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Re: Ready for your help, Kevin
Kevin Boddicker
I've been turkey hunting. Jay has been partaking of the legal herb in Colorado!!!
On Apr 23, 2017, at 7:28 PM, Jerry Marstall jnmarstall@... [Q-LIST] <Q-LIST@...> wrote:
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Re: Ready for your help, Kevin [1 Attachment]
Thanks "Kevin" :-) Making progress, Jerry. Still looking good for completion this summer.
Cheers, Jay
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Re: Ready for your help, Kevin [1 Attachment]
Jerry Marstall <jnmarstall@...>
Kevin asked me to respond for him. "YES! I'll even bring my own sandpaper". Sent from my Verizon, Samsung Galaxy smartphone
-------- Original message -------- From: "jay@... [Q-LIST]" <Q-LIST@...> Date: 4/23/17 1:18 PM (GMT-05:00) To: Q-LIST@... Subject: [Q-LIST] Ready for your help, Kevin [1 Attachment] Hey Kevin B,
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Ready for your help, Kevin
Hey Kevin B,
I am starting to fill and sand the fuselage and wings. Should I prepare the guest bedroom for your visit so you can help me? Cheers, Jay Scheevel, Tri-Q, still building
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[Dragonflylist] 2 quickies for sale
Original post Begin forwarded message:
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Re: Seen on DflyList: Quickie(s) for sale
agatgs@...
Michael,
I tried searching for DFlyList and have been unable to locate. What dollar figures are you looking for? Thanks, Tom Smith / agatgs@...
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Re: Engine installation
Allan Farr
I have a Rotax 912 in my Titan Tornado. The good thing about it is the ability to use an inflight adjustable prop, it would really suit a Q. Sent from Samsung tablet
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Re: Engine installation
Since the 2100D, Revmaster has lost some weight by ditching the heavy dual mags and going solid state. It also picked up a few ccs going to 2332. The prop flange has always been included in the weight of the Revmaster, so is the complete induction system and starter. There's not much to add, save oil, fuel, and 12 volts for the starter - and the engine is running. The only thing omitted is the exhaust, as with things like an engine mount, cowl, baffles, prop and spinner, those are all airframe specific and the weights will vary. Pat
On Apr 19, 2017 7:45 PM, "'jcrain2@...' jcrain2@... [Q-LIST]" <Q-LIST@...> wrote:
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Re: Engine installation
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Re: Engine installation
Murry Rozansky
Might be total weight FWF? The UL engine weight looks like bare and dry.
Really pinning down engine weights is difficult if you are not there to see what
is included.
Murry
From: Patrick Panzera editor@...
[Q-LIST]
Sent: Wednesday, April 19, 2017 6:25 PM
To: Q-LIST
Subject: Re: [Q-LIST] Engine installation
According to their website, it's only 170 lbs. http://revmasteraviation.com/ Pat On Wed, Apr 19, 2017 at 7:48 AM,
'jcrain2@...' jcrain2@... [Q-LIST] <Q-LIST@...> wrote:
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Re: Engine installation
toggle quoted messageShow quoted text
On Wed, Apr 19, 2017 at 7:48 AM, 'jcrain2@...' jcrain2@... [Q-LIST] <Q-LIST@...> wrote:
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Re: Engine installation
There was recently a series of articles in KitPlanes about the Flying Flea and the issues associated with instability in the low speed range. The article mostly focused on the position of the CG relative to the rear wing and how moving that wing back in later models helped to stabilize it.
Notably, however there was also discussion about the vertical position of the CG (Water Line) and how interaction with the thrustline that came into play with respect to stability and controlability. For most aircraft, the thrust line is designed to line up with the WL of the CG.If it is offset, there needs to be some flight surface accomodation incorporated that will compensate for the offset. In the case of float planes, this usually is done by factoring in the aerodynamic contribution of the floats or the hull design (for amphibians). The greater the offset, the more consideration is needed in aero design and also the less responsive and more resistant to instability the contol system needs to be. Ideally, from a response and efficiency standpoint, having the thrust-line WL the same as the CG gives the most responsive control surface efficiency and prevents mass/intertia related feedback. I think you will find that the Q2 thrust line (with the revmaster) is slightly higher than the O-200 (maybe an inch) as shown in the attached clip. Whether QAC did this because the heavier Q-200's overall CG is lower than the Q2 or simply to fit the engine into the airframe, I do not know. If it was done for aero engineering reasons, it would suggest that a lighter engine should be moved up, not down relative to the Q-200, or if it is lighter than the Revmaster, even higher. Rather than making my brain hurt with analysis at the time, I left my thrust line for my lighter Jabiru engine (about 35 pounds lighter than the O-200) at the same WL as the O-200. All things considered, I do not think that an inch or so will be that noticeable, but that is just my current opinion...subject to change. Cheers, Jay Scheevel, Tri-Q, still building
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Seen on DflyList: Quickie(s) for sale
quickieaircraft
see below Apr 17 4:24 PM For anyone interested in Quickie 1. I have two Quickies, 1 is a record holder for class C.1. a/o , straight line distance 777.541 sm, april 9,1987, also 15/25 Km speed 146.19 mph, July 27, 1988. This plane was first owned by Norman E. Howell N17UQ with a Rotax 503 engin with new prop. The second is in uncertified but is in good condition , It was certified at one time , I have a rotary 40 hp engine set up for aircraft use. It is a XF 40 , manufactured by Woelfle Engineering, and a prop. I would be interested in talking to interested buyers. Phone 620-910-7139, Home phone 620-285-2310 , E-Mail studemichael@..., located Garfield Kansas
Sent from Mail for Windows 10
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Re: Engine installation
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Re: Engine installation
Hi Bruce, I'm just wondering how you came up with 207 lbs for the Revmaster? Thanks! Pat
On Apr 18, 2017 8:04 PM, "'jcrain2@...' jcrain2@... [Q-LIST]" <Q-LIST@...> wrote:
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Re: Engine installation
Murry Rozansky
Engine weights are difficult to pin down. Installed verses dry. Does
FWF include prop? Cowling? etc. UL and Jabaru both rate their engines at >
3000 rpm; that is why their power to weight looks better than O-200 and
O-235(3). That means a smaller prop but that is not much of a negative on a
clean, fast aircraft like a Q. Any Rotax four stroke engines on Qs?
Being geared, they can swing a bigger prop and would be a bit of a challenge to
prop correctly.
Murry
From: 'jcrain2@...' jcrain2@... [Q-LIST]
Sent: Tuesday, April 18, 2017 8:02 PM
To: Q-LIST@...
Subject: Re: [Q-LIST] Engine installation
With an engine that weighs only 167 lbs and putting out 107 hp you should
have a rocket! You're a good 75 lbs lighter than the Continental 0200 and
40 lbs lighter than the Revmaster! If the rest of the air frame is light
and straight. You might be able to put the battery next to the PAX right
calf if the weight and balance works out. Don't the UL engines pick up the
horse power by upping the rpm a bit say 2700 to 3000? Jay Scheevel what
say you about the engine center line? Is there a good reason for
that? The float planes don't seem to be much interested in engine center
line (see Sea Wind Aircraft). If you end up cruising about 180 mph you
could open up something new and exciting for the Quickie!
Got our eyes on you Bro!
Bruce Crain ---------- Original Message ---------- From: "johnogr@... [Q-LIST]" To: Q-LIST@... Subject: [Q-LIST] Engine installation Date: 18 Apr 2017 22:58:26 +0000
Hi all
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Re: Engine installation
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Engine installation
Raymond Johnson
Hi all
In short l am building a Q2 and not far from installing an UL260isa engine. It has been suggested that the engines center line be lowered by one and three eighths of an inch from the VW engine centre line as shown in the plans. I am a little nervous about lowering the engine as I'm not shore what flight characteristics this may change. As some of you have installed different sized and weight engines, what have others done. Any suggestions would be appreciated. Ray OZ
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Re: Quickie Tri-Q200
Hi Jon,
I will echo what Imron said. I have about 600+ hours in a Cherokee 235 (old constant chord or "Hersey Bar" wing). It has the same power loading, and wing loading as the Q, so as a result, the pattern numbers are nearly the same as the Tri-Q-200. If you do not use flaps, it lands at nearly the same speed as the Tri-Q. The Cherokee also has a laminar flow wing, that gives as very solid sink rate, once it gets at high angle of attack and has a limited flare and float at low airspeed in ground effect, but it does have a steeper approach than the Q because it is draggier. You may want to give it a try if you can find one to fly. Other than those details, there is not much in common with a Q. In other words, the Cherokee ground handling is nothing like a Tri-Q and of course the sight picture is different for the pilot and the more sluggish handling in the air is nothing like a Q, but flying one may get you comfortable with approach speeds and the concept of "getting behind the curve", on a laminar flow wing which is a valuable lesson. Cheers, Jay Scheevel, Tri-Q, still building
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Re: Quickie Tri-Q200
Jon,
My answer may not be that helpful to you because I have a Jabiru 3300 engine. But anyway, my alternator is a belt driven B&C 40 amp. The flywheel is on the back of the engine. It has a pulley mounted on it to drive the alternator. Cheers, Jay
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