Date   

Elevator pitch trim installed and tested

Jay Scheevel
 

Hi All,

 

Did a little “social distancing” on Sunday to test my newly installed elevator pitch trim system in flight.  

 

I have limited vertical clearance under my oversized header tank, so the plans version of elevator trim was not an option. As you have all come to expect from me, I designed my own version.

 

General description: it consists of two stacked rail systems. The lower rail has a carriage that slides fore and aft in a steel track that is anchored to the top skin of the canard and is driven by a linear servo which is anchored to the firewall. Attached “piggy back” on the top of that carriage is another rail with its own a carriage that is centered/floating between two fixed springs. This upper carriage has a rod-end/push-rod assembly that reaches back to the ear on the elevator torque tube assembly, attaching just above the push-rod coming forward from the stick. 

 

Clear as mud?  Here are a couple of pictures of the assembly (not installed in the plane yet). The yellow nylon carriage slides into the rail mounted to the canard. The servo attaches into the  hole left of center in the aluminum fixture on top of the yellow carriage. The bottom rail has already been installed in the aircraft at this point.  Next, the upper carriage assembly “floats” between the two springs and slides along the aluminum track that is rivetted to the upper C-rail. The lower carriage, driven by the servo, determines how far fore or aft the floating spring assembly is to the elevator torque ear.

 

After much ground testing followed by test flying, I can report that it works as designed. The springs may be a little on the weak side, but I can change those out or augment them later. The design allows me to swap them out easily. For now, I will fly it as is. By putting in full nose-up setting on this elevator trim, I get about 3/8” down elevator and use neutral reflexor for a 90 mph final approach with neutral stick force. Using this setting visibility over the nose is much improved. Previously I had quite a bit of aileron reflexed up (nose-up) to get the same approach speed and I had noticeably higher in pitch and reduce visibility.

 

I take off with a little bit of aileron reflexed up and this new elevator trim set to neutral. I will be experimenting some more to see what combinations are required for various cg’s. Overall, I am pleased with this addition to my control system.

 

Cheers,

Jay

 


Re: Rotax 912? Will this engine work?

Gary McKirdy
 


On Sun, 15 Mar 2020, 17:50 Gary McKirdy via Groups.Io, <gary.mckirdy21=gmail.com@groups.io> wrote:
Hi Bruce, 
There is an Ex Swissair engineer in Switzerland who did that.
His name is Rudy Brandenberg.
I've lost his details.
Not sure his has flown yet.
Try tracking him down for info.
Regards
Gary

On Sun, 15 Mar 2020, 17:46 Bruce Mayfield via Groups.Io, <meachamlake=yahoo.com@groups.io> wrote:
Have acquired a Rotax 912 ul 80 HP.   Are there any motor mount or cowl mods information.  Will put in a Q2.
Thanks
Bruce


Re: Rotax 912? Will this engine work?

Gary McKirdy
 

Hi Bruce, 
There is an Ex Swissair engineer in Switzerland who did that.
His name is Rudy Brandenberg.
I've lost his details.
Not sure his has flown yet.
Try tracking him down for info.
Regards
Gary


On Sun, 15 Mar 2020, 17:46 Bruce Mayfield via Groups.Io, <meachamlake=yahoo.com@groups.io> wrote:
Have acquired a Rotax 912 ul 80 HP.   Are there any motor mount or cowl mods information.  Will put in a Q2.
Thanks
Bruce


Rotax 912? Will this engine work?

Bruce Mayfield <meachamlake@...>
 

Have acquired a Rotax 912 ul 80 HP.   Are there any motor mount or cowl mods information.  Will put in a Q2.
Thanks
Bruce


Re: RF noise reduction

Corbin
 

I tried 2-3 of the ferrites and, unfortunately, it didn't make a difference at all.

Corbin

On March 13, 2020 at 3:11 PM, Richard Thomson <richard@...> wrote:

    Thanks Jay, it reminded me I have some clip on ferrites I can try on my lines to get the buzz sorted. :-)

    RichT

On 12/03/2020 18:29, Jay Scheevel wrote:

Hi All,

 

Found this outfit that makes materials and provides insight for RF noise reduction. Have a look if you are having problems that might need to be addressed.

 

Cheers,

Jay

https://kf7p.com/KF7P/RF_chokes.html

 




--

Corbin 
N33QR


Re: RF noise reduction

Richard Thomson
 

    Thanks Jay, it reminded me I have some clip on ferrites I can try on my lines to get the buzz sorted. :-)

    RichT

On 12/03/2020 18:29, Jay Scheevel wrote:

Hi All,

 

Found this outfit that makes materials and provides insight for RF noise reduction. Have a look if you are having problems that might need to be addressed.

 

Cheers,

Jay

https://kf7p.com/KF7P/RF_chokes.html

 


Re: TriQ N8WQ climb performance

Jay Scheevel
 

That is why I plotted climb rate vs. density altitude. I have an EFIS that gives me a constant readout of density altitude.

 

Cheers,
Jay

 

From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Peter Le Lievre
Sent: Friday, March 13, 2020 10:21 AM
To: main@Q-List.groups.io
Subject: Re: [Q-List] TriQ N8WQ climb performance

 

Service ceiling also needs to factor the density altitude(DA). Standard pressure/temperature is needed. At 14K this is 9F.
If a -20F cold day (we are winter now) then you will climb higher. Not possible in summer (+20F). 

Unless you are turbocharged, and even then the critical altitude of most turbos becomes a significant factor in the teens. However N/A engines are affected greatly by changes in DA.


Re: TriQ N8WQ climb performance

Peter Le Lievre
 

Service ceiling also needs to factor the density altitude(DA). Standard pressure/temperature is needed. At 14K this is 9F.
If a -20F cold day (we are winter now) then you will climb higher. Not possible in summer (+20F). 

Unless you are turbocharged, and even then the critical altitude of most turbos becomes a significant factor in the teens. However N/A engines are affected greatly by changes in DA.


RF noise reduction

Jay Scheevel
 

Hi All,

 

Found this outfit that makes materials and provides insight for RF noise reduction. Have a look if you are having problems that might need to be addressed.

 

Cheers,

Jay

https://kf7p.com/KF7P/RF_chokes.html

 


Re: TriQ N8WQ climb performance

Robert Cringely
 

That's not your service ceiling, it is your absolute ceiling. The service ceiling is just over 14,000 feet where you are still climbing at 100 fpm (the definition of service ceiling).


On Thu, Mar 12, 2020 at 9:50 AM Jay Scheevel <jay@...> wrote:

No Jerry. I am putting in pressurization to 20 psi!  😊

 

Cheers,

Jay

 

From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Jerry Marstall
Sent: Thursday, March 12, 2020 10:19 AM
To: main@Q-List.groups.io
Subject: Re: [Q-List] TriQ N8WQ climb performance

 

Excellent. Next purchase a space suit?

 

-------- Original message --------

From: Jay Scheevel <jay@...>

Date: 3/12/20 11:43 AM (GMT-05:00)

Subject: [Q-List] TriQ N8WQ climb performance

 

Hi All,

 

I think I have enough flights to establish my DA service ceiling (16000’) at “average” operating weights.  I have yet to push my GW to the max of 1200 lb., but will get there eventually.  Here is my chart at Vy for your consideration.

 

Cheers,

Jay N8WQ, 84 hours

 


Re: TriQ N8WQ climb performance

Jay Scheevel
 

No Jerry. I am putting in pressurization to 20 psi!  😊

 

Cheers,

Jay

 

From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Jerry Marstall
Sent: Thursday, March 12, 2020 10:19 AM
To: main@Q-List.groups.io
Subject: Re: [Q-List] TriQ N8WQ climb performance

 

Excellent. Next purchase a space suit?

 

-------- Original message --------

From: Jay Scheevel <jay@...>

Date: 3/12/20 11:43 AM (GMT-05:00)

Subject: [Q-List] TriQ N8WQ climb performance

 

Hi All,

 

I think I have enough flights to establish my DA service ceiling (16000’) at “average” operating weights.  I have yet to push my GW to the max of 1200 lb., but will get there eventually.  Here is my chart at Vy for your consideration.

 

Cheers,

Jay N8WQ, 84 hours

 


Re: TriQ N8WQ climb performance

Jerry Marstall <jnmarstall@...>
 

Excellent. Next purchase a space suit?

-------- Original message --------
From: Jay Scheevel <jay@...>
Date: 3/12/20 11:43 AM (GMT-05:00)
To: Q-List@groups.io
Subject: [Q-List] TriQ N8WQ climb performance

Hi All,

 

I think I have enough flights to establish my DA service ceiling (16000’) at “average” operating weights.  I have yet to push my GW to the max of 1200 lb., but will get there eventually.  Here is my chart at Vy for your consideration.

 

Cheers,

Jay N8WQ, 84 hours

 


TriQ N8WQ climb performance

Jay Scheevel
 

Hi All,

 

I think I have enough flights to establish my DA service ceiling (16000’) at “average” operating weights.  I have yet to push my GW to the max of 1200 lb., but will get there eventually.  Here is my chart at Vy for your consideration.

 

Cheers,

Jay N8WQ, 84 hours

 


Re: Q2 to to Q200

Sam Hoskins
 

My typical race speed has been around 212 mph. 


On Tue, Mar 10, 2020, 6:16 PM Martin Skiby <mskiby@...> wrote:
Nobody that I know of has put one in a Q200 so it remains a mystery.  The 0200 running strong and with a good prop can do 210 or more flat out.  I think Sam is touching the 220mph mark.  I would think you should get the same or better with 130hp.

Speed is an interesting thing however and there are many more factors to going fast than just horse power.



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

From: "Rik"
To: main@Q-List.groups.io
Cc:
Sent: Tuesday March 10 2020 3:19:05PM
Subject: Re: [Q-List] Q2 to to Q200

Can you elaborate on the performance that you have seen with the UL 130 hp engine?


Re: Q2 to to Q200

Martin Skiby
 

Nobody that I know of has put one in a Q200 so it remains a mystery.  The 0200 running strong and with a good prop can do 210 or more flat out.  I think Sam is touching the 220mph mark.  I would think you should get the same or better with 130hp.

Speed is an interesting thing however and there are many more factors to going fast than just horse power.



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

From: "Rik"
To: main@Q-List.groups.io
Cc:
Sent: Tuesday March 10 2020 3:19:05PM
Subject: Re: [Q-List] Q2 to to Q200

Can you elaborate on the performance that you have seen with the UL 130 hp engine?


Re: Q2 to to Q200

Jay Scheevel
 

I have a set of those. Takes away any concern for overheating the heads. All included it added maybe 7 or 8 pounds. I love them, but with the new all aluminum jugs on the latest Jab, it probably is not needed. I think they (Jabiru) redesigned the jugs in part to prevent Rotec from selling their heads to future Jab owners. Jab is miffed that after-market jobbers are making parts that modify their product…even when it makes it better than the original.

 

Cheers,

Jay

 

From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Robert Cringely
Sent: Tuesday, March 10, 2020 2:38 PM
To: main@q-list.groups.io
Subject: Re: [Q-List] Q2 to to Q200

 

Rotec also sells liquid-cooled aftermarket cylinder heads for all Jabirus to cure those CHT problems. 

 


Re: Q2 to to Q200

Jay Scheevel
 

That is correct. The reason was to make room for larger mag box and help reduce more forward CG. You can make a bigger header now since there is less need for the 9” of room behind the panel that was required in 1984. All the Avionics are much smaller now, so I made a much bigger header by extending the dimensions towards the rear. Might be a good idea if you want more fuel for the larger engine.

 

Cheers,

Jay

 

From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Richard Thomson
Sent: Tuesday, March 10, 2020 1:59 PM
To: main@Q-List.groups.io
Subject: Re: [Q-List] Q2 to to Q200

 

    The plans also show a smaller header tank on the Q200.

On 10/03/2020 13:25, Brian Larick wrote:

Thank you all.  Summary
Q2 to Q200:
Engine mounts
firewall mod or replace
cowling change
counter weights for controls
Weight/Balance

generally for GU Canard add VG’s


Re: Q2 to to Q200

Rik
 

Can you elaborate on the performance that you have seen with the UL 130 hp engine?


Re: Q2 to to Q200

Martin Skiby
 

And many of us would like to see the results of this!  It should be one fast bird for sure!!

Good idea Richard.

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

From: "Richard Kaczmarek 3RD"
To: main@q-list.groups.io
Cc:
Sent: Tuesday March 10 2020 2:39:14PM
Subject: Re: [Q-List] Q2 to to Q200

If you go to the 130hp ULPower engine you don't have to modify the firewall at all. The engine weighs 178lbs all up, and the only fiberglass mod needed would be to the top half of the cowling. No need for mixture control or carb heat since it is a Fuel injected FADEC controlled engine.

Richard 

On Tue, Mar 10, 2020, 3:59 PM Richard Thomson <richard@...> wrote:

    The plans also show a smaller header tank on the Q200.

On 10/03/2020 13:25, Brian Larick wrote:
Thank you all.  Summary
Q2 to Q200:
Engine mounts
firewall mod or replace
cowling change
counter weights for controls
Weight/Balance

generally for GU Canard add VG’s


Re: Jerry come lately

Paul Fisher
 

Great to hear you are all put back together Jerry!  You beat me this year.  I just made my first Q flight of the year today - 10 days into March!  My excuse is not medical, but mechanical. 

My #4 cylinder had developed an exhaust leak that ate away the edge of the exhaust port, so I had to put on a new cylinder.  Kevin Boddicker had a usable cylinder left over, so he gave it to me (thanks Kevin!!).  I finally got everything back together today and flew it for 0.9 hours.  That's the good news.

The bad news is after about 45 minutes in the air at full power circling the airport, the engine "coughed" - like someone had turned the ignition off and back on again.  Only lasted a split second but seriously got my attention.  About a minute later it happened again, and again about 30 seconds after that.  So I called approach and told them I was headed back to land.  I had plenty of altitude and I was only about a mile north of the airport, so it wasn't a huge deal, but I was concerned! 

I landed long and taxied all the way to the end of the runway.  Just as I was turning off the runway the engine quit - prop stopped.  I was afraid I was going to have to push it back to the hangar, but it started right back up and I headed towards the barn.  About halfway back it died again.  Same symptom each time, like someone had turned of the ignition.  One more restart and I taxied uneventfully back to the hangar.  Throttle ups along the way all seemed normal.  Shut down at the hangar was also normal.

At this point, I'm assuming something is grounding the P-leads to the mags.  It didn't seem like a fuel issue (no sputtering, just instantly turned off).  I had enough for one day, so I'm going to sleep on it and then pull things apart and inspect the ignition wiring.  Weird because I didn't touch anything electrical as I replaced the cylinder - the whole job was done with the engine still on the plane.  Is it possible the SARS-CoV2 virus can infect an O-200?!?  I guess I'll have to wait 14 days to find out!

So I'm not ready to fly it to the Spring Fling yet, but it did fly today!

Paul A. Fisher
Q-200 N17PF turns 30 this year with ~1700 hours on it



On Sun, Mar 8, 2020 at 4:18 PM Jerry Marstall <jnmarstall@...> wrote:

I am slow on the trigger, but today I experienced my first flight of the year.  There are legitimate reasons – so I believe.

 

June 19, 2019, I had my left knee replaced.  That grounded me for tooooo long.  I did get a chance to fly twice at the end of October before having my right knee replaced on November 4.  That likewise kept me out of the air until today.  Actually, I could have flown a little earlier, but in between the two knee surgeries I somehow came up with a hernia.  That delayed my flying for another 4 weeks.  Not so much that I couldn’t fly during the hernia recovery, the doctor was concerned about the force required to push the tail down and spin the plane around to then push it uphill out of the hangar.  Guess I should not have described that part to him.

 

Fortunately, Nancy took me for a couple of rides over the last two weeks to familiarize me with the art of flying.  Today was the perfect day.  CAVU and calm.  As in the past, I found that muscle memory carried me through the flying maneuvers, but I really lose familiarity with the cockpit.

I know what I want to look at, but I can’t seem to find it on the instrument panel.  No matter how much broomstick flying I do in the cockpit before a flight after a long layoff, I still have trouble finding the instrument I want to scan.  I know it isn’t old-age because I have always had this problem.  Fortunately, after a few minutes in the air, the instruments seem to relocate themselves to where I remember them being.

 

Anyway, I had my first flight of 2020 and it quickly reminded me of why we love this little airplane so much.  Worth every minute of construction time required to get one completed (if they ever are REALLY completed) and airborne.  For those still building, DON”T STOP.  Doing so will only cause you great lament in the future.

 

Wishing you all a great flying season.  Hope we can all get to Spring Fling and Field of Dreams!!

Jerry Marstall

Asheville, NC

Tri-Q200

900 hrs.

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