Date   

Re: the Official Runway Distance thread

britmcman99
 

Q: Is FULL down reflexor on the ailerons, on 870BM, the same aileron
position as planes without a reflexor installed?

A: No. Full down reflexor on N870BM meant that the trailing edges of the
ailerons were about 3/8" up above the main wing.

Phil


Re: quickie web site

Peter Harris <peterjfharris@...>
 

I am having trouble with Yahoo. A lot of my messages are found in the
archive but they are not being broadcast. I confirmed it is a Yahoo problem
not my ISP. Also I cannot send multiple messages out from another Yahoo
group and the site is loaded with crap popups. Someone let the nerds loose
in there. Is there another alternative to Yahoo Groups that we could check
out?

Peter



_____

From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
Darrell Daniels
Sent: Monday, 23 October 2006 12:14 AM
To: Q-LIST@...
Subject: [Q-LIST] quickie web site



I was wondering if anyone but me had trouble with logging onto our web site.

If I do not use the members only section for a while I cannot get in without

getting a new password. I write it down correctly on a index card so I will
not forget it and still I am told it is invalid . Any ideas. Thanks
Darrell


Re: quickie web site

Darrell Daniels <log@...>
 

Doug, I have two user names, The correct one is written down with the new password. I tried them both and neither worked. Thanks Darrell

----- Original Message -----
From: "Doug Humble" <hawkidoug@...>
To: <Q-LIST@...>
Sent: Sunday, October 22, 2006 10:16 AM
Subject: Re: [Q-LIST] quickie web site


Darrell- try throwing the first index card out before you write the new password down on the new index card. Should work fine then.

Doug "Hawkeye" Humble
A Sign Above www.asignabove.net
Omaha NE
N25974
----- Original Message -----
From: Darrell Daniels
To: Q-LIST@...
Sent: Sunday, October 22, 2006 9:13 AM
Subject: [Q-LIST] quickie web site


I was wondering if anyone but me had trouble with logging onto our web site.
If I do not use the members only section for a while I cannot get in without
getting a new password. I write it down correctly on a index card so I will
not forget it and still I am told it is invalid . Any ideas. Thanks
Darrell








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


Yahoo! Groups Links





Re: the Official Runway Distance thread

Mike Dwyer <mdwyer@...>
 

Hey Sam,
Have you posted your landing distances using that method? I searched the thread any didn't see the info. I'd also be curious what your best landing distance would be with and without the speed brake. This would help us understand how important it is (maybe I'll install one some day).
Happy Flyin,
Mike Q200



Sam Hoskins wrote:

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.









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

Yahoo! Groups Links






Re: quickie web site

Doug Humble <hawkidoug@...>
 

Darrell - I checked the log records and you are not using the right username, so the password won't be right either.

Email me at HawkiDoug@... for help.

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

----- Original Message -----
From: Darrell Daniels
To: Q-LIST@...
Sent: Sunday, October 22, 2006 9:13 AM
Subject: [Q-LIST] quickie web site


I was wondering if anyone but me had trouble with logging onto our web site.
If I do not use the members only section for a while I cannot get in without
getting a new password. I write it down correctly on a index card so I will
not forget it and still I am told it is invalid . Any ideas. Thanks
Darrell


Re: quickie web site

Doug Humble <hawkidoug@...>
 

Darrell- try throwing the first index card out before you write the new password down on the new index card. Should work fine then.

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

----- Original Message -----
From: Darrell Daniels
To: Q-LIST@...
Sent: Sunday, October 22, 2006 9:13 AM
Subject: [Q-LIST] quickie web site


I was wondering if anyone but me had trouble with logging onto our web site.
If I do not use the members only section for a while I cannot get in without
getting a new password. I write it down correctly on a index card so I will
not forget it and still I am told it is invalid . Any ideas. Thanks
Darrell


Re: the Official Runway Distance thread

britmcman99
 

870BM had good elevator authority on landing with full down reflexor (Nose
down / tail high - main wing highest lift factor configuration). This gave
best view of runway during approach. Landing was tail wheel first with
elevator controlling attitude. Upon canard touchdown I would pull full up reflex
(reflex control on right hand).

With this configuration, I suspect the plane could fly at its slowest since
both reflexed ailerons and the elevators presented a high lift wind
configuration. Once on the deck, the switched reflexor assures main wing won't fly
and tail wheel authority is better assured.

Phil Lankford


Re: quickie web site

Sam Hoskins <shoskins@...>
 

I have trouble getting in when using Firefox. When I switch to Internet
Explorer it works fine.

Sam



_____

From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
Darrell Daniels
Sent: Sunday, October 22, 2006 9:14 AM
To: Q-LIST@...
Subject: [Q-LIST] quickie web site



I was wondering if anyone but me had trouble with logging onto our web site.

If I do not use the members only section for a while I cannot get in without

getting a new password. I write it down correctly on a index card so I will
not forget it and still I am told it is invalid . Any ideas. Thanks
Darrell


quickie web site

Darrell Daniels <log@...>
 

I was wondering if anyone but me had trouble with logging onto our web site. If I do not use the members only section for a while I cannot get in without getting a new password. I write it down correctly on a index card so I will not forget it and still I am told it is invalid . Any ideas. Thanks Darrell


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.