Date   

Re: New guy

 

Jim,
I’m interested if you know and have information on them
You can PM if you wish

Thanks

Mike (wannabeQ200) Neidenthal


Re: Climb performance N8WQ follow-up [1 Attachment]

Dustin Graber <nitsudls1@...>
 

Curious why the slope for Vx extends to the point 0,0 on the graph? I’m thinking in terms of the derivative of the climb rate, but still no light bulb coming on.

Dustin Graber

Q2 project  

 

Sent from my Windows 10 device

 

From: 'Jay Scheevel SGT' jay@... [Q-LIST]
Sent: Tuesday, August 20, 2019 1:14 PM
To: Q-LIST@...
Subject: [Q-LIST] Climb performance N8WQ follow-up [1 Attachment]

 

 

Gathered some slower speed data this morning. With full power I cannot hold steady airspeed below 75 mph IAS, or maybe I was just in some turbulent air, could really not tell.

 

Anyway, steady at 75 mph, full power, the deck angle is at 14 degrees!

 

I got sufficient data to complete the chart and do the standard graphical construction for Vx and Vy. Here is the result. Computing climb angle also confirms Vx at 80 mph.

 

All climbs were trimmed to neutral stick using the reflexor. This usually leaves the elevator very slightly trailing edge up when fully trimmed.

 

Cheers,

Jay

 


Re: Dynon

 

Thanks Sam for the info. I’ll check your blog out also

Mike 


On Aug 20, 2019, at 4:46 PM, Sam Hoskins sam.hoskins@... [Q-LIST] <Q-LIST@...> wrote:

 

That would be me. 

O-200, with 9:1 pistons. Fuel injection and electronic ignition. 
Catto, I think it it's a 60x72.
You can see more  at www.samhoskins.blogspot.com 

Sam Hoskins 

On Tue, Aug 20, 2019, 12:22 PM Mike Neidenthal n7000t@... [Q-LIST] <Q-LIST@...> wrote:
 

Hi,
I saw a picture on the q list of a Dynon put on by Sammyq2. If your out there was wondering what engine/prop you are running?
Thanks

Mike ( Q200 wannabe)



Re: Dynon

Sam Hoskins
 

That would be me. 

O-200, with 9:1 pistons. Fuel injection and electronic ignition. 
Catto, I think it it's a 60x72.
You can see more  at www.samhoskins.blogspot.com 

Sam Hoskins 


On Tue, Aug 20, 2019, 12:22 PM Mike Neidenthal n7000t@... [Q-LIST] <Q-LIST@...> wrote:
 

Hi,
I saw a picture on the q list of a Dynon put on by Sammyq2. If your out there was wondering what engine/prop you are running?
Thanks

Mike ( Q200 wannabe)



Climb performance N8WQ follow-up

Jay Scheevel
 

Gathered some slower speed data this morning. With full power I cannot hold steady airspeed below 75 mph IAS, or maybe I was just in some turbulent air, could really not tell.

 

Anyway, steady at 75 mph, full power, the deck angle is at 14 degrees!

 

I got sufficient data to complete the chart and do the standard graphical construction for Vx and Vy. Here is the result. Computing climb angle also confirms Vx at 80 mph.

 

All climbs were trimmed to neutral stick using the reflexor. This usually leaves the elevator very slightly trailing edge up when fully trimmed.

 

Cheers,

Jay


Dynon

 

Hi,
I saw a picture on the q list of a Dynon put on by Sammyq2. If your out there was wondering what engine/prop you are running?
Thanks

Mike ( Q200 wannabe)


Re: Short Q200 Flight video

Jim Patillo
 

I second that Mike. Bernie Warnke made beautiful fast wood props, 32 laminations if I remember correctly. I had a 60/66 Warnke which I overstressed and is now hanging on the pool room wall but it was smooth and had great climb and cruise. I could turn that prop 3200 rpm at sea level.

I’ve run a 60/72 Catto Prop with leading edge protection for a long time now and have had good results. It is a excellent all around prop.

Since the Catto is pitched a little different than the Warnke, the Catto will absorb more HP. As a result, max rpm at sea level drops to 2950-3,000 rpm WOT.

Regards,
Jim
N46JP-Q200


Re: Short Q200 Flight video

Mike Dwyer
 

Hi Mike,
I have a Marge Warnkee prop, but she's out of business.  The best prop I ever had was a Bernard Warnkee prop but he passed away... My prop turns around 2900 RPM at full power sea level so it's pitched for power.  It makes the Q200 really get up and go.  I probably lose a bit of efficiency at cruise but that's ok.  I still have a good blade from the Bernard Warnkee and have toyed with duplicating it.  One day...
Get er done!
Mike Q200 N3QP
ps, thanks to everyone for the thumbs up and good comments!  


Re: Short Q200 Flight video

Jerry Marstall <jnmarstall@...>
 

AWESOME VIDEO.  AWESOME HD,  AWESOME MUSIC!!!

-------- Original message --------
From: "q2pilot@... [Q-LIST]" <Q-LIST@...>
Date: 8/19/19 4:21 PM (GMT-05:00)
To: Q-LIST@...
Subject: [Q-LIST] Short Q200 Flight video

 


Re: Short Q200 Flight video

 

Mike,
What prop are you running with your 0200?
Thanks

Mike( wannabe) Q200


Re: Climb performance N8WQ

Jay Scheevel
 

Hi Ryan,

 

I have a Tri-Q2, LS1 canard with no anhedral, a Jabiru 3300A engine, and a Prince P-tip prop 54X62.

 

Cheers,

Jay

 

From: Q-LIST@...
Sent: Monday, August 19, 2019 1:05 PM
To: Q-LIST@...
Subject: Re: [Q-LIST] Climb performance N8WQ

 

 

Jay, really appreciate all the work you've done building data and sharing it with us all. Can you remind me what your setup is for the aircraft and powerplant? If I recall Q2, tip gear, GU canard...can't recall your engine or 

Propeller specs.

 

Ryan, TriQ restoring, Colorado Springs

 

On Mon, Aug 19, 2019 at 12:55, 'Jay Scheevel SGT' jay@... [Q-LIST]

wrote:

 

Hi Guys,

 

After gathering quite a bit of inflight performance data on N8WQ (still in phase 1 testing), I have compiled most of the climb performance data. Trying to stay at a fairly constant density altitude, also keeping pressure altitude fairly constant. The air temperature this time of year mean that a comfortable MSL testing altitude of ~6000’ is at a DA around 8800’, so these data reflect that flying environment. Holding my GW around 1050 pounds for these tests.

 

I am happy to see that the climb data is confirming the relatively unconventional L/D profile that I got from my numerical modeling effort a few years ago. When I say unconventional, I mean that the highest L/D ratios occur very close to the lowest end of the stable airspeed range. The model chart shows L/D for level flight at a given airspeed. My flight data is measuring climb angle/rate as a function of airspeed at full power, not exactly the same thing, but close.

 

I have yet to gather climb data below about 78 mph IAS (and that was at 10000’ DA, so is not on this chart). I will get into the mid-70’s, but my pitch-buck occurs at around 70, so I approach that speed cautiously, when at full power.  Here is what I have so far.

 

Cheers,

Jay  Tri-Q2 N8WQ, 37 hours.


Short Q200 Flight video

Mike Dwyer
 


Re: Climb performance N8WQ [2 Attachments]

Jay Scheevel
 

Hi Paul,

Hoping to do that, but my total time is not my testing time, since I had about 10 hours of ground time prior to flight. Nevertheless, I am still hopeful. The plane is running great except the "trans" part of my transponder does not seem to be working, so I need to "ponder" why that is happening.

Cheers,
Jay


Re: Climb performance N8WQ [2 Attachments]

Jay Scheevel
 

MIne is a Tri-Q2 with LS1 canard, no anhedral, Jabiru 3300A engine, Prince propeller 54X62


Re: Climb performance N8WQ [2 Attachments]

Paul Fisher
 

Jay, are you going to get through phase I in time for the FOD flying in Enid?  I'm hoping to see your airplane there this year!  Three hours in four weeks should be doable!

Paul


On Mon, Aug 19, 2019, 13:55 'Jay Scheevel SGT' jay@... [Q-LIST] <Q-LIST@...> wrote:
 

Hi Guys,

 

After gathering quite a bit of inflight performance data on N8WQ (still in phase 1 testing), I have compiled most of the climb performance data. Trying to stay at a fairly constant density altitude, also keeping pressure altitude fairly constant. The air temperature this time of year mean that a comfortable MSL testing altitude of ~6000’ is at a DA around 8800’, so these data reflect that flying environment. Holding my GW around 1050 pounds for these tests.

 

I am happy to see that the climb data is confirming the relatively unconventional L/D profile that I got from my numerical modeling effort a few years ago. When I say unconventional, I mean that the highest L/D ratios occur very close to the lowest end of the stable airspeed range. The model chart shows L/D for level flight at a given airspeed. My flight data is measuring climb angle/rate as a function of airspeed at full power, not exactly the same thing, but close.

 

I have yet to gather climb data below about 78 mph IAS (and that was at 10000’ DA, so is not on this chart). I will get into the mid-70’s, but my pitch-buck occurs at around 70, so I approach that speed cautiously, when at full power.  Here is what I have so far.

 

Cheers,

Jay  Tri-Q2 N8WQ, 37 hours.


Re: Climb performance N8WQ [2 Attachments]

Chris Walterson
 

I realize they are a different beast, but I uploaded a video to you tube showing a Dragonfly stall with VGs. May be of interest to someone. "dragonfly stall" will get you there--------------- Chris


Re: Trip report: 49 states in the books . . . +1 for me

 

Hi, Matthew, thanks for letting me try your on at Oshkosh. Also talking Q200 with me too. I’d would be great to see your info about Alaska too
Thanks

Mike Neidenthal


Re: Climb performance N8WQ [2 Attachments]

ryan goodman
 

Jay, really appreciate all the work you've done building data and sharing it with us all. Can you remind me what your setup is for the aircraft and powerplant? If I recall Q2, tip gear, GU canard...can't recall your engine or 
Propeller specs.

Ryan, TriQ restoring, Colorado Springs


On Mon, Aug 19, 2019 at 12:55, 'Jay Scheevel SGT' jay@... [Q-LIST]
wrote:
 

Hi Guys,

 

After gathering quite a bit of inflight performance data on N8WQ (still in phase 1 testing), I have compiled most of the climb performance data. Trying to stay at a fairly constant density altitude, also keeping pressure altitude fairly constant. The air temperature this time of year mean that a comfortable MSL testing altitude of ~6000’ is at a DA around 8800’, so these data reflect that flying environment. Holding my GW around 1050 pounds for these tests.

 

I am happy to see that the climb data is confirming the relatively unconventional L/D profile that I got from my numerical modeling effort a few years ago. When I say unconventional, I mean that the highest L/D ratios occur very close to the lowest end of the stable airspeed range. The model chart shows L/D for level flight at a given airspeed. My flight data is measuring climb angle/rate as a function of airspeed at full power, not exactly the same thing, but close.

 

I have yet to gather climb data below about 78 mph IAS (and that was at 10000’ DA, so is not on this chart). I will get into the mid-70’s, but my pitch-buck occurs at around 70, so I approach that speed cautiously, when at full power.  Here is what I have so far.

 

Cheers,

Jay  Tri-Q2 N8WQ, 37 hours.


Climb performance N8WQ

Jay Scheevel
 

Hi Guys,

 

After gathering quite a bit of inflight performance data on N8WQ (still in phase 1 testing), I have compiled most of the climb performance data. Trying to stay at a fairly constant density altitude, also keeping pressure altitude fairly constant. The air temperature this time of year mean that a comfortable MSL testing altitude of ~6000’ is at a DA around 8800’, so these data reflect that flying environment. Holding my GW around 1050 pounds for these tests.

 

I am happy to see that the climb data is confirming the relatively unconventional L/D profile that I got from my numerical modeling effort a few years ago. When I say unconventional, I mean that the highest L/D ratios occur very close to the lowest end of the stable airspeed range. The model chart shows L/D for level flight at a given airspeed. My flight data is measuring climb angle/rate as a function of airspeed at full power, not exactly the same thing, but close.

 

I have yet to gather climb data below about 78 mph IAS (and that was at 10000’ DA, so is not on this chart). I will get into the mid-70’s, but my pitch-buck occurs at around 70, so I approach that speed cautiously, when at full power.  Here is what I have so far.

 

Cheers,

Jay  Tri-Q2 N8WQ, 37 hours.


Re: Brake Bleed Methods

ΕΔΔΥ . <overlordmustafa@...>
 

There is another method that you can do by yourself.  After you get the system nice and clean, run a tube from the bleeder nipple to the reservoir.  Keep pumping to your hearts content.  You'll never run out as you're circulating the fluid.  If you're worried about contaminants add a filter in the loop.  A paper paint strainer or even an inline fuel filter.

On Fri, Aug 16, 2019 at 2:32 PM 'Jay Scheevel SGT' jay@... [Q-LIST] <Q-LIST@...> wrote:
 

I generally come up with a strategy to do everything as a single person. Comes from 10+ years of living by myself. So here’s my story.

 

Plan A. I put a jar of brake fluid and a clear tube from the bleeder into it, (tube full of fluid), then opened the bleeder. Then I have a little 12 V vacuum pump that I hooked up to the fill fitting in the top of the master cylinder. I thought: air bubbles move easier uphill and vacuum will just make it even better. Guess what? I was wrong. Did not work. Brake never got solid.

 

So….

 

Plan B. Used the little oil can trick and a flexible hose attached to the fill fitting on the top of the master. Opened the bleeder at the bottom of the caliper with the bleeder hose still in the jar. Pumped the master several strokes (refilling with oil can as needed). Closed the bleeder and the brake was rock solid. Caveat. My brake lines, excluding the small flexible sections on either end, are 1/8” OD stainless tubing, and my brake system is on a Tri-Q so shorter lines (maybe 7 feet total length). So moving a bubble through the entire length does not require much volume to be pumped from the master when compared to the plans-built nylaflo tubing on a taildragger.

 

This proves again that for my plane anyway, plan B is always better than plan A.

 

Cheers,

Jay N8WQ

 

From: Q-LIST@... <Q-LIST@...>
Sent: Friday, August 16, 2019 8:12 AM
To: Q-LIST@...
Subject: Re: [Q-LIST] Brake Bleed Methods

 

 

I have had the most like just going to home depot and buying a little tube that will fit snugly over the bleeder. Run that up a foot or two and then into a cup than crack the bleeder and go. You can bleed by yourself and you see when all of the air is out. Just pump slowly and hold a little bit at the end of each stroke before releasing to let the bubbles rise a little bit in the line. It's by far the simplest way to bleed if you ask me. 

 

I have a pressure bottle for reverse bleeding but for some reason it always seems to en-train tiny bubbles of air in the fluid that coalesces in the break lines. 

 


From: Q-LIST@... <Q-LIST@...> on behalf of Corbin Geiser c_geiser@... [Q-LIST] <Q-LIST@...>
Sent: Friday, August 16, 2019 9:26 AM
To: Q-LIST@... <Q-LIST@...>
Subject: Re: [Q-LIST] Brake Bleed Methods

 

 

Thanks Richard.  I think I will try this method again today.  I would love to get a fitting like Jerry and connect to the reservoir to collect overflow.  Maybe I can determine that size today and get it done.

 

Corbin Ge!ser


On August 16, 2019 at 8:16 AM, "fastlittleairplanes@... [Q-LIST]" <Q-LIST@...> wrote:

 

We use one of those old timey hand pump oil cans and attach it to the bleeder at the caliper. By back filling the system it only takes one person to do it and will push out any air in the system. If your holding tank is full you will need to pull fluid out so not to make a mess on the back fill. We learned this method after fighting for 2 days to get a dual toe brakes PA28-140 system to work. Does work will all normal GA brake systems do make sure the park brake is not on.

Richard

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