Date   

Re: N46JP

Jerry Marstall <jnmarstall@...>
 

I couldn’t get either picture either. Jerry

 

From: Q-LIST@... [mailto:Q-LIST@...]
Sent: Wednesday, May 30, 2018 4:18 PM
To: Quickie List
Subject: Re: [Q-LIST] N46JP

 

 

Jim, I put the number into the Vimeo search window but no joy.

 

Sam

 

On Mon, May 28, 2018 at 11:14 PM, Jim Patillo logistics_engineering@... [Q-LIST] <Q-LIST@...> wrote:

 

Vimeo.com 8789435

A walk around of my plane.

Jim
N46JP-Q200

Sent from Outer Space

 


Re: N46JP

Sam Hoskins
 

Jim, I put the number into the Vimeo search window but no joy.

Sam

On Mon, May 28, 2018 at 11:14 PM, Jim Patillo logistics_engineering@... [Q-LIST] <Q-LIST@...> wrote:
 

Vimeo.com 8789435

A walk around of my plane.

Jim
N46JP-Q200

Sent from Outer Space



N46JP

Jim Patillo
 

Vimeo.com 8789435

A walk around of my plane.

Jim
N46JP-Q200

Sent from Outer Space


Flyin the Q

Jim Patillo
 

Vimeo.com 9013756

Previous video of some pattern work at Klvk a few years back. Plane is still flying as advertised.

Jim Patillo
N46JP Q200

Nice flight from Kaun to Klvk this evening.

Sent from Outer Space


Electric Q1

Mike Dwyer
 

This looks pretty cool.  Found it poking around on YouTube

Still the best Flyby Video of a Q200

Mike Q200 N3QP


Still the best video on Q200 Control movements on takeoff and Landing.

Mike Dwyer
 

https://www.youtube.com/watch?v=zB8WvukXC7c

Mike Q200 N3QP
Hope your having a great memorial day!


ICAO type designator

Matthew Curcio
 

Hey guys perhaps everybody knew this and I was just in the dark but when ATC asks for a type designator we are QIC2. The ICAO system has the following.

Manufacturer: QUICKIE
model: Quickie Q200 or Quickie Q2
Type designator: QIC2

For the Q1 it’s:

Manufacturer: QUICKIE
model: Quickie
Type designator: QUIC

In the past when I’ve been asked I say quickie q200 and they have a hard time finding it but the guys at John Wayne looked it up for me and provided that info. For some reason I thought they didn’t have a type designator for us so I never even tried looking it up. It was entertaining having that in because every single controller I got handed off to while on flight following to Vegas last night wanted to know what it was and what it looked like. It was like you could see them, through the radio, googling it in there phones and showing it to they person sitting next to them.


Matthew Curcio
419-290-3773


Re: Langley_wind_tunnel_on_Q.pdf

Bruce Crain
 


Re: Langley_wind_tunnel_on_Q.pdf

Jay Scheevel
 

Right. Yours is roaring down the runway, but mine will be purring like a kitten 😊

 

Cheers,

Jay

 

From: Q-LIST@...
Sent: Wednesday, May 23, 2018 5:23 PM
To: Q-LIST@...
Subject: RE: [Q-LIST] Langley_wind_tunnel_on_Q.pdf

 

 

Well sort of except you're roaring down the runway at 80+ mph and you are expected to make little inputs as it dictates!

B

---------- Original Message ----------
From: "'Jay Scheevel SGT' jay@... [Q-LIST]" <Q-LIST@...>
To: <Q-LIST@...>
Subject: RE: [Q-LIST] Langley_wind_tunnel_on_Q.pdf
Date: Wed, 23 May 2018 09:48:22 -0600

 

That is another good point, Bruce. My computer modeling is all done with the main’s fixed in position relative to the fuselage. In the case you describe below, you are making effective use of the main gear unflexing gradually, and staying in contact with the ground as you unload it slowly and how this helps stabilize the takeoff.

 

Into the mental checklist this one goes as well….Thanks again.

 

Cheers,

Jay

 

From: Q-LIST@... <Q-LIST@...>
Sent: Wednesday, May 23, 2018 6:53 AM
To: Q-LIST@...
Subject: Re: [Q-LIST] Langley_wind_tunnel_on_Q.pdf

 

 

What I meant to say is you can get the Q to ride on just the mains for a bit to accelerate more before you haul her off.  It gives you a bit more airspeed and better control.

Bruce

---------- Original Message ----------
From: "'jcrain2@...' jcrain2@... [Q-LIST]" <Q-LIST@...>
To: Q-LIST@...
Subject: Re: [Q-LIST] Langley_wind_tunnel_on_Q.pdf
Date: Wed, 23 May 2018 12:35:54 GMT

 

For the TriQ it will not let  you get the nose off the runway before it is ready to fly.  Plus if you manage to pop the Q off the runway at it's slowest speed you can very easily get PIO and also a mush with control issues with respect to the ailerons.  A very touchy situation.  One of our guys killed himself on 1st flight perhaps by not reacting quickly enough with just the right inputs.  

Holding the elevator all the was back or popping it off the runway with pulling hard back on the stick will put you in this scenario.  You can put the stick about midway and let the nose gear get light and when the nose get off just push forward on the stick enough to let the airspeed accelerate enough to give it a slight tug on the stick and then make the inputs needed to keep form PIO.

 

Hope this is clearer than mud.

 

Bruce

---------- Original Message ----------
From: "'Jay Scheevel SGT' jay@... [Q-LIST]" <Q-LIST@...>
To: <Q-LIST@...>
Subject: [Q-LIST] Langley_wind_tunnel_on_Q.pdf [1 Attachment]
Date: Tue, 22 May 2018 17:23:44 -0600

 

Talked to a few people at Kevin’s spring fling about this, but a few pictures are better than a lot of talk. I superimposed some Langley Wind tunnel pics on top of the Q canard so you can see where the turbulent air mass caused by the stall ends up. Obviously over-rotation is not a good thing. This could happen in an accelerated maneuver or on the runway in a Tri-Q. If it happens on the runway (only possible in a Tri-Q), the CG rotates aftward very close to, or perhaps even behind, the main gear axis and there is no recovery except to apply brakes and get the nose back down. PDF attached for your consideration.

 

Cheers,

Jay

 



____________________________________________________________
Drink This Before Bed, Watch Your Body Fat Melt Like Crazy (
Wise Med
http://thirdpartyoffers.juno.com/TGL3132/5b05606b715ad606b2bd6st02vuc
SponsoredBy Content.Ad

 



____________________________________________________________
Drink This Before Bed, Watch Your Body Fat Melt Like Crazy (
Wise Med
http://thirdpartyoffers.juno.com/TGL3132/5b05647897b9f64787d86st04vuc
SponsoredBy Content.Ad

 

 



____________________________________________________________
Unbelievable German World War 2 Photo Shocks Americans
pro.naturalhealthresponse.com
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SponsoredBy Content.Ad


Re: Langley_wind_tunnel_on_Q.pdf

Bruce Crain
 


Re: Langley_wind_tunnel_on_Q.pdf

quickieaircraft
 

Thanks Jay.  FS is usually a body-fixed reference. The axes and my experience may have complicated my reading, but I'm still interested in the mechanisms you're describing.

I found it helpful to relate the TriQ procedure Bruce described (and he is not the only one using it) to a conventional aircraft soft field takeoff.  For me, handling the pitch axes is often an exercise in mindfulness of control surface position.

Best,
IF
Tri Q200 ~65hrs


On Wednesday, May 23, 2018, 11:02:24 AM CDT, 'Jay Scheevel SGT' jay@... [Q-LIST] wrote:


 

Sage advice, Bruce. Thank you very much for sharing this. I am making a mental checklist of just how to handle the touchy pitch so as to avoid getting behind the airplane and your description is very clear.

 

Cheers,

Jay

 

From: Q-LIST@...
Sent: Wednesday, May 23, 2018 6:36 AM
To: Q-LIST@...
Subject: Re: [Q-LIST] Langley_wind_tunnel_on_Q.pdf

 

 

For the TriQ it will not let  you get the nose off the runway before it is ready to fly.  Plus if you manage to pop the Q off the runway at it's slowest speed you can very easily get PIO and also a mush with control issues with respect to the ailerons.  A very touchy situation.  One of our guys killed himself on 1st flight perhaps by not reacting quickly enough with just the right inputs.  

Holding the elevator all the was back or popping it off the runway with pulling hard back on the stick will put you in this scenario.  You can put the stick about midway and let the nose gear get light and when the nose get off just push forward on the stick enough to let the airspeed accelerate enough to give it a slight tug on the stick and then make the inputs needed to keep form PIO.

 

Hope this is clearer than mud.

 

Bruce

---------- Original Message ----------
From: "'Jay Scheevel SGT' jay@... [Q-LIST]" <Q-LIST@...>
To: <Q-LIST@...>
Subject: [Q-LIST] Langley_wind_tunnel_on_Q.pdf [1 Attachment]
Date: Tue, 22 May 2018 17:23:44 -0600

 

Talked to a few people at Kevin’s spring fling about this, but a few pictures are better than a lot of talk. I superimposed some Langley Wind tunnel pics on top of the Q canard so you can see where the turbulent air mass caused by the stall ends up. Obviously over-rotation is not a good thing. This could happen in an accelerated maneuver or on the runway in a Tri-Q. If it happens on the runway (only possible in a Tri-Q), the CG rotates aftward very close to, or perhaps even behind, the main gear axis and there is no recovery except to apply brakes and get the nose back down. PDF attached for your consideration.

 

Cheers,

Jay

 



____________________________________________________________
Drink This Before Bed, Watch Your Body Fat Melt Like Crazy (
Wise Med
http://thirdpartyoffers.juno.com/TGL3132/5b05606b715ad606b2bd6st02vuc
SponsoredBy Content.Ad


Re: Langley_wind_tunnel_on_Q.pdf

Jay Scheevel
 

That is another good point, Bruce. My computer modeling is all done with the main’s fixed in position relative to the fuselage. In the case you describe below, you are making effective use of the main gear unflexing gradually, and staying in contact with the ground as you unload it slowly and how this helps stabilize the takeoff.

 

Into the mental checklist this one goes as well….Thanks again.

 

Cheers,

Jay

 

From: Q-LIST@...
Sent: Wednesday, May 23, 2018 6:53 AM
To: Q-LIST@...
Subject: Re: [Q-LIST] Langley_wind_tunnel_on_Q.pdf

 

 

What I meant to say is you can get the Q to ride on just the mains for a bit to accelerate more before you haul her off.  It gives you a bit more airspeed and better control.

Bruce

---------- Original Message ----------
From: "'jcrain2@...' jcrain2@... [Q-LIST]" <Q-LIST@...>
To: Q-LIST@...
Subject: Re: [Q-LIST] Langley_wind_tunnel_on_Q.pdf
Date: Wed, 23 May 2018 12:35:54 GMT

 

For the TriQ it will not let  you get the nose off the runway before it is ready to fly.  Plus if you manage to pop the Q off the runway at it's slowest speed you can very easily get PIO and also a mush with control issues with respect to the ailerons.  A very touchy situation.  One of our guys killed himself on 1st flight perhaps by not reacting quickly enough with just the right inputs.  

Holding the elevator all the was back or popping it off the runway with pulling hard back on the stick will put you in this scenario.  You can put the stick about midway and let the nose gear get light and when the nose get off just push forward on the stick enough to let the airspeed accelerate enough to give it a slight tug on the stick and then make the inputs needed to keep form PIO.

 

Hope this is clearer than mud.

 

Bruce

---------- Original Message ----------
From: "'Jay Scheevel SGT' jay@... [Q-LIST]" <Q-LIST@...>
To: <Q-LIST@...>
Subject: [Q-LIST] Langley_wind_tunnel_on_Q.pdf [1 Attachment]
Date: Tue, 22 May 2018 17:23:44 -0600

 

Talked to a few people at Kevin’s spring fling about this, but a few pictures are better than a lot of talk. I superimposed some Langley Wind tunnel pics on top of the Q canard so you can see where the turbulent air mass caused by the stall ends up. Obviously over-rotation is not a good thing. This could happen in an accelerated maneuver or on the runway in a Tri-Q. If it happens on the runway (only possible in a Tri-Q), the CG rotates aftward very close to, or perhaps even behind, the main gear axis and there is no recovery except to apply brakes and get the nose back down. PDF attached for your consideration.

 

Cheers,

Jay

 



____________________________________________________________
Drink This Before Bed, Watch Your Body Fat Melt Like Crazy (
Wise Med
http://thirdpartyoffers.juno.com/TGL3132/5b05606b715ad606b2bd6st02vuc
SponsoredBy Content.Ad

 



____________________________________________________________
Drink This Before Bed, Watch Your Body Fat Melt Like Crazy (
Wise Med
http://thirdpartyoffers.juno.com/TGL3132/5b05647897b9f64787d86st04vuc
SponsoredBy Content.Ad


Re: Langley_wind_tunnel_on_Q.pdf

Jay Scheevel
 

Sage advice, Bruce. Thank you very much for sharing this. I am making a mental checklist of just how to handle the touchy pitch so as to avoid getting behind the airplane and your description is very clear.

 

Cheers,

Jay

 

From: Q-LIST@...
Sent: Wednesday, May 23, 2018 6:36 AM
To: Q-LIST@...
Subject: Re: [Q-LIST] Langley_wind_tunnel_on_Q.pdf

 

 

For the TriQ it will not let  you get the nose off the runway before it is ready to fly.  Plus if you manage to pop the Q off the runway at it's slowest speed you can very easily get PIO and also a mush with control issues with respect to the ailerons.  A very touchy situation.  One of our guys killed himself on 1st flight perhaps by not reacting quickly enough with just the right inputs.  

Holding the elevator all the was back or popping it off the runway with pulling hard back on the stick will put you in this scenario.  You can put the stick about midway and let the nose gear get light and when the nose get off just push forward on the stick enough to let the airspeed accelerate enough to give it a slight tug on the stick and then make the inputs needed to keep form PIO.

 

Hope this is clearer than mud.

 

Bruce

---------- Original Message ----------
From: "'Jay Scheevel SGT' jay@... [Q-LIST]" <Q-LIST@...>
To: <Q-LIST@...>
Subject: [Q-LIST] Langley_wind_tunnel_on_Q.pdf [1 Attachment]
Date: Tue, 22 May 2018 17:23:44 -0600

 

Talked to a few people at Kevin’s spring fling about this, but a few pictures are better than a lot of talk. I superimposed some Langley Wind tunnel pics on top of the Q canard so you can see where the turbulent air mass caused by the stall ends up. Obviously over-rotation is not a good thing. This could happen in an accelerated maneuver or on the runway in a Tri-Q. If it happens on the runway (only possible in a Tri-Q), the CG rotates aftward very close to, or perhaps even behind, the main gear axis and there is no recovery except to apply brakes and get the nose back down. PDF attached for your consideration.

 

Cheers,

Jay

 



____________________________________________________________
Drink This Before Bed, Watch Your Body Fat Melt Like Crazy (
Wise Med
http://thirdpartyoffers.juno.com/TGL3132/5b05606b715ad606b2bd6st02vuc
SponsoredBy Content.Ad


Re: Langley_wind_tunnel_on_Q.pdf

Jay Scheevel
 

Hi Imraan,

 

Good questions. The plot I put in there is datummed to the pivot axis of the main gear. So all of the other items change the relative vertical projection with respect to the main gear during rotation about that axis. My use of alpha is probably not appropriate in this circumstance, my bad.  My use of FS is probably incorrect also, since it is only valid when the plane is at 0 degrees deck angle. The FS axis only serves as a reference to the projection of the labeled items onto the horizontal plane (the runway).

 

The CG is forward of the mains and located vertically near the midpoint of the fuselage, so as you pitch the airplane on the mains, the CG gets closer to going over-center on the mains. Prop effects and ground effect are not factored in, however tuft testing on Reg Clarke’s plane shows that the prop does not significantly impact the airflow over the fuselage and wing in any phase of flight. Other’s results may vary. My projection of the separation bubble is a bit of artistic license, but lack of data never stopped my arm waving in the past.

 

Maybe Gary McCurdy could comment, since he is the only one I know of that admits to having experienced what he described as a deep stall in a Q2. Gary?

 

Cheers,

Jay

 

From: Q-LIST@...
Sent: Wednesday, May 23, 2018 6:34 AM
To: Q-LIST@...
Subject: Re: [Q-LIST] Langley_wind_tunnel_on_Q.pdf

 

 

Jay,

I am missing the details (I knew I was missing good material at spring fling!) and may not have the full picture. I enjoy your usual aerodynamic analysis.

What is causing the cg position change with alpha? Alpha is an aerodynamic term and we do not normally see changes in cg position due to aerodynamic terms.
I'm also curious about the separation bubble extending as far beyond the canard as you've labeled it. Most of us have props that are have a decent diameter (60in for me) and both blown wing effects and ground effect have created enough difference in feel that I do not expect they are negligible.

I fully appreciate your caution against over rotation and would agree with that. All sorts of bad things there.

Best,
IF

--------------------------------------------
On Tue, 5/22/18, 'Jay Scheevel SGT' jay@... [Q-LIST] <Q-LIST@...> wrote:

Subject: [Q-LIST] Langley_wind_tunnel_on_Q.pdf [1 Attachment]
To: Q-LIST@...
Date: Tuesday, May 22, 2018, 6:23 PM


 









Talked to a few people at
Kevin’s spring fling about this, but a few pictures are
better than a lot of talk. I superimposed some Langley Wind
tunnel pics on top of the Q canard so you can see where the
turbulent air mass caused by the stall ends up. Obviously
over-rotation is not a good thing. This could happen in an
accelerated maneuver or on the runway in a Tri-Q. If it
happens on the runway (only possible in a Tri-Q), the CG
rotates aftward very close to, or perhaps even behind, the
main gear axis and there is no recovery except to apply
brakes and get the nose back down. PDF attached for your
consideration.
 Cheers,Jay









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Re: Langley_wind_tunnel_on_Q.pdf

Bruce Crain
 


Re: Langley_wind_tunnel_on_Q.pdf [1 Attachment]

Bruce Crain
 


Re: Langley_wind_tunnel_on_Q.pdf [1 Attachment]

quickieaircraft
 

Jay,

I am missing the details (I knew I was missing good material at spring fling!) and may not have the full picture. I enjoy your usual aerodynamic analysis.

What is causing the cg position change with alpha? Alpha is an aerodynamic term and we do not normally see changes in cg position due to aerodynamic terms.
I'm also curious about the separation bubble extending as far beyond the canard as you've labeled it. Most of us have props that are have a decent diameter (60in for me) and both blown wing effects and ground effect have created enough difference in feel that I do not expect they are negligible.

I fully appreciate your caution against over rotation and would agree with that. All sorts of bad things there.

Best,
IF

--------------------------------------------

On Tue, 5/22/18, 'Jay Scheevel SGT' jay@... [Q-LIST] <Q-LIST@...> wrote:

Subject: [Q-LIST] Langley_wind_tunnel_on_Q.pdf [1 Attachment]
To: Q-LIST@...
Date: Tuesday, May 22, 2018, 6:23 PM


 









Talked to a few people at
Kevin’s spring fling about this, but a few pictures are
better than a lot of talk. I superimposed some Langley Wind
tunnel pics on top of the Q canard so you can see where the
turbulent air mass caused by the stall ends up. Obviously
over-rotation is not a good thing. This could happen in an
accelerated maneuver or on the runway in a Tri-Q. If it
happens on the runway (only possible in a Tri-Q), the CG
rotates aftward very close to, or perhaps even behind, the
main gear axis and there is no recovery except to apply
brakes and get the nose back down. PDF attached for your
consideration.
 Cheers,Jay









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Langley_wind_tunnel_on_Q.pdf

Jay Scheevel
 

Talked to a few people at Kevin’s spring fling about this, but a few pictures are better than a lot of talk. I superimposed some Langley Wind tunnel pics on top of the Q canard so you can see where the turbulent air mass caused by the stall ends up. Obviously over-rotation is not a good thing. This could happen in an accelerated maneuver or on the runway in a Tri-Q. If it happens on the runway (only possible in a Tri-Q), the CG rotates aftward very close to, or perhaps even behind, the main gear axis and there is no recovery except to apply brakes and get the nose back down. PDF attached for your consideration.

 

Cheers,

Jay


Re: Fw: Oil Filter Adaptor

Matthew Curcio
 

Thanks for sharing! . . . I’m more excited about this picture from Sunday morning at the moment Kr2, L29, stearman, and me in the q.



Matthew Curcio
419-290-3773


On May 22, 2018, at 09:06, Mike Dwyer q2pilot@... [Q-LIST] <Q-LIST@...> wrote:

 

Cool, nice place to park it!
Mike Q200 N3QP


On Tue, May 22, 2018 at 11:30 AM, Jacob Varhus jvarhus@... [Q-LIST] <Q-LIST@...> wrote:
 


_________________________________________
Jacob Varhus
jvarhus@...
(719) 207 - 0247

On Mon, Apr 23, 2018 at 11:47 AM, Matthew Curcio mlcurcio89@... [Q-LIST] <Q-LIST@...> wrote:
 


Aviators,


This one is largely directed to Bob Farnum ( I don't think I have his contact info) but anyone else who knows please chime in. Bob has the oil filter adaptor on his Q and I believe it was TAF-L model shown here the http://www.aircraftspruce.com/catalog/eppages/fmengadapter.php . I want to confirm that before I order one. His seemed to fit really nicely and he made a nice setup for cooling the filter in lieu of a traditional oil cooler. I don't want a remote mounted one unless I absolutely have to and my oil cooler has to much cooling and needs re-worked (for additional reasons) anyways. Thanks

TEMPEST ENGINE MOUNTED OIL FILTER ADAPTER Tempest engine mounted oil filter adapters eliminate the need for oil screens and provide increased filtering capabilities for longer engine life.


Matthew Curcio

419.290.3773




Re: Fw: Oil Filter Adaptor

Mike Dwyer
 

Cool, nice place to park it!
Mike Q200 N3QP


On Tue, May 22, 2018 at 11:30 AM, Jacob Varhus jvarhus@... [Q-LIST] <Q-LIST@...> wrote:
 


_________________________________________
Jacob Varhus
jvarhus@...
(719) 207 - 0247

On Mon, Apr 23, 2018 at 11:47 AM, Matthew Curcio mlcurcio89@... [Q-LIST] <Q-LIST@...> wrote:
 


Aviators,


This one is largely directed to Bob Farnum ( I don't think I have his contact info) but anyone else who knows please chime in. Bob has the oil filter adaptor on his Q and I believe it was TAF-L model shown here the http://www.aircraftspruce.com/catalog/eppages/fmengadapter.php . I want to confirm that before I order one. His seemed to fit really nicely and he made a nice setup for cooling the filter in lieu of a traditional oil cooler. I don't want a remote mounted one unless I absolutely have to and my oil cooler has to much cooling and needs re-worked (for additional reasons) anyways. Thanks

TEMPEST ENGINE MOUNTED OIL FILTER ADAPTER Tempest engine mounted oil filter adapters eliminate the need for oil screens and provide increased filtering capabilities for longer engine life.


Matthew Curcio

419.290.3773



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