On 11/22/2011 12:36 PM, Kevin Boddicker wrote:

http://registry.faa.gov/aircraftinquiry/NNum_Results.aspx?NNumbertxt=1201D

Don't know the gent, but click the link to get the info.

Kevin
Kevin Boddicker
TriQ 200 N7868B 230 hrs
Luana, IA.



On Nov 22, 2011, at 10:13 AM, Hawkeye Doug Humble wrote:

Does anyone know who owns N1201D? (A Tri-Q) Looks like the gear collapsed.

http://www.faa.gov/data_research/accident_incident/preliminary_data/media/M_1122_N.txt

Doug Humble
A Sign Above
www.asignabove.net
http://asignabove.MoreGreatProducts.com
Omaha NE

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http://www.quickiebuilders.org

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---------- Original Message ----------
From: oneskydog@...
To: Q-LIST@...
Subject: Re: [Q-LIST] Another day at the races
Date: Mon, 21 Nov 2011 19:31:53 -0500 (EST)


Great job Sam.

Regards,

Charlie


In a message dated 11/21/2011 10:31:53 A.M. Mountain Standard Time,
sam.hoskins@... writes:

Last one of the season.

http://samhoskins.blogspot.com/2011/11/great-little-machine-another-day-at.h
tml

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

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____________________________________________________________
60-Year-Old Mom Looks 27
Mom Reveals Free Wrinkle Trick That Has Angered Doctors!
http://thirdpartyoffers.juno.com/TGL3131/4ecb0c10568033348ffst03vuc

In a message dated 11/21/2011 10:31:53 A.M. Mountain Standard Time,
sam.hoskins@... writes:

Last one of the season.

http://samhoskins.blogspot.com/2011/11/great-little-machine-another-day-at.h
tml


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



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On Nov 19, 2011 7:50 PM, <oneskydog@...> wrote:

**




____________________________________
From: oneskydog@...

Hi all!!!

I have spent 5.5 years putting together a collection of parts and a couple

of months putting together a stack of paper. Today I met with a DAR and
about 4 hours later I have a pink airworthiness certificate and an
official
airplane.

My Dragonfly/Corvair N187CD became an airplane today!!! I will proceed to
do the first flight when everything is given a final checkout and the
weather is just right. The rest of the 40 hours of testing and data
gathering
will follow as weather permits.

Count me as one of the soon to be one hundred flying Corvairs.

Keep Building,

Charlie Johnson
Owner of a new Dragon/vair

-----Original Message-----
From: Joseph M Snow <1flashq@...>
To: WilliamTCA <WilliamTCA@...>
Sent: Fri, Nov 18, 2011 12:12 pm
Subject: Engine update - N240JS



























William,
 
Below is an update I have drafted for The Q-list.  I have two questions:  (1)Did you change the distributor setting shortly after engine start?  If so, did you increase or decrease the advance?  (2)  Is the Warp drive prop at the same setting as those engines used to establish the "Direct Drive Corvair Engine Spec Sheet" published on your web site? And, what is that setting, e.g. 9 deg.?
 
Joseph
 
 
Hello Q-listers,
 
On July 22, 2011 N240JS suffered substantial damage during its first flight. For details see attached NTSB report attached.
 
I removed the engine from the Q2xx airframe exactly as it remained after the accident, e.g. crankshaft position, distributor setting, wires, oil, etc.
 
I transported the engine to Corvair College #21 at Barnwell, SC.  It was placed on the engine test stand.  A Warp Drive test prop was installed with a pitch setting standard for Corvair 2700cc engines.
 
The engine was started by William Wynn and allowed to warm up.  Mr. Wynn checked the distributor setting.  The engine was advanced to WOT.  A digital optical tachometer recorded the static rpm at 3160.  William Wynn's testing indicates that a Corvair engine develops 100 hp at 3150 rpm and 160 ft/lbs torque at 2800 rpm ,  http://www.flycorvair.com/corvair.html  
 
After the test run, Mr. Wynn rotated the prop by hand and reported the engine rotated smoothly and compression between the cylinders seemed even.  The engine was disassembled  There was no metal observed in the oil pan.  There was no visual damage to the cam gear, the crankshaft or the main bearing shells.  The aluminum cam gear will be replaced.  The crankshaft main journals were tested for runout using a dial indicator.  The runout was less than 1 thousanth.  The crankshaft will be magnafluxed.
 
The result of this test seems to confirm that the Sterba 54X57 prop prevented my Corvair engine from spinning up to its horsepower potential during the first flight of my Q2xx and prevented the aircraft from accelerating to its recommended 100 mph climbout speed.  Mr. Wynn is recommending a Sensenich 54/54 wood propeller for the Q2/Corvair (2700 cc) combination.
 
For photos of the test, follow this link:  http://www.flycorvair.com/hangar.html, photo # 12 & 22.
 
Joseph Snow
Q2xx, N240JS
 
William Wynn's reply:
 

Joseph,
 
I altered the timing just slightly on your engine after the the first run at power, the change was only +2 degrees,
this doesn't make much difference on a Corvair at that setting. Because of the cylinder head design the Corvair
makes its maximum power at 34-36 degrees of advance, which it can only run on 100 LL for. However, we use
30-32 degrees because extensive dyno tests have shown that the power reduction is only 2-3%, while giving
the engine a very wide margin against detonation. Your engine was set about 31 degrees, I bumped it to 33 or so,
no change in rpm was noted.
 
The prop we use on the run stand is a 62" Warp drive with a pitch setting that static's at 3100rpm on a 2700cc
engine, or about 3250 on a 3,000cc Corvair.  This setting allows us to check that the engine makes it full rated power
in comparison to other engines. A typical Zenith 601XL flying a Warp Drive prop uses a 66" prop set at 9.5 degrees.
this produces a static rpm of 2750 to 2800, which will peak out at 3200rpm  at WOT in level flight. Produces the best
combination of cruise and climb in that airframe. 2700cc Corvairs in faster airframes use props like 54x54 sensenichs
which will static over 2950, which is well into the corvairs power, combined with a blade angle that gives very efficient pull
from brake release. Even though 54" does not sound like much pitch, a KR-2s with this pitch on a Corvair has exceeded
180mph in level flight at sea level. The rpm was over 3700, but this does not bother the engine, It turned 3500 rpm at 70mph
in the car. My conclusion is the same as yours, that the engine had a mis-matched prop on it for your application. The Q's
thrust requirements were not met because the combination of the engine being too low in the powerband and the high pitch
setting of the prop having much of it's blade area stalled. A lower performance airframe with lower wing and span loading
would have tolerated this, for example, we have had 270 pilot unknowingly TO in a 601 on 5 cylinders...4 times. Only on
his 5th flight did he discover the missing plug wire. The Q-2 isn't this forgiving, and I think your issue could
have been avoided with a better prop match.


 

Thank you.
 
William Wynne
http://www.flycorvair.com/hangar.html - CC #21



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