Date   

Re: Flight Report

JMasal@...
 

In a message dated 9/1/2009 10:48:33 A.M. Central Daylight Time,
paulbuckley@... writes:





"Get you plane done and join us for lunch one day!"
Mike Q200 N3QP _http://www.warneraihttp://www._
(http://www.warnerair.com/q200/)

I guess I'll just have to build a bigger tank........I gueI gueI gueI

Paul B.
England






Well you better git to buildin SOMEthing on dat bird! (Mah spies ar
watchin yew)

j.


Re: Latest issue of the newsletter

JMasal@...
 

In a message dated 8/31/2009 8:51:33 A.M. Central Daylight Time,
lansair@... writes:




Hi John: Off and on for sometime I have proposed converting a Q-1 to
electric. It took the Chinese to wake up some people that light aircraft can be
flown on electric power. They have the motor and the battery pack all we
need is someone to do it.






Oh yeah... slam dunk... bolt on! I think you have forgotten about
$$$$$$$$$$$$$$$$$$$$$$ and the time, thinking and patience to make it happen.

j.


Re: Engine Update

Isaksson Roger <scratchdeeper@...>
 

Problem with solving a problem that is intermittently appearing is just that, the effort of trying to duplicate something that will not lend itself to duplication.
 
The cooling system has to be ruled out, unless you had a bat flying in and covering one of the cylinders, but something tells me that you would most possbly have noticed a BBQ'ed bat on top of your nbr 3 cyl.
 
There might be an ignition problem, but the hint I am getting is that it was a fluke of air & fuel mixture falling off the charts for a moment, when a few factors, seldom encountered happened to fall in place just at that time.
 
You may very well have had some ignition parts that are showing age, but usually that will result in a missing combustion on occasion. That would further result in a cooler engine, not a hotter engine.
 
Almost all ignition wires in most applications are nowadays filled with carbonpowder. The ancient solid copper wires did far too much radio noise. The carbon filled wires will also have a certain resistance in them, and therefore also acts as a capacitor, that will delay ( very little time) the spark a little bit, and in that way also give it a little bit more ooomp when it sparks over the sparkplug.
 
The carbon filled wires will decay over time, and build up more and more resistance to the point when a coil can no longer shoot a charge hard enough to make a sparkplug spark , and they have to be replaced periodically.
 
.....( I bought a car once, that was absolutely nothing wrong with except it ran very bad, the owner had exchanged everything except the sprakplug wires, and finally just gone apathetic over this "piece of shit" and sold it. He probably smiled when I drove away, thinking "sucker", but he did not see me smile going straight to the car part store, replacing the sparkplug wires. I got a car almost for free.)
 
I can however not see how a faulty ignition part will cause overheating, unless there is a leak, and a spark from one wire will induce a spark over another set of cylinders, and in that way make one cylinder ignite at the wrong time.
 
But if that is the case, it would be noticeable, rought running, and a loss of power that would be detectable.
 
If you are running individual port Fuel Injection, that is about the only way to get exactly the same fuel & air mixture to all cylinders.
 
Throttle body FI and Carbureator both needs intake runners, in where the fuel & air mixture is routed through an intake manifold and then to each cylinder.
 
A flat opposed four cylinder engine with this set up would have a pretty good layout, but will not be completely immune against a slightly different fuel & air mixture to it's cylinders.
 
If we go to one extreme, just for show, the old inline six cyl engine with one carb, commonly found in econo versions of older vehicles,  was a terrible engine when it came to air & fuel mixture. You could take most anyone of those old clonkers apart and see clear and visible evidence of too rich middle cylinders, and too lean outer cylinders.
 
If this problem is persistent I would rather look into the fuel & air aspect of the problem rather than the ignition. If the problem is very rare, and manageable, I would just drop it as a problem and continue being happy with what you have.
 
Looking at it logically, you have had a lot of hours with this set up, and it worked just fine. So whatever changed that, created you a problem, that will, when it is resolved, get you back to a set up that will work just fine once again.
 
If you however can't shake it out of your mind, and you have developed a little policeman with a red flag making your flying happiness a little bit sour.......then go multiport FI. (One injector at each intake valve)
 
Good Luck
 
Roger

--- On Tue, 8/18/09, Jim Patillo <logistics_engineering@...> wrote:


From: Jim Patillo <logistics_engineering@...>
Subject: [Q-LIST] Engine Update
To: Q-LIST@...
Date: Tuesday, August 18, 2009, 12:38 PM


 





A few weeks back I posted regarding an overheated cylinder (#3) on a return trip from the Grass Valley, CA fly in. After further investigation I found no intake leaks, cylinder or head cracks, damaged valves or springs. We boroscoped the cylinder and found no abnormalities. Cylinder compression was OK at 74/80 and so I flew it.

During the flight, all four cylinder head temps were within 20 degrees and the engine ran smooth. The only thing I can surmise was that I overleaned at 4,500' whilst running at very high RPM or I had an ignition wire or coil breakdown at high RPM.

This weekend at our fly in I will try to recreate the situation that started the overheat so I don't do that again. As far as I can tell, I did not harm or destroy anything.

If I can duplicate the problem, my plan is to replace the ignition leads first, as they have over 500 hours on them and fly it again. If the problem persists, I will begin replacing coils.

Paul Lipps (Lightspeed Ignition Inventor)thought the coils could be breaking down at higher RPM.

Regards,
Jim Patillo
N46JP Q200


Re: Flight Report

raoborg@...
 

OK Mike! I get your message.I guess I have to finish my Q then we can go for some big hambs in DeLand. Raoul

--- mdwyer@... wrote:

From: Mike Dwyer <mdwyer@...>
To: "Q-LIST@..." <Q-LIST@...>
Subject: [Q-LIST] Flight Report
Date: Sun, 30 Aug 2009 20:36:13 -0500

Saturday the wife and I flew from KPIE to KOCF. The mission was to get
lunch in Ocala Florida. This place is not to far from the Jumbolair
airport where John Travolta keeps his fleet and the last time I had
lunch there Wayne Newton flew in with two private jets, one for him, one
for his crew. Today there was a ton of moisture just south of us,
Sarasota was getting hammered and I was concerned that it might move
North onto KPIE thus rendering it not a fun place to return to.
Throwing caution to the wind we taxied to RWY 35L and were cleared to
the NW to clear the Tampa Class B. I climbed first to 3000' then turned
NE and climbed to 5500' and was flying around the big puffy white clouds
that were numerous. The flight computer was playing classic rock and
telling me which way to go. 25 miles out we started down and when we
got below the clouds Ocala was in sight. The wind was 260 at 9 and
people seemed to be using 18. Ok, I like right cross winds. Set up for
left downwind and another plane called in left downwind also... He then
said he had me in sight, which is weird cause nobody can ever see this
Q200... Made an ok landing, no bounce and turned off for the taxi to
the restaurant. We parked right in front of the Cafe and went in for
lunch. Met a nice fellow with his binoculars, a serious airplane
watcher and he knew our plane was a Q200. That's weird also as few know
these Q planes.

After lunch we took to the sky again and climbed to 4500. Still the
same clouds around making a straight path home possible but not legal.
This time we fired up our little LCD Haier TV and tuned to the weather
station. I could see a red blob off in Tampa Bay but had no idea which
way it was moving. If it moves West we may have a problem. Still with
30 minutes to go and the classic rock playing I wasn't worried. I love
the idea of cheating the satellite folks out of $40 a month for their
weather service! Near Tampa we had to drop to below 3000, then over
KCLW to 2000. Got cleared to land and was back at the homedrome in one
piece.

Get you plane done and join us for lunch one day!
Mike Q200 N3QP http://www.warnerair.com/q200/




_____________________________________________________________
Netscape. Just the Net You Need.


Re: Flight Report

schmayhoo
 

Damn I'm hungry. Jerry Brinkerhuff Q-200 Giten er done

jerry

In a message dated 8/30/2009 8:47:15 P.M. Eastern Standard Time,
mdwyer@... writes:




Saturday the wife and I flew from KPIE to KOCF. The mission was to get
lunch in Ocala Florida. This place is not to far from the Jumbolair
airport where John Travolta keeps his fleet and the last time I had
lunch there Wayne Newton flew in with two private jets, one for him, one
for his crew. Today there was a ton of moisture just south of us,
Sarasota was getting hammered and I was concerned that it might move
North onto KPIE thus rendering it not a fun place to return to.
Throwing caution to the wind we taxied to RWY 35L and were cleared to
the NW to clear the Tampa Class B. I climbed first to 3000' then turned
NE and climbed to 5500' and was flying around the big puffy white clouds
that were numerous. The flight computer was playing classic rock and
telling me which way to go. 25 miles out we started down and when we
got below the clouds Ocala was in sight. The wind was 260 at 9 and
people seemed to be using 18. Ok, I like right cross winds. Set up for
left downwind and another plane called in left downwind also... He then
said he had me in sight, which is weird cause nobody can ever see this
Q200... Made an ok landing, no bounce and turned off for the taxi to
the restaurant. We parked right in front of the Cafe and went in for
lunch. Met a nice fellow with his binoculars, a serious airplane
watcher and he knew our plane was a Q200. That's weird also as few know
these Q planes.

After lunch we took to the sky again and climbed to 4500. Still the
same clouds around making a straight path home possible but not legal.
This time we fired up our little LCD Haier TV and tuned to the weather
station. I could see a red blob off in Tampa Bay but had no idea which
way it was moving. If it moves West we may have a problem. Still with
30 minutes to go and the classic rock playing I wasn't worried. I love
the idea of cheating the satellite folks out of $40 a month for their
weather service! Near Tampa we had to drop to below 3000, then over
KCLW to 2000. Got cleared to land and was back at the homedrome in one
piece.

Get you plane done and join us for lunch one day!
Mike Q200 N3QP _http://www.warneraihttp://www._
(http://www.warnerair.com/q200/)


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Re: Flight Report

JMasal@...
 

for a former Fla, boy who knows that real estate, I had a nice flight with
you in that narrative!

j.


Re: Latest issue of the newsletter

RICHARD GLIMES
 

Hi John: Off and on for sometime I have proposed converting a Q-1 to electric. It took the Chinese to wake up some people that light aircraft can be flown on electric power. They have the motor and the battery pack all we need is someone to do it.                                                        Thanks,Richard

--- On Sun, 8/30/09, John Loram <johnl@...> wrote:

From: John Loram <johnl@...>
Subject: [Q-LIST] Latest issue of the newsletter
To: Q-LIST@...
Date: Sunday, August 30, 2009, 1:29 PM













 





Did anyone catch the name of the "Friendly Gentleman" at the Quick Forum

that was inquiring about electrifying the Q1?



thanks, -john-





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

































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


Re: Flight Report

Bruce Crain
 

Atta' goin' Mike and Kevin! It's a kick ain't it!
I took my 13 year old nephew Richard for his 1st airplane ride ever today. The weather was a cool 77 degree day and there were a few puffys slowly drifting by. He asked what it's like when you take off? Is it like being in a car? I told him it was like being in a car on a road in the air and that seemed to appease him.
When we took of I heard him say "and we are in the air"! We flew out east of WDG to do some maneuvering. I let him fly and he was ecstatic! He was so excited that it didn't bother him that he was handling the Q a little roughly "banking and yanking" with big movements of the stick! Had my head on the canopy at least once so I told him to slow down a bit.
We flew over a field that a friend of mine grows and cuts into a maze for people to walk into and try to find their way out. We banked at 90 degrees and watched a tractor and a person working on the maze. We then turned northwest to go back to the airport to land after about 1/2 hour. When he realized that we were returning to WDG he said " aww do we have to quit now I am having such a great time. We were cleared into WDG by the tower and I heard Rich say hey look at the clouds! He was so excited that I figured he might like to look at one close up so I called the tower and said "I would like to amend our clearance and head northeast we are having such a great time that we are not ready to land yet. So off we go climbing out in search of a cloud to attack! I asked Richard if he would like to see the inside of that cloud off our 12 o'clock? He said "Sure"!! So we pulled out our cell phones to take pictures of clouds and the ground beneath them. I turned on the auto pilot 7500' MSL and let the TriQ fly into one of the small puffys. Richard was in awe and wanted to do it again so I said I have always wondered what it does to a cloud when you come out the other side of it so we turned 90 degrees and came back for a look. Not much happens to the cloud. We are but a dot in the "heavens" I suppose. Richard wanted to do another run at a cloud and there they were just looking for a joust! So off we go with cameras flashing and Richard say things like awesome, cool, and that was wonderful Uncle Bruce!
We did get a chance to chase another aircraft leaving WDG to the east and that was way cool for Richard with us at their 6:00 high and fast!
So finally I returned to WDG to land with other traffic inbound and outbound I had to tell Richard we couldn't talk right now as I needed to listen for directions from Tower.
We then landed and taxied back and I asked him "so Richard who's your favorite Uncle Now". He said it is "definitely you Uncle Bruce". When he saw his Mom "Barb" he said cousin Jonathan has the coolest Dad!
He had also never ridden on a motorcycle and that was what we rode out to the airport (with his Mom's permission of course).
In all it was such fun to see Richard grinning from ear to ear! I enjoy giving those kind of rides! He had seen pictures of my TriQ and saw it in the garage being built but it is another thing to actually go for a flight! Richard and I made each others day just perfect! The Qs are an awesome flying and looking airplane!

Bruce Crain

____________________________________________________________
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Flight Report

Mike Dwyer <mdwyer@...>
 

Saturday the wife and I flew from KPIE to KOCF. The mission was to get lunch in Ocala Florida. This place is not to far from the Jumbolair airport where John Travolta keeps his fleet and the last time I had lunch there Wayne Newton flew in with two private jets, one for him, one for his crew. Today there was a ton of moisture just south of us, Sarasota was getting hammered and I was concerned that it might move North onto KPIE thus rendering it not a fun place to return to. Throwing caution to the wind we taxied to RWY 35L and were cleared to the NW to clear the Tampa Class B. I climbed first to 3000' then turned NE and climbed to 5500' and was flying around the big puffy white clouds that were numerous. The flight computer was playing classic rock and telling me which way to go. 25 miles out we started down and when we got below the clouds Ocala was in sight. The wind was 260 at 9 and people seemed to be using 18. Ok, I like right cross winds. Set up for left downwind and another plane called in left downwind also... He then said he had me in sight, which is weird cause nobody can ever see this Q200... Made an ok landing, no bounce and turned off for the taxi to the restaurant. We parked right in front of the Cafe and went in for lunch. Met a nice fellow with his binoculars, a serious airplane watcher and he knew our plane was a Q200. That's weird also as few know these Q planes.

After lunch we took to the sky again and climbed to 4500. Still the same clouds around making a straight path home possible but not legal. This time we fired up our little LCD Haier TV and tuned to the weather station. I could see a red blob off in Tampa Bay but had no idea which way it was moving. If it moves West we may have a problem. Still with 30 minutes to go and the classic rock playing I wasn't worried. I love the idea of cheating the satellite folks out of $40 a month for their weather service! Near Tampa we had to drop to below 3000, then over KCLW to 2000. Got cleared to land and was back at the homedrome in one piece.

Get you plane done and join us for lunch one day!
Mike Q200 N3QP http://www.warnerair.com/q200/


Flight report

Kevin Boddicker
 

Not a big deal, but Paul Fisher and I had to have someplace to fly
this weekend.
One of my local pilot friends suggested Lone Rock WI. There is a
small restaurant on the field. Only open for breakfast and lunch.
Very reasonable prices, and a plate full of food. What else could a Q
guy want?
I had been having trouble with my Icom A210. It would not receive
after about a half hour flying time. I got an e mail from a fellow
named Andy, and said that he had the same symptoms. Suggested I set
the AM squelch lower. After I reset it in LNR I could talk to Paul
on 122.75 for a long distance. On the way to LNR it was intermittent
at best. I have sent the unit in twice for upgrades to the firmware.
Hope this squelch thing works.
After a fine meal, we looked over the pilots lounge. Last year at
this time it was under three feet of water.
The fine folks at FEMA came to the rescue and the lounge is all new
again.
While there we saw many planes. A turbine Bonanza, Beaver, Sonerai, C
185 ?, and many other TC aircraft.
The flight home was fun, and as I mentioned Paul and I talked most
the way home. Also talked with my friend that had suggested we visit
LRN. He and his wife were on their way there to have lunch.
SO, if in southern Wisconsin, at the right time of day, it is a must
to have a meal at LNR.

I WILL say it again. It's more fun flyin than it is buildin!!!!!!

Kevin Boddicker
Tri Q 200 N7868B 142.8 hours
Luana, IA.


Latest issue of the newsletter

John Loram <johnl@...>
 

Did anyone catch the name of the "Friendly Gentleman" at the Quick Forum
that was inquiring about electrifying the Q1?

thanks, -john-


Re: Brake lines

bfarnam@pacbell.net <bfarnam@...>
 

For one more data point -
a lot of us here at Livermore have switched from Nylaflow to Nylaseal brake lines. Although both work well, the Nylaflow lines absorb moisture and lengthen when they do. This can cause sagging between support points. The Nylaseal don't do this. I have both in my airplane. The Nylaseal lines are a replacement for some lines that were originally Nylaflow. Your choice.
I'm back in the air after replacing my sagging O200 with the engine from Geoff Rutledges (built by Al Kittleson) airplane. It's running well and is mildly pumped up. I've been trying different props with higher pitch, but I may stay with my original prop because I may want to maximize climb over top speed. We see a lot of high hot days here in the West and good climb rate is a good thing.
Bob F
N200QK

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

Good point Sam. I'll add it to my shopping list. Thanks.

jerry


In a message dated 8/28/2009 11:08:46 P.M. Eastern Standard Time,
sam.hoskins@... writes:




Just buy fresh Nylaflow line. I wouldn't use the 30 year-old stuff that
came with the original kit.

Sam

On Fri, Aug 28, 2009 at 9:45 PM, <_brinkerhuf@..._
(mailto:brinkerhuf@...) > wrote:



Sounds like Nylaflow will do the trick. Once again, thank you all for
responding and keeping me steered in the right direction. Jerry
Brinkerhuff

Q200 proceeding nicely

jerry

In a message dated 8/27/2009 7:57:43 A.M. Eastern Standard Time,
_fisherpaula@fisherpaulfis_ (mailto:fisherpaula@...)
<fisherpaula%fisherpaula%fis> writes:

I agree. Nylaflow has worked fine on my Q-200 for 19 years (~1400 hours).
As Sam suggested, making it replaceable would be ideal, but not
necessarily

required. There may have been better materials developed in the last 20
years, so you are welcome to try it. Put a reminder on your calendar for
2029
to let us know how it worked out for you!! ;-)

Paul A. Fisher
Q-200 N17PF

From: __Q-LIST@yahoogroups_Q-L_ (mailto:_Q-LIST@...)
<_Q-LIST%40yahoogro_Q-LIST>_ (mailto:
_Q-LIST@..._ (mailto:Q-LIST@...)
<Q-LIST%40yahoogrouQ-LIST>)
[mailto:__Q-LIST@yahoogroups_Q-L_ (mailto:_Q-LIST@...)
<_Q-LIST%40yahoogro_Q-LIST>_ (mailto:
_Q-LIST@..._ (mailto:Q-LIST@...)
<Q-LIST%40yahoogrouQ-LIST>) ] On Behalf Of Mike
Dwyer

Nylaflow has worked well on my Q200 for 25 years. I think it is ok on
the tail draggers because we can't just stand on the brakes after
landing.

...snip...
Mike Q200 N3QP
__http://www.warneraihttp://www._ (http://www.warneraihttp://www_)
(_http://www.warneraihttp://www_ (http://www.warnerair.com/q200) )

schmayhoo wrote:
What's the feeling out there on Nylaflow brake lines? Has anyone burst
a
line during a hard stop? What about NSR tubing shown in Aircraft Spruce?
Anybody used it for brake lines? AS describes Nylaflow as being used for
brake lines but doesn't show burst strength. NSR lists burst strength at
an

impressive 2500psi but doesn't say anything about using it for brake
lines.Thanks. Jerry Brinkerhuff Q200 under construction
>
[Non-text portions of this message have been removed]

************ ************<WBR>**A Good Credit Score is 700 or Above. See
yo

steps!
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_http://pr.atwola.http://pr.atwhttp://pr.atwolahttp://pr.atwolahttp://pr.http://pr.ahttp://pr.atwolahttp://pr.atwolahttp://pr.atwo&<WBR>hmpgI&<WB_
(http://pr.atwola.com/promoclk/100126575x1222846709x1201493018/aol?redir=http:/
/www.freecreditreport.com/pm/default.aspx?sc=668072&hmpgID=115&bcd)
=JulystepsfooterNO1

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


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






**************A Good Credit Score is 700 or Above. See yours in just 2 easy
steps!
(http://pr.atwola.com/promoclk/100126575x1222846709x1201493018/aol?redir=http://www.freecreditreport.com/pm/default.aspx?sc=668072&hmpgID=115&bcd
=JulystepsfooterNO115)




Re: Brake lines

Sam Hoskins
 

Just buy fresh Nylaflow line. I wouldn't use the 30 year-old stuff that
came with the original kit.

Sam

On Fri, Aug 28, 2009 at 9:45 PM, <brinkerhuf@...> wrote:



Sounds like Nylaflow will do the trick. Once again, thank you all for
responding and keeping me steered in the right direction. Jerry Brinkerhuff

Q200 proceeding nicely

jerry

In a message dated 8/27/2009 7:57:43 A.M. Eastern Standard Time,
fisherpaula@... <fisherpaula%40johndeere.com> writes:

I agree. Nylaflow has worked fine on my Q-200 for 19 years (~1400 hours).
As Sam suggested, making it replaceable would be ideal, but not necessarily

required. There may have been better materials developed in the last 20
years, so you are welcome to try it. Put a reminder on your calendar for
2029
to let us know how it worked out for you!! ;-)

Paul A. Fisher
Q-200 N17PF

From: _Q-LIST@... <_Q-LIST%40yahoogroups.Q-L>_ (mailto:
Q-LIST@... <Q-LIST%40yahoogroups.com>)
[mailto:_Q-LIST@... <_Q-LIST%40yahoogroups.Q-L>_ (mailto:
Q-LIST@... <Q-LIST%40yahoogroups.com>) ] On Behalf Of Mike
Dwyer

Nylaflow has worked well on my Q200 for 25 years. I think it is ok on
the tail draggers because we can't just stand on the brakes after landing.

...snip...
Mike Q200 N3QP
_http://www.warneraihttp://www_ (http://www.warnerair.com/q200)

schmayhoo wrote:
What's the feeling out there on Nylaflow brake lines? Has anyone burst a
line during a hard stop? What about NSR tubing shown in Aircraft Spruce?
Anybody used it for brake lines? AS describes Nylaflow as being used for
brake lines but doesn't show burst strength. NSR lists burst strength at an

impressive 2500psi but doesn't say anything about using it for brake
lines.Thanks. Jerry Brinkerhuff Q200 under construction




**************A Good Credit Score is 700 or Above. See yours in just 2 easy

steps!
(
http://pr.atwola.com/promoclk/100126575x1222846709x1201493018/aol?redir=http://www.freecreditreport.com/pm/default.aspx?sc=668072&hmpgID=115&bcd
=JulystepsfooterNO115)





Re: Brake lines

schmayhoo
 

Good point Sam. I'll add it to my shopping list. Thanks.

jerry

In a message dated 8/28/2009 11:08:46 P.M. Eastern Standard Time,
sam.hoskins@... writes:




Just buy fresh Nylaflow line. I wouldn't use the 30 year-old stuff that
came with the original kit.

Sam

On Fri, Aug 28, 2009 at 9:45 PM, <_brinkerhuf@...
(mailto:brinkerhuf@...) > wrote:



Sounds like Nylaflow will do the trick. Once again, thank you all for
responding and keeping me steered in the right direction. Jerry
Brinkerhuff

Q200 proceeding nicely

jerry

In a message dated 8/27/2009 7:57:43 A.M. Eastern Standard Time,
_fisherpaula@fisherpaulfis_ (mailto:fisherpaula@...)
<fisherpaula%fisherpaula%fis> writes:

I agree. Nylaflow has worked fine on my Q-200 for 19 years (~1400 hours).
As Sam suggested, making it replaceable would be ideal, but not
necessarily

required. There may have been better materials developed in the last 20
years, so you are welcome to try it. Put a reminder on your calendar for
2029
to let us know how it worked out for you!! ;-)

Paul A. Fisher
Q-200 N17PF

From: __Q-LIST@yahoogroups_Q-L_ (mailto:_Q-LIST@...)
<_Q-LIST%40yahoogro_Q-LIST>_ (mailto:
_Q-LIST@... (mailto:Q-LIST@...)
<Q-LIST%40yahoogrouQ-LIST>)
[mailto:__Q-LIST@yahoogroups_Q-L_ (mailto:_Q-LIST@...)
<_Q-LIST%40yahoogro_Q-LIST>_ (mailto:
_Q-LIST@... (mailto:Q-LIST@...)
<Q-LIST%40yahoogrouQ-LIST>) ] On Behalf Of Mike
Dwyer

Nylaflow has worked well on my Q200 for 25 years. I think it is ok on
the tail draggers because we can't just stand on the brakes after
landing.

...snip...
Mike Q200 N3QP
__http://www.warneraihttp://www._ (http://www.warneraihttp://www_)
(_http://www.warneraihttp://www_ (http://www.warnerair.com/q200) )

schmayhoo wrote:
What's the feeling out there on Nylaflow brake lines? Has anyone burst
a
line during a hard stop? What about NSR tubing shown in Aircraft Spruce?
Anybody used it for brake lines? AS describes Nylaflow as being used for
brake lines but doesn't show burst strength. NSR lists burst strength at
an

impressive 2500psi but doesn't say anything about using it for brake
lines.Thanks. Jerry Brinkerhuff Q200 under construction
>
[Non-text portions of this message have been removed]

************ ************<WBR>**A Good Credit Score is 700 or Above. See
yo

steps!
(
_http://pr.atwola.http://pr.atwhttp://pr.atwolahttp://pr.atwolahttp://pr.http://pr.ahttp://pr.atwolahttp://pr.atwolahttp://pr.atwo&<WBR>hmpgI&<WB_
(http://pr.atwola.com/promoclk/100126575x1222846709x1201493018/aol?redir=http:/
/www.freecreditreport.com/pm/default.aspx?sc=668072&hmpgID=115&bcd)
=JulystepsfooterNO1

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


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






**************A Good Credit Score is 700 or Above. See yours in just 2 easy
steps!
(http://pr.atwola.com/promoclk/100126575x1222846709x1201493018/aol?redir=http://www.freecreditreport.com/pm/default.aspx?sc=668072&hmpgID=115&bcd
=JulystepsfooterNO115)


Brake lines

schmayhoo
 

Sounds like Nylaflow will do the trick. Once again, thank you all for
responding and keeping me steered in the right direction. Jerry Brinkerhuff
Q200 proceeding nicely

jerry

In a message dated 8/27/2009 7:57:43 A.M. Eastern Standard Time,
fisherpaula@... writes:




I agree. Nylaflow has worked fine on my Q-200 for 19 years (~1400 hours).
As Sam suggested, making it replaceable would be ideal, but not necessarily
required. There may have been better materials developed in the last 20
years, so you are welcome to try it. Put a reminder on your calendar for 2029
to let us know how it worked out for you!! ;-)

Paul A. Fisher
Q-200 N17PF

From: _Q-LIST@... (mailto:Q-LIST@...)
[mailto:_Q-LIST@... (mailto:Q-LIST@...) ] On Behalf Of Mike
Dwyer

Nylaflow has worked well on my Q200 for 25 years. I think it is ok on
the tail draggers because we can't just stand on the brakes after landing.

...snip...
Mike Q200 N3QP
_http://www.warneraihttp://www_ (http://www.warnerair.com/q200)

schmayhoo wrote:
What's the feeling out there on Nylaflow brake lines? Has anyone burst a
line during a hard stop? What about NSR tubing shown in Aircraft Spruce?
Anybody used it for brake lines? AS describes Nylaflow as being used for
brake lines but doesn't show burst strength. NSR lists burst strength at an
impressive 2500psi but doesn't say anything about using it for brake
lines.Thanks. Jerry Brinkerhuff Q200 under construction


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






**************A Good Credit Score is 700 or Above. See yours in just 2 easy
steps!
(http://pr.atwola.com/promoclk/100126575x1222846709x1201493018/aol?redir=http://www.freecreditreport.com/pm/default.aspx?sc=668072&hmpgID=115&bcd
=JulystepsfooterNO115)


Re: Q1 Heim F31-14 Rod End Bearing

stevencontella
 

One thing to note is that according to that chart the only difference dimensionally between the F31-14 and the F34-14 is that length of the threaded portion with the F31-14 being longer by 1/8" inch. I searched and found the F34-14 bearing at Aircraft Spruce, but I couldn't find the longer F31-14 anywhere. I'm not sure what the requirement is/was for the additional length of the F31-14. If it isn't needed then you could substitute the F34-4 for the F31-14.


Re: Q1 Heim F31-14 Rod End Bearing

Joe Galletti <j.galletti@...>
 

Leon:
Thank you. This is very deep and insightful information.
I am now getting somewhere in deciding which replacement to get.

Thanks again!

Joe Galletti

-----Original Message-----
From: Q-LIST@... [mailto:Q-LIST@...]On Behalf Of
halfvw
Sent: Thursday, August 27, 2009 1:48 PM
To: Q-LIST@...
Subject: [Q-LIST] Re: Q1 Heim F31-14 Rod End Bearing


If you are looking at the rod ends on page 14-4 AS+S does not list a
direct replacement. The original rod end was a simple brass bushed end with
a radial load rating of 2800 lbs.

The MS21153-1(REPB3N)is a ball bearing end and is a direct bolt on fit,
but has a lower load rating.

http://www.fafnir.cz/fafnir_pdf/08rod_end.pdf

Considering where it is used this is probably not a real concern - but
that decision is up to you! $49.90 ea on the AS+S web site.

Another option in the AS+S offerings is the Aurora GMW-3M-570? this is an
unlined unit and would probably have slightly higher friction, but does have
the same load rating.

http://www.aurorabearing.com/Files/articles/general%20aviation%20%20interc
hange%20page.pdf

Note that the AS+S page does NOT jive with link to the Aurora site. Not
all that uncommon with AS+S:-( The GMW-3M-470 or GMW-3M-471 would be the
correct interchange according to the PDF file. Low $20 range on the AS+S
site.

The Heim F347-14M listed on AS+S site for $38.90 Other than having a alloy
steel ball rather than a stainless it appears to be a direct interchange.

http://www.rbcbearings.com/literature/pdfs/RBC-Cat-Heim.pdf
===================
Leon McAtee

--- In Q-LIST@..., Joseph Galletti <j.galletti@...> wrote:
> I have a quick question about the F31-14 Heim rod end bearing listed
> in the Q1Parts List & in the plans.
> I have recently been gathering some of the missing pieces/parts and
> cannot find this item nor a suitable cross-referenced part. I also
> checked with the company who took over manufacturing of the Heim line
> of bearings and their engineers can't find it, in old ('82) catalogs
> or as a cross-referenced part. (The company is RBC). They then
> suggested that the F34-14 is the closest thing they carried, but that
> suggestion was from the secretary/operator.
> So...what am I suppose to use as a replacement?
> Thanks in advance for whatever help you can lend.
>
> Joe Galletti
> Q1 in building process
>
> Sent from my iPhone
>


Re: Q1 Heim F31-14 Rod End Bearing

Joe Galletti <j.galletti@...>
 

Steve:
Very helpful.
Thank you.

Joe Galletti

-----Original Message-----
From: Q-LIST@... [mailto:Q-LIST@...]On Behalf Of
stevencontella
Sent: Thursday, August 27, 2009 2:11 PM
To: Q-LIST@...
Subject: [Q-LIST] Re: Q1 Heim F31-14 Rod End Bearing


Here is another page from Aircraft Spruce. Notice at the bottom of the
page they list ** as dimensionally the same as F31-14.

http://www.aircraftspruce.com/pdf/2009Individual/Cat09142.pdf

REP3H5** should give you the same dimensional bearing as F31-14, not sure
about the load rating though.

Steve


Re: Subar-Sonic+++

JMasal@...
 

Still can't gitcha privately

j.


Re: Subar-Sonic

jon@...
 

SWEET!!!

Sam Kittle got his whole self in the mag - that is even cooler!!

Thanks Earnest!

Jon

-----Original Message-----
From: MartinErni@...
Sent: Wednesday, August 26, 2009 6:40pm
To: Q-LIST@...
Subject: [Q-LIST] Subar-Sonic

Jon,
Nice to see you made the October issue Kitplanes.
Earnest






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