Date   

Re: Reflex

Chris Walterson
 

Thanks for the offer Jay, but it is already built like the plans from a fellow  in Canada in one of the old newletters.
  Canada Chris


Re: Reflex

Jay Scheevel
 

That sounds about right. I used the phenolic donut with eccentric hole drilled on the rotating "donut hole" design. if this doesn't make sense, contact me offline and I will send you plans.

Cheers,
Jay

Sent from my Verizon Wireless 4G LTE DROID


"Dorothea Keats dkeats@... [Q-LIST]" <Q-LIST@...> wrote:

 

 I did some rough measuring today and to get +6 degrees on the ailerons
I would need to move the QCSA3 down 1/4 inch.
To get -2 degrees the QCSA3 needs to be up less than 1/8th. So that
would be about 3/8ths of a inch total up and down movement for the
reflexor.  Seem logical??              Chris


Reflex

Chris Walterson
 

I did some rough measuring today and to get +6 degrees on the ailerons I would need to move the QCSA3 down 1/4 inch.
To get -2 degrees the QCSA3 needs to be up less than 1/8th. So that would be about 3/8ths of a inch total up and down movement for the reflexor.  Seem logical??              Chris


Re: Re-Mounted the engine today

Kevin Boddicker
 

Very good!
Onward and UPWARD!!
Keep the nose low enough to see the whole runway in front of you!
Don’t ask me how I know this. OH! you had a front row seat!!
Nose to the grind stone..
Kevin

On Mar 16, 2018, at 9:50 PM, 'Jay Scheevel SGT' jay@... [Q-LIST] <Q-LIST@...> wrote:


Hi Kevin,

 

I am now at up to 58%, since I put the engine back on today!

 

Cheers,

Jay

 




Re: Reflex

Jerry Marstall <jnmarstall@...>
 

Just measured my up reflex position fodr landing and it is exactly one inch as Jay said it would be. He is one dazzling dude. Jerry



Sent from my Verizon, Samsung Galaxy smartphone


-------- Original message --------
From: "Jerry Marstall jnmarstall@... [Q-LIST]" <Q-LIST@...>
Date: 3/17/18 9:38 AM (GMT-05:00)
To: Q-LIST@...
Cc: Jerry Marstall <jnmarstall@...>
Subject: RE: [Q-LIST] Reflex

 

You continue to dazzle this business major. Good info. Ill get back to you on the up-deflection of ailerons for landing.  Jerry 



Sent from my Verizon, Samsung Galaxy smartphone


-------- Original message --------
From: "'Jay Scheevel SGT' jay@... [Q-LIST]" <Q-LIST@...>
Date: 3/16/18 10:34 PM (GMT-05:00)
To: Q-LIST@...
Subject: RE: [Q-LIST] Reflex

 

The reflexor was an approved mod by QAC. It was sold as a retrofit kit or as an option by QAC in the very latest kits they sold. Usage recommendations are addressed in one of the QAC newsletters, but I don’t remember which one. The range of up 6 degrees to down 2 degrees is recommended.

 

I have been trying to determine the significance of those numbers and establish limits for my own plane, so I can do what Jerry recommends and put limit stops on mine. To do this, I have been modeling the effect of a range of reflexor settings on my airplane’s decalage of -1.5 degrees, meaning the canard is 1.5 degrees higher angle than plans built. The factory prototype was a -1.0 degree decalage, meaning its canard was leading edge up 1 degree wrt plans. Jerry’s plane has a decalage of +1, meaning his canard angle relative to wing is 1 degree leading edge LOWER than plans. I have personally measured this on his plane.

 

The first graph below is how different decalages fly (angle of attack/alpha vs elevator setting). Each colored curve corresponds to a different decalage. The black contours are airspeed, so at the right side of the graph is where the at highest angle,  elevator and lowest speed (in graph is in ground effect). Jerry’s plane should follow the dark green line when no reflexor is used, so without reflexor he will arrive at the ground with his plane around 4.5 degrees. His taxi angle is 4.5 degrees, so he would land 3 point. If he reflexed trailing edge down, it would indeed slam his nose into the ground even with full elevator as he has said.  This is not the case for his landings, because he is using a highly reflexed trailing edge up when landing.

 

So how does reflexor change the curves in the first graph? I have been modeling this for my plane only on the second graph. With no reflexor, my plane will fly the green curve, and I will arrive at the ground with an angle of about 6.5 degrees, This is 2 degrees higher than Jerry, because my declage is about 2.5 degrees different from his. If I reflex up 6 degrees (-6 by my sign convention), I will land at angle of a little over 8 degrees, so the change in alpha at landing caused by reflex is about 0.25 degrees of alpha increase for each degree of trailing edge up deflection of reflexor.

 

Jerry actually lands at about 8 degrees angle, so his reflexor, according to my modeling is up about 14 degrees. This would correspond to more than 1 inch of up deflection at the trailing edge. Seems high, but Jerry can let me know if I am off base.

 

Anyway, as Sam H. says: “Your results may vary”. I would only add the following:  You need to know your decalage before you will know what your reflex limits should be. If you have a decalage of -1.0 like the QAC factory prototype, then you would want to use the factory recommendations of up 6 degrees to down 2 degrees.

 

Cheers,

Jay Scheevel, Tri-Q, still building

 

 

 

From: Q-LIST@... <Q-LIST@...>
Sent: Friday, March 16, 2018 4:26 PM
To: Q-LIST@...
Subject: Re: [Q-LIST] Reflex

 

 

I like to use aileron TE down for approach till touch down. This assures a good visibility of the approach and maximum main wing lift.  It is easily overcome with elevator control while near touch down and once I’m on all three wheels I dump to reflexor TE up. 

 

To my mind this plane is guaranteed to stay on unless I add power. 

 

Phil


On Mar 16


Re: Re-Mounted the engine today

Bruce Crain
 


Re: Reflex

Jerry Marstall <jnmarstall@...>
 

You continue to dazzle this business major. Good info. Ill get back to you on the up-deflection of ailerons for landing.  Jerry 



Sent from my Verizon, Samsung Galaxy smartphone


-------- Original message --------
From: "'Jay Scheevel SGT' jay@... [Q-LIST]" <Q-LIST@...>
Date: 3/16/18 10:34 PM (GMT-05:00)
To: Q-LIST@...
Subject: RE: [Q-LIST] Reflex

 

The reflexor was an approved mod by QAC. It was sold as a retrofit kit or as an option by QAC in the very latest kits they sold. Usage recommendations are addressed in one of the QAC newsletters, but I don’t remember which one. The range of up 6 degrees to down 2 degrees is recommended.

 

I have been trying to determine the significance of those numbers and establish limits for my own plane, so I can do what Jerry recommends and put limit stops on mine. To do this, I have been modeling the effect of a range of reflexor settings on my airplane’s decalage of -1.5 degrees, meaning the canard is 1.5 degrees higher angle than plans built. The factory prototype was a -1.0 degree decalage, meaning its canard was leading edge up 1 degree wrt plans. Jerry’s plane has a decalage of +1, meaning his canard angle relative to wing is 1 degree leading edge LOWER than plans. I have personally measured this on his plane.

 

The first graph below is how different decalages fly (angle of attack/alpha vs elevator setting). Each colored curve corresponds to a different decalage. The black contours are airspeed, so at the right side of the graph is where the at highest angle,  elevator and lowest speed (in graph is in ground effect). Jerry’s plane should follow the dark green line when no reflexor is used, so without reflexor he will arrive at the ground with his plane around 4.5 degrees. His taxi angle is 4.5 degrees, so he would land 3 point. If he reflexed trailing edge down, it would indeed slam his nose into the ground even with full elevator as he has said.  This is not the case for his landings, because he is using a highly reflexed trailing edge up when landing.

 

So how does reflexor change the curves in the first graph? I have been modeling this for my plane only on the second graph. With no reflexor, my plane will fly the green curve, and I will arrive at the ground with an angle of about 6.5 degrees, This is 2 degrees higher than Jerry, because my declage is about 2.5 degrees different from his. If I reflex up 6 degrees (-6 by my sign convention), I will land at angle of a little over 8 degrees, so the change in alpha at landing caused by reflex is about 0.25 degrees of alpha increase for each degree of trailing edge up deflection of reflexor.

 

Jerry actually lands at about 8 degrees angle, so his reflexor, according to my modeling is up about 14 degrees. This would correspond to more than 1 inch of up deflection at the trailing edge. Seems high, but Jerry can let me know if I am off base.

 

Anyway, as Sam H. says: “Your results may vary”. I would only add the following:  You need to know your decalage before you will know what your reflex limits should be. If you have a decalage of -1.0 like the QAC factory prototype, then you would want to use the factory recommendations of up 6 degrees to down 2 degrees.

 

Cheers,

Jay Scheevel, Tri-Q, still building

 

 

 

From: Q-LIST@... <Q-LIST@...>
Sent: Friday, March 16, 2018 4:26 PM
To: Q-LIST@...
Subject: Re: [Q-LIST] Reflex

 

 

I like to use aileron TE down for approach till touch down. This assures a good visibility of the approach and maximum main wing lift.  It is easily overcome with elevator control while near touch down and once I’m on all three wheels I dump to reflexor TE up. 

 

To my mind this plane is guaranteed to stay on unless I add power. 

 

Phil


On Mar 16, 2018, at 2:08 PM, Mike Dwyer q2pilot@... [Q-LIST] <Q-LIST@...> wrote:

 

The Q200 plans definitely had a reflexer altho I think it was an option?

I use the aileron up all the time but have never used aileron down.  

The down stop is a good idea.  Next time I have mine apart I'll look into that.

1300 hours in Q200.

Mike N3QP

 

 

 

On Fri, Mar 16, 2018 at 1:42 PM, Jerry Marstall jnmarstall@... [Q-LIST] <Q-LIST@...> wrote:

 

I don't remember the original plans having a reflexor

 

 

 

S


Re-Mounted the engine today

Jay Scheevel
 

Hi Kevin,

 

I am now at up to 58%, since I put the engine back on today!

 

Cheers,

Jay

 


Re: Reflex

Jay Scheevel
 

The reflexor was an approved mod by QAC. It was sold as a retrofit kit or as an option by QAC in the very latest kits they sold. Usage recommendations are addressed in one of the QAC newsletters, but I don’t remember which one. The range of up 6 degrees to down 2 degrees is recommended.

 

I have been trying to determine the significance of those numbers and establish limits for my own plane, so I can do what Jerry recommends and put limit stops on mine. To do this, I have been modeling the effect of a range of reflexor settings on my airplane’s decalage of -1.5 degrees, meaning the canard is 1.5 degrees higher angle than plans built. The factory prototype was a -1.0 degree decalage, meaning its canard was leading edge up 1 degree wrt plans. Jerry’s plane has a decalage of +1, meaning his canard angle relative to wing is 1 degree leading edge LOWER than plans. I have personally measured this on his plane.

 

The first graph below is how different decalages fly (angle of attack/alpha vs elevator setting). Each colored curve corresponds to a different decalage. The black contours are airspeed, so at the right side of the graph is where the at highest angle,  elevator and lowest speed (in graph is in ground effect). Jerry’s plane should follow the dark green line when no reflexor is used, so without reflexor he will arrive at the ground with his plane around 4.5 degrees. His taxi angle is 4.5 degrees, so he would land 3 point. If he reflexed trailing edge down, it would indeed slam his nose into the ground even with full elevator as he has said.  This is not the case for his landings, because he is using a highly reflexed trailing edge up when landing.

 

So how does reflexor change the curves in the first graph? I have been modeling this for my plane only on the second graph. With no reflexor, my plane will fly the green curve, and I will arrive at the ground with an angle of about 6.5 degrees, This is 2 degrees higher than Jerry, because my declage is about 2.5 degrees different from his. If I reflex up 6 degrees (-6 by my sign convention), I will land at angle of a little over 8 degrees, so the change in alpha at landing caused by reflex is about 0.25 degrees of alpha increase for each degree of trailing edge up deflection of reflexor.

 

Jerry actually lands at about 8 degrees angle, so his reflexor, according to my modeling is up about 14 degrees. This would correspond to more than 1 inch of up deflection at the trailing edge. Seems high, but Jerry can let me know if I am off base.

 

Anyway, as Sam H. says: “Your results may vary”. I would only add the following:  You need to know your decalage before you will know what your reflex limits should be. If you have a decalage of -1.0 like the QAC factory prototype, then you would want to use the factory recommendations of up 6 degrees to down 2 degrees.

 

Cheers,

Jay Scheevel, Tri-Q, still building

 

 

 

From: Q-LIST@...
Sent: Friday, March 16, 2018 4:26 PM
To: Q-LIST@...
Subject: Re: [Q-LIST] Reflex

 

 

I like to use aileron TE down for approach till touch down. This assures a good visibility of the approach and maximum main wing lift.  It is easily overcome with elevator control while near touch down and once I’m on all three wheels I dump to reflexor TE up. 

 

To my mind this plane is guaranteed to stay on unless I add power. 

 

Phil


On Mar 16, 2018, at 2:08 PM, Mike Dwyer q2pilot@... [Q-LIST] <Q-LIST@...> wrote:

 

The Q200 plans definitely had a reflexer altho I think it was an option?

I use the aileron up all the time but have never used aileron down.  

The down stop is a good idea.  Next time I have mine apart I'll look into that.

1300 hours in Q200.

Mike N3QP

 

 

 

On Fri, Mar 16, 2018 at 1:42 PM, Jerry Marstall jnmarstall@... [Q-LIST] <Q-LIST@...> wrote:

 

I don't remember the original plans having a reflexor

 

 

 

Sent from my Verizon, Samsung Galaxy smartphone



-------- Original message --------
From: "Kris l_kris_browne@... [Q-LIST]" <Q-LIST@...>
Date: 3/16/18 11:57 AM (GMT-05:00)
To: Q-LIST@...
Subject: Re: [Q-LIST] Reflex

 

The original plans design calls for 6 degrees up and 2 degrees down - I am not aware of any deviations from this spec.

 

Kris

 


From: Q-LIST@... <Q-LIST@...> on behalf of Dorothea Keats dkeats@... [Q-LIST] <Q-LIST@...>
Sent: March 15, 2018 3:53 PM
To: Q-LIST@...
Subject: [Q-LIST] Reflex

 

 

What is everyone using for the relexor limits.  On my Dragonfly I have
maybe 3/8ths up and down, but I feel the Q200 may be a bit more. What
would a safe starting point for the up and down movement at the trailing
edge of the aileron.?
Thanks----------------  Chris

 


Re: Reflex

britmcman99
 

I like to use aileron TE down for approach till touch down. This assures a good visibility of the approach and maximum main wing lift.  It is easily overcome with elevator control while near touch down and once I’m on all three wheels I dump to reflexor TE up. 

To my mind this plane is guaranteed to stay on unless I add power. 

Phil


On Mar 16, 2018, at 2:08 PM, Mike Dwyer q2pilot@... [Q-LIST] <Q-LIST@...> wrote:

 

The Q200 plans definitely had a reflexer altho I think it was an option?
I use the aileron up all the time but have never used aileron down.  
The down stop is a good idea.  Next time I have mine apart I'll look into that.
1300 hours in Q200.
Mike N3QP



On Fri, Mar 16, 2018 at 1:42 PM, Jerry Marstall jnmarstall@... [Q-LIST] <Q-LIST@...> wrote:
 

I don't remember the original plans having a reflexor



Sent from my Verizon, Samsung Galaxy smartphone


-------- Original message --------
From: "Kris l_kris_browne@... [Q-LIST]" <Q-LIST@...>
Date: 3/16/18 11:57 AM (GMT-05:00)
To: Q-LIST@...
Subject: Re: [Q-LIST] Reflex

 

The original plans design calls for 6 degrees up and 2 degrees down - I am not aware of any deviations from this spec.


Kris




From: Q-LIST@... <Q-LIST@...> on behalf of Dorothea Keats dkeats@... [Q-LIST] <Q-LIST@...>
Sent: March 15, 2018 3:53 PM
To: Q-LIST@...
Subject: [Q-LIST] Reflex
 
 

What is everyone using for the relexor limits.  On my Dragonfly I have
maybe 3/8ths up and down, but I feel the Q200 may be a bit more. What
would a safe starting point for the up and down movement at the trailing
edge of the aileron.?
Thanks----------------  Chris



Re: Reflex

Mike Dwyer
 

The Q200 plans definitely had a reflexer altho I think it was an option?
I use the aileron up all the time but have never used aileron down.  
The down stop is a good idea.  Next time I have mine apart I'll look into that.
1300 hours in Q200.
Mike N3QP



On Fri, Mar 16, 2018 at 1:42 PM, Jerry Marstall jnmarstall@... [Q-LIST] <Q-LIST@...> wrote:
 

I don't remember the original plans having a reflexor



Sent from my Verizon, Samsung Galaxy smartphone


-------- Original message --------
From: "Kris l_kris_browne@... [Q-LIST]" <Q-LIST@...>
Date: 3/16/18 11:57 AM (GMT-05:00)
To: Q-LIST@...
Subject: Re: [Q-LIST] Reflex

 

The original plans design calls for 6 degrees up and 2 degrees down - I am not aware of any deviations from this spec.


Kris




From: Q-LIST@... <Q-LIST@...> on behalf of Dorothea Keats dkeats@... [Q-LIST] <Q-LIST@...>
Sent: March 15, 2018 3:53 PM
To: Q-LIST@...
Subject: [Q-LIST] Reflex
 
 

What is everyone using for the relexor limits.  On my Dragonfly I have
maybe 3/8ths up and down, but I feel the Q200 may be a bit more. What
would a safe starting point for the up and down movement at the trailing
edge of the aileron.?
Thanks----------------  Chris



Re: Progress Report

Sam Hoskins
 

With my 9 gallon aux tank I can carry 32 gallons, which can last 5-1/2 hours, way past my butt limits. 

Sam

Sent via wireless Gizmo.

On Mar 16, 2018 7:20 AM, "Matthew Curcio mlcurcio89@... [Q-LIST]" <Q-LIST@...> wrote:
 

I’m very jealous of all that fuel you have. I’m planning on making a BIG aux tank that I can seat belt in my passenger seat. I figure anytime I’m flying with a passenger I’m not likely want to fly far or without breaks so it isn’t a huge compromise and I can make a really large one without even getting close to CG problems. 

Matthew Curcio


On Mar 15, 2018, at 17:27, 'Jay Scheevel SGT' jay@... [Q-LIST] <Q-LIST@...> wrote:

 

Matthew’s report inspired me to give a brief progress report.

 

I have finished my fuel flow tests with the airplane at +13 degrees deck angle. I pulled the fuel line loose at the upstream side of the TBI fuel regulator (carb) and ran both gravity tests. The gravity only flow shows that it will flow 29 gallons per hour when header is full reducing to 24 gallons per hour when just before reaching unusable fuel level. Header tank holds 13.7 gallons (more actually, but practically, I will only fill it to a tab below the filler neck so that is considered full). It has 12 gallons usable at +13 degrees rotation. I can run the electric boost pump for another half gallon usable. The flow rate with the pump on pump rate is over 35 gallons per hour. I can also run directly off the main tank at 25 gallons per hour using its dedicated electric pump. With the main pump feeding both the regulator (carb/engine) at 9 gph and filling the header at the same time, it fills the header in 37 minutes.  So basically, all is good. No leaks. Main tank holds 14.5 gallons, so I am looking at 28+ gallons with less than 2 gallons unusable at max deck angle. Engine goes back on the airframe for real this weekend. Stay tuned for a first engine start.

 

 

Cheers,

Jay Scheevel, Tri-Q, still building


Re: Reflex

Jerry Marstall <jnmarstall@...>
 

I don't remember the original plans having a reflexor



Sent from my Verizon, Samsung Galaxy smartphone


-------- Original message --------
From: "Kris l_kris_browne@... [Q-LIST]" <Q-LIST@...>
Date: 3/16/18 11:57 AM (GMT-05:00)
To: Q-LIST@...
Subject: Re: [Q-LIST] Reflex

 

The original plans design calls for 6 degrees up and 2 degrees down - I am not aware of any deviations from this spec.


Kris




From: Q-LIST@... <Q-LIST@...> on behalf of Dorothea Keats dkeats@... [Q-LIST] <Q-LIST@...>
Sent: March 15, 2018 3:53 PM
To: Q-LIST@...
Subject: [Q-LIST] Reflex
 
 

What is everyone using for the relexor limits.  On my Dragonfly I have
maybe 3/8ths up and down, but I feel the Q200 may be a bit more. What
would a safe starting point for the up and down movement at the trailing
edge of the aileron.?
Thanks----------------  Chris


Re: Reflex

Kris <l_kris_browne@...>
 

The original plans design calls for 6 degrees up and 2 degrees down - I am not aware of any deviations from this spec.


Kris




From: Q-LIST@... on behalf of Dorothea Keats dkeats@... [Q-LIST]
Sent: March 15, 2018 3:53 PM
To: Q-LIST@...
Subject: [Q-LIST] Reflex
 
 

What is everyone using for the relexor limits.  On my Dragonfly I have
maybe 3/8ths up and down, but I feel the Q200 may be a bit more. What
would a safe starting point for the up and down movement at the trailing
edge of the aileron.?
Thanks----------------  Chris


Re: Reflex

Matthew Curcio
 

That’s an interesting statement. This is definitely a function of your wing Vs canard angle of incidence which we know varies. I would bet what you experienced isn’t the same on all airplanes probably a good thing to go up and simulate a landing approach at high altitude with the reflex trimmed to its extents. I think my system has a spring in it that pulls the reflex in one direction if the control failed. I’ll have to check that out. 

Matthew Curcio
419-290-3773


On Mar 16, 2018, at 07:51, 'Jerry Marstall' jnmarstall@... [Q-LIST] <Q-LIST@...> wrote:

 

DO NOT allow the reflexor to adjust the ailerons below the point where the ailerons are even with the trailing edge of the wing.  Put a stop on the linkage in case your reflexor control mechanism fails.  The ailerons can overpower the elevator and drive you straight into the ground.  A voice of experience.

Jerry.

 

From: Q-LIST@... [mailto:Q-LIST@...]
Sent: Thursday, March 15, 2018 11:54 AM
To: Q-LIST@...
Subject: [Q-LIST] Reflex

 

 

What is everyone using for the relexor limits.  On my Dragonfly I have
maybe 3/8ths up and down, but I feel the Q200 may be a bit more. What
would a safe starting point for the up and down movement at the trailing
edge of the aileron.?
Thanks----------------  Chris


Re: Reflex

Jerry Marstall <jnmarstall@...>
 

DO NOT allow the reflexor to adjust the ailerons below the point where the ailerons are even with the trailing edge of the wing.  Put a stop on the linkage in case your reflexor control mechanism fails.  The ailerons can overpower the elevator and drive you straight into the ground.  A voice of experience.

Jerry.

 

From: Q-LIST@... [mailto:Q-LIST@...]
Sent: Thursday, March 15, 2018 11:54 AM
To: Q-LIST@...
Subject: [Q-LIST] Reflex

 

 

What is everyone using for the relexor limits.  On my Dragonfly I have
maybe 3/8ths up and down, but I feel the Q200 may be a bit more. What
would a safe starting point for the up and down movement at the trailing
edge of the aileron.?
Thanks----------------  Chris


Re: Humidity Sensor

Jerry Marstall <jnmarstall@...>
 

One more thing to keep track of that I can't control.



Sent from my Verizon, Samsung Galaxy smartphone


-------- Original message --------
From: "Mike Dwyer q2pilot@... [Q-LIST]" <Q-LIST@...>
Date: 3/13/18 2:58 PM (GMT-05:00)
To: Q-LIST@...
Subject: [Q-LIST] Humidity Sensor

 

I just found a Humidity meter on eBay for $1.  It is fully self contained, runs off batteries, no wiring, and it's small.


Might be nice to know the humidity on the ground or when flying... 


Mike Dwyer Q200 N3QP

Q200 Website: http://goo.gl/V8IrJF


Virus-free. www.avast.com


Re: Progress Report

Matthew Curcio
 

I’m very jealous of all that fuel you have. I’m planning on making a BIG aux tank that I can seat belt in my passenger seat. I figure anytime I’m flying with a passenger I’m not likely want to fly far or without breaks so it isn’t a huge compromise and I can make a really large one without even getting close to CG problems. 

Matthew Curcio
419-290-3773


On Mar 15, 2018, at 17:27, 'Jay Scheevel SGT' jay@... [Q-LIST] <Q-LIST@...> wrote:

 

Matthew’s report inspired me to give a brief progress report.

 

I have finished my fuel flow tests with the airplane at +13 degrees deck angle. I pulled the fuel line loose at the upstream side of the TBI fuel regulator (carb) and ran both gravity tests. The gravity only flow shows that it will flow 29 gallons per hour when header is full reducing to 24 gallons per hour when just before reaching unusable fuel level. Header tank holds 13.7 gallons (more actually, but practically, I will only fill it to a tab below the filler neck so that is considered full). It has 12 gallons usable at +13 degrees rotation. I can run the electric boost pump for another half gallon usable. The flow rate with the pump on pump rate is over 35 gallons per hour. I can also run directly off the main tank at 25 gallons per hour using its dedicated electric pump. With the main pump feeding both the regulator (carb/engine) at 9 gph and filling the header at the same time, it fills the header in 37 minutes.  So basically, all is good. No leaks. Main tank holds 14.5 gallons, so I am looking at 28+ gallons with less than 2 gallons unusable at max deck angle. Engine goes back on the airframe for real this weekend. Stay tuned for a first engine start.

 

 

Cheers,

Jay Scheevel, Tri-Q, still building


Re: My Quickie Flying Update

Matthew Curcio
 

Cool, look forward to meeting you and yeah we had a meeting a few days ago on it. All the scaled planes, myself, and other employee planes are going to be heading down from Mojave in a flight at 9am Friday morning. The airport has all of our N numbers and is going to direct us for parking. If you can stop by and check out the L29 that’s going to be in our group. One of the engineers (whose about my age ~30) bough it on Craigslist as a project and got it flying all for less than the cost of a used Honda Civic. . . He’s one of the two flight engineer for the stratolaunch project now.

Matthew Curcio
419-290-3773


On Mar 15, 2018, at 18:09, Keith Welsh kflyav8@... [Q-LIST] <Q-LIST@...> wrote:

 

Matt,
I enjoyed reading your post especially the LACAS part (LA County Airshow).
I will be there with a group called the Airdales which is a group of guys who work the flight line operations at airshows around the country.
We will be the guys with the orange flight vests directing aircraft to and fro during the show, parking statics (likely including yours) and anything else pertaining to ramp movement.
I'm told I will be one wearing a headset, a David Clark headset to be exact.
 
In case you didn't already know:
The airport will be closed to all inbound traffic during the show except those whos N nos. are listed on the expected arrival list.  No transients will be allowed at this particular airport due to parking limitations.
The tower will need a list of the expected arriving aircraft with their N nos. so they will know who to let in.  We already have quite a large list of all the expected performer and static aircraft.
I take it you have already made arrangements with the folks at Scaled? and we may already have your info.  If you'll give me your N no. I'll be sure it gets passed on. 
A couple of Airdales arrive on Sunday to layout the ramp with the rest of the crew arriving on Wednesday including me when performer and display aircraft begin arriving.

On a side note no jet team this year and the C-130 has canceled however you will have two Ospreys and a bunch of other really cool military stuff including two Lockheed UAV's being shown for the first time to the public.
They will be trucked in and assembled.  Right now it looks like you guys have a 4-5 hour show planned for both Sat and Sunday.  I'm looking forward to the Ferrari's and Lamborghini's racing the T-33 on Saturday.
Those car guys are rich enough to PAY to do this.  Imagine that. 
And...if your standing along the fence during the Jelly Belly show we are supposed to run up and down the crowd line throwing packets of Jelly Beans into the crowd. Oh boy!!

I'm looking forward to seeing you and your beautiful plane next week.
Keith Welsh
Q-1 N494K
 


On Wed, Mar 14, 2018 at 3:27 PM, Matthew Curcio mlcurcio89@... [Q-LIST] <Q-LIST@...> wrote:
 

I figured I do a PIREP on my Q2 flying and maintenance / build projects so far this year and one interesting tidbit I found yesterday.


I flew the Q out from Ohio to California over new years. I had logged 22 priors on it before the trip out and since the beginning of the year I've logged 88 hours. . .not too shabby for 2.5 months right!? The good I've been able to fly to work about 30% of the time and its actually cheaper in fuel costs than driving! I've made a trip to san fran, vegas, Santa Barbara and I've flown into a bunch of airports in LA. I fly into John Wayne enough the controllers recognize me.  I also have been flying down to palm springs about every other weekend where my powered paraglider lives to fly that. I actually was able to fit it in the passenger seat of the quickie to fly it down there. I've been able to push my cross wind performance to up to 18knots. Smallest runway so far is 4k feet long and 60 feet wide. I've really grown to like the goofy gear configuration. I'm going to get to take the airplane down and put it in Scaled Composites display at the LA airshow in a week, sitting next to proteus, ARES, Bipod, and a couple other employees airplanes.


Until yesterday I didn't have any forced maintenance. I think its pretty freaking awesome to put 90 hours on an experimental and not touch a thing. Couple of things I've done. I added a transponder, carved some new really comfortable seats, changed my canopy to a side hinge (I made a detent in the safety latch so I can hold it cracked about 3" for taxi.)I changed out my tailwheel and spring to api tailwheel with a 5/8" carbon rod. I screwed that up on the first try and didn't have enough strength in torsion (had a almost total failure up in Livermore and much thanks to the good fellas up there for helping me hobble her home) I was able to fix that problem without cutting anything out. I spent a little time analyzing it and then built up the spring to allow a 200lb side load at the wheel surface with factor of safety of 2. It has performed great in the last 50 hours. I changed my vents out to the big 1 3/4" plastic vents from spruce which increased the area from the previous ones by a factor of 5 and I know effectively can create a hurricane in my cockpit. I added toe breaks but I keep having a bubble that forms in the reservoir line in the left peddle so I'm still using the single brake lever.


The fun yesterday  - on changing the oil I found the tail end of a cotter pin in the plug. I pulled the  engine so I could pull the kidney and go through that hole to boroscod all the connecting rod nuts. It was the number one cylinders lower connecting rod bolt. Thoroughly inspected it  (along with a few second opinions) and we determined it was a fatigue failure presumably caused by the cotter pin being cut to long. The retaining features of the pin are not compromised in anyway by the missing portion. I'm going to leave it rather than take on the risk of pulling a cylinder to get access to replace it. Anyways that's a good example of why weird guidelines in 43.13 can have significant effects (It states that cotter pins should be trimmed to not extend past half the diameter of the bolt when bent over).


Down the line - I'm going to start hitting some aero mods pretty hard to clean this thing up, then cooling system modification,  and then get into engine and propeller mods next year. I want to see how much speed and economy I can squeeze out of this. I have to say that similar to my seaplane this quickie has really proved to be what everyone imagines the fun of owning an airplane to be and few airplanes actually provide that. I'm able to go to all kind of awesome places, reliably, and I can even park at work.


Hope you enjoyed my update, Happy Flying!



Matthew Curcio

419.290.3773



Re: My Quickie Flying Update

 

Matt,
I enjoyed reading your post especially the LACAS part (LA County Airshow).
I will be there with a group called the Airdales which is a group of guys who work the flight line operations at airshows around the country.
We will be the guys with the orange flight vests directing aircraft to and fro during the show, parking statics (likely including yours) and anything else pertaining to ramp movement.
I'm told I will be one wearing a headset, a David Clark headset to be exact.
 
In case you didn't already know:
The airport will be closed to all inbound traffic during the show except those whos N nos. are listed on the expected arrival list.  No transients will be allowed at this particular airport due to parking limitations.
The tower will need a list of the expected arriving aircraft with their N nos. so they will know who to let in.  We already have quite a large list of all the expected performer and static aircraft.
I take it you have already made arrangements with the folks at Scaled? and we may already have your info.  If you'll give me your N no. I'll be sure it gets passed on. 
A couple of Airdales arrive on Sunday to layout the ramp with the rest of the crew arriving on Wednesday including me when performer and display aircraft begin arriving.

On a side note no jet team this year and the C-130 has canceled however you will have two Ospreys and a bunch of other really cool military stuff including two Lockheed UAV's being shown for the first time to the public.
They will be trucked in and assembled.  Right now it looks like you guys have a 4-5 hour show planned for both Sat and Sunday.  I'm looking forward to the Ferrari's and Lamborghini's racing the T-33 on Saturday.
Those car guys are rich enough to PAY to do this.  Imagine that. 
And...if your standing along the fence during the Jelly Belly show we are supposed to run up and down the crowd line throwing packets of Jelly Beans into the crowd. Oh boy!!

I'm looking forward to seeing you and your beautiful plane next week.
Keith Welsh
Q-1 N494K
 


On Wed, Mar 14, 2018 at 3:27 PM, Matthew Curcio mlcurcio89@... [Q-LIST] <Q-LIST@...> wrote:
 

I figured I do a PIREP on my Q2 flying and maintenance / build projects so far this year and one interesting tidbit I found yesterday.


I flew the Q out from Ohio to California over new years. I had logged 22 priors on it before the trip out and since the beginning of the year I've logged 88 hours. . .not too shabby for 2.5 months right!? The good I've been able to fly to work about 30% of the time and its actually cheaper in fuel costs than driving! I've made a trip to san fran, vegas, Santa Barbara and I've flown into a bunch of airports in LA. I fly into John Wayne enough the controllers recognize me.  I also have been flying down to palm springs about every other weekend where my powered paraglider lives to fly that. I actually was able to fit it in the passenger seat of the quickie to fly it down there. I've been able to push my cross wind performance to up to 18knots. Smallest runway so far is 4k feet long and 60 feet wide. I've really grown to like the goofy gear configuration. I'm going to get to take the airplane down and put it in Scaled Composites display at the LA airshow in a week, sitting next to proteus, ARES, Bipod, and a couple other employees airplanes.


Until yesterday I didn't have any forced maintenance. I think its pretty freaking awesome to put 90 hours on an experimental and not touch a thing. Couple of things I've done. I added a transponder, carved some new really comfortable seats, changed my canopy to a side hinge (I made a detent in the safety latch so I can hold it cracked about 3" for taxi.)I changed out my tailwheel and spring to api tailwheel with a 5/8" carbon rod. I screwed that up on the first try and didn't have enough strength in torsion (had a almost total failure up in Livermore and much thanks to the good fellas up there for helping me hobble her home) I was able to fix that problem without cutting anything out. I spent a little time analyzing it and then built up the spring to allow a 200lb side load at the wheel surface with factor of safety of 2. It has performed great in the last 50 hours. I changed my vents out to the big 1 3/4" plastic vents from spruce which increased the area from the previous ones by a factor of 5 and I know effectively can create a hurricane in my cockpit. I added toe breaks but I keep having a bubble that forms in the reservoir line in the left peddle so I'm still using the single brake lever.


The fun yesterday  - on changing the oil I found the tail end of a cotter pin in the plug. I pulled the  engine so I could pull the kidney and go through that hole to boroscod all the connecting rod nuts. It was the number one cylinders lower connecting rod bolt. Thoroughly inspected it  (along with a few second opinions) and we determined it was a fatigue failure presumably caused by the cotter pin being cut to long. The retaining features of the pin are not compromised in anyway by the missing portion. I'm going to leave it rather than take on the risk of pulling a cylinder to get access to replace it. Anyways that's a good example of why weird guidelines in 43.13 can have significant effects (It states that cotter pins should be trimmed to not extend past half the diameter of the bolt when bent over).


Down the line - I'm going to start hitting some aero mods pretty hard to clean this thing up, then cooling system modification,  and then get into engine and propeller mods next year. I want to see how much speed and economy I can squeeze out of this. I have to say that similar to my seaplane this quickie has really proved to be what everyone imagines the fun of owning an airplane to be and few airplanes actually provide that. I'm able to go to all kind of awesome places, reliably, and I can even park at work.


Hope you enjoyed my update, Happy Flying!



Matthew Curcio

419.290.3773


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