Date   

Re: 2020 Flight Report.

Mike Dwyer
 

Hi Paul,
No video this time.  The low pass would have been cool tho.  KPSG tower seems to like me doing that cause I think it gets pretty boring in the tower.
Fly Safe! 
Mike Dwyer

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


On Wed, Jan 1, 2020 at 7:03 PM Paul Poulsen <paul.poulsen1957@...> wrote:
Hi Mike, 
Did you video the flight? :) sounds like a great trip. bad smoke from the bushfires up North and high temps (40+C) flying has been out of the question. but this will pass.
Clear skies
Paul

On Thu, Jan 2, 2020 at 8:41 AM Mike Dwyer <q200pilot@...> wrote:
Wow, it's been a poor couple of weeks for flying here in the Tampa FL area.  Either fog, low clouds, very windy...  But today Jan 1 dawned with severe blue sky's and 6 knots of wind.  The Q200 was fueled and oiled.  Tire pressure was checked and engine ready to fire up.  The engine temp showed 60F.  I'm running a MA3SPA carb and previously had no primer system.  I could never start the engine below 70F.  This year I plumbed primer fuel from the carb to the ports on the Milinium cylinders.  A couple of pumps and wow the engine started and ran well.  No hint of wanting to die, love my new primer.  Very few hangar doors are open and the usually busy airport is pretty dead.  Called ground and started taxi to rwy 4.  It took a while for the oil to warm to 100F.  A big airliner took off from 36 so others were stuck there holding short for wake turbulence.  I called the tower for takeoff and got cleared to KSPG.  We were planning to do a low pass there.  The air was a bit bumpy but not bad.  KSPG was a little busy but told me to slow down and maybe it will work out.  I stayed at 1000 feet and slowed to about 100 knots.  Then just a 1/2 mile from 36 the tower clears me for a low approach so I point the nose down and add power.  Probably going 170 knots over the runway.  Popped back up and headed for the Skyway bridge, then to Egmont Key, onto Ft Desoto park, up the beaches to Clearwater.  The visability was excellent, probably 40 miles.  Headed back to KPIE and landed back on rwy 4 with a 6 knot crosswind from the left.  It was a nice flight to start 2020!

Mike Dwyer
Q200  N3QP



--


Re: 2020 Flight Report.

Paul Poulsen
 

Hi Mike, 
Did you video the flight? :) sounds like a great trip. bad smoke from the bushfires up North and high temps (40+C) flying has been out of the question. but this will pass.
Clear skies
Paul


On Thu, Jan 2, 2020 at 8:41 AM Mike Dwyer <q200pilot@...> wrote:
Wow, it's been a poor couple of weeks for flying here in the Tampa FL area.  Either fog, low clouds, very windy...  But today Jan 1 dawned with severe blue sky's and 6 knots of wind.  The Q200 was fueled and oiled.  Tire pressure was checked and engine ready to fire up.  The engine temp showed 60F.  I'm running a MA3SPA carb and previously had no primer system.  I could never start the engine below 70F.  This year I plumbed primer fuel from the carb to the ports on the Milinium cylinders.  A couple of pumps and wow the engine started and ran well.  No hint of wanting to die, love my new primer.  Very few hangar doors are open and the usually busy airport is pretty dead.  Called ground and started taxi to rwy 4.  It took a while for the oil to warm to 100F.  A big airliner took off from 36 so others were stuck there holding short for wake turbulence.  I called the tower for takeoff and got cleared to KSPG.  We were planning to do a low pass there.  The air was a bit bumpy but not bad.  KSPG was a little busy but told me to slow down and maybe it will work out.  I stayed at 1000 feet and slowed to about 100 knots.  Then just a 1/2 mile from 36 the tower clears me for a low approach so I point the nose down and add power.  Probably going 170 knots over the runway.  Popped back up and headed for the Skyway bridge, then to Egmont Key, onto Ft Desoto park, up the beaches to Clearwater.  The visability was excellent, probably 40 miles.  Headed back to KPIE and landed back on rwy 4 with a 6 knot crosswind from the left.  It was a nice flight to start 2020!

Mike Dwyer
Q200  N3QP



--


Re: 2020 Flight Report.

Kevin Boddicker
 

Nice report Mike!
We had mild temps today, I had plenty of time for flying, but the wind was direct cross. 15 gusting to 20 KTS. Stayed home. Be better days ahead.
All the best in 2020! To all the listers.


Kevin Boddicker
TriQ 200 N7868B   496 hrs
Luana, IA.



On Jan 1, 2020, at 12:19 PM, Mike Dwyer <q200pilot@...> wrote:

Wow, it's been a poor couple of weeks for flying here in the Tampa FL area.  Either fog, low clouds, very windy...  But today Jan 1 dawned with severe blue sky's and 6 knots of wind.  The Q200 was fueled and oiled.  Tire pressure was checked and engine ready to fire up.  The engine temp showed 60F.  I'm running a MA3SPA carb and previously had no primer system.  I could never start the engine below 70F.  This year I plumbed primer fuel from the carb to the ports on the Milinium cylinders.  A couple of pumps and wow the engine started and ran well.  No hint of wanting to die, love my new primer.  Very few hangar doors are open and the usually busy airport is pretty dead.  Called ground and started taxi to rwy 4.  It took a while for the oil to warm to 100F.  A big airliner took off from 36 so others were stuck there holding short for wake turbulence.  I called the tower for takeoff and got cleared to KSPG.  We were planning to do a low pass there.  The air was a bit bumpy but not bad.  KSPG was a little busy but told me to slow down and maybe it will work out.  I stayed at 1000 feet and slowed to about 100 knots.  Then just a 1/2 mile from 36 the tower clears me for a low approach so I point the nose down and add power.  Probably going 170 knots over the runway.  Popped back up and headed for the Skyway bridge, then to Egmont Key, onto Ft Desoto park, up the beaches to Clearwater.  The visability was excellent, probably 40 miles.  Headed back to KPIE and landed back on rwy 4 with a 6 knot crosswind from the left.  It was a nice flight to start 2020!

Mike Dwyer
Q200  N3QP


Re: Stock Q2 Wheel Bearings

Paul Poulsen
 

Hi Michael,
That post was mine, in relation to the raised lines on the wheel "ribs". The bearing are from CBC bearings in Australia but you should be able to go to your local bearing (specialised) shop with the wheel and get the bearings to suit.
Good luck, clear skies.
Paul

On Wed, Dec 25, 2019 at 3:12 PM Michael <dunningme@...> wrote:
Hey everyone,

I found this old post about wheel bearings but was unable to find anything online matching a "GENBEARCO #6202-05" part number. Does anyone know of a current source for the taildragger main gear bearings (using Chen Sheng wheels+tires)? Can I just measure one and replace it using size alone?
--
-MD
#2827 (still thinking about planning on visualizing how to finish building)



--


2020 Flight Report.

Mike Dwyer
 

Wow, it's been a poor couple of weeks for flying here in the Tampa FL area.  Either fog, low clouds, very windy...  But today Jan 1 dawned with severe blue sky's and 6 knots of wind.  The Q200 was fueled and oiled.  Tire pressure was checked and engine ready to fire up.  The engine temp showed 60F.  I'm running a MA3SPA carb and previously had no primer system.  I could never start the engine below 70F.  This year I plumbed primer fuel from the carb to the ports on the Milinium cylinders.  A couple of pumps and wow the engine started and ran well.  No hint of wanting to die, love my new primer.  Very few hangar doors are open and the usually busy airport is pretty dead.  Called ground and started taxi to rwy 4.  It took a while for the oil to warm to 100F.  A big airliner took off from 36 so others were stuck there holding short for wake turbulence.  I called the tower for takeoff and got cleared to KSPG.  We were planning to do a low pass there.  The air was a bit bumpy but not bad.  KSPG was a little busy but told me to slow down and maybe it will work out.  I stayed at 1000 feet and slowed to about 100 knots.  Then just a 1/2 mile from 36 the tower clears me for a low approach so I point the nose down and add power.  Probably going 170 knots over the runway.  Popped back up and headed for the Skyway bridge, then to Egmont Key, onto Ft Desoto park, up the beaches to Clearwater.  The visability was excellent, probably 40 miles.  Headed back to KPIE and landed back on rwy 4 with a 6 knot crosswind from the left.  It was a nice flight to start 2020!

Mike Dwyer
Q200  N3QP


Re: Stock Q2 Wheel Bearings

Michael
 

Thanks Brad!

I ordered a 10 pack of these off Amazon for $17 and they worked a treat: www.amazon.com


--
-MD
#2827 (still thinking about planning on visualizing how to finish building)


Re: 2020

John Hoxie
 

Hey Jim,
I have seen your name a long time. In your N number, I see your initials. Is 46 your birth year-making you 73?

 
John Hoxie
He is no fool, who gives up what he can not keep, to gain what he can not loose -- Jim Elliot


On Tuesday, December 31, 2019, 10:22:26 PM MST, Jim Patillo <logistics_engineering@...> wrote:


Good evening everyone!

I would like to wish you all a Very Happy 2020 New Year from sunny California. I flew thru “B” space today with no issues on my ADSB  which seems to be working as advertised.

Its really nice to see you youngsters taking on the Quickie and realizing what a fun airplane it is.  Some of us have had the privilege for a long time. 
The question is who will be first to post the first flight of 2020. 

Jim
N46JP - Q200
Lotsa hours



2020

Jim Patillo
 

Good evening everyone!

I would like to wish you all a Very Happy 2020 New Year from sunny California. I flew thru “B” space today with no issues on my ADSB  which seems to be working as advertised.

Its really nice to see you youngsters taking on the Quickie and realizing what a fun airplane it is.  Some of us have had the privilege for a long time. 
The question is who will be first to post the first flight of 2020. 

Jim
N46JP - Q200
Lotsa hours



Elevator Centre Mount on LS1

Richard Thomson
 

If anyone is building at the moment you might like to consider how you put the Elevator Centre Mount on LS1 (CS14 Assy.) together for ease of maintenance later.
I would recommend having anchor nuts on a plate for the lower block half, it saves so much time fiddling with loose nuts in what is the bowels of the aircraft.
It was on the list of improvements that I now realise just got forgotten !. 

Richard T.
UK.


Re: Sparrow strainer stall

Rob de Bie
 

Bruce, that's a great photo, many thanks! I always enjoy seeing the results of tufting.

Rob

At 23:58 25 12 2019, you wrote:
Jon Finely here is the iPhone pic of the Sparrow Strainer stall. It is a terrible pic due to vibration but as you see (hopefully) the tufts are wrapped around the back of the strainer and pulled forward.

____________________________________________________________
Urologist Tells Men To "Fix" Their ED With This New Trick!
Med Journal
http://thirdpartyoffers.juno.com/TGL3131/5e03e97e9fe8969792ed2st01duc




Re: Bruce's tuft study on sparrow strainers

Rob de Bie
 

Hello Matthew,

A belated thanks for your excellent explanation. I learned a lot, like the problems of certifying a tandem wing and canard aircraft. It makes me wonder how (for example) the Gyroflug Speed Canard was certified in Germany.

Rob

At 18:45 22 12 2019, you wrote:
Yes but a lot more than that. This may be common knowledge for you but I’ll explain in some detail since I think most people aren’t fully aware.

Taking a step back, part 23 and part 25 both say that you cannot have any single points of failure in flight control systems that are catastrophic (airplane is a total loss and more than one fatality). Look at a 172. If a pushrod or cables breaks going to the elevator (one or both panels), you can still fly with the trim tab, if you lose aileron authority (both panels) you can take advantage of adverse yaw to maintain roll authority - the quickie can’t do either of those things.

A lot of pilots are aware of this but see it as a neat trick - they don’t realize it’s actually a requirement. The FARs also state stick load limits, with time functions for failure cases (This is why most twins end up with rudder trim and roll trim to deal with control loads after an engine failure)

Additionally, if a 172 loses signal to one of its elevators the pilot would have ~50% elevator authority and the associated rolling moment would easily be reacted by the ailerons. If a quickie loses signal to one elevator (hand wavey assessment here) you’re not going to have enough roll authority to react the rolling moments for continued safe flight and landing, assuming one elevator is faired and the other is being used to control pitch attitude.

Its an issue of moment arms, the elevator’s arm about the longitudinal axis is so close to the CG that they require huge authority to drive a pitching moment, hence the full span and associated high stick loads that drive the requirement for sparrow strainer (it’s a band aid) - but their arm from the cg in the lateral axis is bigger than the ailerons arm.

Hence, I argue that while the q2 has mostly separate load paths going to each elevator if either one fails it’s still not likely going to be survivable. I’d be thrilled if someone can prove me wrong or point to a case where that happened and it wasn’t catastrophic. There is nothing you can do to fix it, it’s just a flaw inherent with the design. Elevators should hav a big arm from the cg in the longitudinal axis and short about the lateral axis if you want to have a stable airplane, with benign failure modes.

That said, clearly if the bearing that supports the stick falls off your in a bad spot (BTW It should have a >1â€&#65533; long taped gusset in the x-y plane to react the loads in x that react the pilots pitch inputs, fiberglass tapes are terrible in reacting out of plane moment), if the bolt that connects the stick to elevator pushrods fails that’s single point and based on my assessment above, all the other linkage going to each surface is single point catastrophic failure.

If this were a part 25 airplane that bolt connecting the pushrods to the stick would be hollow with a second bolt running through it, the pushrods would have a second pushrod inside, as well as the torque tubes and horns a would all have parallel, independent load paths. Part 23 airplanes don’t usually end up requiring this level of complexity and the quickie just can’t be certified due to this reason and other.

Im stating all of this as fact but it’s mostly hand wavey assessment (based on my experience from a couple years of designing and evaluating flight controls to part 25 requirements) so feel free to poke holes!

Matthew Curcio 419-290-3773

On Dec 22, 2019, at 08:55, Jay Scheevel
<mailto:jay@...> wrote: > > Hi Matthew, > > When you state the that the elevator control linkage has single points of failure, are you referring to the fact that there are independent (left-right) control arms with separate push rods returning to a single point on the stick? > > Cheer, > Jay N8WQ >>jay@...> wrote: > > Hi Matthew, > > When you state the that the elevator control linkage has single points of failure, are you referring to the fact that there are independent (left-right) control arms with separate push rods returning to a single point on the stick? > > Cheer, > Jay N8WQ >

-----Original Message----- > From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Matthew Curcio > Sent: Saturday, December 21, 2019 1:32 PM > To: main@q-list.groups.io > Subject: Re: [Q-List] Bruce's tuft study on sparrow strainers > > I would be extraordinarily careful with that setup and my professional recommendation would be don’t fly that. The problem is that unless you have fully evaluated the trim loads incurred during the trim runaway throughout the entire flight envelope, that failure will likely degrade handling qualities such that it would be a catastrophic single point of failure. It’d be nice to have but I wouldnt accept the risk, if not for me for a future owner. > > I was just talking about this with another engineer at work (the pitch control on the quickies is pretty terrifying). Where we ended up was that the elevator control linkage on the quickie has single points of failure that are catastrophic (obviously). They would carry a PF of 1e-6 (generic probability of failure / flight hour for any mechanical system) which is kind of stomachable but would never be allowed in a part 23 aircraft. If it’s mechanically controlled, a trimable sparrow strainer introduces another 1e-6 catastrophic single point of failure and in that regard it degrades safety. It doesn’t get rid of a single point of failure it just adds one. If you put an electric sparrow strainer on the PF is going to be appreciably worse unless you had an extremely slow actuator that could reduce the time of occurence. If there is anything more than a simple toggle switch (software) you would need an involved ver-Val test program. > > If a reputable aerospace company were to do this we would consider it a land as soon as practical EP, We’d determine the stick loads allowed for continued safe flight and landing, do extensive sims to test the pilots time of response to the failure in the worst phase of flight, add some margin to that time and then ensure that the trim Is slow enough to prevent those loads from developing before the pilot responds. This is not ever the preferred approach of mitigating a catastrophic failure and there’s a few hundred families who buried loved ones last year, due to a very similar scenario, that would likely agree. > > For reference Proteus has a trim-able sparrow strainer, everybody that touches the airplane is petrified of it (for good reason) and it’s the subject of a lot of conversation. Just bringing that up to say it’s a fairly well understood dilemma around here. > > Matthew Curcio > 419-290-3773 >> On Dec 21, 2019, at 11:46, charlie <ffmd@...> wrote: >> >> Way back in the mid '80s when I was building my Q1 with the first customer LS1 airfoil. I built the sparrow Strainers on hinges and drove then with model servos. >> Intention was for this to be the trim system. >> Being we have not flown this plane yet I have no clue how well this would work. Seems right thought. >> CharlieN >> >> >> >> > > > > > > >


Posting rules for the Q-List - PLEASE READ

Paul Fisher
 

As list owners, Sam and I have been thinking we need to post some rules about what gets posted to the Q-List mailing list.  So here goes -
  1. Everything should be related to some variant of the Quickie, Q2, Q-200, or TriQ.  Sometimes that relationship may be a little weak, but if it doesn't relate to these aircraft, please take it to another forum.
  2. Be polite.  We don't need personal attacks or foul language.  If you wouldn't want your mother to read your message, then you shouldn't send it!
  3. No politics, religion, etc.  There are a lot of other forums for those types of discussions, they don't belong on the Q-List.
  4. When the conversation drifts from the original topic, please start a new topic specific to what is being discussed (with an appropriate subject line).  You can do this by mailing directly to main@q-list.groups.io.
  5. Don't send "me too" messages.  Either add to the conversation or don't send your message.  We have over 900 people on this list, so please be respectful of their time and mailboxes!  Also remember we are an international group, so make sure your statements and humor will be understood by everyone.
  6. Take personal conversations off the list (don't just hit "reply"!).  If something comes up in your conversation that everyone could use, summarize it into a single message to the list.
  7. Be brief. People aren't interested in your long diatribe.  Read over your message before you send it and ask yourself a few questions like "Am I adding to the conversation?", "Can I say this better?", "Do I need to send this at all?", "Does anyone really care?".
  8. BE PATIENT!  You are going to get some messages you don't like or don't agree with.  Unless it's a genuine safety concern, don't feel the need to reply - just use the delete key and go on with your life!
We've got a lot of people who are still building (or dreaming about building!).  We don't want to confuse them with ideas that have not be tested.  If you've got an idea that you think would greatly improve the Q design, use the Q-Performance mailing list.  You can post to it by sending your message directly to Q-Performance@Q-List.groups.io.  Feel free to discuss whatever whacky idea you may have.

We have also set up a separate subgroup specifically for the single place Quickie and the Tri-Q.  If your message is specific to one of those platforms (and no one else would care), feel free to use those groups.  Again, we're trying to keep the main list as "clean" as we can.  Use Quickie-1@Q-List.groups.io and Tri-Q@Q-List.groups.io for those subgroups.

If you've got questions or comments about any of these rules, please DO NOT send them to the list.  Send them directly to myself or Sam Hoskins (rv7a.n18pf@... or sam.hoskins@...).  We own the Q-List and we'll consider all suggestions and criticisms.  We've both been involved with the Q group for 35+ years, and we both have over 1500 hours on our birds, so we think we are qualified.  However, we are also both lazy and would prefer to let the list police itself.  So please follow the rules listed above so we don't have to get involved with moderating the list or its members!

Thank you.

Paul A. Fisher
Q-200 N17PF

Summary of the Q-Lists and their addresses:

The main Q-List (everyone receives these):
Send emails to: Main@Q-List.groups.io

Only members specifically subscribed to the subgroups will receive messages posted to these.
Quickie-1 Subgroup for discussion of all things related to the original single-place Quickie:

Tri-Q Subgroup to discuss all things that are unique to the Tri-Q setup.  Particularly, the landing gear installation, repairs, modifications and suppliers:
Send email to: Tri-Q@Q-List.groups.io

Q-Performance Subgroup for folks venturing where others dare not tread. This includes alternative engine installations, and odd-ball airframe mods that aren't really relating to folks trying to build a "stock" aircraft:


Sparrow strainer stall

Bruce Crain
 

Jon Finely here is the iPhone pic of the Sparrow Strainer stall. It is a terrible pic due to vibration but as you see (hopefully) the tufts are wrapped around the back of the strainer and pulled forward.

____________________________________________________________
Urologist Tells Men To "Fix" Their ED With This New Trick!
Med Journal
http://thirdpartyoffers.juno.com/TGL3131/5e03e97e9fe8969792ed2st01duc


Re: Stock Q2 Wheel Bearings

Brad Baerg
 

The 6202 2rs – 5/8  is the bearing you will need

 

 

From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Michael
Sent: December 24, 2019 8:13 PM
To: main@Q-List.groups.io
Subject: [Q-List] Stock Q2 Wheel Bearings

 

Hey everyone,

I found this old post about wheel bearings but was unable to find anything online matching a "GENBEARCO #6202-05" part number. Does anyone know of a current source for the taildragger main gear bearings (using Chen Sheng wheels+tires)? Can I just measure one and replace it using size alone?
--
-MD
#2827 (still thinking about planning on visualizing how to finish building)


Stock Q2 Wheel Bearings

Michael
 

Hey everyone,

I found this old post about wheel bearings but was unable to find anything online matching a "GENBEARCO #6202-05" part number. Does anyone know of a current source for the taildragger main gear bearings (using Chen Sheng wheels+tires)? Can I just measure one and replace it using size alone?
--
-MD
#2827 (still thinking about planning on visualizing how to finish building)


Re: Bruce's tuft study on sparrow strainers

David J. Gall
 

I’m in Marin County but my hangar is in Petaluma. In the fog. 😝


On Dec 24, 2019, at 8:41 AM, Jim Patillo <logistics_engineering@...> wrote:



Morning, David,

I’m glad you are enjoying your new career. It was my childhood dream as well. I enjoyed and met so many wonderful people during my years at United Airlines. Memories I will never forget. Where do you live now. I moved to Auburn. 


Jim
N46JP - Q200


Re: ADSB

Bruce Crain
 

Hi Jim,  
I used the same Uavionics unit as you.  After adjusting the sensitivity in the unit as per company rep is works great and passed the test last week!  The test is elective but it assures you that everything is ready to meet the 2020 mandate.
Merry Christmas and Happy New Year!!
Bruce Crain


On Dec 23, 2019, at 8:26 PM, Jim Patillo <logistics_engineering@...> wrote:



Hi all,

I finally installed ADSB last week. I chose Uavonics Echo UAT/ SkyFX. OUT/IN. Flew and Passed the FED test first time with no squawks. Very  easy install with only two wires (power&ground). Hooked up to iPad/iPhone using Seattle Avionics “Q Fly” software for flight planning, traffic and weather. 

I used the  “switched” battery master solenoid with 3 amp in line  fuse  for “power” and battery negative for “ground”. I would recommend this unit.

Jim Patillo
N46JP - Q200



  


 




Re: ADSB

Martin Skiby
 

Exactly what I would do as well Jim!

Martin

 


On Dec 24, 2019, at 9:22 AM, Corbin via Groups.Io <c_geiser@...> wrote:

Thanks Jim!!

Corbin

On Dec 24, 2019, at 10:37 AM, Jim Patillo <Logistics_engineering@...> wrote:



Hi Corbin,

I used the Uavonics EXT version with internal electronic plastic dipole antenna purchased from Spruce. This eliminates the need for a ground plane. No antennas outside the airframe. Echo and FX are mounted on a small aluminum shelf I made and Velcro’d to passenger side wall, baggage area, above cut line, just under the main wing. The antenna is mounted vertically low on the rear bulkhead. RG400 cable between Echo/FX is about 10”L. 

Hope this helps. Install is very simple. I posted pictures a month or so ago  

Jim 
N46JP - Q200

 


Re: ADSB

Jim Patillo
 

Hey Bruce, Merry Christmas to you and your family. 

Good to hear you got er done. You can also monitor your signal output on the Echo “Config/Monitor” downloadable app. 

Jim
N46JP Q200




Sent from Outer Space

On Dec 24, 2019, at 9:55 AM, Bruce Crain <jcrain2@...> wrote:

 Sorry.  I installed the Uavionics in my RV 6 so finding a ground plane was not a problem.
B


On Dec 24, 2019, at 10:48 AM, Joanne Crain <jcrain2@...> wrote:

Hi Jim,  
I used the same Uavionics unit as you.  After adjusting the sensitivity in the unit as per company rep is works great and passed the test last week!  The test is elective but it assures you that everything is ready to meet the 2020 mandate.
Merry Christmas and Happy New Year!!
Bruce Crain


On Dec 23, 2019, at 8:26 PM, Jim Patillo <logistics_engineering@...> wrote:



Hi all,

I finally installed ADSB last week. I chose Uavonics Echo UAT/ SkyFX. OUT/IN. Flew and Passed the FED test first time with no squawks. Very  easy install with only two wires (power&ground). Hooked up to iPad/iPhone using Seattle Avionics “Q Fly” software for flight planning, traffic and weather. 

I used the  “switched” battery master solenoid with 3 amp in line  fuse  for “power” and battery negative for “ground”. I would recommend this unit.

Jim Patillo
N46JP - Q200



  


 




Re: ADSB

Jay Scheevel
 

The only problem you have Bruce, is trying to decide which plane to leave on the ground!  Sorry, could not resist. Merry Christmas to you and the entire group!

 

Cheers,
Jay

 

From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Bruce Crain
Sent: Tuesday, December 24, 2019 10:54 AM
To: main@q-list.groups.io
Subject: Re: [Q-List] ADSB

 

Sorry.  I installed the Uavionics in my RV 6 so finding a ground plane was not a problem.

B



On Dec 24, 2019, at 10:48 AM, Joanne Crain <jcrain2@...> wrote:

Hi Jim,  

I used the same Uavionics unit as you.  After adjusting the sensitivity in the unit as per company rep is works great and passed the test last week!  The test is elective but it assures you that everything is ready to meet the 2020 mandate.

Merry Christmas and Happy New Year!!

Bruce Crain



On Dec 23, 2019, at 8:26 PM, Jim Patillo <logistics_engineering@...> wrote:



Hi all,

I finally installed ADSB last week. I chose Uavonics Echo UAT/ SkyFX. OUT/IN. Flew and Passed the FED test first time with no squawks. Very  easy install with only two wires (power&ground). Hooked up to iPad/iPhone using Seattle Avionics “Q Fly” software for flight planning, traffic and weather. 

I used the  “switched” battery master solenoid with 3 amp in line  fuse  for “power” and battery negative for “ground”. I would recommend this unit.

Jim Patillo
N46JP - Q200