Date   

Re: Diesel Q1, update, and propeller question.

Mike Dwyer <mdwyer@...>
 

Wow you cover a lot with this post.
First with a diesel. You need a high pressure fuel pump and fancy fuel filter. Both are a "single point of failure" meaning that if the fuel pump quits it's going to get quiet.

With the propeller, you seem to be missing one important point. That is "what is the speed of the aircraft". A static run at this RPM and that pitch will absorb this HP, that's cool but when the plane starts moving you got a whole new set of numbers. If you end up with the pitch of a Cessna your Q is only going to go as fast as a Cessna. In order to get the speed we Q guys have 64-70" of pitch on the prop. If we only have 100 hp that limits us to around a 60" diameter 2 blade prop. If we add a third blade our diameter would have to drop to say 50". With such a small prop the efficiency drops due to the cowling behind it of around 44" width so we don't really want a small diameter prop, which means we don't want a 3 or more blade prop either.

IVO props... I believe the manufacturer doesn't want them used on 4 banger Continentals due to the huge power pulses. They are ok on geared or 6 cyl engines. Your Diesel pulses are probably huge also. I think you'd want to start with a fixed pitch wood first to reduce your risk.

Mike Q200 N3QP



scratchdeeper wrote:

Hi all,

Update for you that had some interest in the Diesel.

I am now in the process of purchasing it, the total cost is $1360, and that includes delivery by DHL to my door. They do all the custom handling and all logistics up until it is delivered to me.

There are other ways to import this engine, if you want to do it all yourself, but the papers will drive you nuts, so I would suggest that you save yourself a lot of headache and pay the piper, and get it delivered straight.

A 25 HP V twin engine for $1360, is still a very good deal, considering that any other engine in that size category will easily cost you $2000 or $2500 or thereabout, if you buy it over the counter.

You might make a deal and get something in similar HP size a touch under $2000 if you go to a clearance house or "Small Engine Warehouse" or similar outfits, but you have to choose what they have on hand at the time.(They don't have much in Diesels)

Also, dealing with China is a mess, and they are known to be slow in money handling.

The order is still under handling so it will not be a good way to go if you are in a hurry, but the factory always answers promptly on my e-mails and are keen to keep me updated, and are also willing to toss in a couple of "deals" like extra stuff( filters, gaskets AND whatnots) if you ask.

This particular engine, the 25 HP Diesel aircooled V-Twin, have some very high interest by John Deere, according to the sales rep, John Deere was in their factory the other day, and placed an order on 500 of these engines, to be put in one of their garden tractors.

That means a couple of things:
One, is that their quality control have accepted the engine as a good engine.
Two, John Deere can sell this engine, (whenever it gets here, and is on their shelves, count on a price closer to 3000 bucks though) and spare parts for this engine.
Three, John Deere will have to have the engine EPA certified, in order to put it in any commercial product.

So as this progresses I keep ou all informed.

Ok all you astronauts, here is a propeller question.

(I am getting to the point,there are so may variable in this, so I have to give you all the background data first so I can have my question defined)

Knowing that a two blade prop is more efficient than a three blade, I searched for answers quite some time on the internet, on the question -"Given that each blade in a two bladed prop is more efficient, will a three bladed prop have more TOTAL effiency, than a two bladed prop, given that you have the SAME diameter, SAME rpm and the same HP."

Simply stated, if I ad up two higher efficient blades, or I ad up three lesser efficint blades, will the two or three bladed prop give me more thrust?

(hang in there, I'm not there just yet)

Ok, found in a prop manufacturers website, a diagram, where different props was put on a dynamometer, and the thrust was measured.

In my case we are talking about a 52 inch prop, and 25 HP, and a working (at cruise) speed of 2400RPM.(yes it's a Diesel, loooots of oomp down in those RPM regions)

It showed that from a TWO bladed prop, with that HP, RPM and diameter, I was able to get 143 pounds of thrust.

It showed that from a THREE bladed prop, with that HP, RPM and diameter, I was able to get 162 pounds of thrust.

The two bladed and the three bladed have different angles of attack (pitch in degrees) in order to do the same job, given the same HP, RPM and Diameter, but in the graph shown, they were set to maximum possible thrust for each test.

So far, it seems like a three bladed prop will do a better job in takeoffs.

This data sheet showed a STATIC run. All that data is from a fixed object not moving in air.

So....according to what I read in that diagram, a three bladed prop will have better bite static than a two bladed,(again, having same HP, RPM and diameter). With other words, I will have a better efficiency in transferring my engines power, from each bang in the cylinders....to pure thrust in this way, on the ground at least.

Ok, that is covered, and I can accept the graphs and diagrams on this.

This is as far as I have come in my research,but it didn't take me all the way to the final anwer on my question.
So the million dollar question is:

Once I get going, and are in cruise speed, given the same criteria as above, (RPM, HP, diameter), will that advantage stay, or are there now any dynamics that will say, that the initial advantage will now dissapear, go into a wash, or even give me a penalty if I am cruising?

Anyone,.... I am humbly available for a lecture on this.

I have a 52 inch diameter, IVO prop, in flight electrical adjustable, prop, I can easily reconfigure it between a two or three bladed prop, but I hope to avoid buying another blade just to find out, there is a lot of things I can do with 180 bucks, but if there is an overall advantage, I will spend it....but...I would appreciate to have the knowledge first.

Thanks
Roger









------------------------------------

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

Yahoo! Groups Links





Re: Pitot Tube on Vertical Stab Tip

Sam Hoskins
 

The pitot is influenced by anything it sees. If it is in the propwash, you
will have an inaccurate reading. How much could only determined through
experimentation.

Keep it in clean air.

Sam Hoskins
Murphysboro, IL









On Sun, Apr 11, 2010 at 1:01 AM, chickjoy2004 <chick@bmi.net> wrote:



I have seen posted on the DF side of things that at least one person has
mounted his on that VS tip. I wonder what the Pitot Arror would be due to
the prop blast on it? I like the idea of placeing it somewhere easer for us
elder pilots to preflight.

Any ideas on this?

Chick
Still building when not flying pipeline



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


Re: Propeller question

Isaksson Roger <scratchdeeper@...>
 

Thankyou Brian,

Very good article, I don't know if I want to start hacksawing my IVO prop ...don't know what I will end up with.

Apparently this article you showed, clearly shows that there are some very interesting propellers with better effiency than most "store bought" propellers.

However in order for me to get the "ultimate" prop, I would probably have to do an aerodynamic engineering class or two.

It's a little bit beyond my means, to go and design a better prop, I'm sure it can be done, but I think I will wait until they are available commercially.

As for the two or three bladed question, this article was very very good, thanks.

Seems like the three blade option is gaining in momentum.

Roger



________________________________
From: "BrianBulaw@PowerChordSystems.com" <BrianBulaw@PowerChordSystems.com>
To: Q-List@yahoogroups.com
Sent: Sun, April 11, 2010 4:47:18 AM
Subject: [Q-LIST] Propeller question

 
Roger,

Here is a good article by Paul Lipps about his ideas on propellers. Besides
the 2 or 3 blade question, you might want to re-think that sharp leading
edge on the Ivo Prop.

http://www.eaa. org/experimenter /articles/ 2009-02_elippse. asp

Brian Bulaw

N24H - Q2 rebuild, converting to Jab 3300

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







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


Propeller question

BrianBulaw@...
 

Roger,



Here is a good article by Paul Lipps about his ideas on propellers. Besides
the 2 or 3 blade question, you might want to re-think that sharp leading
edge on the Ivo Prop.



http://www.eaa.org/experimenter/articles/2009-02_elippse.asp



Brian Bulaw

N24H - Q2 rebuild, converting to Jab 3300


Pitot Tube on Vertical Stab Tip

chickjoy2004 <chick@...>
 

I have seen posted on the DF side of things that at least one person has mounted his on that VS tip. I wonder what the Pitot Arror would be due to the prop blast on it? I like the idea of placeing it somewhere easer for us elder pilots to preflight.

Any ideas on this?

Chick
Still building when not flying pipeline


Diesel Q1, update, and propeller question.

scratchdeeper <scratchdeeper@...>
 

Hi all,

Update for you that had some interest in the Diesel.

I am now in the process of purchasing it, the total cost is $1360, and that includes delivery by DHL to my door. They do all the custom handling and all logistics up until it is delivered to me.

There are other ways to import this engine, if you want to do it all yourself, but the papers will drive you nuts, so I would suggest that you save yourself a lot of headache and pay the piper, and get it delivered straight.

A 25 HP V twin engine for $1360, is still a very good deal, considering that any other engine in that size category will easily cost you $2000 or $2500 or thereabout, if you buy it over the counter.

You might make a deal and get something in similar HP size a touch under $2000 if you go to a clearance house or "Small Engine Warehouse" or similar outfits, but you have to choose what they have on hand at the time.(They don't have much in Diesels)

Also, dealing with China is a mess, and they are known to be slow in money handling.

The order is still under handling so it will not be a good way to go if you are in a hurry, but the factory always answers promptly on my e-mails and are keen to keep me updated, and are also willing to toss in a couple of "deals" like extra stuff( filters, gaskets AND whatnots) if you ask.

This particular engine, the 25 HP Diesel aircooled V-Twin, have some very high interest by John Deere, according to the sales rep, John Deere was in their factory the other day, and placed an order on 500 of these engines, to be put in one of their garden tractors.

That means a couple of things:

One, is that their quality control have accepted the engine as a good engine.
Two, John Deere can sell this engine, (whenever it gets here, and is on their shelves, count on a price closer to 3000 bucks though) and spare parts for this engine.
Three, John Deere will have to have the engine EPA certified, in order to put it in any commercial product.

So as this progresses I keep ou all informed.

Ok all you astronauts, here is a propeller question.

(I am getting to the point,there are so may variable in this, so I have to give you all the background data first so I can have my question defined)

Knowing that a two blade prop is more efficient than a three blade, I searched for answers quite some time on the internet, on the question -"Given that each blade in a two bladed prop is more efficient, will a three bladed prop have more TOTAL effiency, than a two bladed prop, given that you have the SAME diameter, SAME rpm and the same HP."

Simply stated, if I ad up two higher efficient blades, or I ad up three lesser efficint blades, will the two or three bladed prop give me more thrust?

(hang in there, I'm not there just yet)

Ok, found in a prop manufacturers website, a diagram, where different props was put on a dynamometer, and the thrust was measured.

In my case we are talking about a 52 inch prop, and 25 HP, and a working (at cruise) speed of 2400RPM.(yes it's a Diesel, loooots of oomp down in those RPM regions)

It showed that from a TWO bladed prop, with that HP, RPM and diameter, I was able to get 143 pounds of thrust.

It showed that from a THREE bladed prop, with that HP, RPM and diameter, I was able to get 162 pounds of thrust.

The two bladed and the three bladed have different angles of attack (pitch in degrees) in order to do the same job, given the same HP, RPM and Diameter, but in the graph shown, they were set to maximum possible thrust for each test.

So far, it seems like a three bladed prop will do a better job in takeoffs.

This data sheet showed a STATIC run. All that data is from a fixed object not moving in air.

So....according to what I read in that diagram, a three bladed prop will have better bite static than a two bladed,(again, having same HP, RPM and diameter). With other words, I will have a better efficiency in transferring my engines power, from each bang in the cylinders....to pure thrust in this way, on the ground at least.

Ok, that is covered, and I can accept the graphs and diagrams on this.

This is as far as I have come in my research,but it didn't take me all the way to the final anwer on my question.

So the million dollar question is:

Once I get going, and are in cruise speed, given the same criteria as above, (RPM, HP, diameter), will that advantage stay, or are there now any dynamics that will say, that the initial advantage will now dissapear, go into a wash, or even give me a penalty if I am cruising?

Anyone,.... I am humbly available for a lecture on this.

I have a 52 inch diameter, IVO prop, in flight electrical adjustable, prop, I can easily reconfigure it between a two or three bladed prop, but I hope to avoid buying another blade just to find out, there is a lot of things I can do with 180 bucks, but if there is an overall advantage, I will spend it....but...I would appreciate to have the knowledge first.

Thanks

Roger


Re: X-Plane/Jerry

Jerry Marstall <jnmarstall@...>
 

Thanks Leon.
Jerry

halfvw wrote:



Jerry:

Hotmail has been randomly blocking ISPs for at least a month now.
Don't know why or when. I know it's happening only because it blocks
the Wife's Yahoo E-mails occasionally. Same with my brothers Hotmail
accounts. Hotmail just doesn't like some ISP's some days?????

As for the X-plane question:
What I was thinking about with the older versions is probably not
sophisticated enough for your needs. But...

It looks like what you want to do is possible.

http://www.xsquawkbox.net/xpsdk/mediawiki/NonTechnical
<http://www.xsquawkbox.net/xpsdk/mediawiki/NonTechnical>

http://www.xsquawkbox.net/xpsdk/mediawiki/Main_Page
<http://www.xsquawkbox.net/xpsdk/mediawiki/Main_Page>

I haven't done anything with x-plane for well over a year now. I got
as much information from it as I could and now I've got to finish the
Quickie. Then I get to try some of what I tried on X-plane in the real
world :-)
============
Leon

--- In Q-LIST@yahoogroups.com <mailto:Q-LIST%40yahoogroups.com>, Jerry
Marstall <jnmarstall@...> wrote:

Sorry guys for littering the list but my IP is blocked by Leon's email.

Hi Leon,
Thanks for replying. Your second paragraph sounds like what I want to
do. I am actually developing a new technology digital display attitude
indicator. I want to be able to actually fly it in simulation to do
some response testing against the conventional attitude indicator. Is
it possible for an old Q-driver like me to make it happen? (Kevin,
please reserve your comments until the Spring Fling)
Jerry


Re: X-Plane/Jerry

Leon
 

Jerry:

Hotmail has been randomly blocking ISPs for at least a month now. Don't know why or when. I know it's happening only because it blocks the Wife's Yahoo E-mails occasionally. Same with my brothers Hotmail accounts. Hotmail just doesn't like some ISP's some days?????

As for the X-plane question:
What I was thinking about with the older versions is probably not sophisticated enough for your needs. But...

It looks like what you want to do is possible.

http://www.xsquawkbox.net/xpsdk/mediawiki/NonTechnical

http://www.xsquawkbox.net/xpsdk/mediawiki/Main_Page

I haven't done anything with x-plane for well over a year now. I got as much information from it as I could and now I've got to finish the Quickie. Then I get to try some of what I tried on X-plane in the real world :-)
============
Leon

--- In Q-LIST@yahoogroups.com, Jerry Marstall <jnmarstall@...> wrote:

Sorry guys for littering the list but my IP is blocked by Leon's email.

Hi Leon,
Thanks for replying. Your second paragraph sounds like what I want to
do. I am actually developing a new technology digital display attitude
indicator. I want to be able to actually fly it in simulation to do
some response testing against the conventional attitude indicator. Is
it possible for an old Q-driver like me to make it happen? (Kevin,
please reserve your comments until the Spring Fling)
Jerry


FW: [Dragonflylist] Need a&p to perform annual inspection

Patrick Panzera <panzera@...>
 

-----Original Message-----
From: Dragonflylist@yahoogroups.com [mailto:Dragonflylist@yahoogroups.com]
On Behalf Of iamdwl
Sent: Thursday, April 08, 2010 1:43 PM
To: Dragonflylist@yahoogroups.com
Subject: [Dragonflylist] Need a&p to perform annual inspection

I'm not sure that this message got posted the first time, so I'm trying to
send it out again.

I need to get the annual inspection performed on my Dragonfly MKII. If
there is anyone near Owensboro, KY 42301 who can help get this done, I would
like to hear from you.

Thanks,

David Lamar
N7532U



------------------------------------

Yahoo! Groups Links


X-Plane

Jerry Marstall <jnmarstall@...>
 

Sorry guys for littering the list but my IP is blocked by Leon's email.

Hi Leon,
Thanks for replying. Your second paragraph sounds like what I want to do. I am actually developing a new technology digital display attitude indicator. I want to be able to actually fly it in simulation to do some response testing against the conventional attitude indicator. Is it possible for an old Q-driver like me to make it happen? (Kevin, please reserve your comments until the Spring Fling)
Jerry


X-Plane

Jerry Marstall <jnmarstall@...>
 

Can any of you X-Plane experts tell me if its possible to design an attitude display instrument and then simulate its use in flight?
Jerry


Re: Quickie AD notes

Mike Dwyer <mdwyer@...>
 

I like that!
Mike



quickheads2 wrote:

How about "QBAD" as in directive from the Quickie Builders Association. I'm thinking this would make it more of a list of community suggestions. Of course, you as manufacturer/owner would be responsible for your own plane (and any consequences of following or not following the suggestions.)

Just a thought. :-)

-Dan Yager
QBA Editor
www.quickheads.com








--- In Q-LIST@yahoogroups.com, "Rick Hole" <r.hole@...> wrote:


Calling them ADs is not a good idea because AD is a legal document and
procedure which is not available to us. We should call them something
different. For example, in the Light Sport industry, service bulletins are
issued by the manufacturer because only the FAA can issue an AD.
Lets avoid the confusion as AD carries a legal requirement connotation.
Even service bulletin carries a predefined meaning, but I think we could use
that term since the manufacturer no longer exists.

Rick









------------------------------------

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

Yahoo! Groups Links





Re: Quickie AD notes

quickheads2 <groups@...>
 

How about "QBAD" as in directive from the Quickie Builders Association. I'm thinking this would make it more of a list of community suggestions. Of course, you as manufacturer/owner would be responsible for your own plane (and any consequences of following or not following the suggestions.)

Just a thought. :-)

-Dan Yager
QBA Editor
www.quickheads.com

--- In Q-LIST@yahoogroups.com, "Rick Hole" <r.hole@...> wrote:



Calling them ADs is not a good idea because AD is a legal document and
procedure which is not available to us. We should call them something
different. For example, in the Light Sport industry, service bulletins are
issued by the manufacturer because only the FAA can issue an AD.

Lets avoid the confusion as AD carries a legal requirement connotation.
Even service bulletin carries a predefined meaning, but I think we could use
that term since the manufacturer no longer exists.

Rick









Re: Quickie AD notes

Rick Hole
 

Calling them ADs is not a good idea because AD is a legal document and
procedure which is not available to us. We should call them something
different. For example, in the Light Sport industry, service bulletins are
issued by the manufacturer because only the FAA can issue an AD.

Lets avoid the confusion as AD carries a legal requirement connotation.
Even service bulletin carries a predefined meaning, but I think we could use
that term since the manufacturer no longer exists.

Rick


Tri Q HD Nose Leg wanted

Rene Robertson <q2robertson@...>
 

Hi Guys,
 
I'd like to upgrade my nose gear leg to the heavy duty 1 1/4" style and am looking for a gear leg.  I have the new Aluminum fork and need just the gear leg.
 
I contacted Velocity to have one built, but was told it would be time consuming and expensive to have a single gear leg built.
 
I could also have one built here, just thought if there was someone out there looking to get rid of their gear leg, I'd volunteer to help out ;)
 
Rene
Q2 C-GTCA



__________________________________________________________________
Looking for the perfect gift? Give the gift of Flickr!

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


Re: Tri Q Nose Leg Springs

Richard Thomson
 

Kevin,

I have DC's leg off of his TriQ200, which has the phenolic washer next to the welded assembly attached with a bolt. So presumably the fork on his was at the top of the leg with the washers underneath.
So until its all back together and loaded finding the right height will be difficult, so possibly the best idea is to reassemble it against the phenolic, which should be the worst case, and adjust it later.

Thanks for your thoughts guys,

Richard.

--- In Q-LIST@yahoogroups.com, Kevin Boddicker <trumanst@...> wrote:

Richard,
I set the canard at 0° while building as per plans. I think putting the fork as low on its axle as possible is a help.
Making the ground angle of incidence a bit more nose up.
My washers are all above the fork. I believe it is:
Top Down
Welded washer
Large flat washer
Two conical washers
Large flat
Phenolic
Fork
Large thin flat
Lock nut

If memory serves. I will try to remember to look the next trip to the field.
I do think it helped with the TO. Less back pressure on the stick to lift off.
Hope this helps.



Kevin Boddicker
TriQ 200 N7868B 160 hrs
Luana, IA.



On Apr 6, 2010, at 2:55 PM, Richard Thomson wrote:

Thanks Bruce.

Kev, You have sent this once before but can't find the mail. Its for the HD leg, If I remember you suggested that the springs can go above or below to achive the right incidence on the canard. If so, what incidence did you set ?

Cheers

Richard

Richard Thomson

TriiQ 200

UK

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



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


Re: Quickie AD notes

Leon
 

I think it would be a good idea to have a comprehensive list in one place for this type of information. While not every plane is the same (each needs it's own custom written inspection list) there are documented failures that could occur in others of type that probably should be collected. Loose and/or broken center elevator pivots is a recent example.

I doubt the term "AD" would be appropriate unless the failures are common. The Jim/Bob 6 Pack probably falls into the category of an AD.

Maybe call them something like KFC's?
Known Failures - Critical .... regular and extra crispy depending on severity :-)

Going back through the early news letters reveals several known failures and hazards, but as far as I know no one has ever taken the time to compile a list. I don't have the time, and I suspect no one else does to make a solo contribution. If there were an existing database that could be added to as time permitted it would be worth the effort - IMHO

Here is a link to a compilation of NTSB reports relating to the Q's. Someone (David Gall?)took the time to at least start on this project.

http://photos.imageevent.com/qdf_files/homebuiltaccidents/List%20of%20Quickie%20Accidents.pdf
=================
Leon - non political - McAtee

--- In Q-LIST@yahoogroups.com, "quickheads2" <groups@...> wrote:

I'll ADd this to the website. Does anyone else have any?

Perhaps we should create a list for the single seaters as well?

Let me know.

Also just wondering if we should call these suggested mainteneace checks instead of AD's? Will calling them AD's make the FAA get involved? Just curious.

Dan Yager
Q-200 Under Reconstruction
QBA Editor
www.quickheads.com


--- In Q-LIST@yahoogroups.com, Mike Dwyer <mdwyer@> wrote:

Hey Guys,
I think we should put together on a web site somewhere a list of AD
notes for the rest of the builder/ flyer community.

I'd like to contribute a couple:

Q-AD# 1
Type Q: Q200
TT: 800 hours
The lower rudder phenolic bearing broke loose from the support
structure. Inspection of the Rudder hinge pre-flight found the damage.

Q-AD# 2
Type Q: Q200
TT: 900 and 1100 hours
The elevator center hinge was found to have abnormal up and down play
during pre-flight inspection. The right side was loose after 900 hours,
the left after 1100 hours. The pin inside the elevator was found to be
loose. A 4' long socket extension made from a piece of solid 3/8" stock
was used to tighten the internal pin. This should be done each time the
elevator is removed. Builders may want to use locktight on this assembly.

Q-AD# 3
Type Q: Q200
TT: 900 hours
After sitting on the main gear for 18 years the canard shape changes
enough to cause the main wheel alignment to camber out excessively
resulting in poor ground control on landing. Either the axle holes need
to be re-cut or the wheel pants removed and repositioned to bring the
wheels back into alignment.

Mike Q200 N3QP


Re: Quickie AD notes

quickheads2 <groups@...>
 

I'll ADd this to the website. Does anyone else have any?

Perhaps we should create a list for the single seaters as well?

Let me know.

Also just wondering if we should call these suggested mainteneace checks instead of AD's? Will calling them AD's make the FAA get involved? Just curious.

Dan Yager
Q-200 Under Reconstruction
QBA Editor
www.quickheads.com

--- In Q-LIST@yahoogroups.com, Mike Dwyer <mdwyer@...> wrote:

Hey Guys,
I think we should put together on a web site somewhere a list of AD
notes for the rest of the builder/ flyer community.

I'd like to contribute a couple:

Q-AD# 1
Type Q: Q200
TT: 800 hours
The lower rudder phenolic bearing broke loose from the support
structure. Inspection of the Rudder hinge pre-flight found the damage.

Q-AD# 2
Type Q: Q200
TT: 900 and 1100 hours
The elevator center hinge was found to have abnormal up and down play
during pre-flight inspection. The right side was loose after 900 hours,
the left after 1100 hours. The pin inside the elevator was found to be
loose. A 4' long socket extension made from a piece of solid 3/8" stock
was used to tighten the internal pin. This should be done each time the
elevator is removed. Builders may want to use locktight on this assembly.

Q-AD# 3
Type Q: Q200
TT: 900 hours
After sitting on the main gear for 18 years the canard shape changes
enough to cause the main wheel alignment to camber out excessively
resulting in poor ground control on landing. Either the axle holes need
to be re-cut or the wheel pants removed and repositioned to bring the
wheels back into alignment.

Mike Q200 N3QP


Re: Quiet on the front, but not under the cowlings....

Bruce Crain
 

FedXhaust of course! Was there any question!
Bruce


Did you ship that UPS or FedX?

jcrain2@juno.com wrote:


Hi Sammy!
An A & P suggested I try the stainless lock nuts. They seem to have
held their torque just fine. Will see in the future how they hold out.

The crack was a spiral one about 1 1/2" long right up near the flange.
Hopefully I will get some sort of answer from Aircraft Exhaust when it
gets here tomorrow.

Bruce

____________________________________________________________
Penny Stock Jumping 2000%
Sign up to the #1 voted penny stock newsletter for free today!
http://thirdpartyoffers.juno.com/TGL3131/4bbbd165c7f611398a1st02vuc


Re: Tri Q Nose Leg Springs

Bruce Crain
 

Richard,
It is also important to set the angle of the nose gear tube at the bottom to the correct incidence. It helps to keep shimmy from happening if you make the bottom of the tube after the curve at least 1 degree of incidence back from bottom to top. The bottom should be forward of the top in the straight part below the curve 1 degree. Hope I was understandable in the explanation.
Bruce




Richard,
I set the canard at 0° while building as per plans. I think putting the fork as low on its axle as possible is a help.
Making the ground angle of incidence a bit more nose up.
My washers are all above the fork. I believe it is:
Top Down
Welded washer
Large flat washer
Two conical washers
Large flat
Phenolic
Fork
Large thin flat
Lock nut

If memory serves. I will try to remember to look the next trip to the field.
I do think it helped with the TO. Less back pressure on the stick to lift off.
Hope this helps.



Kevin Boddicker
TriQ 200 N7868B 160 hrs
Luana, IA.



On Apr 6, 2010, at 2:55 PM, Richard Thomson wrote:

Thanks Bruce.

Kev, You have sent this once before but can't find the mail. Its for the HD leg, If I remember you suggested that the springs can go above or below to achive the right incidence on the canard. If so, what incidence did you set ?

Cheers

Richard

Richard Thomson

TriiQ 200

UK

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