Date   

Re: Spring Fling

Fisher Paul A. <fisherpaula@...>
 

Yes, I’ve done such a marvelous job with the weather in the past; I’m sure this year will be just as successful! ;-)

 

If we’ve got a clear weather window, I’m planning on a Friday arrival.

 

Paul A. Fisher

Q-200 N17PF

 

From: Q-LIST@... [mailto:Q-LIST@...]
Sent: Monday, May 12, 2014 6:30 PM
To: Q-LIST@...
Subject: Re: [Q-LIST] Spring Fling

 

 

If Fisher does his job, I'll be there.
Jerry M

On 5/12/2014 6:01 PM, Kevin Boddicker trumanst@... [Q-LIST] wrote:

 

I need a show of hands that will be attending the Spring Fling May 30-31-June1.
Just curious.
Fisher is in charge of the weather!

Kevin Boddicker
TriQ 200 N7868B 316 hours
Luana, Ia

 


Re: Spring Fling

Sanjay Dhall <sdhall@...>
 

Kevin:

I plan to attend.

Sanjay

 

From: Q-LIST@... [mailto:Q-LIST@...]
Sent: Monday, May 12, 2014 6:01 PM
To: Q-LIST@...; Dragonflylist@...
Subject: [Q-LIST] Spring Fling

 

 

I need a show of hands that will be attending the Spring Fling May 30-31-June1.
Just curious.
Fisher is in charge of the weather!

Kevin Boddicker
TriQ 200 N7868B 316 hours
Luana, Ia


Re: Spring Fling

Terry Crouch
 

I plan on being there. Terry Crouch Quickie 14TC.
 

In a message dated 5/12/2014 5:01:32 P.M. Central Daylight Time, Q-LIST@... writes:
 

I need a show of hands that will be attending the Spring Fling May 30-31-June1.
Just curious.
Fisher is in charge of the weather!

Kevin Boddicker
TriQ 200 N7868B 316 hours
Luana, Ia



Re: Spring Fling

Bruce Crain
 


Re: Spring Fling

jnmarstall <jnmarstall@...>
 

If Fisher does his job, I'll be there.
Jerry M

On 5/12/2014 6:01 PM, Kevin Boddicker trumanst@... [Q-LIST] wrote:
 

I need a show of hands that will be attending the Spring Fling May 30-31-June1.
Just curious.
Fisher is in charge of the weather!

Kevin Boddicker
TriQ 200 N7868B 316 hours
Luana, Ia




Spring Fling

Kevin Boddicker
 

I need a show of hands that will be attending the Spring Fling May 30-31-June1.
Just curious.
Fisher is in charge of the weather!

Kevin Boddicker
TriQ 200 N7868B 316 hours
Luana, Ia


(No subject)

Justin Iida
 

Hello there!

http://www.lundabygdensrevisionsbyra.se/_for.friends?yvjfomiticjp


---------------
Sent: Tue, 13 May 2014 13:52:22


Re: Barnstormers: QUALITY CRAFTED Q2 AIRFRAME • $8,500 • FLY CHEAP •

John Loram <johnl@...>
 

QUALITY CRAFTED Q2 AIRFRAME • $8,500 • FLY CHEAP1st ownr has eng. and nose cowl. Docs to transfer reg.ready to go! Pics & info. 386-256-0447 in FL •

 

-john-


Barnstormers: Q2 QUICKIE • WANTED TO BUY

John Loram <johnl@...>
 

Q2 QUICKIEWANTED TO BUYQuickie Q2 or Q200 project what have you got. • Contact Peter J. Gilbertson - AVIATION FIBRE GLASS, End User - located Perth, WA Australia • Telephone: 0431145701 . • Posted May 9, 2014

 

-john-


Canard update

Sam Hoskins
 

Moving along.  Finally got the canard back to the hangar.  See my progress report here: http://samhoskins.blogspot.com/


Partial Q-2/Q-200 kit for sale

Sam Hoskins
 

I have a virgin Q-2 fuselage, canopy, fuel tank and a bunch of other stuff to get started on building your very own.  Please email me off-line if you are interested in pursuing it further. Tire kickers welcome.




Airbus Electric Trainer

jnmarstall <jnmarstall@...>
 

Notice they always have old dudes doing the test flying.  Wonder why that is.  (expendable?)
Jerry












 

First all-electric trainer I've seen. Interesting how one of the gear wheels provides motive power on the ground:

http://www.gizmag.com/e-fan-airbus-electric-plane/31823/

   




Plane CRASH

Jim Patillo
 


Fellow aviators,

I was at two Fly In's this weekend, one at Calaveras County and the other at Dream Machines in Half Moon Bay, CA and am sorry to report a fatal accident.

I arrived non eventful at 9:30 AM in marginal IFR conditions at KHMB on the Oceans edge about 30 miles south of San Francisco. We were showing my plane at Dream Machines this Sunday when a Blue and White Cessna T210 pulled in around 12:00 PM and parked. I didn't really pay to much attention to the pilot because it was a spam can. There were several WWII planes around including a Sea Fury that participates locally
and about 9 billion beautifully restored and new muscle cars.  

I left around 2:30 and headed back to Livermore. About 4:30 PM, I heard over the radio the two planes were flying back home when the Sea Fury and the 210 collided flying in formation over San Pablo Bay. Apparently the Sea Fury came up from behind and tore the 210 wing off. The 210 spiraled into the bay and was found yesterday, pilot didn't make it. The Sea Fury made back to its home base in Norther California with minimal damage.

P.S. Another nice looking Q2 showed up that I had never seen before and I thought I knew most of themon the west coast, go figure. The tail number is N124AT. Anybody know that plane? 

Jim Patillo
N46JP Q200


Test

Jim Patillo
 

Write a message...


Re: Looking for Terry Crouch

Terry Crouch
 

Found
 

In a message dated 4/26/2014 12:43:08 P.M. Central Daylight Time, David@... writes:
 

Terry,


Please contact me about Onan propellers.


David J. Gall

David [at] Gall [dot] com


Looking for Terry Crouch

David J. Gall
 

Terry,


Please contact me about Onan propellers.


David J. Gall

David [at] Gall [dot] com


Re: Runway excursion - canard bent

David J. Gall
 

The LS-1 canard was designed to support a higher gross weight and higher flight speeds than its predecessor. Assuming the same design structural load factors and margins, it would, of necessity, have to be designed stronger -- capital letters notwithstanding.


But I disagree that the declining number of spar cap layers toward the tip is unsuitable design for the canard, whether GU or LS-1. The carbon spar in the LS-1 is also tapered, not only in diameter but also in thickness.


A little analysis: Both designs are (apparently) adequate for the design load conditions, which happen to be (for simplified analysis such as follows) two distinct loading cases: ground loading and flight loading. We must consider the bending and shear loads for each of these cases.


The root bending moment imposed by tip ground loads at 1.0g (stationary) is about 8/3 the root bending moment caused by distributed flight loads at 1.0g. (from Roark's Formulas for Stress and Strain.)


Landing gear design calls for a 2.0g load factor, so any flight load factor over 16/3g (5.33g) would require a spar stronger in root bending than the ground loads require. So a six-g spar has adequate root bending strength for tip gear design loads.


The bending moment of the distributed lift load in flight accumulates quadratically from tip to root, which would call for a spar having a quadratically-tapering spar cap thickness toward the tips. However, the tip loading of the landing gear imposes a bending moment that accumulates linearly from tip to root, so a linearly-tapering spar is the right solution for landing gear loads, and is over-built for flight loads. Thus, the linearly-tapering spar is absolutely the right solution for this application.


The other consideration is whether the wing's shear strength has been carried to the tip adequately to carry the landing gear shear loads, since a normal wing need not be concerned with such loads. The shear load is carried by any portion of the shear web or wing skin or other structural part that has a vertical extent.


BID has a shear strength of about 290 lbs per inch per ply, so we need about eight lineal inches of vertical extent, or a two-ply shear web four inches deep, or a four-ply web two inches deep, etc. The shear strength of the wing skins may also be employed to help carry these loads. Add it up: In analyzing the existing canards we can easily find ample material to carry the shear loads and also (from experience) ample evidence that the deflections are minimal and properly accounted for by the designers. The shear strength requirement is so minimal as to be almost incidental to the task of designing an adequate spar and a wing skin that can handle the torsional flight loads and hangar-rash loads.


In summary: If the canard broke while off-roading through the wilderness, it likely encountered loads more than two times greater than it was designed for (safety factor of two), or else the previous repair was inadequate. Since other un-repaired canards have met similar fates while off-roading, I presume the repair was adequate.


Just my humble opinion,


David J. Gall


Re: Runway excursion - canard bent

Calvin Thorne
 

Hi guys,

Thank you for the replies to my hit the ditch episode, the ditch was deep enough and the stop was immediate to the left tip of canard.  Damage was unavoidable.  I am reading all of your notes with a keen interest and will be following up with some questions to your points.

 

I don’t know the particulars on the LS1 and just thought it was the proper progressive step in replacement.  Am I wrong on this point?  Maybe I should be building the standard canard again.  I also thought if it had the LS1, the power plant could be upgraded later if required and the plane could be built as a trike.  What might be my options?

 

My questions on the tail wheel steering and cables will follow and I will send some p-mails to individuals to keep the list uncluttered.  This is very important to me and was the focus of my previous taxi testing.

Clarification:  1700 hours on aircraft, wheel alignment done, separate cables to t-wheel and rudder, springs on t-wheel cable inside t-cone.

Calvin Thorne

Cochrane Alberta

Cell & text 403 860-7582

Q2 (Revmaster) C-GMBK

Aircraft building web page:

http://users.xplornet.com/~vision/44/tailfeathers.html


Re: Runway excursion - canard bent

David J. Gall
 

Calvin,


I like your attitude about finding and addressing failure modes before flight. I think that retiring your canard is a wise choice, whether you replace it with another GU canard or convert to an LS-1 canard. If you go with the LS-1, be sure to install all the elevator balance weights per the QPC change notices, and be sure to have sparrow strainers installed before attempting flight.


Regarding your tailwheel steering circuit: The torsional flexibility of the rudder pedals has already been mentioned, so please add my vote to eliminating the right-side rudder cable in favor of a cable through the center console for a more-direct connection to the pilot's right foot.


Also, please consider completing the "Jim-Bob six-pack" by adding a belcrank in the tailcone from which the separate rudder and tailwheel control cables should emanate, and adding springs into the tailwheel control cables per standard taildragger practice. The belcrank allows the tailwheel to have somewhat less angular deflection than the rudder and the springs allow the tailwheel to respond to a force rather than a displacement. Both will help to reduce tailwheel skidding and result in better tailwheel authority.


Finally, looking over your website, I noticed that your steel mixture control full-rich spring is riding against the aluminum oil cooler. The vibration of this spring will cause it to wear through the oil cooler.


Just my humble opinion,


David J. Gall

(Yes, of course: Do the main wheel alignment.)


Re: Runway excursion - canard bent

David Cyr
 

Regardless which canard you have, what the tail wheel configuration is, or anything else you do to the aircraft, you have a tail dragger that has reduced rudder and tail wheel authority between 35 and 60 MPH.  The rudder doesn't have enough airflow over it and the tail wheel is lightened by the main wing producing lift.  The most important modification I found to improve handling was the David Gall wheel alignment.  You should make sure that the camber of the wheels is zero at gross weight (toe-out contributed less to steering stability).  BUT, the Q2 can still get away on you in a botched landing, so I found the best way to keep it on the runway in these situations was to use reverse aileron steering.  As a low-time pilot, I practised this for about 10 hours (over a few weeks) before flying the aircraft so that this counter-intuitive stick movement became a knee-jerk reaction, as there is no time to think it through when you are heading for the ditch.  FWIW
David Cyr

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