Date   

Re: Flight Test

raoborg@...
 

Hi Mike, Raoul here, I am working on the tail like you suggested on your visit, how do I take the metal part off the fiberglass? I put a lot of pressure on it but is not moving. Heat? Or what do you think? Thank you Raoul

--- mdwyer@... wrote:

From: Mike Dwyer <mdwyer@...>
To: Q-LIST@...
Subject: Re: [Q-LIST] Flight Test
Date: Mon, 27 Nov 2006 19:23:20 -0500

Keep up the reports Kevin!

Oil loss... do you have an oil separator, I tried to get by without one
and found that I really need it. The breather elbow that goes into the
case, I put a brass extension on mine, maybe 2" longer than the
original. That plus the oil separator = clean belly even with over 6Qt
of oil. Look up aerobatic breather elbow...

Heavy load, ya, from single place to gross there is a significant firmer
arrival when heavy. I carry 5 mph more speed when heavy.

Mike Q200 N3QP


Kevin Boddicker wrote:
22 Nov 06
Todays flight is to start gross weight testing. The aircraft weight
was 1096 lbs. Fifty pounds in the right seat, which I have had there
since first flight, and full fuel. CG 43.72 inches. CG range 42 to
47.2 inches.
TO on 17 was normal with light wind. TO roll was extended somewhat
due to the higher weight. Not much, but did notice a slower
acceleration.
Climb out was normal to 3500 ft. From there I did climbs and descents
of 500 feet and timed each at different airspeeds. Best climb was at
95 mph was 638 fpm. Best descent was 85 mph of 769 fpm.,
Worst climb was at 110 mph of 526 fpm, and worst descent was 967 fpm
at 110 mph.
Pitch buck power off was at 78 mph. All speeds are indicated.
Returned to pattern for landing on 17. Landing was not prefect, but
OK. I touched down sooner that I had anticipated. Not a rough landing
just a bit of a surprise to be on the ground.
Taxied to the hanger. As I always do, I checked the bell of the plane
for oil. It seems to have settled on five and one forth quarts of
oil. The the rest it throws out. The belly was clean. Really clean.
My fuel vent tube was GONE. The prop blast had sucked fuel out the
stub and washed the belly. I pushed the plane in, and went looking
for the tube. It was about 20 ft from the hanger door, near where I
taxied in. It turns out I had used a piece of aluminum tube that was
only .014 wall thickness. It was not heavy enough. It has been
replaced with versa tube of the correct weight. Happily it was warm
enough on the weekend to flox in another tube.
Ready for the next flight!!!

Kevin Boddicker
Tri Q 200 N7868B 36.3 hours
Luana, IA.




_____________________________________________________________
Netscape. Just the Net You Need.


Re: Oil Tank

Joseph M Snow <1flashq@...>
 

Looks like a well executed project!

Joseph

Ron <rondefly@...> wrote:
Check out the photo's section under Ron Triano. Have uploaded 3 photo's
of my new oil tank so I can fit the 4 in 1 exhaust. Also have them on
my web site.

Ron Triano


Re: Taxying - thoughts and a question

Mike Perry <dmperry1012@...>
 

Chris:
I wasn't clear about this: Changing to a different tail wheel may involve
changing the control arms which may change the tail wheel
responsiveness. Specifically, a longer control arm on the tail wheel will
make the tail wheel less responsive to input. This could produce the
"wooley" not very responsive sensation you reported in your first post. I
wasn't referring to the tail wheel composition, tho that could make a
difference also.

E-mail me off list if that isn't clear and I'll try to do the
math-professor geometry bit for you.

Mike Perry
dmperry1012@...

At 11:09 PM 11/27/2006 +0000, Chris Rayner wrote:

Mike, thanks for the reply. I've decided to live with the installation as
it is for now. My test pilot (I don't have enough experience) says it's
not so bad and your comment about the rudder cable springs makes me think
it's too soon to start making changes. I have the Gall alignment and the
rest of the JB6 pack in one form or other - eg upgraded brakes but hand
operated, not foot - and the separate cables for rudder and t/wheel.
Pneumatic tail wheel etc. Stiffer (glass) tail spring.
[snip]

From: Mike Perry
To: <mailto:Q-LIST%40yahoogroups.com>Q-LIST@...
Sent: Monday, November 27, 2006 3:53 AM
Subject: Re: [Q-LIST] Taxying - thoughts and a question
[snip]
Did you use the standard tail wheel with the standard control arms? Do you
have the Gall wheel alignment? Anything else about your bird?

"not very responsive" at 40 mph might be good -- possibly less "twitchy" at
70. Part of what the JB 6-pack does is desensitize the tailwheel to avoid
over-controlling (see previous threads, such as "Taxiing before first
flight. (long editorial)" October 2006).

Mike Perry


Tail wheels

Allan Farr <afarr@...>
 

If it's true that "Part of what the JB 6-pack does is desensitize the tailwheel to avoid over-controlling", it seems to me that changing the standard solid tail wheel for a more grippy pneumatic one would go against that argument (by increasing the sensitivity).
Allan Farr
Q2


Oil Tank

Ron <rondefly@...>
 

Check out the photo's section under Ron Triano. Have uploaded 3 photo's
of my new oil tank so I can fit the 4 in 1 exhaust. Also have them on
my web site.

Ron Triano


Re: Flight Test

Mike Dwyer <mdwyer@...>
 

Keep up the reports Kevin!

Oil loss... do you have an oil separator, I tried to get by without one and found that I really need it. The breather elbow that goes into the case, I put a brass extension on mine, maybe 2" longer than the original. That plus the oil separator = clean belly even with over 6Qt of oil. Look up aerobatic breather elbow...

Heavy load, ya, from single place to gross there is a significant firmer arrival when heavy. I carry 5 mph more speed when heavy.

Mike Q200 N3QP


Kevin Boddicker wrote:

22 Nov 06
Todays flight is to start gross weight testing. The aircraft weight was 1096 lbs. Fifty pounds in the right seat, which I have had there since first flight, and full fuel. CG 43.72 inches. CG range 42 to 47.2 inches.
TO on 17 was normal with light wind. TO roll was extended somewhat due to the higher weight. Not much, but did notice a slower acceleration.
Climb out was normal to 3500 ft. From there I did climbs and descents of 500 feet and timed each at different airspeeds. Best climb was at 95 mph was 638 fpm. Best descent was 85 mph of 769 fpm.,
Worst climb was at 110 mph of 526 fpm, and worst descent was 967 fpm at 110 mph.
Pitch buck power off was at 78 mph. All speeds are indicated.
Returned to pattern for landing on 17. Landing was not prefect, but OK. I touched down sooner that I had anticipated. Not a rough landing just a bit of a surprise to be on the ground.
Taxied to the hanger. As I always do, I checked the bell of the plane for oil. It seems to have settled on five and one forth quarts of oil. The the rest it throws out. The belly was clean. Really clean. My fuel vent tube was GONE. The prop blast had sucked fuel out the stub and washed the belly. I pushed the plane in, and went looking for the tube. It was about 20 ft from the hanger door, near where I taxied in. It turns out I had used a piece of aluminum tube that was only .014 wall thickness. It was not heavy enough. It has been replaced with versa tube of the correct weight. Happily it was warm enough on the weekend to flox in another tube.
Ready for the next flight!!!

Kevin Boddicker
Tri Q 200 N7868B 36.3 hours
Luana, IA.



Re: Taxying - thoughts and a question

Mike Dwyer <mdwyer@...>
 

Chris,
Now that you mention it I have slots below the rear wing for air to go out and the only openings to that point is through the arm rests or center tunnel. Seems like ok air flow in flight but very little flow on the ground. I've had my canopy mist up on the ground on a cold day but opening it (at 30mph or less) takes it right away. I've never had it mist up in flight.
Mike Q200 N3QP

chris rayner wrote:

Mike, thanks for the reply. I've decided to live with the installation as it is for now. My test pilot (I don't have enough experience) says it's not so bad and your comment about the rudder cable springs makes me think it's too soon to start making changes. I have the Gall alignment and the rest of the JB6 pack in one form or other - eg upgraded brakes but hand operated, not foot - and the separate cables for rudder and t/wheel. Pneumatic tail wheel etc. Stiffer (glass) tail spring. I'll report on progress - next week (my earliest available time) I hope to increase taxi speed to 50 or 60. Not much more though as I don't want an inadvertant take off. I'm happy to take the time to gain experience on the ground.
Incidentally, it's cold and damp in UK at the moment, so the canopy starts to mist up after a while. Has anyone found it's worth opening up some holes in the seat bulkhead to improve ventilation? The only way out for air otherwise is though the seat belt holes.

Chris Rayner (away till next week).


----- Original Message -----
From: Mike Perry To: Q-LIST@... Sent: Monday, November 27, 2006 3:53 AM
Subject: Re: [Q-LIST] Taxying - thoughts and a question


Chris:

I've been told that springs in the rudder cables can lead to flutter -- and it makes sense intuitively. I wouldn't go there.

Did you use the standard tail wheel with the standard control arms? Do you have the Gall wheel alignment? Anything else about your bird?

"not very responsive" at 40 mph might be good -- possibly less "twitchy" at 70. Part of what the JB 6-pack does is desensitize the tailwheel to avoid over-controlling (see previous threads, such as "Taxiing before first flight. (long editorial)" October 2006).

Mike Perry

At 11:58 PM 11/26/2006 +0000, you wrote:

>Guys, first time I taxied my Q-200 G-CUIK t-dragger today. Total of 50 minutes with no significant problems - good fun, exciting and satisfying. Engine up to full working temperatures, CHT up to about 250F and oil 230F max. Seems right as the fastest I reached was 40mph so not much ram air cooling.
>I expected it to be a bit twitchier, but it was noticeable that slowing down was directionally less stable than accelerating. Surprised how long it takes to slow down - any more than 1000rpm and it didn't want to slow so used the brakes. These needed care to keep straight - it's less twitchy using just the rudder/tail wheel to steer and brakes later or if there's a problem. Brakes are independent, hand operated - which I am pleased about. Don't think I'd have the sensitivity required if they were foot operated.
>Impressed with the acceleration - even with using only about 1500rpm. A bit concerned about the Continental running in requirements - run at max load/speed. Still, it's better to re-hone the cylinders than re-build the plane....
>Steering was a bit "wooley" - not very responsive. This could be my set up, so I welcome some advice from someone who uses the same system - I know there are some. I have used separate cables for rudder and t/wheel. They split aft of turnbuckles in the tail section. I have used A/Spruce compression springs in the cables to the t/wheel and I wonder if this reduces the sensitivity too much. Springs are needed in one pair of cables to allow for length change when the tail spring flexes. Should I put the compression springs in the rudder cables instead, or maybe I should use a cross wise tension spring between each pair of cables, a bit like in the original set up on the short rudder cables?
>I'm back to taxying in a week - away on business this week, so I can't get to it...advice would be useful though please.
>
>Chris Rayner - with an expensive go-cart
>








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

Yahoo! Groups Links






Tails from the dark side...

n17pf <FisherPaul@...>
 

For those of you still building, you might be interested in a group
buy the RV folks are doing on Hooker Harnesses
(http://www.hookerharness.com/). These are top of the line harnesses
and if you are interested, you can get in too (you don't have to be
building an RV!).

Here's all of the info on how to order:
http://www.vansairforce.com/community/showthread.php?t=12622

Sorry for the cross post, but our group isn't big enough to pull
together a group buy like this, so I thought I'd mention it.

You may now return to your regularly scheduled programming!

- Paul
Q-200, N17PF


Re: Taxying - thoughts and a question

chris rayner <chris-rayner@...>
 

Mike, thanks for the reply. I've decided to live with the installation as it is for now. My test pilot (I don't have enough experience) says it's not so bad and your comment about the rudder cable springs makes me think it's too soon to start making changes. I have the Gall alignment and the rest of the JB6 pack in one form or other - eg upgraded brakes but hand operated, not foot - and the separate cables for rudder and t/wheel. Pneumatic tail wheel etc. Stiffer (glass) tail spring.
I'll report on progress - next week (my earliest available time) I hope to increase taxi speed to 50 or 60. Not much more though as I don't want an inadvertant take off. I'm happy to take the time to gain experience on the ground.
Incidentally, it's cold and damp in UK at the moment, so the canopy starts to mist up after a while. Has anyone found it's worth opening up some holes in the seat bulkhead to improve ventilation? The only way out for air otherwise is though the seat belt holes.

Chris Rayner (away till next week).

----- Original Message -----
From: Mike Perry
To: Q-LIST@...
Sent: Monday, November 27, 2006 3:53 AM
Subject: Re: [Q-LIST] Taxying - thoughts and a question


Chris:

I've been told that springs in the rudder cables can lead to flutter -- and
it makes sense intuitively. I wouldn't go there.

Did you use the standard tail wheel with the standard control arms? Do you
have the Gall wheel alignment? Anything else about your bird?

"not very responsive" at 40 mph might be good -- possibly less "twitchy" at
70. Part of what the JB 6-pack does is desensitize the tailwheel to avoid
over-controlling (see previous threads, such as "Taxiing before first
flight. (long editorial)" October 2006).

Mike Perry

At 11:58 PM 11/26/2006 +0000, you wrote:

>Guys, first time I taxied my Q-200 G-CUIK t-dragger today. Total of 50
>minutes with no significant problems - good fun, exciting and satisfying.
>Engine up to full working temperatures, CHT up to about 250F and oil 230F
>max. Seems right as the fastest I reached was 40mph so not much ram air
>cooling.
>I expected it to be a bit twitchier, but it was noticeable that slowing
>down was directionally less stable than accelerating. Surprised how long
>it takes to slow down - any more than 1000rpm and it didn't want to slow
>so used the brakes. These needed care to keep straight - it's less twitchy
>using just the rudder/tail wheel to steer and brakes later or if there's a
>problem. Brakes are independent, hand operated - which I am pleased about.
>Don't think I'd have the sensitivity required if they were foot operated.
>Impressed with the acceleration - even with using only about 1500rpm. A
>bit concerned about the Continental running in requirements - run at max
>load/speed. Still, it's better to re-hone the cylinders than re-build the
>plane....
>Steering was a bit "wooley" - not very responsive. This could be my set
>up, so I welcome some advice from someone who uses the same system - I
>know there are some. I have used separate cables for rudder and t/wheel.
>They split aft of turnbuckles in the tail section. I have used A/Spruce
>compression springs in the cables to the t/wheel and I wonder if this
>reduces the sensitivity too much. Springs are needed in one pair of cables
>to allow for length change when the tail spring flexes. Should I put the
>compression springs in the rudder cables instead, or maybe I should use a
>cross wise tension spring between each pair of cables, a bit like in the
>original set up on the short rudder cables?
>I'm back to taxying in a week - away on business this week, so I can't get
>to it...advice would be useful though please.
>
>Chris Rayner - with an expensive go-cart
>


Flight Test

Kevin Boddicker <trumanst@...>
 

22 Nov 06
Todays flight is to start gross weight testing. The aircraft weight
was 1096 lbs. Fifty pounds in the right seat, which I have had there
since first flight, and full fuel. CG 43.72 inches. CG range 42 to
47.2 inches.
TO on 17 was normal with light wind. TO roll was extended somewhat
due to the higher weight. Not much, but did notice a slower
acceleration.
Climb out was normal to 3500 ft. From there I did climbs and descents
of 500 feet and timed each at different airspeeds. Best climb was at
95 mph was 638 fpm. Best descent was 85 mph of 769 fpm.,
Worst climb was at 110 mph of 526 fpm, and worst descent was 967 fpm
at 110 mph.
Pitch buck power off was at 78 mph. All speeds are indicated.
Returned to pattern for landing on 17. Landing was not prefect, but
OK. I touched down sooner that I had anticipated. Not a rough landing
just a bit of a surprise to be on the ground.
Taxied to the hanger. As I always do, I checked the bell of the plane
for oil. It seems to have settled on five and one forth quarts of
oil. The the rest it throws out. The belly was clean. Really clean.
My fuel vent tube was GONE. The prop blast had sucked fuel out the
stub and washed the belly. I pushed the plane in, and went looking
for the tube. It was about 20 ft from the hanger door, near where I
taxied in. It turns out I had used a piece of aluminum tube that was
only .014 wall thickness. It was not heavy enough. It has been
replaced with versa tube of the correct weight. Happily it was warm
enough on the weekend to flox in another tube.
Ready for the next flight!!!

Kevin Boddicker
Tri Q 200 N7868B 36.3 hours
Luana, IA.


Re: Q200 in X-Plane

Larry Severson
 

At 06:40 AM 11/27/2006, you wrote:

I built a Q-200 model for x-plane a couple of summers ago in in version
7.30 and was having the same problem. I posted the question to the
forums and was told that it was a frame rate issue. Apparently, if
your computer/video card are unable to render frames quickly enough,
the simulator freaks out!

I imagine this problem gets worse as you keep the same computer and
upgrade to a newer version of x-plane with more bells and whistles.
You can check out my forum post and the responses here:

<http://forums.x-plane.org/index.php?showtopic=13236&hl=q-200>http://forums.x-plane.org/index.php?showtopic=13236&hl=q-200

Once I got the frame rate up, as they suggested, things worked much
more smoothly. Hope this helps. Please let me know.
It did. At 38 FPS, the plane operation is smooth. This raised another
question. I played around with wing configuration sizing. At 30 FPS,
it stalled at 40 KTS, but at 38FPS it ran out of elevator authority
at 57 KTS. Interesting!


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


Re: Q200 in X-Plane

olderprograms <groups@...>
 

I built a Q-200 model for x-plane a couple of summers ago in in version
7.30 and was having the same problem. I posted the question to the
forums and was told that it was a frame rate issue. Apparently, if
your computer/video card are unable to render frames quickly enough,
the simulator freaks out!

I imagine this problem gets worse as you keep the same computer and
upgrade to a newer version of x-plane with more bells and whistles.
You can check out my forum post and the responses here:

http://forums.x-plane.org/index.php?showtopic=13236&hl=q-200

Once I got the frame rate up, as they suggested, things worked much
more smoothly. Hope this helps. Please let me know.

-Dan
www.quickheads.com
Q-200 #2025
Kingston, PA


--- In Q-LIST@..., larry severson <larry2@...> wrote:

At 02:15 AM 11/24/2006, you wrote:

Convert it to tricycle undercarriage? Sorry, could not resist...

Check to see if your brakes are set on or off.
I plan to do that; however, according to comments on X-Plane.org, the
problem exists in X-Plane for all plane models under 2000 lbs T/O
weight. The same problem happened with a KR2 model using X-Plane 8.0 -
8.5.


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


Re: Taxying - thoughts and a question

Mike Perry <dmperry1012@...>
 

Chris:

I've been told that springs in the rudder cables can lead to flutter -- and
it makes sense intuitively. I wouldn't go there.

Did you use the standard tail wheel with the standard control arms? Do you
have the Gall wheel alignment? Anything else about your bird?

"not very responsive" at 40 mph might be good -- possibly less "twitchy" at
70. Part of what the JB 6-pack does is desensitize the tailwheel to avoid
over-controlling (see previous threads, such as "Taxiing before first
flight. (long editorial)" October 2006).

Mike Perry

At 11:58 PM 11/26/2006 +0000, you wrote:

Guys, first time I taxied my Q-200 G-CUIK t-dragger today. Total of 50
minutes with no significant problems - good fun, exciting and satisfying.
Engine up to full working temperatures, CHT up to about 250F and oil 230F
max. Seems right as the fastest I reached was 40mph so not much ram air
cooling.
I expected it to be a bit twitchier, but it was noticeable that slowing
down was directionally less stable than accelerating. Surprised how long
it takes to slow down - any more than 1000rpm and it didn't want to slow
so used the brakes. These needed care to keep straight - it's less twitchy
using just the rudder/tail wheel to steer and brakes later or if there's a
problem. Brakes are independent, hand operated - which I am pleased about.
Don't think I'd have the sensitivity required if they were foot operated.
Impressed with the acceleration - even with using only about 1500rpm. A
bit concerned about the Continental running in requirements - run at max
load/speed. Still, it's better to re-hone the cylinders than re-build the
plane....
Steering was a bit "wooley" - not very responsive. This could be my set
up, so I welcome some advice from someone who uses the same system - I
know there are some. I have used separate cables for rudder and t/wheel.
They split aft of turnbuckles in the tail section. I have used A/Spruce
compression springs in the cables to the t/wheel and I wonder if this
reduces the sensitivity too much. Springs are needed in one pair of cables
to allow for length change when the tail spring flexes. Should I put the
compression springs in the rudder cables instead, or maybe I should use a
cross wise tension spring between each pair of cables, a bit like in the
original set up on the short rudder cables?
I'm back to taxying in a week - away on business this week, so I can't get
to it...advice would be useful though please.

Chris Rayner - with an expensive go-cart


Re: alright.....

bobmoeh@juno.com <bobmoeh@...>
 

There is one listed on the QBA site.
http://quickiebuilders.org/forsale.html
Bob


Taxying - thoughts and a question

chris rayner <chris-rayner@...>
 

Guys, first time I taxied my Q-200 G-CUIK t-dragger today. Total of 50 minutes with no significant problems - good fun, exciting and satisfying. Engine up to full working temperatures, CHT up to about 250F and oil 230F max. Seems right as the fastest I reached was 40mph so not much ram air cooling.
I expected it to be a bit twitchier, but it was noticeable that slowing down was directionally less stable than accelerating. Surprised how long it takes to slow down - any more than 1000rpm and it didn't want to slow so used the brakes. These needed care to keep straight - it's less twitchy using just the rudder/tail wheel to steer and brakes later or if there's a problem. Brakes are independent, hand operated - which I am pleased about. Don't think I'd have the sensitivity required if they were foot operated.
Impressed with the acceleration - even with using only about 1500rpm. A bit concerned about the Continental running in requirements - run at max load/speed. Still, it's better to re-hone the cylinders than re-build the plane....
Steering was a bit "wooley" - not very responsive. This could be my set up, so I welcome some advice from someone who uses the same system - I know there are some. I have used separate cables for rudder and t/wheel. They split aft of turnbuckles in the tail section. I have used A/Spruce compression springs in the cables to the t/wheel and I wonder if this reduces the sensitivity too much. Springs are needed in one pair of cables to allow for length change when the tail spring flexes. Should I put the compression springs in the rudder cables instead, or maybe I should use a cross wise tension spring between each pair of cables, a bit like in the original set up on the short rudder cables?
I'm back to taxying in a week - away on business this week, so I can't get to it...advice would be useful though please.

Chris Rayner - with an expensive go-cart


Re: alright.....

Doug Humble <hawkidoug@...>
 

First, introduce yourself and give your name, your location (your message had no signature) and your experience level. Click on every button you see on the QBA web site. You should seriously consider buying the back copies of the newsletter and subscribing to the current newsletter. It has the history of these airplanes documented very well. All this info is at the QBA web site, www.quickiebuilders.org . If you have questions, first search the Yahoo list archives, as the question probably has been asked and answered many times on this list and some of our fine, outstanding folks who have monitor this list for years can get cantankerous with newbies who have not done their homework first. If they sense you have made some effort to do the research yourself, they become your best buddies.

Welcome!

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

----- Original Message -----
From: edge540gas
To: Q-LIST@...
Sent: Sunday, November 26, 2006 3:50 PM
Subject: [Q-LIST] alright.....


love this airplane, looking to start a q-200, can you guys enlighten
me on the right way to : aquire plans, mods to the design, and
suppliers???


alright.....

edge540gas <edge540gas@...>
 

love this airplane, looking to start a q-200, can you guys enlighten
me on the right way to : aquire plans, mods to the design, and
suppliers???


Re: 6-pack mods

Richard Hole <rickhole@...>
 

We are busy building ourLS1 canard. And having a good time.

On the JB6Pack, it is obvious this is a highly recommended set of
improvements and all we new builders should consider them as default
choices. Each, of course, to his own exeprimentation so to call them
mandatory would be a mistake. Let's not open that can of worms again.
That said...

Noting the Gall Alignment document available on the QBA site, we should
have another document there detailing the JB6Pack mods. I am
volunteering to construct this document and make it available similarly.

Lacking a library of the back issues of Q-Talk, can I get volunteer(s)
to send me (or links to) the six mods:
a.. Reflexor mod (I have the .pdf file for this)
b.. Belly board mod (I have the .pdf file for this, but the photos are
unseless)
c.. La Rue Brake mod (I have the Hydraulic brake .pdf)
d.. Toe brake mod
e.. Bellcrank mod
f.. Full swiveling tail wheel

It may work better if file are sent to send directly to me RickHole (at)
triton.net


Re: Triq tracking

Brad/Iris Baerg <brirbrg@...>
 

I think I used 2 AN4 thin washers on both of the bolts (front or rear)
I'm not positive as it was trial and error process until I got it right.
Brad

Ernest,
I had this problem so you had to put the right rudder pedal to the
floor and still tap the right brake. I pulled the wheels, greased the
bearings and retighened both sides equally - not 100% but much better.

Brad,
What size shims? Did you buy or make them ?

Cheers,
Tad


Re: Triq tracking

REBECCA SIMPSON
 

Ernest,
I had this problem so you had to put the right rudder pedal to the
floor and still tap the right brake. I pulled the wheels, greased the
bearings and retighened both sides equally - not 100% but much better.

Brad,
What size shims? Did you buy or make them ?

Cheers,
Tad