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What Determines Max Gross on Our Planes
The original Q2 shows a 1000 lbs max gross with the GU canard and the 64 hp Revmaster.
I've see Q200s with 1300 lbs max gross.
I'm guessing this is a play between horsepower and change to the LS canard. But is there a formula for that?
My plane as a 75 hp Revmaster with the LS canard and the former owner stated 1200 lbs max gross.
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Re: Maintenance Manual for O-200A?
Corbin, Check in the stuff we provided and see if there was a manual. If not we may have one laying around. They are easily available.
Let me know. ----------------------------------------- From: "Corbin via groups.io" To: main@q-list.groups.io Cc: Sent: Friday June 12 2020 1:00:00PM Subject: Re: [Q-List] Maintenance Manual for O-200A? Mine is stock outside of fuel injection. Someone just sent me tons of manuals for the O-200. I’m all set. Corbin
On Jun 12, 2020, at 2:40 PM, Jay Scheevel <jay@...> wrote:
Most of these are available online. Your engine may be specialized, so you should definitely get the particulars from Justin Skiby. Cheers, Jay From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Corbin via groups.io
Sent: Friday, June 12, 2020 12:49 PM
To: main@Q-List.groups.io
Subject: [Q-List] Maintenance Manual for O-200A? Anyone have a source online maybe for the maintenance manual for the Cont O-200A?
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Corbin
N33QR
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Re: Maintenance Manual for O-200A?
Would you post those to the files on the group? I'd like to up mine to O-200 in the future (you sort of have an IO-200A).
Mine is stock outside of fuel injection. Someone just sent me tons of manuals for the O-200. I’m all set. Corbin On Jun 12, 2020, at 2:40 PM, Jay Scheevel <jay@...> wrote:
Most of these are available online. Your engine may be specialized, so you should definitely get the particulars from Justin Skiby. Cheers, Jay Anyone have a source online maybe for the maintenance manual for the Cont O-200A?
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Corbin
N33QR
--
Corbin
N33QR
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Re: Maintenance Manual for O-200A?
Corbin
Mine is stock outside of fuel injection. Someone just sent me tons of manuals for the O-200. I’m all set. Corbin
On Jun 12, 2020, at 2:40 PM, Jay Scheevel <jay@...> wrote:
Most of these are available online. Your engine may be specialized, so you should definitely get the particulars from Justin Skiby. Cheers, Jay From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Corbin via groups.io
Sent: Friday, June 12, 2020 12:49 PM
To: main@Q-List.groups.io
Subject: [Q-List] Maintenance Manual for O-200A? Anyone have a source online maybe for the maintenance manual for the Cont O-200A?
--
Corbin
N33QR
--
Corbin
N33QR
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Re: Maintenance Manual for O-200A?
Jay Scheevel
Most of these are available online. Your engine may be specialized, so you should definitely get the particulars from Justin Skiby. Cheers, Jay
From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Corbin via groups.io Sent: Friday, June 12, 2020 12:49 PM To: main@Q-List.groups.io Subject: [Q-List] Maintenance Manual for O-200A? Anyone have a source online maybe for the maintenance manual for the Cont O-200A?
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Corbin
N33QR
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Maintenance Manual for O-200A?
Corbin
Anyone have a source online maybe for the maintenance manual for the Cont O-200A?
Corbin Ge!ser
-- Corbin N33QR
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Re: Corvair Engine Mount Specs
Frankenbird Vern
If the current weather pattern stays put I might not have a pond much longer! No rain in 3 weeks.
I remember you sent photos of your brothers project. Not much changes in Mannford. Two traffic light
town. Anyone traveling through Hiway 51 be careful of the speed limits. The Mannford and Yale cops
have orders to trap any drivers into tickets they can.
Vern
toggle quoted messageShow quoted text
From: main@Q-List.groups.io <main@Q-List.groups.io> on behalf of Phil Lankford via groups.io <britmcman@...>
Sent: Wednesday, June 10, 2020 6:54 PM
To: main@q-list.groups.io <main@q-list.groups.io>
Subject: Re: [Q-List] Corvair Engine Mount Specs
Hey Vern: I have a brother In Manford, has a water wheel feature in his front yard. Phil
On Jun 10, 2020, at 5:48 AM, Lawrence Wade <lawrencewade@...> wrote:
Thanks all for the input.
Larry
Ellenton, FL
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Richard Thomson
Maybe the old skinny leg fitted. I have one available if anyone
needs it for a museum !!
Rich T.
toggle quoted messageShow quoted text
On 12/06/2020 00:22, Jay Scheevel
wrote:
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toggle quoted messageShow quoted text
On Thu, Jun 11, 2020 at 5:29 PM, ryan goodman via groups.io <elboy0712@...> wrote: Interested. Text me. 71/9-246-2984 On Thu, Jun 11, 2020 at 5:23 PM, Jay Scheevel <jay@...> wrote: This is a Tri-Q2. The fact that the nose gear is strategically hidden in the three photos makes me wonder what is wrong with the nose gear. Cheers, Jay From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Bill Higdon via groups.io
Sent: Thursday, June 11, 2020 5:07 PM
To: main@Q-List.groups.io
Subject: [Q-List] 19688 Q-2 for sale I noticed this on the local Craigslist, https://corvallis.craigslist.org/avo/d/lebanon-q2-rutan-quickie-1988/7137199685.html
It's close enough for me if anyone wants me to look at it & take more pictures let me know
Bill
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Interested. Text me. 71/9-246-2984
On Thu, Jun 11, 2020 at 5:23 PM, Jay Scheevel <jay@...> wrote: This is a Tri-Q2. The fact that the nose gear is strategically hidden in the three photos makes me wonder what is wrong with the nose gear. Cheers, Jay From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Bill Higdon via groups.io
Sent: Thursday, June 11, 2020 5:07 PM
To: main@Q-List.groups.io
Subject: [Q-List] 19688 Q-2 for sale I noticed this on the local Craigslist, https://corvallis.craigslist.org/avo/d/lebanon-q2-rutan-quickie-1988/7137199685.html
It's close enough for me if anyone wants me to look at it & take more pictures let me know
Bill
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Jay Scheevel
This is a Tri-Q2. The fact that the nose gear is strategically hidden in the three photos makes me wonder what is wrong with the nose gear. Cheers, Jay
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Corbin
Maybe that’s what caused me to go left! :) Corbin
On Jun 11, 2020, at 6:04 PM, Bruce Crain <jcrain2@...> wrote:
I had a tuff landing today in my RV Corbin. Must be something in the air! Set off the Richter scale here in NW Okla! On Jun 11, 2020, at 5:17 PM, Corbin via groups.io <c_geiser@...> wrote:
Great point....I need to get right back out there! Thanks Jim.
Corbin Ge!ser
On June 11, 2020 at 4:46 PM, Jim Patillo <Logistics_engineering@...> wrote:
Corbin, it’s kind of good this happened so early in your transition and you didn’t damage the plane. So now you will be aware that a Q can kick your butt as soon as you get comfortable and complacent.
Continued success! Get right back on that pony. Jim N46JP Q200
From: main@Q-List.groups.io <main@Q-List.groups.io> on behalf of Corbin via groups.io <c_geiser@...>
Sent: Thursday, June 11, 2020 2:17:39 PM
To: main@Q-List.groups.io <main@Q-List.groups.io>
Subject: Re: [Q-List] Worst Landing to Date Today Well, if I had bounced, I might have had opportunity but this just plopped down and stuck. Since I floated a bit they had to send the plane behind me on go-around east of runway. So knowing a plane would be above me or off my left wing, I committed to trying to keep it back on centerline.
Corbin
On June 11, 2020 at 4:02 PM, Paul Fisher <rv7a.n18pf@...> wrote:
Corbin, I'm not being critical, but I suggest to people if they bounce it like that, give it full power and go around. With full power the rudder is effective and you can typically straighten it out pretty easily.
The problem with bouncing it in is the canard breaks on the third bounce. We've had a number of people prove that. With full power you might bounce a second time, but not a third. So it's best to arrest it after the first.
I know it is tempting to try to save the landing, especially with 7000 feet of concrete in front of you. But I still recommend full power and go around. With another couple hundred hours, you'll learn to save it (it starts with full power!), but until then just go around. If nothing else it gives you a little time to think about what went wrong!
If it makes you feel better, I still have a landing like you describe every once in a while, and I often still go around. I figure I must need the practice, so I might as well do it again!
Paul Fisher Q-200 N17PF, ~1650 hours over 30 years Well, the flight was great but the landing had tons of room for improvement. In fact, it was my worst landing in all my 843 hours (only 56 hrs in the Q200 though). Thought I would share on this quiet afternoon in case anyone notices anything I am not thinking of that could have contributed. Hard to do without being there, I know.
I had the reflexor "deployed" as usual and was good'ish on airspeed across the numbers. Maybe a little fast at 90mph but had 7,000ft of runway to bleed it off. I had the power out, floated some, and let it settle but didn't realize I was getting the nose a bit high. Airspeed bled off fast and I plopped it down. Then was holding on for a wild ride on the rollout since I came down harder than normal. I was going left of the centerline quickly and it didn't seem to want to go right much with my quick jabs on the right pedal.
It was acting as if the tailwheel wasn't down...but surely it had to be. Anyway, as I was going left of centerline at a near 30 degree angle it seemed fast again. Could have just seemed fast since I wasn't going straight down the runway like normal. That's the point where I glanced down at the tach and think I saw 850rpm. Honestly, I am not sure what my normal rpm is right after touch down. Since my hand was still on the throttle, I think I was still holding it all the way out but maybe I pulled the rest of the power out at that point? I wonder if I had accidentally put some throttle back in when I plopped it down because it seemed I plopped it down slow and then it darted left.
It sure was frustrating as I slowly got back to centerline and taxied all the way back to the hangar. Some things I know I did wrong were I definitely didn't fly it all the way to the ground and stalled it a little high by getting nose high to high from the pavement. But the high RPM or possibility of power still in sure did add to the wild ride.
The short flight before that sure was great though!
Corbin Ge!ser
--
Corbin
N33QR
-- Corbin N33QR
-- Corbin N33QR
--
Corbin
N33QR
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Bruce Crain
I had a tuff landing today in my RV Corbin. Must be something in the air! Set off the Richter scale here in NW Okla!
On Jun 11, 2020, at 5:17 PM, Corbin via groups.io <c_geiser@...> wrote:
Great point....I need to get right back out there! Thanks Jim.
Corbin Ge!ser
On June 11, 2020 at 4:46 PM, Jim Patillo <Logistics_engineering@...> wrote:
Corbin, it’s kind of good this happened so early in your transition and you didn’t damage the plane. So now you will be aware that a Q can kick your butt as soon as you get comfortable and complacent.
Continued success! Get right back on that pony. Jim N46JP Q200
From: main@Q-List.groups.io <main@Q-List.groups.io> on behalf of Corbin via groups.io <c_geiser@...>
Sent: Thursday, June 11, 2020 2:17:39 PM
To: main@Q-List.groups.io <main@Q-List.groups.io>
Subject: Re: [Q-List] Worst Landing to Date Today Well, if I had bounced, I might have had opportunity but this just plopped down and stuck. Since I floated a bit they had to send the plane behind me on go-around east of runway. So knowing a plane would be above me or off my left wing, I committed to trying to keep it back on centerline.
Corbin
On June 11, 2020 at 4:02 PM, Paul Fisher <rv7a.n18pf@...> wrote:
Corbin, I'm not being critical, but I suggest to people if they bounce it like that, give it full power and go around. With full power the rudder is effective and you can typically straighten it out pretty easily.
The problem with bouncing it in is the canard breaks on the third bounce. We've had a number of people prove that. With full power you might bounce a second time, but not a third. So it's best to arrest it after the first.
I know it is tempting to try to save the landing, especially with 7000 feet of concrete in front of you. But I still recommend full power and go around. With another couple hundred hours, you'll learn to save it (it starts with full power!), but until then just go around. If nothing else it gives you a little time to think about what went wrong!
If it makes you feel better, I still have a landing like you describe every once in a while, and I often still go around. I figure I must need the practice, so I might as well do it again!
Paul Fisher Q-200 N17PF, ~1650 hours over 30 years Well, the flight was great but the landing had tons of room for improvement. In fact, it was my worst landing in all my 843 hours (only 56 hrs in the Q200 though). Thought I would share on this quiet afternoon in case anyone notices anything I am not thinking of that could have contributed. Hard to do without being there, I know.
I had the reflexor "deployed" as usual and was good'ish on airspeed across the numbers. Maybe a little fast at 90mph but had 7,000ft of runway to bleed it off. I had the power out, floated some, and let it settle but didn't realize I was getting the nose a bit high. Airspeed bled off fast and I plopped it down. Then was holding on for a wild ride on the rollout since I came down harder than normal. I was going left of the centerline quickly and it didn't seem to want to go right much with my quick jabs on the right pedal.
It was acting as if the tailwheel wasn't down...but surely it had to be. Anyway, as I was going left of centerline at a near 30 degree angle it seemed fast again. Could have just seemed fast since I wasn't going straight down the runway like normal. That's the point where I glanced down at the tach and think I saw 850rpm. Honestly, I am not sure what my normal rpm is right after touch down. Since my hand was still on the throttle, I think I was still holding it all the way out but maybe I pulled the rest of the power out at that point? I wonder if I had accidentally put some throttle back in when I plopped it down because it seemed I plopped it down slow and then it darted left.
It sure was frustrating as I slowly got back to centerline and taxied all the way back to the hangar. Some things I know I did wrong were I definitely didn't fly it all the way to the ground and stalled it a little high by getting nose high to high from the pavement. But the high RPM or possibility of power still in sure did add to the wild ride.
The short flight before that sure was great though!
Corbin Ge!ser
--
Corbin
N33QR
-- Corbin N33QR
-- Corbin N33QR
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Corbin
Great point....I need to get right back out there! Thanks Jim.
Corbin Ge!ser
On June 11, 2020 at 4:46 PM, Jim Patillo <Logistics_engineering@...> wrote: Corbin, it’s kind of good this happened so early in your transition and you didn’t damage the plane. So now you will be aware that a Q can kick your butt as soon as you get comfortable and complacent.
Continued success! Get right back on that pony. Jim N46JP Q200
From: main@Q-List.groups.io <main@Q-List.groups.io> on behalf of Corbin via groups.io <c_geiser@...>
Sent: Thursday, June 11, 2020 2:17:39 PM
To: main@Q-List.groups.io <main@Q-List.groups.io>
Subject: Re: [Q-List] Worst Landing to Date Today Well, if I had bounced, I might have had opportunity but this just plopped down and stuck. Since I floated a bit they had to send the plane behind me on go-around east of runway. So knowing a plane would be above me or off my left wing, I committed to trying to keep it back on centerline.
Corbin
On June 11, 2020 at 4:02 PM, Paul Fisher <rv7a.n18pf@...> wrote:
Corbin, I'm not being critical, but I suggest to people if they bounce it like that, give it full power and go around. With full power the rudder is effective and you can typically straighten it out pretty easily.
The problem with bouncing it in is the canard breaks on the third bounce. We've had a number of people prove that. With full power you might bounce a second time, but not a third. So it's best to arrest it after the first.
I know it is tempting to try to save the landing, especially with 7000 feet of concrete in front of you. But I still recommend full power and go around. With another couple hundred hours, you'll learn to save it (it starts with full power!), but until then just go around. If nothing else it gives you a little time to think about what went wrong!
If it makes you feel better, I still have a landing like you describe every once in a while, and I often still go around. I figure I must need the practice, so I might as well do it again!
Paul Fisher Q-200 N17PF, ~1650 hours over 30 years Well, the flight was great but the landing had tons of room for improvement. In fact, it was my worst landing in all my 843 hours (only 56 hrs in the Q200 though). Thought I would share on this quiet afternoon in case anyone notices anything I am not thinking of that could have contributed. Hard to do without being there, I know.
I had the reflexor "deployed" as usual and was good'ish on airspeed across the numbers. Maybe a little fast at 90mph but had 7,000ft of runway to bleed it off. I had the power out, floated some, and let it settle but didn't realize I was getting the nose a bit high. Airspeed bled off fast and I plopped it down. Then was holding on for a wild ride on the rollout since I came down harder than normal. I was going left of the centerline quickly and it didn't seem to want to go right much with my quick jabs on the right pedal.
It was acting as if the tailwheel wasn't down...but surely it had to be. Anyway, as I was going left of centerline at a near 30 degree angle it seemed fast again. Could have just seemed fast since I wasn't going straight down the runway like normal. That's the point where I glanced down at the tach and think I saw 850rpm. Honestly, I am not sure what my normal rpm is right after touch down. Since my hand was still on the throttle, I think I was still holding it all the way out but maybe I pulled the rest of the power out at that point? I wonder if I had accidentally put some throttle back in when I plopped it down because it seemed I plopped it down slow and then it darted left.
It sure was frustrating as I slowly got back to centerline and taxied all the way back to the hangar. Some things I know I did wrong were I definitely didn't fly it all the way to the ground and stalled it a little high by getting nose high to high from the pavement. But the high RPM or possibility of power still in sure did add to the wild ride.
The short flight before that sure was great though!
Corbin Ge!ser
--
Corbin
N33QR
-- Corbin N33QR
--
Corbin
N33QR
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Corbin
Thanks Mike....I will check that bolt tomorrow (and might order some just to have ready). :)
Corbin Ge!ser
On June 11, 2020 at 4:40 PM, Mike Dwyer <q200pilot@...> wrote: Been there. Yes, when coming in too hot I have held it off too long and if you hit tail wheel first it slams the mains onto the runway. The opposite is, If you touch down too fast, that will result in a bounce and you should go around. Bottom line - airspeed control over the fence is critical with the Q200 for a pretty landing. Check your tail wheel pivot bolt if you have one. Per plans it's an AN3 and I bend mine a lot! Well, the flight was great but the landing had tons of room for improvement. In fact, it was my worst landing in all my 843 hours (only 56 hrs in the Q200 though). Thought I would share on this quiet afternoon in case anyone notices anything I am not thinking of that could have contributed. Hard to do without being there, I know.
I had the reflexor "deployed" as usual and was good'ish on airspeed across the numbers. Maybe a little fast at 90mph but had 7,000ft of runway to bleed it off. I had the power out, floated some, and let it settle but didn't realize I was getting the nose a bit high. Airspeed bled off fast and I plopped it down. Then was holding on for a wild ride on the rollout since I came down harder than normal. I was going left of the centerline quickly and it didn't seem to want to go right much with my quick jabs on the right pedal.
It was acting as if the tailwheel wasn't down...but surely it had to be. Anyway, as I was going left of centerline at a near 30 degree angle it seemed fast again. Could have just seemed fast since I wasn't going straight down the runway like normal. That's the point where I glanced down at the tach and think I saw 850rpm. Honestly, I am not sure what my normal rpm is right after touch down. Since my hand was still on the throttle, I think I was still holding it all the way out but maybe I pulled the rest of the power out at that point? I wonder if I had accidentally put some throttle back in when I plopped it down because it seemed I plopped it down slow and then it darted left.
It sure was frustrating as I slowly got back to centerline and taxied all the way back to the hangar. Some things I know I did wrong were I definitely didn't fly it all the way to the ground and stalled it a little high by getting nose high to high from the pavement. But the high RPM or possibility of power still in sure did add to the wild ride.
The short flight before that sure was great though!
Corbin Ge!ser
--
Corbin
N33QR
--
Corbin
N33QR
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Jim Patillo
Corbin, it’s kind of good this happened so early in your transition and you didn’t damage the plane. So now you will be aware that a Q can kick your butt as soon as you get comfortable and complacent.
Continued success! Get right back on that pony.
Jim
N46JP Q200
toggle quoted messageShow quoted text
From: main@Q-List.groups.io <main@Q-List.groups.io> on behalf of Corbin via groups.io <c_geiser@...>
Sent: Thursday, June 11, 2020 2:17:39 PM
To: main@Q-List.groups.io <main@Q-List.groups.io>
Subject: Re: [Q-List] Worst Landing to Date Today
Well, if I had bounced, I might have had opportunity but this just plopped down and stuck. Since I floated a bit they had to send the plane behind me on go-around east of runway. So knowing a plane would be above me or off my left wing, I committed
to trying to keep it back on centerline.
Corbin
On June 11, 2020 at 4:02 PM, Paul Fisher <rv7a.n18pf@...> wrote:
Corbin,
I'm not being critical, but I suggest to people if they bounce it like that, give it full power and go around. With full power the rudder is effective and you can typically straighten it out pretty easily.
The problem with bouncing it in is the canard breaks on the third bounce. We've had a number of people prove that. With full power you might bounce a second time, but not a third. So it's best to arrest it after the first.
I know it is tempting to try to save the landing, especially with 7000 feet of concrete in front of you. But I still recommend full power and go around. With another couple hundred hours, you'll learn to save it (it starts with full power!),
but until then just go around. If nothing else it gives you a little time to think about what went wrong!
If it makes you feel better, I still have a landing like you describe every once in a while, and I often still go around. I figure I must need the practice, so I might as well do it again!
Paul Fisher
Q-200 N17PF, ~1650 hours over 30 years
Well, the flight was great but the landing had tons of room for improvement. In fact, it was my worst landing in all my 843 hours (only 56 hrs in the Q200 though). Thought I would share on this quiet afternoon in case anyone notices anything I am not
thinking of that could have contributed. Hard to do without being there, I know.
I had the reflexor "deployed" as usual and was good'ish on airspeed across the numbers. Maybe a little fast at 90mph but had 7,000ft of runway to bleed it off. I had the power out, floated some, and let it settle but didn't realize I was getting the
nose a bit high. Airspeed bled off fast and I plopped it down. Then was holding on for a wild ride on the rollout since I came down harder than normal. I was going left of the centerline quickly and it didn't seem to want to go right much with my quick
jabs on the right pedal.
It was acting as if the tailwheel wasn't down...but surely it had to be. Anyway, as I was going left of centerline at a near 30 degree angle it seemed fast again. Could have just seemed fast since I wasn't going straight down the runway like normal.
That's the point where I glanced down at the tach and think I saw 850rpm. Honestly, I am not sure what my normal rpm is right after touch down. Since my hand was still on the throttle, I think I was still holding it all the way out but maybe I pulled the
rest of the power out at that point? I wonder if I had accidentally put some throttle back in when I plopped it down because it seemed I plopped it down slow and then it darted left.
It sure was frustrating as I slowly got back to centerline and taxied all the way back to the hangar. Some things I know I did wrong were I definitely didn't fly it all the way to the ground and stalled it a little high by getting nose high to high from
the pavement. But the high RPM or possibility of power still in sure did add to the wild ride.
The short flight before that sure was great though!
Corbin Ge!ser
--
Corbin
N33QR
--
Corbin
N33QR
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|
Been there. Yes, when coming in too hot I have held it off too long and if you hit tail wheel first it slams the mains onto the runway. The opposite is, If you touch down too fast, that will result in a bounce and you should go around. Bottom line - airspeed control over the fence is critical with the Q200 for a pretty landing. Check your tail wheel pivot bolt if you have one. Per plans it's an AN3 and I bend mine a lot!
Well, the flight was great but the landing had tons of room for improvement. In fact, it was my worst landing in all my 843 hours (only 56 hrs in the Q200 though). Thought I would share on this quiet afternoon in case anyone notices anything I am not thinking of that could have contributed. Hard to do without being there, I know.
I had the reflexor "deployed" as usual and was good'ish on airspeed across the numbers. Maybe a little fast at 90mph but had 7,000ft of runway to bleed it off. I had the power out, floated some, and let it settle but didn't realize I was getting the nose a bit high. Airspeed bled off fast and I plopped it down. Then was holding on for a wild ride on the rollout since I came down harder than normal. I was going left of the centerline quickly and it didn't seem to want to go right much with my quick jabs on the right pedal.
It was acting as if the tailwheel wasn't down...but surely it had to be. Anyway, as I was going left of centerline at a near 30 degree angle it seemed fast again. Could have just seemed fast since I wasn't going straight down the runway like normal. That's the point where I glanced down at the tach and think I saw 850rpm. Honestly, I am not sure what my normal rpm is right after touch down. Since my hand was still on the throttle, I think I was still holding it all the way out but maybe I pulled the rest of the power out at that point? I wonder if I had accidentally put some throttle back in when I plopped it down because it seemed I plopped it down slow and then it darted left.
It sure was frustrating as I slowly got back to centerline and taxied all the way back to the hangar. Some things I know I did wrong were I definitely didn't fly it all the way to the ground and stalled it a little high by getting nose high to high from the pavement. But the high RPM or possibility of power still in sure did add to the wild ride.
The short flight before that sure was great though!
Corbin Ge!ser
--
Corbin
N33QR
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|
|
Corbin
Well, if I had bounced, I might have had opportunity but this just plopped down and stuck. Since I floated a bit they had to send the plane behind me on go-around east of runway. So knowing a plane would be above me or off my left wing, I committed to trying to keep it back on centerline.
Corbin
On June 11, 2020 at 4:02 PM, Paul Fisher <rv7a.n18pf@...> wrote: Corbin, I'm not being critical, but I suggest to people if they bounce it like that, give it full power and go around. With full power the rudder is effective and you can typically straighten it out pretty easily.
The problem with bouncing it in is the canard breaks on the third bounce. We've had a number of people prove that. With full power you might bounce a second time, but not a third. So it's best to arrest it after the first.
I know it is tempting to try to save the landing, especially with 7000 feet of concrete in front of you. But I still recommend full power and go around. With another couple hundred hours, you'll learn to save it (it starts with full power!), but until then just go around. If nothing else it gives you a little time to think about what went wrong!
If it makes you feel better, I still have a landing like you describe every once in a while, and I often still go around. I figure I must need the practice, so I might as well do it again!
Paul Fisher Q-200 N17PF, ~1650 hours over 30 years Well, the flight was great but the landing had tons of room for improvement. In fact, it was my worst landing in all my 843 hours (only 56 hrs in the Q200 though). Thought I would share on this quiet afternoon in case anyone notices anything I am not thinking of that could have contributed. Hard to do without being there, I know.
I had the reflexor "deployed" as usual and was good'ish on airspeed across the numbers. Maybe a little fast at 90mph but had 7,000ft of runway to bleed it off. I had the power out, floated some, and let it settle but didn't realize I was getting the nose a bit high. Airspeed bled off fast and I plopped it down. Then was holding on for a wild ride on the rollout since I came down harder than normal. I was going left of the centerline quickly and it didn't seem to want to go right much with my quick jabs on the right pedal.
It was acting as if the tailwheel wasn't down...but surely it had to be. Anyway, as I was going left of centerline at a near 30 degree angle it seemed fast again. Could have just seemed fast since I wasn't going straight down the runway like normal. That's the point where I glanced down at the tach and think I saw 850rpm. Honestly, I am not sure what my normal rpm is right after touch down. Since my hand was still on the throttle, I think I was still holding it all the way out but maybe I pulled the rest of the power out at that point? I wonder if I had accidentally put some throttle back in when I plopped it down because it seemed I plopped it down slow and then it darted left.
It sure was frustrating as I slowly got back to centerline and taxied all the way back to the hangar. Some things I know I did wrong were I definitely didn't fly it all the way to the ground and stalled it a little high by getting nose high to high from the pavement. But the high RPM or possibility of power still in sure did add to the wild ride.
The short flight before that sure was great though!
Corbin Ge!ser
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Corbin
N33QR
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Corbin
N33QR
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Corbin, I'm not being critical, but I suggest to people if they bounce it like that, give it full power and go around. With full power the rudder is effective and you can typically straighten it out pretty easily.
The problem with bouncing it in is the canard breaks on the third bounce. We've had a number of people prove that. With full power you might bounce a second time, but not a third. So it's best to arrest it after the first.
I know it is tempting to try to save the landing, especially with 7000 feet of concrete in front of you. But I still recommend full power and go around. With another couple hundred hours, you'll learn to save it (it starts with full power!), but until then just go around. If nothing else it gives you a little time to think about what went wrong!
If it makes you feel better, I still have a landing like you describe every once in a while, and I often still go around. I figure I must need the practice, so I might as well do it again!
Paul Fisher Q-200 N17PF, ~1650 hours over 30 years
Well, the flight was great but the landing had tons of room for improvement. In fact, it was my worst landing in all my 843 hours (only 56 hrs in the Q200 though). Thought I would share on this quiet afternoon in case anyone notices anything I am not thinking of that could have contributed. Hard to do without being there, I know.
I had the reflexor "deployed" as usual and was good'ish on airspeed across the numbers. Maybe a little fast at 90mph but had 7,000ft of runway to bleed it off. I had the power out, floated some, and let it settle but didn't realize I was getting the nose a bit high. Airspeed bled off fast and I plopped it down. Then was holding on for a wild ride on the rollout since I came down harder than normal. I was going left of the centerline quickly and it didn't seem to want to go right much with my quick jabs on the right pedal.
It was acting as if the tailwheel wasn't down...but surely it had to be. Anyway, as I was going left of centerline at a near 30 degree angle it seemed fast again. Could have just seemed fast since I wasn't going straight down the runway like normal. That's the point where I glanced down at the tach and think I saw 850rpm. Honestly, I am not sure what my normal rpm is right after touch down. Since my hand was still on the throttle, I think I was still holding it all the way out but maybe I pulled the rest of the power out at that point? I wonder if I had accidentally put some throttle back in when I plopped it down because it seemed I plopped it down slow and then it darted left.
It sure was frustrating as I slowly got back to centerline and taxied all the way back to the hangar. Some things I know I did wrong were I definitely didn't fly it all the way to the ground and stalled it a little high by getting nose high to high from the pavement. But the high RPM or possibility of power still in sure did add to the wild ride.
The short flight before that sure was great though!
Corbin Ge!ser
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Corbin
N33QR
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