Date   

Re: Q200 kit for sale on Barnstormers

Sam Hoskins
 

Maybe a virgin kit?

Sam Hoskins

Sent via this mobile gizmo.

On Oct 27, 2011 7:06 PM, "John Loram" <johnl@...> wrote:

**


QUICKIE Q2 <http://www.barnstormers.com/classified_601178_Quickie+Q2.html>
. $2,000 . ACCEPTING OFFERS . Q2 kit, with carbon fiber spars foam and
glass
all control parts hardware and templates.best offer. . Contact Phil Weston
<
http://www.barnstormers.com/contact_seller.php?to=67352&id=601178&title=Qui
ckie+Q2&return=%2Fad_manager%2Fmy_ads.php> , Owner - located Escondido, CA
USA . Telephone: 760-715-7133 . Posted October 27, 2011

-john-



Q200 kit for sale on Barnstormers

John Loram <johnl@...>
 

QUICKIE Q2 <http://www.barnstormers.com/classified_601178_Quickie+Q2.html>
. $2,000 . ACCEPTING OFFERS . Q2 kit, with carbon fiber spars foam and glass
all control parts hardware and templates.best offer. . Contact Phil Weston
<http://www.barnstormers.com/contact_seller.php?to=67352&id=601178&title=Qui
ckie+Q2&return=%2Fad_manager%2Fmy_ads.php> , Owner - located Escondido, CA
USA . Telephone: 760-715-7133 . Posted October 27, 2011

-john-


Re: Max reflexor

Gary McKirdy
 

Hi Greg,

Utmost respect to you for coming clean on this.

I have been waiting for some more dirty little secrets.

Are there any more stories like this?

Come on the rest (if you exist), post now. You know you want to.

Greg and Bart have both shown the way.

Newbies this is well outside of the normal Q flight envelope, for you make
sure you keep it that way. You have been warned.

In Britain, I know of a possible temporary partial rear wing stall. A very
experienced Q2 pilot decided to do a high speed barrel roll low level( not
me, I am too timid). He gave me a reliable account of what happened.

Part way through he described to me a loss of pitch control, which he
immediately recognized, and so off loaded the elevator. It came out still
flying and recovered the right way up (or I wouldn't know what happened
right?).

So we now have at least 3 data points on this subject.

Any more?

Regards
Gary











On Fri, Oct 21, 2011 at 2:08 PM, <GJZIM@...> wrote:

**


Ben there done that. 1989, full gross,aft cg, full reflexor, 10,000 ft. It
went over backwards. DON'T EVER TRY IT. I was very young and stupid and
thought I was the greatest pilot in the world. I was also very lucky. Greg Z
Tri Q 200, over 1000 hrs.


-----Original Message-----
From: Gary McKirdy <gary.mckirdy21@...>
To: Q-LIST <Q-LIST@...>
Sent: Fri, Oct 21, 2011 3:38 am
Subject: Re: [Q-LIST] Max reflexor

Good point Gerry,

I wish I knew that too.

All the ones I flew always responded with nose drop and pitch buck with
full
reflexor and elevator on the back stop. Needless to say I was ready to slam
them both forward and above 6000ftAGL!

I think this is one of the important things Burt Rutan addressed in the
initial Q1and Q.A.C. I beieve copied the aft wing section. Years ago I
looked it up, think it was an Eppler from memory 1518 ore something like
that.

It has a very high resistance to stall which I think explains the funny
cross section. Big round L.E. and max thickness point well forward. I
always
feel if the air safely got round to the thickest point it has easy job
making it to the trailing edge with no more curvature to negotiate so
little
effect of raising negative pressure gradient further towards T.E.

I think by now hopefully we would know if this had ever happened. Anybody
withholding a dirty secret?

Gary

On Fri, Oct 21, 2011 at 12:49 PM, jnmarstall <jnmarstall@...
wrote:
**


With all this talk about reflexors and the use of max up deflection.
Has anyone thought about the possibility of disturbing the lift on the
main wing so much that it stalls before the canard? Would this be
possible? That could result in an interesting ride.
Jerry

--
All the best airfields in Southern Britain are in Northern France.

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

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


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

Yahoo! Groups Links







--
All the best airfields in Southern Britain are in Northern France.


Re: Max reflexor

Gary McKirdy
 

Hi Bart,

Just want to sincerely thank you for your honesty.

I have waited in vain for some more dirty little secrets to come out.

Come on the rest of you, you know you want to tell us so do it now!

Newbies please understand this is not to mess with and well outside of the
normal Q flight envelope.

Bart you had a plan to recover.

It worked.

Tell us why you used full left rudder and right aileron and power.

Kind Regards
Gary

On Fri, Oct 21, 2011 at 2:18 PM, fisherb@... <fisherb@...>wrote:

**


This is called a deep stall and Dave is right you don't want to go there.
In other aircraft with rear mounted motors it has been reported impossible
to recover from? My limits on my reflever donot alow it. However I have gone
to far exploring my airplanes limits and once ended up in this exact
situation. It was not fun, after giving full left rudder, right alerron and
power it did come out pritty fast lost about 700 feet of altitude exploring
scarred me bad not a fun ride.

Bart Fisher tri-Q200

----- Reply message -----
From: "Dave Dugas" <davedq2@...>
Date: Fri, Oct 21, 2011 8:07 am
Subject: [Q-LIST] Max reflexor
To: "Q-LIST@..." <Q-LIST@...>

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




--
All the best airfields in Southern Britain are in Northern France.


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


Re: Looking for cheap (free) Q2 fuselage

quickheads
 

Yes. . . but I did verify the molds against a set of QAC fuselage shells that I have in my garage, before I sent them. They fit VERY nicely. I can send a picture of the shells in the mold OFFLIST if you like.

I assume that the guys at Poli-Form said "similar to a Q2" because they were afraid of getting sued or something. They turned out to be a very good set of molds.

Hope this helps. Please let me know.

Thanks,
Dan Yager
QBA Editor
www.quickheads.com

On Thu, 27 Oct 2011 12:43:25 -0700 (PDT), fibrejoe@... wrote:

Are these from the "not quite a q2" molds that you were selling?


Re: Looking for cheap (free) Q2 fuselage

Joe Walshton
 

Are these from the "not quite a q2" molds that you were selling?


Re: Looking for cheap (free) Q2 fuselage

quickheads
 

Roger,
Richard Kaczmarek already has a set of molds, and he is going to start pulling shells soon. I'll let him chime in here when he's ready.

Just FYI.

Thanks,
Dan Yager
QBA Editor
www.quickheads.com

On Wed, 26 Oct 2011 22:50:56 -0000, Roger wrote:
I am located in Meridian, MS and looking for an intact but damaged Q2
fuselage to make a mold to produce a very limited run of new
fuselages. I am thinking of one that has delaminated but maintained
its shape. I would like to hear if there is one within about 300 miles
that I could pick up.

Thanks,
Roger Gerrard
601-480-2902


Looking for cheap (free) Q2 fuselage

Roger Gerrard
 

I am located in Meridian, MS and looking for an intact but damaged Q2 fuselage to make a mold to produce a very limited run of new fuselages. I am thinking of one that has delaminated but maintained its shape. I would like to hear if there is one within about 300 miles that I could pick up.

Thanks,
Roger Gerrard
601-480-2902


[c-a] q2 project for sale

Patrick Panzera <panzera@...>
 

Found on the Canard Aviator's list.
Send replies to: mnblanton@...

---------- Forwarded message ----------
From: Micah <mnblanton@...>
Date: Tue, Oct 25, 2011 at 5:45 PM
Subject: [c-a] q2 project for sale
To: canard-aviators@...


a gentleman just called me and asked if i would be interested in his
project, i told him no but i would pass on the word, it has some builder's
logs and gauges, no engine, the way he talked it was probably around 80-85%.
let me know and i will send u his name and number thanks.


Re: Dual hand brakes

Fisher Paul A. <fisherpaula@...>
 

Yes from me too. Pictures here:
https://picasaweb.google.com/rv7a.n18pf/Q200DifferentialBrakesN17PF?authuser=0&feat=directlink

Paul A. Fisher
Q-200 N17PF ~1400 hours

-----Original Message-----
From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of Sam Hoskins
Sent: Tuesday, October 25, 2011 09:55
To: Q-LIST@...
Subject: Re: [Q-LIST] Dual hand brakes

Yes.

Sent via this mobile gizmo.
On Oct 25, 2011 9:46 AM, "Clive" <gobxoy@...> wrote:

**


Hi you guys

Would I be correct in thinking that those that did.

Added a second Airheart master cylinder?

kind regards

Clive......Goboxy



Re: Dual hand brakes

Sam Hoskins
 

Yes.

Sent via this mobile gizmo.
On Oct 25, 2011 9:46 AM, "Clive" <gobxoy@...> wrote:

**


Hi you guys

Would I be correct in thinking that those that did.

Added a second Airheart master cylinder?

kind regards

Clive......Goboxy



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


Dual hand brakes

Clive Clapham
 

Hi you guys

Would I be correct in thinking that those that did.

Added a second Airheart master cylinder?


kind regards

Clive......Goboxy


Re: G-BWIZ Tri Q200 gets to the air

Richard Thomson
 

Mick, The red ermine is just fantastic and so rare !

Thanks for the info and pics on the Airbrake, that should make it easier to get the final placement for the handle worked out.

Cheers

Rich T


Re: Newbie Q2 joining the group

R. Frisbee
 

Paul,
You just nailed my problem. I was going based off arm not moment. Same thing with my w&b tools. The second I changed it everything fits nicely!

Id10t failure on my part. Thanks for setting me straight.

I should have figured that one out. I must be getting young and impetuous.

Robert.

--- In Q-LIST@..., "Paul S" <wypaul2001@...> wrote:

Robert,

My quick calculations shows that at those figure you are within C/G. I am guessing that the problem is in reading the chart. Note that at the bottom of the chart is moment / 1000 not inches for C/g. This is a common mistake reading the chart. Take a close look and let me know it that is what happen in your case.

I will send an email with the spreadsheet for the LS1 canard as an attachment to you directly if I can.

Paul


--- In Q-LIST@..., "firefaxx" <robert.p.frisbee@> wrote:

Paul,
Thanks for the Info. for some odd reason the link didn't work for me. I will poke more at it in a few.

My Numbers are as follows.
Gross Weight Arm Moment
Left Main is 280.5 36.5 10238.25
Right Main 274.0 36.5 10001.00
Tail 19.5 212.5 4143.75


FS is 14
Measurements from the Forward firewall face to the Mains are:
22.5 + 14.0 = 36.5
Measurements from the Forward Firewall face to the Tailwheel centerhub are:
198.5 plus 14.0 = 212.5

Empty Weight is 574

I agree, I don't trust anything anyone else has done, so I tend to redo everything. Which is why its taken me so long to get the darn thing Airworthy. I would not even consider flying it until I know what every bolt does and its torque spec.

According to my numbers, if I keep the airplane at gross, it will stay in W&B all the way until I only have 3 gallons in my header tank. Its when its just me and full fuel that a long burn drops it down.

Its probably something in the programs which I am using which is causing the confusion.

Thanks for your help. This is the last squawk I have, and I know its probably me not understanding an aspect of this Unique airplane.

Robert Frisbee
N2PQ Q2 Quickie
McMinnville OR


--- In Q-LIST@..., "Paul S" <wypaul2001@> wrote:

I suggest that you load up your numbers in the spreadsheet that I have provided in the file section for a quick and simple way of checking your figures. PaulsQ2cgNew.xls is the file name and a link follows.

http://f1.grp.yahoofs.com/v1/MKKiTiXQFVxiSYqkYDxcnKMGqGJ3TgL0F_K44ibRBoCSFCcqFnQeTUzKtuY5sxsRDEf-EirJ_RdYbedaKJXrTEpEGyvPyoko/PaulsQ2cgNew.xls

If you would post your weights and measurements we may be able to give you some meaningful feedback. I also recommend that you do not trust the weights and measurements of other owner/builders, do your own w/b from scratch. It is an easy process and can be completed in a couple of hours.

If an airplane is out of W/B do you really want to fly that airplane? I am just thinking out loud here and only offer a single point of view.

Paul

--- In Q-LIST@..., "firefaxx" <robert.p.frisbee@> wrote:

Greetings,
Since I am new to the group I figured I would post and introduce myself. My name is Robert I have been flying for a couple years, I have about 200 hours logged in 172's, warriors, Comanche's and about 10 hours in a Citabria (just received my taildragger rating).

About a year ago I purchased N2PQ from its builder and just this week got all the squawks finished and she passed her annual. She has all the q200 upgrades with the exception that she still has the revmaster. 2PQ also sits about 4 inches higher due to a taller landing gear and tail wheel. Since I purchased the bird I have done several taxi tests checking temperature handling and engine performance.

Because of my size (6'5 250 pounds). The owner cannot transition train me (He also weighs 240) so I have to go the route of first flight (aka taxi around doing low speed and high speed taxi tests for 10-20 hours until I can handle anything she throws at me)

During the annual I redid the weight and balance and started working up problems. One thing I noticed is with me and full fuel (15 mains 6 header). I am within cg. The second I loose 10 gallons out of my mains I am a bit out of aft CG. Is this standard? The manual just seems to calculate the initial vehicle weight and doesn't account for fuel burn. If I am at gross of 1100 pounds with full fuel and passenger i am right at my forward cg limit. Wouldn't being too heavy on the rear make it so a rear wing stall is more likely?

Sorry for the long intro. I hope to be of some value to the community.

Thanks
Robert Frisbee
N2PQ Q-2


Re: G-BWIZ Tri Q200 gets to the air

Mick Davies <mickdavies1967@...>
 

Rich,
Yes very red but does look great next to the white exterior. Mmmmmm, maybe get it done in red leather!
The main lever is the throttle, the little lever to the left is the reflexors adjustment. I have a park brake with the lever to the left of the instrument panel but it's currently "not to be used". I had a lot of head scratching as the left brake was binding. Stripped everything down and rebuilt only to discover the park brake valve, for some reason, wasn't releasing after using, on the left side. Something to look at later. Yet another new, certified, aircraft part that's broken!!
Used the air brake when doing the downwind BUMFITCH checks and left it out until landing. Made very little difference handling wise but enabled me to go over the hedge at 80kt, land and stop easily in 400m.
Mick

----- Original Message -----
From: Richard
To: Q-LIST@...
Sent: Sunday, October 23, 2011 7:17 PM
Subject: [Q-LIST] Re: G-BWIZ Tri Q200 gets to the air



Hi Mick ,

Thats a very red interior, great finish.

Is the quadrant your throttle, whats the small levers, park brake ?

The position of your air brake handle looks similar to where mine would fit, but I was not sure if it could be operated from there.

Have you used it yet ?

Rich T

Triq200

UK






No virus found in this message.
Checked by AVG - www.avg.com
Version: 2012.0.1831 / Virus Database: 2092/4569 - Release Date: 10/23/11


Re: G-BWIZ Tri Q200 gets to the air

Richard Thomson
 

Hi Mick ,

Thats a very red interior, great finish.

Is the quadrant your throttle, whats the small levers, park brake ?

The position of your air brake handle looks similar to where mine would fit, but I was not sure if it could be operated from there.

Have you used it yet ?

Rich T

Triq200

UK


Re: Newbie Q2 joining the group

Paul Spackman
 

Robert,

My quick calculations shows that at those figure you are within C/G. I am guessing that the problem is in reading the chart. Note that at the bottom of the chart is moment / 1000 not inches for C/g. This is a common mistake reading the chart. Take a close look and let me know it that is what happen in your case.

I will send an email with the spreadsheet for the LS1 canard as an attachment to you directly if I can.

Paul

--- In Q-LIST@..., "firefaxx" <robert.p.frisbee@...> wrote:

Paul,
Thanks for the Info. for some odd reason the link didn't work for me. I will poke more at it in a few.

My Numbers are as follows.
Gross Weight Arm Moment
Left Main is 280.5 36.5 10238.25
Right Main 274.0 36.5 10001.00
Tail 19.5 212.5 4143.75


FS is 14
Measurements from the Forward firewall face to the Mains are:
22.5 + 14.0 = 36.5
Measurements from the Forward Firewall face to the Tailwheel centerhub are:
198.5 plus 14.0 = 212.5

Empty Weight is 574

I agree, I don't trust anything anyone else has done, so I tend to redo everything. Which is why its taken me so long to get the darn thing Airworthy. I would not even consider flying it until I know what every bolt does and its torque spec.

According to my numbers, if I keep the airplane at gross, it will stay in W&B all the way until I only have 3 gallons in my header tank. Its when its just me and full fuel that a long burn drops it down.

Its probably something in the programs which I am using which is causing the confusion.

Thanks for your help. This is the last squawk I have, and I know its probably me not understanding an aspect of this Unique airplane.

Robert Frisbee
N2PQ Q2 Quickie
McMinnville OR


--- In Q-LIST@..., "Paul S" <wypaul2001@> wrote:

I suggest that you load up your numbers in the spreadsheet that I have provided in the file section for a quick and simple way of checking your figures. PaulsQ2cgNew.xls is the file name and a link follows.

http://f1.grp.yahoofs.com/v1/MKKiTiXQFVxiSYqkYDxcnKMGqGJ3TgL0F_K44ibRBoCSFCcqFnQeTUzKtuY5sxsRDEf-EirJ_RdYbedaKJXrTEpEGyvPyoko/PaulsQ2cgNew.xls

If you would post your weights and measurements we may be able to give you some meaningful feedback. I also recommend that you do not trust the weights and measurements of other owner/builders, do your own w/b from scratch. It is an easy process and can be completed in a couple of hours.

If an airplane is out of W/B do you really want to fly that airplane? I am just thinking out loud here and only offer a single point of view.

Paul

--- In Q-LIST@..., "firefaxx" <robert.p.frisbee@> wrote:

Greetings,
Since I am new to the group I figured I would post and introduce myself. My name is Robert I have been flying for a couple years, I have about 200 hours logged in 172's, warriors, Comanche's and about 10 hours in a Citabria (just received my taildragger rating).

About a year ago I purchased N2PQ from its builder and just this week got all the squawks finished and she passed her annual. She has all the q200 upgrades with the exception that she still has the revmaster. 2PQ also sits about 4 inches higher due to a taller landing gear and tail wheel. Since I purchased the bird I have done several taxi tests checking temperature handling and engine performance.

Because of my size (6'5 250 pounds). The owner cannot transition train me (He also weighs 240) so I have to go the route of first flight (aka taxi around doing low speed and high speed taxi tests for 10-20 hours until I can handle anything she throws at me)

During the annual I redid the weight and balance and started working up problems. One thing I noticed is with me and full fuel (15 mains 6 header). I am within cg. The second I loose 10 gallons out of my mains I am a bit out of aft CG. Is this standard? The manual just seems to calculate the initial vehicle weight and doesn't account for fuel burn. If I am at gross of 1100 pounds with full fuel and passenger i am right at my forward cg limit. Wouldn't being too heavy on the rear make it so a rear wing stall is more likely?

Sorry for the long intro. I hope to be of some value to the community.

Thanks
Robert Frisbee
N2PQ Q-2


Re: Newbie Q2 joining the group

Trevor Fernihough <spilligans@...>
 

Hi Paul,
Trevor here downunder in Perth Western Australia and building a Tri-Q.
I listen in to all your discussions and advice with interest.
This link you posted

http://f1.grp.yahoofs.com/v1/MKKiTiXQFVxiSYqkYDxcnKMGqGJ3TgL0F_K44ibRBoCSFCcqFnQeTUzKtuY5sxsRDEf-EirJ_RdYbedaKJXrTEpEGyvPyoko/PaulsQ2cgNew.xls

regarding weight and balance, wouldn't execute.
I would be pleased to access the file for my own measurements

Regards and thanks for your help for all we would be's

Trevor


Re: G-BWIZ Tri Q200 gets to the air

quickheads
 

Hey Mick,
You can put them on the QBA website here:

http://www.quickheads.com/photos/frontpage.html

If you log-in you should see the UPLOAD button. Let me know offlist of you need help.

Thanks,
Dan Yager
QBA Editor
www.quickheads.com

On Sat, 22 Oct 2011 17:33:55 +0100, Mick Davies wrote:
Ok,
How do I upload pics?!!!
Mick


Re: Newbie Q2 joining the group

R. Frisbee
 

Paul,
Thanks for the Info. for some odd reason the link didn't work for me. I will poke more at it in a few.

My Numbers are as follows.
Gross Weight Arm Moment
Left Main is 280.5 36.5 10238.25
Right Main 274.0 36.5 10001.00
Tail 19.5 212.5 4143.75


FS is 14
Measurements from the Forward firewall face to the Mains are:
22.5 + 14.0 = 36.5
Measurements from the Forward Firewall face to the Tailwheel centerhub are:
198.5 plus 14.0 = 212.5

Empty Weight is 574

I agree, I don't trust anything anyone else has done, so I tend to redo everything. Which is why its taken me so long to get the darn thing Airworthy. I would not even consider flying it until I know what every bolt does and its torque spec.

According to my numbers, if I keep the airplane at gross, it will stay in W&B all the way until I only have 3 gallons in my header tank. Its when its just me and full fuel that a long burn drops it down.

Its probably something in the programs which I am using which is causing the confusion.

Thanks for your help. This is the last squawk I have, and I know its probably me not understanding an aspect of this Unique airplane.

Robert Frisbee
N2PQ Q2 Quickie
McMinnville OR

--- In Q-LIST@..., "Paul S" <wypaul2001@...> wrote:

I suggest that you load up your numbers in the spreadsheet that I have provided in the file section for a quick and simple way of checking your figures. PaulsQ2cgNew.xls is the file name and a link follows.

http://f1.grp.yahoofs.com/v1/MKKiTiXQFVxiSYqkYDxcnKMGqGJ3TgL0F_K44ibRBoCSFCcqFnQeTUzKtuY5sxsRDEf-EirJ_RdYbedaKJXrTEpEGyvPyoko/PaulsQ2cgNew.xls

If you would post your weights and measurements we may be able to give you some meaningful feedback. I also recommend that you do not trust the weights and measurements of other owner/builders, do your own w/b from scratch. It is an easy process and can be completed in a couple of hours.

If an airplane is out of W/B do you really want to fly that airplane? I am just thinking out loud here and only offer a single point of view.

Paul

--- In Q-LIST@..., "firefaxx" <robert.p.frisbee@> wrote:

Greetings,
Since I am new to the group I figured I would post and introduce myself. My name is Robert I have been flying for a couple years, I have about 200 hours logged in 172's, warriors, Comanche's and about 10 hours in a Citabria (just received my taildragger rating).

About a year ago I purchased N2PQ from its builder and just this week got all the squawks finished and she passed her annual. She has all the q200 upgrades with the exception that she still has the revmaster. 2PQ also sits about 4 inches higher due to a taller landing gear and tail wheel. Since I purchased the bird I have done several taxi tests checking temperature handling and engine performance.

Because of my size (6'5 250 pounds). The owner cannot transition train me (He also weighs 240) so I have to go the route of first flight (aka taxi around doing low speed and high speed taxi tests for 10-20 hours until I can handle anything she throws at me)

During the annual I redid the weight and balance and started working up problems. One thing I noticed is with me and full fuel (15 mains 6 header). I am within cg. The second I loose 10 gallons out of my mains I am a bit out of aft CG. Is this standard? The manual just seems to calculate the initial vehicle weight and doesn't account for fuel burn. If I am at gross of 1100 pounds with full fuel and passenger i am right at my forward cg limit. Wouldn't being too heavy on the rear make it so a rear wing stall is more likely?

Sorry for the long intro. I hope to be of some value to the community.

Thanks
Robert Frisbee
N2PQ Q-2

17181 - 17200 of 56079