent position although I haven't seen it apart. Would be worth looking at and it probably wouldn't be too hard to do. Don't know about Aviation Products. They might be willing. I'll take a closer look at the assembly when I do my annual.

Bob F.

----- Original Message ----
From: Mike Perry <dmperry1012@...>
To: Q-LIST@...
Sent: Friday, October 20, 2006 7:08:49 PM
Subject: RE: [Q-LIST] Taxiing before first flight. (long editorial)

Bob:

I remember you saying that the unlock detent matched full rudder
deflection, but I don't remember exactly why. Suppose the tailwheel unlock
required 10 degrees more than full rudder. Couldn't you reach unlock by
going to full rudder then differential braking? Some skidding I suppose,
but wouldn't that be worth it if the plane was easier to control during
takeoff and landing? Alternately, could we change the detent
position? Would the folks at Aviation Products Inc. do a special run?

For anyone who wonders I have flown with Bob and his plane tracks very well!

Mike Perry

At 10:08 AM 10/20/2006 -0700, you wrote:

My ratio is not as much as I would like, but is limited by my own
requirement that I be able to reach the unlock detent on the full swivelling
tailwheel at full rudder. This so I can pivot around a wheel on the ground.
The result is that my airplane is less sensitive than the original design -
enough that I can fairly easily steer it straight at takeoff speed, but
still sensitive. I would really like to have what the RC guys refer to as
"exponential" control, where the response is low in the center part of the
travel, but increases at full rudder input. Easy to do with an RC
transmitter which has it builtin, but I haven't yet figured out a simple and
durable mechanical way to make it happen. Anyone have a sudden flash of
insight?

Bob F
EAA Flight Advisor


Re: the Official Runway Distance thread

Peter Harris <peterjfharris@...>
 

Quickiecraft,



Best short field I have done as a Q2 tail dragger is 2114ft (gravel) with a
head wind of 10-15KTS and this is the cross strip at Maroochy I have used
several times.

Then I was based at Noosa which is narrow 25ft x 2760ft (gravel) with a
displaced threshold for trees at one end and a lake at the other. No go
arounds.

As a Q2 the prop was 56x49 and gross about 410KG

Now as a Q-200 Jabiru the prop is 56X72 and gross 420KG.

Best short field performance is found by following the POH. "Land full stall
tailwheel first" and for me that means over the fence at no more than 70KTS,
which translates into a fairly steep nose high descent , hold it off till
the stall warning peeps, then feel for the runway with the tailwheel and
pull full aft stick when it contacts the tarmac. Once the canard is stalled
then by holding full aft stick the elevator at 23 deg is a flap and
contributes useful drag which reduces the run. Takeoff run for both my Q2
and the Q200 is about 970ft to the lift off point. I have the modified
tailwheel hardware with vertical axis and pneumatic tyre, no other mods. I
believe that the tailwheel is for steering and the brakes are for braking.
For my preference I don't want a dual brakes and tailwheel steering mode and
would not recommend the added fail points and complexity of the additional
bellcrank. Just my opinion. Without dual brakes the plans bellcrank is fine
for parking and fine for fast taxi provided that you fix your eyes on the
end of the runway, otherwise there will be unavoidable PIO swerves.

I would recommend the Gall alignment based on the reports of others and a
reflexor would assist in managing the final approach visibility and flare.

Peter



_____

From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
quickieaircraft
Sent: Saturday, 21 October 2006 11:14 AM
To: Q-LIST@...
Subject: [Q-LIST] the Official Runway Distance thread



I've been looking through the archives trying to figure out what a
reasonable expectation for a minimum TO/LD distance is for these
planes. I have encountered everything from 700ft (Mike!) to 3500
ft. If you want, post the distance that YOU takeoff/land in.

Please also include:
1)if you've got a tri (you might be able to hit the brakes harder) or
taildragger
2) Your prop--unless you like to land deadstick
3) any mods, esp the reflexor (and its setting) or VGs.
4) GVW during the TO/LD
5) field condition: wet, asphalt, grass?
6) whether you're pulling the stick aft, neutral, or fwd.
7) the airspeed @which you flare, hit the brakes, call your wife, and
do other important things.

Hopefully, we'll be able to identify what it is that those short
landing guys are doing right. But I've got a personal motivation
too. There's an airport by my house (CGS) that's 2607 x60ft and
could represent a high pucker factor.