Sunday June 26, 2011 10am
KYIP ~70f winds 110@4 clear
The goal of this flight was to stay very near the airport, build confidence
in engine by a prolonged flight, calibrate airspeed indicator against gps,
test my recent transponder antenna attachment fix, study slower speeds,
approach pitch-buck speed, practice landings and go-arounds.
Took off from 23L - needed a lot of right rudder to keep centerline - did
not do too good at that - plane wandered left a bit, then the nose tucked
down, I added aft stick to get it off the ground. I seemed to have gained a
false familiarity with the plane's behavior, where I was anticipating the
expected behavior but expected it sooner. So I was more aggressive in
wanting the plane off the ground. Hasty, somewhat less graceful takeoff, but
airspeed was not an issue.
As it climbed I watched the gages more carefully now, tach showed 2450, and
saw the climb rate go from 700 to about 1200 and 120 mph on airspeed
indicator. Engine sounds a little rougher ( just my imagination?)
Today I was also watching gps speeds and being generally aware of wind
direction upwind and downwind. As I turned right slowly leveling out and
started to setup 2-3mile radius circles around the airport at about 2500
msl, airspeed indicated little over 170 but adjusted for wind direction and
corellated to gps I estimated an average gps speed of 160. I also saw the
tach cross the 2750 mark to about 2800. CHT showed just under 400, oil temp
was still rising to settle at about 175 and oil pressure was steady at 40. I
noticed that with full power it takes a lot of fwd stick pressure to level
the plane, it wants to keep climbing. Cut power to a steady 2400. CHT
settled at about 360. Circled. watched speeds, watched response. enjoyed the
view. Asked tower for my alt - they reported 2500 when my own alt was
showing 2600, good enough, the transponder is now back online. Not far I saw
the Detroit Metro airport on the east, Ann Arbor downtown on the west. farms
and lakes elsewhere. Slowed engine down to about 2200. After several more
circuits, I climbed to 2700 feet, and then slowly reduced power close to
idle, then tried to maintain alt. Now I was losing speed gently and
descending. I was around 85 on airpseed indicator when I began to feel a
mild hint of pitch-buck, but not as marked as it had been in other Q flights
where I was a passenger (perhaps the pitch buck will be more marked with
more weight and more aft CG location). My stick was all the way aft. but no
further reduction in speed - just descending. At the end of my test I had
descended about 600 feet. Tower called to alert me that I was approaching
the 2000 feet floor they wanted me to inform them about if I was going to
breach. So I added power and climbed back up to 2700. No trouble recovering
from the pitch buck state. Based on gps speed changes in keeping as level as
possible through the circle, and comparing indicated airspeed I concluded
that my airspeed indicator shows about 10-12 mph higher than actual (gps
based) speed. Based on this my pitch-buck speed is about 75 actual. Does
this sound right? Indicated is about 85 on my airspeed indicator. Will have
to test these numbers again at higher alt.
Requested flying left hand circles for a while. Transitioned to the left
traffic via a a very tight bank. That was a rush!
After several more left circles came in for a landing with a long stable
approach. And just when I thought I was about to make a smooth landing, I
felt a bounce. Added power to go around. Tower asked me to make a tight
approach. I requested the tower to let the other traffic land first, so my
approach was not rushed. Tower informed me not to wait for the other
traffic, since I probably would be able to go around the pattern 4 times
before the other traffic was going to land. Looking around I located the
other traffic which was a replica of 1911 Ely Curtiss. What a sight.
On my second landing the approach was shorter, but stable. The canard/wings
rocked back and forth. Landed about 2500 feet down the runway, but no
bounce. 7500 foot runway did come in handy! Taxied back - refueled. Then saw
the Curtiss on the taxi way.
Total cumulative hobbs time 2.1 hrs - 3 flights
Took the Q out of hangar again Monday morning, but listened to weather and
talked myself out of flying, due to near crosswinds of 10 gust to 20. Soon I
will need to deal with these conditions but not today.
thanks
Sanjay

Today's progress: I installed CHT probes and wired CHT and EGT probes to the Grand Rapids engine monitor.

We had overlooked the missing Pitot tube when the left canard was repaired. So the elevator comes off tomorrow and the Pitot will be rebuilt.

Scott machined a replacement static port so the two will match. The tail will come off to install that and the battery, and hook up the rudder control cables.

It's getting closer to flying every day now. She'll need a fresh paint job soon after getting airborne.

Rick Hole

Is Gary Morris in here by any chance?

Gary Morris was the shop supervisor at QAC back in the day. He tried to contact me throught the QBA website, but his return e-mail address was fouled-up somehow. When I tried to reply to him I get a "fatal error." Egad!

Anyway, Gary, if you read this please contact me OFFLIST at dan_at_quickheads_dor_com

Also, if anyone else knows Gary's contact info please let me know.

Thanks for looking.

Cheers,
Dan Yager
QBA Editor
www.quickheads.com

I really like that idea Darrell

Let's make this year's Field of
Dreams<http://southernillinoisfieldofdreams.blogspot.com/>a free swap
meet.

There are lots of folks looking to buy a project and many looking to sell.
We have the space available, so let's make this a Tandem Wing swap meet.

A nice thing about purchasing a project here is that you will be able to ask
more experienced builders what they think needs to be done with it to make
it flyable.

Bring a project to sell! Come and take a project off someone else's hands.

If you might bring a full project, reply in the comments section of the blog
to let others know about it. You could also post to this group and at
quickheads.com

One thing to make it a little easier, is the Williamson County Airport is
located just a couple of miles off of I-57, a major north/south route.

Cheers.

Sam Hoskins
Q-200

http://southernillinoisfieldofdreams.blogspot.com/

Try http://wayback.archive.org/web/

Sent via mobile.
On Jun 25, 2011 10:08 AM, <dan@...> wrote:

Don Stewart submitted a website that was linked from the old QBA site, but the link is now dead.

http://www.si-inc.com/q-bird/qtrailer.htm

Does anyone have a copy of what was located there by any chance? Is Don Sterwart still around? Please let me know.

i'd like to put this trailer info back on the new site. Thanks everyone.

Cheers,
Dan Yager
QBA Editor
www.quickheads.com

Looks great Rick, you guys do great work.

That's sweeeeet Rick!! You're gonna love flying that Q!With Scott's help no less!Bruce

Scott Swing and I worked on N1711Q today. The new instrument panel is in
place and mostly connected to the airframe systems. It is getting exciting
to have it so nearly ready. We're waiting for CHT probes but may not hold
up engine start just for that little detail.

Rick Hole

Larry, I might take you up on that. I have a spare glassed GU canard that I will not be using, but need to come up with the main wing. The foam will get me a good head start. Let me know. Weere you still wanting to come up and take a look at the TriQ configuration? I it turnes out that the donor I used was also a triQ so all of the bulkheads are there as well to take a look at.

Let me know please.

Thanks Phil. I think I have plenty of parts at this point, but will keep it in mind.

Well done Sanjay, thats the bit many of us are still to do.

Rich T
TriQ200
UK

Hey all,
I just wanted to clarify a couple of things about Q-tube.

You don't have to be a QBA member to upload videos directly to the QBA site. However, you must at least register for a FREE account and be logged-in. If I didn't restrict video upload to at least registered users, the content could get UGLY fast, so I apologize for any inconvenience.

So, if you are not logged-in to the site, you WILL NOT see the option to upload a local video from your camera, cell phone, or computer. You will only have the option to link to videos on outside sites. (like Vimeo or YouTube.)

Also, there is no need to convert the video to any particular format before you upload it. The Website is set-up to convert MANY different kinds of digital video automatically. (Just like Vimeo or YouTube.) If something doesn't work quite right the first time, your original video is saved on the server, and I can help you get it uploaded correctly, just ask. (I worked as a video editor when I got out of college, and I am familiar with lots of different compression techniques.)

I think this represents a tremendous opportunity to share construction ideas, and "in-flight" footage, that will help keep us all motivated. So please feel free to use these new resources. Heck, your memberships are paying for them. Might as well use them. ;-)

http://www.quickheads.com/q-tube/frontpage.html

I hope this helps to clarify some questions you may have had. If not, please contact me offlist and I will be more than happy to help.

Warm regards,
Dan Yager
QBA Editor
www.quickheads.com


PS Here is a list of file extensions that can be uploaded directly to the QBA website:

.mpg
.mpeg
.avi
.divx
.mp4
.flv
.wmv
.rm
.mov
.moov
.asf
.swf
.vob
.3gp
.mkv

Total filesize must not exceed about 2GB. (2000MB)

Thanks, and sorry to trouble you with system stuff.

_____

From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
dan@...
Sent: Wednesday, June 22, 2011 12:26 PM
To: Q-LIST@...
Subject: RE: [Q-LIST] Videos of first flight + Flight 2 summary

BTW, the inside video seems to have become corrupted during
conversion to put on the site. It is actually 16min long. Only
4:30min is showing,
and the sound is out of sync. Dan is trying to fix that at the
quickheads site.

I think I got it fixed this morning. The full 15+ minutes is available
now. Just FYI.

Inside Cam
http://tinyurl.com/3tq25ze

Again, great videos Sanjay!

Cheers,
Dan Yager
QBA Editor
www.quickheads.com

BTW, the inside video seems to have become corrupted during
conversion to put on the site. It is actually 16min long. Only 4:30min is showing,
and the sound is out of sync. Dan is trying to fix that at the quickheads site.

I think I got it fixed this morning. The full 15+ minutes is available now. Just FYI.

Inside Cam
http://tinyurl.com/3tq25ze

Again, great videos Sanjay!

Cheers,
Dan Yager
QBA Editor
www.quickheads.com

Okay - duly noted.

Sam

On Wed, Jun 22, 2011 at 5:43 AM, Sanjay Dhall <sdhall@...>wrote:

**


Hi Sam:
I think the video may be somewhat misleading. What you saw there with the
GPS was on the ground at time of engine runup, not in flight. GPS was to
serve as backup of my speed and heading, and a general record of the first
flight stats. I did not touch it during flight, barely even looked at it. I
was too busy looking outside and listening for stuff.
BTW, the inside video seems to have become corrupted during conversion to
put on the site. It is actually 16min long. Only 4:30min is showing, and
the
sound is out of sync. Dan is trying to fix that at the quickheads site.
Thanks
Sanjay


-----Original Message-----
From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
Sam Hoskins
Sent: Tuesday, June 21, 2011 11:01 PM

To: Q-LIST@...
Subject: Re: [Q-LIST] Videos of first flight + Flight 2 summary


Just stop screwing around with the GPS and fly the plane.

SRH

Sent via mobile.
On Jun 21, 2011 9:45 PM, "jcrain2@..." <jcrain2@...> wrote:

Excellent Sanjay!By now you have found out that the Quickie requires a

special touch to make her do what she is supposed to do. But when you
figure
that out you find that it is very sweet and easy to fly her! Fun
videos!Bruce

__________________________________________________________
57 Year Old Mom Looks 27!
Mom Reveals $5 Wrinkle Trick That Has Angered Doctors!
http://thirdpartyoffers.juno.com/TGL3131/4e01570b9937c15098dst03vuc


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

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

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


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

Yahoo! Groups Links

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

Hi Sam:
I think the video may be somewhat misleading. What you saw there with the
GPS was on the ground at time of engine runup, not in flight. GPS was to
serve as backup of my speed and heading, and a general record of the first
flight stats. I did not touch it during flight, barely even looked at it. I
was too busy looking outside and listening for stuff.
BTW, the inside video seems to have become corrupted during conversion to
put on the site. It is actually 16min long. Only 4:30min is showing, and the
sound is out of sync. Dan is trying to fix that at the quickheads site.
Thanks
Sanjay

Just stop screwing around with the GPS and fly the plane.

SRH

Sent via mobile.
On Jun 21, 2011 9:45 PM, "jcrain2@..." <jcrain2@...> wrote:

Excellent Sanjay!By now you have found out that the Quickie requires a

special touch to make her do what she is supposed to do. But when you figure
that out you find that it is very sweet and easy to fly her! Fun
videos!Bruce

__________________________________________________________
57 Year Old Mom Looks 27!
Mom Reveals $5 Wrinkle Trick That Has Angered Doctors!
http://thirdpartyoffers.juno.com/TGL3131/4e01570b9937c15098dst03vuc

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

Thanks for posting the Videos Sanjay. This really gives all of us builders
a shot in the arm.



Sam Kittle



_____

From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
Sanjay Dhall
Sent: Tuesday, June 21, 2011 11:15 AM
To: Q-LIST@...
Subject: [Q-LIST] Videos of first flight + Flight 2 summary





Thank you all for your good wishes and comments on my first flight. Indeed
it was a most momentous milestone and a memorable day in my life.
I have posted 2 videos on the quickheads.com site. The soundrack is original
and not much has been edited. You can click on the links below to see them.

<http://www.quickheads.com/q-tube/viewvideo/89/q2-and-q-200/n102sd-first-fli
ght-outside-cam.html>
http://www.quickheads.com/q-tube/viewvideo/89/q2-and-q-200/n102sd-first-flig
ht-outside-cam.html

<http://www.quickheads.com/q-tube/viewvideo/90/q2-and-q-200/n102sd-first-fli
ght-inside-cam.html>
http://www.quickheads.com/q-tube/viewvideo/90/q2-and-q-200/n102sd-first-flig
ht-inside-cam.html
Some of the cautionary comments I take to heart:
"don't let your guard down"
"now you'll have plenty of opportunities to screw up"
"Be careful of the 2nd flight!"
"Personal attitude: Always a test pilot, always a student"

Flight #2
I had not been able to sleep in the last three days. I have relived that
first flight over and over in my mind countless times.
The other reason was an anxiety, imagining what the second flight would be
like, without the beginner's luck, or the pressure.
So Monday morning back at the hangar. Following first flight, checked to see
that all parts were still attached, no new artifacts were present, all
surfaces moved same as before, no nuts and bolts had moved, no cracks on top
or under the canard and wings, tailspring, tailwheel fork, engine parts...
I did collect a lot of bugs on all leading edges ( canard, wings, prop)
which I cleaned.
Added 3 gallons of fuel (header stayed full + ~1-2gal left in main tank from
last flight). I still dont want to carry too much gas - fire hazard, I
think.
My goal was to stay up for atleast a half hour directly above the airport
and build confidence in the engine.
KYIP 10am 70F winds 110 at 5-7knots RWY 23L 23R were in use. (Slight left
rear cross-wind)
I spoke to the tower before the flight to insure that I could just circle
the airport at 1000' above pattern alt for a little while.
Little more traffic today. Takeoff on 23R - didn't wait as long as I did
with the first flight. Insured gages were all in range, and added full
power. Same behavior as before, lots of right rudder, then a slight nose
down, pulled up and was off the ground, then the left canard dipped and
corrected with right stick. It seemed to take a little longer to get off
ground. Noted that my rpm was a shade lower than before (~2500+ versus 2600
(more humid?)). Climbed 1000' before turning right. Climbed 800' more and
stayed in a wide right pattern. Noted airspeed indicator showing 170+. GPS
showed 160. Cut power to 2300. Generally, stayed at that alt and just flew
for a while. Varied speed while staying within a few hundred feet alt
variation, rpms ranged generally between 1800 and 2300. Turned on carb heat
a few times. It was supposed to rain/thunderstorm today, the view was a bit
hazy. Visibility was not too bad. It was getting hot and I was sweating. I
will have to do something about adding more vents/airflow. On this flight I
had plenty of opportunity to look at the instruments, and noted that oil
temp stable below 200Fand pressure at 40, and CHT stayed below 400F. (This
was very reassuring, as during all my taxiing, I would taxi till the oil
temp approached 225 and pressure had dropped off to 20.)
Since I had been making only right hand turns all this time, I requested to
switch to left hand patterns. Did that for a while. Noted that banking left
seems to be more effortless than right hand banks. Also it is easy to get
into steeper left banks and lose alt. I realized I needed to make these left
banks more coordinated with right rudder. Less so with right hand turns. It
also appeared to recover more easily from right hand banks. I mention this
because while this should in theory happen with most airplanes with right
turning engines, it appeared much more pronounced in the Q.
Getting a little hazier and maybe a touch bumpier. Decided to land. Over
shot the final turn, banked left a lot to correct, then right to level, then
right rudder to line up center line, overcorrected, repeated... Not a good
approach. Airspeed indicator (which I now suspect may have more error,
reading high) showed 105 on final turn. Did not notice gps speed. Finally
leveled off and continued to add more aft stick and was now real close to
the ground, I thought. But still no contact. Then a big bump, back in the
air a foot (or more?), another bump, and back in the air, settled down on
the third bump. With the relatively low airspeed I was afraid to add power,
with torque effects I may not be prepared for. What is not clear to me is,
whether I flared and descended, or my landing flight path intersected the
ground, leading to the bounce, as I do recall floating close to the ground
for quite a while.
I noted 3 lessons for next time. 1) Make a much longer approach giving me a
chance to stabilize the glide. 2) Carry more power, to land or to go around
3) Make wide square base leg so final turn is not cramped.
On returning to the hangar took a close look at the upper and lower canard
surfaces for any evidence of the landing. It held up fine. I also noted that
I am flying rather light with total landing weight less than 900 lbs. Now if
I had been flying closer to gross...
Total Hobbs flying time 1.1 hours cumulative.
Sleep - no factor.
thanks
Sanjay