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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:
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Re: 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:
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N46JP
Vimeo.com 8789435
A walk around of my plane. Jim N46JP-Q200 Sent from Outer Space
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Flyin the Q
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
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Electric Q1
This looks pretty cool. Found it poking around on YouTube Still the best Flyby Video of a Q200 Mike Q200 N3QP
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Still the best video on Q200 Control movements on takeoff and Landing.
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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
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Re: Langley_wind_tunnel_on_Q.pdf
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Re: Langley_wind_tunnel_on_Q.pdf
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
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@...>
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
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
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
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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@...
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
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
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
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
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
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
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
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,
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Re: Langley_wind_tunnel_on_Q.pdf
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Re: Langley_wind_tunnel_on_Q.pdf [1 Attachment]
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Re: Langley_wind_tunnel_on_Q.pdf [1 Attachment]
quickieaircraft
Jay,
toggle quoted messageShow quoted text
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. 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Langley_wind_tunnel_on_Q.pdf
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: 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:
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Re: Fw: Oil Filter Adaptor
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:
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