Yup,

fire away,

I have gone straight -- and am back working as an Aero Engineer...(and
finishing off my second hangar) so no longer have as much time as I
would like to chat on the net...

How can I help?

John


--- In Q-LIST@..., "Peter Harris" <peterjfharris@...> wrote:

Please advise if this has been posted before. (more trouble with Yahoo
Groups)



Subject: JOHN TENHAVE



Are you out there John? I would like to talk about the Tenhave

Tailspring.

The old address is not working.

Cheers,

Peter



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

Canard. Pitch buck over the runway means prop plant.

Roughly 15% of NTSB reported quickie accidents (25% of those caused in
the air) appear to be related to pitch-bucking when going too slow on
landing, so I'd like to avoid it. Obviously you can dial in extra
speed, but there are reasons people get too slow. (Another 10% appear
to be landing veers, where high landing speed is probably a
contributing factor).

As a second reason, I understand that the most efficient turn
(energy-wise) is just above stall; though that would suggest an
indicator on both sides.

(But I'm not treating it as required equipment.)

As for weight, my BEW is 658# now, and I hope to keep it there.

Thanks -
Wes
57RM

--- In Q-LIST@..., Mike Perry <dmperry1012@...> wrote:

Why do you care -- actually, why do you care about several things:

-- where it is mounted (canard or main wing)
-- stall indicator vs. AOA
-- any indication at all other than pitch-buck

These are supposed to be simple LIGHT airplanes and they fly best

when they

are LIGHT. The stall indicator on most light aircraft is really

only an

AOA indicator for a particular AOA. Canard airplanes are designed

to be

safe because they don't stall. I don't really understand why anyone

wants

to install an AOA or a stall indicator of any type on a Quickie or

Q-2xx

other than curiosity -- but don't let me ever get in the way of

curiosity!

Mike Perry


At 10:37 PM 10/30/2006 +0000, Wes wrote:

Has anyone installed a stall indicator on the canard?

(I know folks have installed angle-of-attack indicators on the main

wing.)

Thanks in advance -
Wes

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

Wes,

My Q-200 dragger is fitted with a stall indicator and when it chirps I know
it is time to get the tailwheel down onto the runway.

It is fitted a couple pf fett inboard on the canard.

Peter



_____

From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
wesisberg
Sent: Tuesday, 31 October 2006 8:37 AM
To: Q-LIST@...
Subject: [Q-LIST] stall indicator



Has anyone installed a stall indicator on the canard?

(I know folks have installed angle-of-attack indicators on the main wing.)

Thanks in advance -
Wes

Why do you care -- actually, why do you care about several things:

-- where it is mounted (canard or main wing)
-- stall indicator vs. AOA
-- any indication at all other than pitch-buck

These are supposed to be simple LIGHT airplanes and they fly best when they
are LIGHT. The stall indicator on most light aircraft is really only an
AOA indicator for a particular AOA. Canard airplanes are designed to be
safe because they don't stall. I don't really understand why anyone wants
to install an AOA or a stall indicator of any type on a Quickie or Q-2xx
other than curiosity -- but don't let me ever get in the way of curiosity!

Mike Perry

Dear Ron,

Sounds like you have a serious problem that needs attention.

First, if you have a manual primer, separate from the acceleration pump
of the carburetor, run the engine so that the fault is present (e.g., a
certain rpm or throttle position), then slowly give it a shot of prime
to see whether the condition improves or gets worse. If the engine runs
better, or if the fault goes away, with a shot of prime (you may have to
try different primer operation speeds), then you are indeed running
lean. If it gets much worse, you are likely running too rich.

If you are running lean, you may have a problem or combination of
problems with the mixture control, float level, needle valve and seat
operation, venturi position, or discharge nozzle design problem.

Mixture control position: The mixture control, as you have noted, is on
a flexible shaft. If you have the carburetor apart, grab each end of
the mixture control and give it a torsional force to see whether the
valve is slipping on the shaft. If there is any movement between either
end of the valve and the flexible shaft, replace the mixture control
valve. During installation of the mixture control, be certain to
include the alignment pin so that it enters the hole in the shaft at the
upper end of the mixture control and slide the mixture control lever
over the loop part of the clip. The loop should be facing down toward
the drain plug. The pinch screw is threaded through the circular
portion of the alignment clip. The latter is shaped like the letter
"P". Be certain to ensure proper mixture control travel. I once came
across a Piper Cherokee that had a mixture control problem that turned
out to be a deformed mixture control lever that attaches to the end of
the mixture control.

To check fuel level inside the carburetor, turn OFF your fuel selector,
remove the drain plug from the float bowl, install a 1/8" pipe threaded
fitting with a barbed leg in the vacant bowl hole, attach a length of
clear plastic tubing to the barbed fitting (be certain to point the open
end of the plastic tube up), and turn on the fuel selector. Depending
on the attitude of the carburetor in relation to the horizon (tail
dragger versus nose dragger), the level of fuel should be about 2/3 the
way up the float bowl or 2/3 the way up to the float bowl gasket. If it
is much lower than that, your float level is probably out of
adjustment. You can run the engine with the plastic tube gizmo
connected to the carburetor to see whether the fuel level goes way down
as you accelerate the engine. It will likely go down a small amount.
If you have a boost pump, try turning on the boost pump while the engine
is acting up to see whether the problem goes away with any gain in fuel
delivery via the boost pump. Of course there may be a problem in the
fuel delivery system from the airframe to the carburetor. If the
carburetor overflows when the fuel is on and the engine is not running,
your fuel level is too high (probably a leaky valve, stuck float, or
float that lack buoyancy). There is a procedure for centering the float
before attaching the float bowl. It involves the use of a special tool
(either the M-509 or M-510 I forget which one is used on the MA3), which
is basically a float bowl with the bottom removed, and a certain size
twist drill. The procedure requires a specified distance between the
exterior of the float pontoons and the interior of the float bowl.

Check the primary venturi (the smaller venturi near the tip of the main
discharge nozzle). Make certain that the venturi is squarely mounted in
the throttle bore. If the venturi is cocked to one side, that will
disturb higher rpm operations with virtually no impact on idle
operations. Also, if the one-piece venturi is installed, you may need
to installed a modified discharge nozzle. The latter will have a series
of holes near the extremity of the discharge nozzle. Check AD 98-01-06
for specifics, but carburetors that have the letter "V" stamped or
etched on the lower portion of the data plate, or that have a black,
yellow, or blue data plate showing the Precision Airmotive Corporation
name and logo, or that have a black Facet Aerospace Products data plate
with a serial number beginning with 750, are already equipped with a
one-piece venturi.

If you have an acceleration system (e.g., MA3-SPA), there is a chance
that a leaky acceleration discharge check valve may be adding additional
fuel to the engine during high rpm operations. Because the discharge
tip of the acceleration nozzle is in the venturi region, the strong
suction generated by the venturi action at high rpms will pull fuel from
the acceleration cylinder, through the leaky discharge check valve, and
into the flow of induction-bound air. If the addition of primer fuel
while the engine was acting up made it run much much worse, this is
likely to be your problem. If you have access to another carburetor
like the one you are running, the discharge check valve can be easily
changed from one carburetor to the next. It is located at the bottom of
the accelerator cylinder, facing the data plate end of the carburetor.
You'll have to straighten the bend tab that safeties the check valve
before removing it.

This should get you started on your troubleshooting process. Please
keep me informed of your progress in this matter.

Charley Rod



Ron Triano wrote:

Professor Charlie, if you still monitor this list I have a question on a
MA3. The shaft for the mixture has a ½ slot cut out of the bottom that shuts
off the fuel on the lean side. However on the full rich side it does not
turn enough to match the full slot in the receiver tube, I think this may be
my problem, I am getting popping back over 2000RPM and it sounds lean,
moving the mixture rich to lean makes no difference. Could it be either the
seat or the shaft have changed position for the mixture control? If anyone
else has had experience with this please let me know. Today I put an old
Stromberg carb on it and there was no popping back and I could get full RPM.
I much rather stay with the MA3 as it has an accelerator pump and I don't
have to prime it to start.



Ron Triano



N91RT Sonerai IIs, is a bird, it really flies

Q200, Back working on it, soon to be flying





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



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


Yahoo! Groups Links

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

I am in the process of doing so with the Dynon D-100. Takes a special
pitot to do so.
Jerry

wesisberg wrote:

Has anyone installed a stall indicator on the canard?

(I know folks have installed angle-of-attack indicators on the main wing.)

Thanks in advance -
Wes

Richard, we need to meet up - I have a lot of information including a complete set of plans from 1986 (inc Tri-Q info) and all the updates that were current then - eg sparrow strainers. It would be best if you came to me sometime soon, so we can go through what I have.

Chris Rayner
(Q-200; all signed off, waiting for the PFA to send a permit to test fly!)

Hi guys

I note you have some good looking catchers on your machines. Can you tell
me where I can find the basic design for them, I cant see them on the Q2
plan. The bugs at the field have found mine quite tasty and so its another
item to rebuild.



Richard Thomson
Weston s Mare , UK
Tri-Q G-BMFN ( 21 yrs since 1st reg. this month )
richard@...

Sorry that was a brain fart, it runs good to 2000 RPM.



Ron Triano

South Lake Tahoe, CA

The Sonerai is finished and flying

finishing the Q200
http://bld01.ipowerweb.com/contentmanagement/websites/rtrianoc/page2.html

Thanks Lynn, both you and Sam mentioned about the nozzle. I will check into
that further this week It runs great with the old Stromberg carb so I know
it is in the carb.



Ron Triano

South Lake Tahoe, CA

The Sonerai is finished and flying

finishing the Q200
http://bld01.ipowerweb.com/contentmanagement/websites/rtrianoc/page2.html

Thanks for the reply, will answer each paragraph



Ron Triano

South Lake Tahoe, CA

The Sonerai is finished and flying

finishing the Q200
http://bld01.ipowerweb.com/contentmanagement/websites/rtrianoc/page2.html

Ron, C-Rod may take a stab at this, but here’s my 2 cents worth. The
mixture shaft is pinned into alignment with a little “e” shaped wire device
that is trapped in the mixture arm. As long as all the parts are there, it
can’t change its position. I doubt that the mixture control is causing this
“popping”.

There are a fair number of adjustments to make to this carb while
assembling. Are they all correct? Is the float height adjusted properly and
according to the manual?

Do you have a single or two piece venturi? If you have the single place, do
you have the correct discharge nozzle? The one with lots of holes in the
side?

Is the float height adjusted properly and according to the manual?

What is the history of this carburetor?

Could also be an ignition problem, disguised as a fuel problem.

Sam



_____

From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
Ron Triano
Sent: Sunday, October 29, 2006 7:49 PM
To: Q-LIST@...
Subject: [Q-LIST] MA3-SPA



Professor Charlie, if you still monitor this list I have a question on a
MA3. The shaft for the mixture has a ½ slot cut out of the bottom that shuts
off the fuel on the lean side. However on the full rich side it does not
turn enough to match the full slot in the receiver tube, I think this may be
my problem, I am getting popping back over 2000RPM and it sounds lean,
moving the mixture rich to lean makes no difference. Could it be either the
seat or the shaft have changed position for the mixture control? If anyone
else has had experience with this please let me know. Today I put an old
Stromberg carb on it and there was no popping back and I could get full RPM.
I much rather stay with the MA3 as it has an accelerator pump and I don’t
have to prime it to start.

Ron Triano

N91RT Sonerai IIs, is a bird, it really flies

Q200, Back working on it, soon to be flying

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

Ron,
The shaft for the mixture control is flexible down in the carb. I don't know if it would be possible for this to have gotten twisted or not.....one consideration. Also, I assume the control lever attached to the shaft externally is indexed properly. I think mine pretty much opens clear up. What about the nozzle size? Is it correct for the engine.
Lynn French

Professor Charlie, if you still monitor this list I have a question on a
MA3. The shaft for the mixture has a ½ slot cut out of the bottom that shuts
off the fuel on the lean side. However on the full rich side it does not
turn enough to match the full slot in the receiver tube, I think this may be
my problem, I am getting popping back over 2000RPM and it sounds lean,
moving the mixture rich to lean makes no difference. Could it be either the
seat or the shaft have changed position for the mixture control? If anyone
else has had experience with this please let me know. Today I put an old
Stromberg carb on it and there was no popping back and I could get full RPM.
I much rather stay with the MA3 as it has an accelerator pump and I don’t
have to prime it to start.



Ron Triano



N91RT Sonerai IIs, is a bird, it really flies

Q200, Back working on it, soon to be flying





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

Where is Damian. Haven't heard anything from him.



Ron Triano



N91RT Sonerai IIs, is a bird, it really flies

Q200, Back working on it, soon to be flying

works



Ron Triano



N91RT Sonerai IIs, is a bird, it really flies

Q200, Back working on it, soon to be flying

Please advise if this has been posted before. (more trouble with Yahoo
Groups)



Subject: JOHN TENHAVE



Are you out there John? I would like to talk about the Tenhave Tailspring.

The old address is not working.

Cheers,

Peter

Hi Guys,
Does anyone have a spare upgraded rudder yoke / welded post assembly ?
Or does anyone have the drawing for one please ? It for my Tri Q and
its the wider one I need ( it has the bolt on modified type fitted.)

Richard Thomson
Weston s Mare , UK
TriQ G-BMFN
richard@...

0044 797 096 1942

Several weeks back, I requested comments from the list on the canard root farings. See the results at http://www.corvairq.info/Canard%20fairing.htm

Thanks again for your comments.

Joseph Snow