Date   

Re: Lots of questions.

Rick Hole
 

Before retiring from Velocity I did a lot of firberglass work. Repairing spars, no. Safer to build from new. 
I’ve built two sets of wings/canards for Q2. LS1 spar canards under tutelage of Velocity’s wing master craftsman Jim Campbell. 
If you haven’t done fiberglass before make some small items for experience. Having someone with experience will be a good help. 
I am now living in Honduras. Hardly any GA here so I am sidelined. 
When you have finished it’ll feel soo good!


Rick Hole

On Jul 6, 2019, at 8:32 AM, Dustin Graber nitsudls1@... [Q-LIST] <Q-LIST@...> wrote:

 

I studied the plans and  went ahead and sanded into the gouge that was in the picture.. The unidirectional cloth is very thick in this area and as deep as I went the glass had a separation. I started feeling less and less confident in a repar right in the “spar” area. The more I thought about repairing that area the more I just felt like I should start over, so last night I cut the wings off….uhh. Man, it's so discouraging. My sand/repair/paint project is turning into a complete build. In fact I would bet that I'm not much farther ahead at this point than starting from an untouched kit. I've got this now, so Ill just keep grinding away on it.

I guess that means I'm in the market for wings. Obviously I’m thinking in terms of the ls-1 variant, but let me know what you've got.

I'm actually not completely opposed to building a new gu canard, so if nothing comes up I'll always have that option.

 

Dustin

 

Sent from my Windows 10 device

 


Re: Lots of questions.

Dustin Graber <nitsudls1@...>
 

I studied the plans and  went ahead and sanded into the gouge that was in the picture. The unidirectional cloth is very thick in this area and as deep as I went the glass had a separation. I started feeling less and less confident in a repar right in the “spar” area. The more I thought about repairing that area the more I just felt like I should start over, so last night I cut the wings off….uhh. Man, it's so discouraging. My sand/repair/paint project is turning into a complete build. In fact I would bet that I'm not much farther ahead at this point than starting from an untouched kit. I've got this now, so Ill just keep grinding away on it.

I guess that means I'm in the market for wings. Obviously I’m thinking in terms of the ls-1 variant, but let me know what you've got.

I'm actually not completely opposed to building a new gu canard, so if nothing comes up I'll always have that option.

 

Dustin

 

Sent from my Windows 10 device

 


Re: Flight report

Sam Hoskins
 

Mike, how are you currently making the idle mixture adjustment?

Sam 

On Thu, Jul 4, 2019, 11:19 AM q2pilot@... [Q-LIST] <Q-LIST@...> wrote:
 

Hi Kevin,

I don't think those compression numbers mean much.  I've seen engines fly well with 20/80 compression's!  You might have been having valves sticking or something else going on.  

I put new millenniums on this year also.  My reason was I was getting 2 hours to the quart...lots of ring blowby.  Oil on the belly.    After install, I flew 10 hours at redline and 1000' pressure altitude to break it in.  Open up your airflow and redline the engine!  Try to minimize taxi time.  I now have about 30 hours and in the last 5 I can't detect any oil consumption and no oil leaking now (suspect reduced crankcase pressure).

I'm still fighting with a MA3SPA that is running way to rich at idle.  Fowling my plugs on landing approach and taxi even tho I got it leaned out like crazy.  In flight the carb works fine.  I use auto gas and that fowls plugs way worse than 100LL.  But still, I want to get working so if there are any carb experts out there, help!

Fly Safe.
Mike N3QP Q200 

 


Re: Flight report

One Sky Dog
 

On Jul 4, 2019, at 1:35 PM, Kevin Boddicker trumanst@... [Q-LIST] <Q-LIST@...> wrote:

Mike,
Sam’s friend C Rod is a carb guru. Maybe contact Sam about this. I think C Rod used to monitor the list. Not sure of his current status.
I have a manual and other info here, but no scanner. New printer, no scanner. 
Let me know if you need any info reproduced. I can do it at work.
Kevin

On Jul 4, 2019, at 11:19 AM, q2pilot@... [Q-LIST] <Q-LIST@...> wrote:

 

Hi Kevin,

I don't think those compression numbers mean much.  I've seen engines fly well with 20/80 compression's!  You might have been having valves sticking or something else going on.  

I put new millenniums on this year also.  My reason was I was getting 2 hours to the quart...lots of ring blowby.  Oil on the belly.    After install, I flew 10 hours at redline and 1000' pressure altitude to break it in.  Open up your airflow and redline the engine!  Try to minimize taxi time.  I now have about 30 hours and in the last 5 I can't detect any oil consumption and no oil leaking now (suspect reduced crankcase pressure).

I'm still fighting with a MA3SPA that is running way to rich at idle.  Fowling my plugs on landing approach and taxi even tho I got it leaned out like crazy.  In flight the carb works fine.  I use auto gas and that fowls plugs way worse than 100LL.  But still, I want to get working so if there are any carb experts out there, help!

Fly Safe.
Mike N3QP Q200 

 



Re: Flight report

Kevin Boddicker
 

Mike,
Sam’s friend C Rod is a carb guru. Maybe contact Sam about this. I think C Rod used to monitor the list. Not sure of his current status.
I have a manual and other info here, but no scanner. New printer, no scanner. 
Let me know if you need any info reproduced. I can do it at work.
Kevin

On Jul 4, 2019, at 11:19 AM, q2pilot@... [Q-LIST] <Q-LIST@...> wrote:

 

Hi Kevin,

I don't think those compression numbers mean much.  I've seen engines fly well with 20/80 compression's!  You might have been having valves sticking or something else going on.  

I put new millenniums on this year also.  My reason was I was getting 2 hours to the quart...lots of ring blowby.  Oil on the belly.    After install, I flew 10 hours at redline and 1000' pressure altitude to break it in.  Open up your airflow and redline the engine!  Try to minimize taxi time.  I now have about 30 hours and in the last 5 I can't detect any oil consumption and no oil leaking now (suspect reduced crankcase pressure).

I'm still fighting with a MA3SPA that is running way to rich at idle.  Fowling my plugs on landing approach and taxi even tho I got it leaned out like crazy.  In flight the carb works fine.  I use auto gas and that fowls plugs way worse than 100LL.  But still, I want to get working so if there are any carb experts out there, help!

Fly Safe.
Mike N3QP Q200 

 



Re: Flight report

Mike Dwyer
 

Hi Kevin,
I don't think those compression numbers mean much.  I've seen engines fly well with 20/80 compression's!  You might have been having valves sticking or something else going on.  

I put new millenniums on this year also.  My reason was I was getting 2 hours to the quart...lots of ring blowby.  Oil on the belly.    After install, I flew 10 hours at redline and 1000' pressure altitude to break it in.  Open up your airflow and redline the engine!  Try to minimize taxi time.  I now have about 30 hours and in the last 5 I can't detect any oil consumption and no oil leaking now (suspect reduced crankcase pressure).

I'm still fighting with a MA3SPA that is running way to rich at idle.  Fowling my plugs on landing approach and taxi even tho I got it leaned out like crazy.  In flight the carb works fine.  I use auto gas and that fowls plugs way worse than 100LL.  But still, I want to get working so if there are any carb experts out there, help!

Fly Safe.
Mike N3QP Q200 

 


Re: Flight report

Paul Fisher
 

Glad you're back up and running Kevin.  Quite an ordeal, but hopefully you now have your confidence back to fly again!

Paul

On Thu, Jul 4, 2019, 10:23 Kevin Boddicker trumanst@... [Q-LIST] <Q-LIST@...> wrote:
 

I have not written a flight report for quite some time.

I flew around the pattern on 5-23-19. I had intensions of flying for an hour or so, but once again I lost power shortly after take off. I had been experiencing troubles for the last several months, and attributing it to carb ice. Application of carb heat at times would clear the problem. The previous flight, 5/19/19, the engine missed twice in rapid succession, and then decaying RPM. Carb heat slowly brought the RPM back to normal, 2400 PRM with carb heat applied full throttle. Flew over the airport for half an hour and landed. Nothing abnormal. 
Back to 5-23. Experienced decaying of power at 400’ AGL. Carb heat applied. 2000 RPM was all I could get from her. Enough power to maintain altitude while in slow flight at 100MPH. Was the first time I was ever concerned that I might not make it back to the airport! Good Lord’s will, I did.
Started all the normal troubleshooting activities. Mags, normal. Plugs, serviceable. Carb float setting ok. Fuel flow, 37.5 GPH. Balloon test, passed. Compression, oh shit. #1 80/76  #3 80/60ish leaking by exhaust valve. #4 same as #3. #2 80/60ish leaking by the intake valve. NFG!
It would appear that the engine was trying to tell me that things weren’t right, but I had my mind on carb ice, and not listening. Always easier to trouble shoot after the fact. Maybe that missing in the engine the flight before was a stuck/sticking valve? Carb heat did help. Coincidence? Who the hell knows.
Ordered four new Superior Millennium cylinders, piston pins, and all the gaskets that come with new cyls.
from AS. Had them in five days!
Skipping all the details of removing baffeling, cyls, pistons , etc.
New cyls installed, after Mike, A&P IA gapped the rings. He also set the rocker arm gap. Needed two new push rods, a length thing as I understand it. He also installed the newest carb float recommended, via service bulletin.
Torqued to spec. Baffling reinstalled. A few baffle cracks fixed. New high temp RTV calked in. You get it. 
With Mike on the fire ext. we fired it up. Fired on second blade. Sounded good. 
Flew first flight 6/22/19. About .8 hours using break-in procedures published by Superior. Wanted to fly for two hours, but mother nature sent a small cell right at the airport. Landed and all was well. Flew 1.8 hours on 6/26/19 circling over the airport on both flights. Temp were within recommended ranges. Again following suggested power ranges and time durations recommended. Used about a half quart of oil for both flights .
All is good!
Climb was great. 
Now I need to have the ambient temps get back to a workable range before flying again. Mike recommended not flying in the 90°F+ temps we have been experiencing as of late. No reason the get parts too hot, or have to reduce power to cool things down. Lower power settings will not be good for seating the rings to the cyls. 

Listen to your engine with an open mind. Try to not get fixated on what you might think. In my case carb ice.
If things are abnormal, dig into the beast.




Kevin Boddicker
TriQ 200 N7868B   481 hrs
Luana, IA.




Flight report

Kevin Boddicker
 

I have not written a flight report for quite some time.

I flew around the pattern on 5-23-19. I had intensions of flying for an hour or so, but once again I lost power shortly after take off. I had been experiencing troubles for the last several months, and attributing it to carb ice. Application of carb heat at times would clear the problem. The previous flight, 5/19/19, the engine missed twice in rapid succession, and then decaying RPM. Carb heat slowly brought the RPM back to normal, 2400 PRM with carb heat applied full throttle. Flew over the airport for half an hour and landed. Nothing abnormal. 
Back to 5-23. Experienced decaying of power at 400’ AGL. Carb heat applied. 2000 RPM was all I could get from her. Enough power to maintain altitude while in slow flight at 100MPH. Was the first time I was ever concerned that I might not make it back to the airport! Good Lord’s will, I did.
Started all the normal troubleshooting activities. Mags, normal. Plugs, serviceable. Carb float setting ok. Fuel flow, 37.5 GPH. Balloon test, passed. Compression, oh shit. #1 80/76  #3 80/60ish leaking by exhaust valve. #4 same as #3. #2 80/60ish leaking by the intake valve. NFG!
It would appear that the engine was trying to tell me that things weren’t right, but I had my mind on carb ice, and not listening. Always easier to trouble shoot after the fact. Maybe that missing in the engine the flight before was a stuck/sticking valve? Carb heat did help. Coincidence? Who the hell knows.
Ordered four new Superior Millennium cylinders, piston pins, and all the gaskets that come with new cyls.
from AS. Had them in five days!
Skipping all the details of removing baffeling, cyls, pistons , etc.
New cyls installed, after Mike, A&P IA gapped the rings. He also set the rocker arm gap. Needed two new push rods, a length thing as I understand it. He also installed the newest carb float recommended, via service bulletin.
Torqued to spec. Baffling reinstalled. A few baffle cracks fixed. New high temp RTV calked in. You get it. 
With Mike on the fire ext. we fired it up. Fired on second blade. Sounded good. 
Flew first flight 6/22/19. About .8 hours using break-in procedures published by Superior. Wanted to fly for two hours, but mother nature sent a small cell right at the airport. Landed and all was well. Flew 1.8 hours on 6/26/19 circling over the airport on both flights. Temp were within recommended ranges. Again following suggested power ranges and time durations recommended. Used about a half quart of oil for both flights .
All is good!
Climb was great. 
Now I need to have the ambient temps get back to a workable range before flying again. Mike recommended not flying in the 90°F+ temps we have been experiencing as of late. No reason the get parts too hot, or have to reduce power to cool things down. Lower power settings will not be good for seating the rings to the cyls. 

Listen to your engine with an open mind. Try to not get fixated on what you might think. In my case carb ice.
If things are abnormal, dig into the beast.




Kevin Boddicker
TriQ 200 N7868B   481 hrs
Luana, IA.




Re: Tri-Q Nose gear build directions

ryan goodman
 

You have contact info for Kevin.

On Jul 3, 2019, at 16:09, "Kevin Boddicker trumanst@... [Q-LIST]" <q-list@...> wrote:
 

Scott Swing designed the nose gear. 

Velocity aircraft in Fla. 

I think Richard at Fast Little Planes has the gear legs now. 
You out there Richard?


Kevin Boddicker
TriQ 200 N7868B    481 hrs
Luana, IA.



On Jul 3, 2019, at 2:52 PM, Ryan Goodman elboy0712@... [Q-LIST] < Q-LIST@...> wrote:


Anyone have a diagram or the instructions for building the nose gear of a Tri-Q? I've searched the triq conversion documents over and over and can't seem to find the directions for building the actual nose gear. If anyone has that part would really appreciate it.  

Ryan




Re: Tri-Q Nose gear build directions

Kevin Boddicker
 

Scott Swing designed the nose gear. 
Velocity aircraft in Fla. 

I think Richard at Fast Little Planes has the gear legs now. 
You out there Richard?


Kevin Boddicker
TriQ 200 N7868B    481 hrs
Luana, IA.



On Jul 3, 2019, at 2:52 PM, Ryan Goodman elboy0712@... [Q-LIST] <Q-LIST@...> wrote:


Anyone have a diagram or the instructions for building the nose gear of a Tri-Q? I've searched the triq conversion documents over and over and can't seem to find the directions for building the actual nose gear. If anyone has that part would really appreciate it. 

Ryan




Tri-Q Nose gear build directions

ryan goodman
 

Anyone have a diagram or the instructions for building the nose gear of a Tri-Q? I've searched the triq conversion documents over and over and can't seem to find the directions for building the actual nose gear. If anyone has that part would really appreciate it.

Ryan


Re: Lots of questions.

Allan Farr
 

Could get someone killed? I suspect that the designers knew a bit more than you or I do. I'd be interested in hearing what those who are actually flying with the GU canard have to say, perhaps they don't realise how close to death they are ;)


Re: Tires - Whatcha Got?

Mike Dwyer
 

Try to stick with the same type tires ya got.  I'm still running the Chen Shins, I think they are 500x5's.  I have the small tire option wheel pants and they are real tight.  All 500x5's are not created equal!  Also I run 30 psi in my tires.  I found with  much higher pressures the tires don't absorb much of a landing hit and you bounce up more!
Mike Q200 N3QP

YouTube Videos: https://goo.gl/yKEHfK
Q200 Website: http://goo.gl/V8IrJF


Re: Tires - Whatcha Got?

Jim Patillo
 

Corbin,

I used the stock “cross hatch” 4 ply tires forever but recently switched to the ribbed 8 ply Tires sold by AC. They are much more robust tires but smaller the dia. tires drop the plane about 1/2”, lowering the canard angle which requires a little more runway for takeoff. That was the only trade off as far as I can tell.

Jim
N46JP - Q200


Re: Tires - Whatcha Got?

Jerry Marstall <jnmarstall@...>
 

Might want to check the rotors to be assured they are not warped.

 

From: Q-LIST@... [mailto:Q-LIST@...]
Sent: Wednesday, July 3, 2019 12:26 PM
To: Q-LIST@...
Subject: Re: [Q-LIST] Tires - Whatcha Got?

 

 

Sounds like you have your brake pad issue figured out. If not, I think I have the original Airheart brake pads, never used, from my Q-200 kit and I will see if I can locate them. Tri-Q kit came with its own wheels and brakes.

 

If you really are using 5 X 5.00 tires, the diameter is the critical item to make sure you have the same clearance of the wheel pant to the wheel and the runway. I have put AIR HAWK 500-5 6PLY TIREs on my Tri-Q2. These tires go on same wheel as the Lamb tire. So far, I like the new tires. Don't wear as fast and smooth out some of the cracks in my home runway. The diameter of the whole assembly went from 11" to 13" when I changed from the Lamb tires. The AIR HAWK tire is available from Spruce for $$.

 

Cheers,

Jay Scheevel, Tri-Q@ N8WQ


Re: Tires - Whatcha Got?

Corbin
 

Thanks.....I was considering the AIR HAWK tire so good to know.  


Re: Tires - Whatcha Got?

Jay Scheevel
 

Sounds like you have your brake pad issue figured out. If not, I think I have the original Airheart brake pads, never used, from my Q-200 kit and I will see if I can locate them. Tri-Q kit came with its own wheels and brakes.

If you really are using 5 X 5.00 tires, the diameter is the critical item to make sure you have the same clearance of the wheel pant to the wheel and the runway. I have put AIR HAWK 500-5 6PLY TIREs on my Tri-Q2. These tires go on same wheel as the Lamb tire. So far, I like the new tires. Don't wear as fast and smooth out some of the cracks in my home runway. The diameter of the whole assembly went from 11" to 13" when I changed from the Lamb tires. The AIR HAWK tire is available from Spruce for $$.

Cheers,
Jay Scheevel, Tri-Q@ N8WQ


Re: Tires - Whatcha Got?

Corbin
 

Great thanks.  I will try the soft ones to maintain better performance when colder outside.


Re: Tires - Whatcha Got?

Jim Patillo
 

It really doesn’t matter whether you use soft or hard pads. Their cheap, get both types any try them. I don’t see s lot of difference in performance.

Jim
N46JP - Q200


Re: Tires - Whatcha Got?

Corbin
 

Hey Sam!

Airheart is the company I am speaking with and they are wanting to know which ones (hard or soft).  I think I am going to with soft as it looks to resemble the pads on their now.  

I was back taxiing to depart on my first solo when the brake issue surfaced.  Lots of drag on left side and when we removed the caliper and pads we could see plenty of "gunk" and a very unevenly worn pad.  

Corbin

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