Date   

Re: MAP SENSOR

Jerry Marstall
 

using with dual electroair ignition.  marvel carb.  would recommend.
Jerry

On 10/28/2014 9:41 AM, 'richard@...' richard@... [Q-LIST] wrote:
 

How many Q ers are using MAP sensing on your 0200, and are you Venturi or Carburettor. Just looking to see if using an RDAC with MAP is worthwhile or just stick to basic ? 

Sent from my HTC



MAP SENSOR

Richard Thomson
 


Re: New O-200 owner

Jon Matcho <jmatcho@...>
 

Thanks David.  I’m leaning towards sending the whole engine to a shop to have overhauled at this point.  I don’t think there’s anything wrong with my case, but I’ll find out.  At most I’ll rebuild myself with refurbed parts.

 

Jon

 

From: Q-LIST@... [mailto:Q-LIST@...]
Sent: Monday, October 27, 2014 6:57 PM
To: Q-LIST@...
Subject: Re: [Q-LIST] New O-200 owner

 

 

Jon, I had a good experience with Crankcase Services inc. in OK. 866.254.6767, www.crankcaseservices.com, Harold Harris and Kevin Heiliger.

David Posey 770-442-0988 112 Timberidge Court Woodstock, GA 30188

On 10/27/2014 4:10 PM, Jon Matcho jmatcho@... [Q-LIST] wrote:

 

Thanks Sam, just collecting as much feedback as I can. I am planning to have the engine dismantled and all parts inspected and refinished by an engine service company. The question will be whether I rebuild myself or have them do it. I know they'll be better at it than me, and am beginning to question my need to do the rebuild myself.

After all, I will be mounting the engine back on and will certainly learn a lot from that.

I collected some rough estimates from http://www.columbiaaircraftservices.com/ They're somewhat local (2 hours) and will let me visit at certain milestones.

I would appreciate if anyone has any other places/people they'd like to recommend.

Thanks!
Jon


Jon Matcho
Canard Zone Developer & Builder
Rebuilding Quickie Tri-Q200 N479E
Building Quickie Q2
Building Cozy Mark IV+
www.canardzone.com

 


Re: New O-200 owner

David Posey <dlposey-atlanta@...>
 

Jon, I had a good experience with Crankcase Services inc. in OK. 866.254.6767, www.crankcaseservices.com, Harold Harris and Kevin Heiliger.

David Posey 770-442-0988 112 Timberidge Court Woodstock, GA 30188

On 10/27/2014 4:10 PM, Jon Matcho jmatcho@... [Q-LIST] wrote:
 

Thanks Sam, just collecting as much feedback as I can. I am planning to have the engine dismantled and all parts inspected and refinished by an engine service company. The question will be whether I rebuild myself or have them do it. I know they'll be better at it than me, and am beginning to question my need to do the rebuild myself.

After all, I will be mounting the engine back on and will certainly learn a lot from that.

I collected some rough estimates from http://www.columbiaaircraftservices.com/ They're somewhat local (2 hours) and will let me visit at certain milestones.

I would appreciate if anyone has any other places/people they'd like to recommend.

Thanks!
Jon


Jon Matcho
Canard Zone Developer & Builder
Rebuilding Quickie Tri-Q200 N479E
Building Quickie Q2
Building Cozy Mark IV+
www.canardzone.com




Re: New O-200 owner

Jon Matcho <jmatcho@...>
 

Thanks Sam, just collecting as much feedback as I can. I am planning to have the engine dismantled and all parts inspected and refinished by an engine service company. The question will be whether I rebuild myself or have them do it. I know they'll be better at it than me, and am beginning to question my need to do the rebuild myself.

After all, I will be mounting the engine back on and will certainly learn a lot from that.

I collected some rough estimates from http://www.columbiaaircraftservices.com/ They're somewhat local (2 hours) and will let me visit at certain milestones.

I would appreciate if anyone has any other places/people they'd like to recommend.

Thanks!
Jon


Jon Matcho
Canard Zone Developer & Builder
Rebuilding Quickie Tri-Q200 N479E
Building Quickie Q2
Building Cozy Mark IV+
www.canardzone.com


Re: New O-200 owner

Sam Hoskins
 

Jon, don't listen to those people who say it's a wood prop so it's probably OK. Looking at hat break, its pretty evident that the engine was spinning pretty fast when the prop strike happened.  There is no question in my mind that this engine needs to be torn down and all rotating parts magnafluxed. I recommend you send the crankshaft  camshaft connecting,  rods,  gears, lifters, etcetera to an aviation machine shop to do the inspection and any reconditioning.  May as well send the crankcase to Divco while your'e at it. If you are going to reassemble it yourself, I recommend you do it under the watchful eye of an experienced A&P.

Sam

Sent via wireless gizmo.

On Oct 27, 2014 10:43 AM, "Jon Matcho jmatcho@... [Q-LIST]" <Q-LIST@...> wrote:
 

Here’s an update on my project to restore Earnest Martin’s Tri-Q200 back into service. 

 

I managed to get an engine crane, lift the engine (w/plane attached), remove the bottom cowl as well as the MT prop.  I was very happy to see that there was not a single scratch on the carb, case, oil reservoir, or airbox – just a custom composite duct tube I’ll need to remake.

 

My blank page stare is getting better, but I have been given a wide variety of advice (from knowledgeable people) for dealing with the prop-stricken O-200 engine.  Pictures and additional thoughts are available here:  http://www.canardzone.com/forum/topic/20538-my-quickie-tri-q200-rebuild-project

 

Any and all feedback, suggestions, or random thoughts are welcome.

 

Thank you!

Jon

 

 

 

Jon Matcho

Canard Zone Developer & Builder

Rebuilding Quickie Tri-Q200 N479E

Building Quickie Q2

Building Cozy Mark IV+

www.canardzone.com

 

 


Re: New O-200 owner

Jon Matcho <jmatcho@...>
 

Here’s an update on my project to restore Earnest Martin’s Tri-Q200 back into service. 

 

I managed to get an engine crane, lift the engine (w/plane attached), remove the bottom cowl as well as the MT prop.  I was very happy to see that there was not a single scratch on the carb, case, oil reservoir, or airbox – just a custom composite duct tube I’ll need to remake.

 

My blank page stare is getting better, but I have been given a wide variety of advice (from knowledgeable people) for dealing with the prop-stricken O-200 engine.  Pictures and additional thoughts are available here:  http://www.canardzone.com/forum/topic/20538-my-quickie-tri-q200-rebuild-project

 

Any and all feedback, suggestions, or random thoughts are welcome.

 

Thank you!

Jon

 

 

 

Jon Matcho

Canard Zone Developer & Builder

Rebuilding Quickie Tri-Q200 N479E

Building Quickie Q2

Building Cozy Mark IV+

www.canardzone.com

 

 


Re: Flight Report - .003 mph prevails

Jerry Marstall <jnmarstall@...>
 

Obscured by tornados. But I could see Russia.


Sent from my Verizon Wireless 4G LTE smartphone


-------- Original message --------
From: "Sam Hoskins sam.hoskins@... [Q-LIST]" <Q-LIST@...>
Date: 10/24/2014 11:11 PM (GMT-05:00)
To: Quickie List <Q-LIST@...>
Subject: Re: [Q-LIST] Flight Report - .003 mph prevails

 

Jerry, I'm proud of you.

Hey, could you see the mountains of Illinois?

Sam

Sent via wireless gizmo.

On Oct 24, 2014 7:06 PM, "jnmarstall jnmarstall@... [Q-LIST]" <Q-LIST@...> wrote:
 

AWESOME day to FLY. High thin cirrus, unlimited visibility (very rare
for here. Could see the mountains of GA, SC, TN, VA from Western NC).
Also winds light and variable and as smooth as silk. "How smooth was
it?" It was so smooth that I could actually trim the Q and it would
maintain heading and altitude for several seconds.

Decided to fly down to Greenwood, SC to see Richard Kaczmarek's
skunkworks. Unfortunately he was working at his real job today so I
only got to chat with him a few moments on the phone. Nothing else
special happened except for the incredible view and joy of flying the Q,
until I was returning and within 30 sm of Asheville, with approach
control. At that point they asked me to give them "max speed" for
spacing with other inbounds. I didn't give it all, but did push it up
to 2750 and began a 300fpm descent. At 12 miles APP turned me over to
tower. At this point I am clipping along at 185mph TAS.
Tower immediately calls out a Cessna CJ that is turning base in front of
me. I acknowledge seeing it and he then says, "N625JM you are
overtaking the CJ by 20 knots, can you pull it back?" In my best,
former fighter pilot voice, I said, "Roger. Those jets are always
slowing me down."

See, that .003mph speed enhancement I got with the rudder cables fairing
paid off. I'm now lurking in the blue awaiting the next F-18 that comes
to AVL. (Had two here yesterday. They chose not to hang around - the
word is out)

Keep building guys, adventures are awaiting.

Jerry


Re: Flight Report - .003 mph prevails

Sam Hoskins
 

Jerry, I'm proud of you.

Hey, could you see the mountains of Illinois?

Sam

Sent via wireless gizmo.

On Oct 24, 2014 7:06 PM, "jnmarstall jnmarstall@... [Q-LIST]" <Q-LIST@...> wrote:
 

AWESOME day to FLY. High thin cirrus, unlimited visibility (very rare
for here. Could see the mountains of GA, SC, TN, VA from Western NC).
Also winds light and variable and as smooth as silk. "How smooth was
it?" It was so smooth that I could actually trim the Q and it would
maintain heading and altitude for several seconds.

Decided to fly down to Greenwood, SC to see Richard Kaczmarek's
skunkworks. Unfortunately he was working at his real job today so I
only got to chat with him a few moments on the phone. Nothing else
special happened except for the incredible view and joy of flying the Q,
until I was returning and within 30 sm of Asheville, with approach
control. At that point they asked me to give them "max speed" for
spacing with other inbounds. I didn't give it all, but did push it up
to 2750 and began a 300fpm descent. At 12 miles APP turned me over to
tower. At this point I am clipping along at 185mph TAS.
Tower immediately calls out a Cessna CJ that is turning base in front of
me. I acknowledge seeing it and he then says, "N625JM you are
overtaking the CJ by 20 knots, can you pull it back?" In my best,
former fighter pilot voice, I said, "Roger. Those jets are always
slowing me down."

See, that .003mph speed enhancement I got with the rudder cables fairing
paid off. I'm now lurking in the blue awaiting the next F-18 that comes
to AVL. (Had two here yesterday. They chose not to hang around - the
word is out)

Keep building guys, adventures are awaiting.

Jerry


Re: Flight Report - .003 mph prevails

Bruce Crain
 


Re: Revmaster 2100

Jeff Sellars
 

UL 3300, does anyone have performance numbers with the 3300? In a Q200? Or would that be a Q -3300?
Heck, how about a Q 360?


Re: Flight Report - .003 mph prevails

Mike Dwyer
 

Great flight report.  Do some video of the beautiful scenery there!

On Oct 24, 2014 8:03 PM, "jnmarstall jnmarstall@... [Q-LIST]" <Q-LIST@...> wrote:
 

AWESOME day to FLY. High thin cirrus, unlimited visibility (very rare
for here. Could see the mountains of GA, SC, TN, VA from Western NC).
Also winds light and variable and as smooth as silk. "How smooth was
it?" It was so smooth that I could actually trim the Q and it would
maintain heading and altitude for several seconds.

Decided to fly down to Greenwood, SC to see Richard Kaczmarek's
skunkworks. Unfortunately he was working at his real job today so I
only got to chat with him a few moments on the phone. Nothing else
special happened except for the incredible view and joy of flying the Q,
until I was returning and within 30 sm of Asheville, with approach
control. At that point they asked me to give them "max speed" for
spacing with other inbounds. I didn't give it all, but did push it up
to 2750 and began a 300fpm descent. At 12 miles APP turned me over to
tower. At this point I am clipping along at 185mph TAS.
Tower immediately calls out a Cessna CJ that is turning base in front of
me. I acknowledge seeing it and he then says, "N625JM you are
overtaking the CJ by 20 knots, can you pull it back?" In my best,
former fighter pilot voice, I said, "Roger. Those jets are always
slowing me down."

See, that .003mph speed enhancement I got with the rudder cables fairing
paid off. I'm now lurking in the blue awaiting the next F-18 that comes
to AVL. (Had two here yesterday. They chose not to hang around - the
word is out)

Keep building guys, adventures are awaiting.

Jerry


Re: Flight Report - .003 mph prevails

Paul Buckley
 

Like it!!
 

----- Original Message -----
Sent: Saturday, October 25, 2014 1:03 AM
Subject: [Q-LIST] Flight Report - .003 mph prevails

 

AWESOME day to FLY. High thin cirrus, unlimited visibility (very rare
for here. Could see the mountains of GA, SC, TN, VA from Western NC).
Also winds light and variable and as smooth as silk. "How smooth was
it?" It was so smooth that I could actually trim the Q and it would
maintain heading and altitude for several seconds.

Decided to fly down to Greenwood, SC to see Richard Kaczmarek's
skunkworks. Unfortunately he was working at his real job today so I
only got to chat with him a few moments on the phone. Nothing else
special happened except for the incredible view and joy of flying the Q,
until I was returning and within 30 sm of Asheville, with approach
control. At that point they asked me to give them "max speed" for
spacing with other inbounds. I didn't give it all, but did push it up
to 2750 and began a 300fpm descent. At 12 miles APP turned me over to
tower. At this point I am clipping along at 185mph TAS.
Tower immediately calls out a Cessna CJ that is turning base in front of
me. I acknowledge seeing it and he then says, "N625JM you are
overtaking the CJ by 20 knots, can you pull it back?" In my best,
former fighter pilot voice, I said, "Roger. Those jets are always
slowing me down."

See, that .003mph speed enhancement I got with the rudder cables fairing
paid off. I'm now lurking in the blue awaiting the next F-18 that comes
to AVL. (Had two here yesterday. They chose not to hang around - the
word is out)

Keep building guys, adventures are awaiting.

Jerry

No virus found in this message.
Checked by AVG - www.avg.com
Version: 2013.0.3485 / Virus Database: 4031/8446 - Release Date: 10/24/14


Flight Report - .003 mph prevails

jnmarstall <jnmarstall@...>
 

AWESOME day to FLY. High thin cirrus, unlimited visibility (very rare for here. Could see the mountains of GA, SC, TN, VA from Western NC). Also winds light and variable and as smooth as silk. "How smooth was it?" It was so smooth that I could actually trim the Q and it would maintain heading and altitude for several seconds.

Decided to fly down to Greenwood, SC to see Richard Kaczmarek's skunkworks. Unfortunately he was working at his real job today so I only got to chat with him a few moments on the phone. Nothing else special happened except for the incredible view and joy of flying the Q, until I was returning and within 30 sm of Asheville, with approach control. At that point they asked me to give them "max speed" for spacing with other inbounds. I didn't give it all, but did push it up to 2750 and began a 300fpm descent. At 12 miles APP turned me over to tower. At this point I am clipping along at 185mph TAS.
Tower immediately calls out a Cessna CJ that is turning base in front of me. I acknowledge seeing it and he then says, "N625JM you are overtaking the CJ by 20 knots, can you pull it back?" In my best, former fighter pilot voice, I said, "Roger. Those jets are always slowing me down."

See, that .003mph speed enhancement I got with the rudder cables fairing paid off. I'm now lurking in the blue awaiting the next F-18 that comes to AVL. (Had two here yesterday. They chose not to hang around - the word is out)

Keep building guys, adventures are awaiting.

Jerry


Re: Revmaster 2100

Mike Dwyer
 

Both true.  But the LS1 design was done wirh an 0-200A as the engine.  The GU was designed with the Revmaster.

Mike Dwyer

My YouTube channel: http://goo.gl/ddljYZ
My Vimeo Videos: http://goo.gl/bsaLsG
My Website: http://q200.eu.pn/

On Oct 24, 2014 5:07 PM, "afarr@... [Q-LIST]" <Q-LIST@...> wrote:
 

Hi. I thought that they changed from GU to LS1 due to contamination issues not because of lack of strength. The LS1 requires the carbon spar only because it is too thin to be strong enough without it - unlike the fat GU;) Anyway that's what I thought - could be wrong?



That's twice now that I read a 0-200A can be used with a GU canard.  I do not think this is true.  If I'm wrong I'd like to see the stress analysis study that shows such a heavy engine can be used.  The Quickie Aircraft Corporation came out with the upgrade to the Q2 which was the LS1 canard with the carbon spar and lots of fuselage stiffeners, mass counter balances...  Just plopping a Cont 0-200A on your Q2 is asking to die in my opinion.   

Mike Dwyer Q200 N3QP


Re: Revmaster 2100

Allan Farr
 

Hi. I thought that they changed from GU to LS1 due to contamination issues not because of lack of strength. The LS1 requires the carbon spar only because it is too thin to be strong enough without it - unlike the fat GU;) Anyway that's what I thought - could be wrong?



That's twice now that I read a 0-200A can be used with a GU canard.  I do not think this is true.  If I'm wrong I'd like to see the stress analysis study that shows such a heavy engine can be used.  The Quickie Aircraft Corporation came out with the upgrade to the Q2 which was the LS1 canard with the carbon spar and lots of fuselage stiffeners, mass counter balances...  Just plopping a Cont 0-200A on your Q2 is asking to die in my opinion.   
Mike Dwyer Q200 N3QP


Re: Revmaster 2100

Bruce Crain
 


Re: Revmaster 2100

mylittlemgb@...
 

The LS1 came about to correct the issues with the GU in flight the only reason we have found for the extra bracing was due to the was the LS1 was built but do have one of the last GU's I think because it does have the same bracing as the LS1 and not like my older GU. Hey Dave I looked at the place in FL but at a cost of $1500 I don't think it would be worth it since the engine by VW standards is at TBO. Cost wise best route for me would be send everything to Revmaster and let Joe rebuild the engine and convert it to electronic ignition like the new ones he offers. Cost wise I would be looking at around $5000 per Joe. I still really want to see what the Q could do with a 107 hp at less weight then the VW. I would love to do the 130 hp.


Re: Revmaster 2100

Paul Buckley
 


Well, it has always been my understanding that the LS1 was developed to give the canard more elevator authority in order to handle the extra weight of the 0-200.
The GU is undoubtedly able to handle the landing loads, 'tho, as Mike points out, the  LS1 also comes with fuselage stiffeners.
The mass balance weights are there because of the higher speed potential.
 
My two penn'th, or even two cents, worth ..........
 
Paul Buckley
Cheshire, England
 
Embryo Waddelow TriQ-200
 
 

----- Original Message -----
Sent: Thursday, October 23, 2014 8:18 PM
Subject: Re: [Q-LIST] Re: Revmaster 2100

 

That's twice now that I read a 0-200A can be used with a GU canard.  I do not think this is true.  If I'm wrong I'd like to see the stress analysis study that shows such a heavy engine can be used.  The Quickie Aircraft Corporation came out with the upgrade to the Q2 which was the LS1 canard with the carbon spar and lots of fuselage stiffeners, mass counter balances...  Just plopping a Cont 0-200A on your Q2 is asking to die in my opinion.   

Mike Dwyer Q200 N3QP

My YouTube channel: http://goo.gl/ddljYZ
My Q200 Website: http://goo.gl/V8IrJF

On Thu, Oct 23, 2014 at 12:20 PM, mylittlemgb@... [Q-LIST] <Q-LIST@...> wrote:
 

This is just my 2 cents worth if it helps. On the side of Revmaster I do have the 2100D and no complaints I am on my second one with a Q2 having almost 2500 TT. The first engine went 1100 hours trouble free just followed recommended maintenance. The second is now at 1200 hrs and now has a mag issue and has me scratching my head what to do since the mag needs overhauled and Bendix no longer makes parts for or supports it. I can't gripe since it is the mag from the first engine. I keep thinking of the 0-200 conversion but after putting together the cost I can move to the UL Power 107hp and not have to worry about replacing the cowl or modification to the firewall. Plus if I would have to do work on the backside of the engine it would not have to be removed like the VW or Continental. Plus it does weight less then the Revmaster and is fuel injected and electronic ignition. Empty weight on my Q is 498 lbs. with the VW. My bird is also a GU canard and I have no interest in changing it. 0-200 can be used on the GU without problem but why add weight if you don't need to. I seen a comment about the 0-235 on a Q and it has been done but due to weight and size it doesn't yield any better performance then the 0-200 nor does the Corvair conversion. Bottom line for me I just want to go as fast as Sam does with his little racer.


Richard Kaczmarek

Fast Little Airplanes 


No virus found in this message.
Checked by AVG - www.avg.com
Version: 2013.0.3485 / Virus Database: 4031/8440 - Release Date: 10/23/14


Re: Revmaster 2100

Dave Dugas
 

Richard
I just had my Bendix dual mag on my Revmaster overhauled and updated last year by Executive Air in Florida. Nice people.
Dave Dugas

Sent from Windows Mail

From: pilothicks1@... [Q-LIST]
Sent: ‎Thursday‎, ‎October‎ ‎23‎, ‎2014 ‎4‎:‎28‎ ‎PM
To: pilothicks1@... [Q-LIST]

 

Just food for thought here. QAC advertised the Q as being 490 empty weight 1000 lbs gross we all know those numbers to be way off as the average empty weight of a Q2 is 690 empty no mater of power plant. The wonderful pilots of this list helped us find this number a couple years ago. so as I see it most every Q2 of any type is over gross with more then one person on board. So in saying that you have over loaded even the LS1. The counter balances are in place to stop flutter I do have them on both my GU birds and would always recommend it to EVERY airplane flying you may never fly fast enough for flutter but why take the chance. In flight the LS1 REQUIRES the sparrow strainers due to the design of the airfoil. The GU requires the VG's once again due to the Modified airfoil. So in short there was a large  margin of safety built into what these wings can hold. Yes the LS1 tube spar is stronger but not all have that tube spar exp. Bruce Crain. The issue would be taxi and landing not flight as far as loading I would be happy to put my GU up to the test if so needed. Now that does help push the side of using a more costly engine. By the time you convert to the 0-200 aand build a new canard with the Carbon spars you could buy a brand new UL Power 130 hp engine add counter balances and save money. The 130 hp UL weighs in at the same weight as my old 2100D.  Please feel free to correct me if I'm wrong it does happen to me a lot.


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