Date   

Re: Beginning labor pains #photo-notice

Jay Scheevel
 

There have been a couple of guys who have built such a landing gear mounting box between the canard spar and the main tank, beefed up appropriately, then have used a hoop gear to build as tail dragger. This has also been done and extensively reported on the dragonfly. You may want to have a look around on the web for a design that you can apply to your aircraft. Grove will make aluminum hoop gear to your specification and gun drill them for the brake line, once you know the exact geometry you want to use.

 

Cheers,

Jay

 

From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Cody
Sent: Sunday, November 08, 2020 12:18 PM
To: main@Q-List.groups.io
Subject: Re: [Q-List] Beginning labor pains #photo-notice

 

By quickly I guess it should be called a Q200 MKII. Moving the wheels and brakes inboard to a traditional Taildragger setup. Since the load on the outboard would be weight of landing loads if I stabilized the spar, run a C channel like the GU canard as well as the round carbon spar then spar cap the entire wing, it would be a bit more heavy. But it would be safe. Providing of course I find some plans on how the front landing gear mount into the plane/canard whichever. Right now it's looking kind of bleak, but there's a fix out there. We just need to find it.


Re: Beginning labor pains #photo-notice

Jay Scheevel
 

Good advice, Jim. If Cody is going to go with inboard gear, either tail dragged or nose dragged, then he could also do a Waddlelow design.

 

Cheers,

Jay

 

From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Jim Patillo
Sent: Sunday, November 08, 2020 12:30 PM
To: main@Q-List.groups.io
Subject: Re: [Q-List] Beginning labor pains #photo-notice

 

Jay, after looking at the pictures and Cody telling me the shattered spar is about 14” from the small end, at the wheel pant, it seems to me that it would be difficult to fair in a repaired spar to the elevator slot core. As you know, that is a fairly thin area to work in. Also if the spar is not load tested and proven prior to install, a failure could cause the elevator end to fail. Repairing the spar in that area would be difficult even for experienced glass guys. My suggestion to him was to find a spar.

 

Believe me, flying a newly repaired spar

Is much more disturbing and unnerving than my 1st. flight was. With all the other stuff going on during the first flight, this is additional mental anguish you don’t need.

 

Not saying it can’t be done but personally I would be trying to find another spar. There’s got to be one around somewhere and there’s something to be said about peace of mind.

 

Just my opinion.

 

Jim

N46JP - Q200

 

Sent from Outer Space


From: main@Q-List.groups.io <main@Q-List.groups.io> on behalf of Jay Scheevel <jay@...>
Sent: Sunday, November 8, 2020 8:51:59 AM
To: main@Q-List.groups.io <main@Q-List.groups.io>
Subject: Re: [Q-List] Beginning labor pains #photo-notice

 

Hi Cody,

 

I think you can repair/rebuild that outboard end of the spar. Better to do that than try to use one from salvage/wrecked plane, since the spar usually breaks in a crash and would probably be damaged on any salvaged plane.

 

If you can find a new spar that is an option, but they are hard to find.

 

If you want to repair:
One way to do it would be to could cut the damaged portion off squarely, then hot-wire a foam plug with the length and taper as inside of the portion of the spar you are replacing. After cutting off the damaged part off the spar you feather the undamaged portion back 1” per ply of carbon to allow you to lay up the unidirectional plies overlapping the feathered plies by 1” corresponding to the number of plies and weight of carbon as on the good portion of the spar. Jig the hotwired plug to be perfectly aligned with the remaining undamaged spar then layup the top side with carbon fiber overlapping the tapers*** (make sure the uni-fibers are straight). After it cures, flip the spar over and lay up on the bottom side with the same number of plies, overlapping the plies from the top layup on front and back of the spar by about an inch. Make sure you use peel ply on the front and back of the spar when you lay up the top side, so your bottom side layup will bond properly. You will probably want to sand slightly after the repair to smooth out the areas where the feathered plies are. Be careful not to damage your layups***. Then you will want to wrap the repair with one BiD ply at 45 degrees for shear strength.

 

If you are unsure about the number of plies and weight of the carbon fiber, you can take a piece of the damaged section that you cut off and carefully examine it and or destroy it to find out how many plies.  If it was fiberglass, you could probably burn it and find out, but I am pretty sure that would incinerate carbon fiber….maybe some else knows for sure.

 

***See the composite repair instructions in the Quickie plans for how to feather and do layup repairs. The unidirectional carbon is available from aircraft spruce. Wear a mask when sanding. The carbon fiber dust is nasty.

 

I am sure that the composite experts in this group (I am NOT a composite expert!) will improve on my suggestions, so stand by to see if they chime in. Good luck.

 

By the way, if there are still bottles of epoxy from the original kit, throw them away. They are way too old by now to use.

 

Cheers,

jay

 

From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Cody
Sent: Saturday, November 07, 2020 11:29 PM
To: main@Q-List.groups.io
Subject: [Q-List] Beginning labor pains #photo-notice

 

Today my friend and I went into labor pains. We brought our baby "Gypsy Wind" to the hospital and made some contact with the doctors. Bruce, and Jim. So far we've got a mess of parts scattered and un-confirmed. We have found the fuselage is a little warped from sitting in pieces for 30 years. But there's a plan to fix that. We found the damage to one of the spare on the outboard edge to be more significant than we thought. Does anyone have a spar available? Maybe out of a crashed q200?


Re: Beginning labor pains #photo-notice

Jim Patillo
 

Jay, after looking at the pictures and Cody telling me the shattered spar is about 14” from the small end, at the wheel pant, it seems to me that it would be difficult to fair in a repaired spar to the elevator slot core. As you know, that is a fairly thin area to work in. Also if the spar is not load tested and proven prior to install, a failure could cause the elevator end to fail. Repairing the spar in that area would be difficult even for experienced glass guys. My suggestion to him was to find a spar.

Believe me, flying a newly repaired spar
Is much more disturbing and unnerving than my 1st. flight was. With all the other stuff going on during the first flight, this is additional mental anguish you don’t need.

Not saying it can’t be done but personally I would be trying to find another spar. There’s got to be one around somewhere and there’s something to be said about peace of mind.

Just my opinion.

Jim
N46JP - Q200

Sent from Outer Space


From: main@Q-List.groups.io <main@Q-List.groups.io> on behalf of Jay Scheevel <jay@...>
Sent: Sunday, November 8, 2020 8:51:59 AM
To: main@Q-List.groups.io <main@Q-List.groups.io>
Subject: Re: [Q-List] Beginning labor pains #photo-notice
 

Hi Cody,

 

I think you can repair/rebuild that outboard end of the spar. Better to do that than try to use one from salvage/wrecked plane, since the spar usually breaks in a crash and would probably be damaged on any salvaged plane.

 

If you can find a new spar that is an option, but they are hard to find.

 

If you want to repair:
One way to do it would be to could cut the damaged portion off squarely, then hot-wire a foam plug with the length and taper as inside of the portion of the spar you are replacing. After cutting off the damaged part off the spar you feather the undamaged portion back 1” per ply of carbon to allow you to lay up the unidirectional plies overlapping the feathered plies by 1” corresponding to the number of plies and weight of carbon as on the good portion of the spar. Jig the hotwired plug to be perfectly aligned with the remaining undamaged spar then layup the top side with carbon fiber overlapping the tapers*** (make sure the uni-fibers are straight). After it cures, flip the spar over and lay up on the bottom side with the same number of plies, overlapping the plies from the top layup on front and back of the spar by about an inch. Make sure you use peel ply on the front and back of the spar when you lay up the top side, so your bottom side layup will bond properly. You will probably want to sand slightly after the repair to smooth out the areas where the feathered plies are. Be careful not to damage your layups***. Then you will want to wrap the repair with one BiD ply at 45 degrees for shear strength.

 

If you are unsure about the number of plies and weight of the carbon fiber, you can take a piece of the damaged section that you cut off and carefully examine it and or destroy it to find out how many plies.  If it was fiberglass, you could probably burn it and find out, but I am pretty sure that would incinerate carbon fiber….maybe some else knows for sure.

 

***See the composite repair instructions in the Quickie plans for how to feather and do layup repairs. The unidirectional carbon is available from aircraft spruce. Wear a mask when sanding. The carbon fiber dust is nasty.

 

I am sure that the composite experts in this group (I am NOT a composite expert!) will improve on my suggestions, so stand by to see if they chime in. Good luck.

 

By the way, if there are still bottles of epoxy from the original kit, throw them away. They are way too old by now to use.

 

Cheers,

jay

 

From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Cody
Sent: Saturday, November 07, 2020 11:29 PM
To: main@Q-List.groups.io
Subject: [Q-List] Beginning labor pains #photo-notice

 

Today my friend and I went into labor pains. We brought our baby "Gypsy Wind" to the hospital and made some contact with the doctors. Bruce, and Jim. So far we've got a mess of parts scattered and un-confirmed. We have found the fuselage is a little warped from sitting in pieces for 30 years. But there's a plan to fix that. We found the damage to one of the spare on the outboard edge to be more significant than we thought. Does anyone have a spar available? Maybe out of a crashed q200?


Re: Beginning labor pains #photo-notice

 

By quickly I guess it should be called a Q200 MKII. Moving the wheels and brakes inboard to a traditional Taildragger setup. Since the load on the outboard would be weight of landing loads if I stabilized the spar, run a C channel like the GU canard as well as the round carbon spar then spar cap the entire wing, it would be a bit more heavy. But it would be safe. Providing of course I find some plans on how the front landing gear mount into the plane/canard whichever. Right now it's looking kind of bleak, but there's a fix out there. We just need to find it.


Re: Quickie Q-1 parts

Nathan Peck
 

If the phone number doesn’t work for you try 913.908.8583. 

On Sat, Nov 7, 2020 at 8:50 PM Nathan Peck <nathanpeck@...> wrote:
Hey folks.  A friend of mine has some Quickie Q-1 parts/components up for grabs.  It’s my understanding he has a wing, some fuselage bulkheads and sides, propeller, stainless firewall blank and more.  It will need to be picked up rather quickly or arrangements made ASAP.  Located in the Virginia area.  Please call Bill Freeman at 913.586.8015 if you have an interest. 

Thanks,
Nathan Peck


Re: Beginning labor pains #photo-notice

Michael
 

On Sun, Nov 8, 2020 at 11:01 AM, Cody wrote:
...Another was to cut the damage out and match cut the other spar. Then go with a quickfly hybrid... 
Can you explain more on this? I thought that the Dragonfly used a C-shaped spar and the Q200 a round spar, although my knowledge of Dragonflies is decidedly lacking. I do seem to recall that at least one Dragonfly was built with an LS canard, so the spar design there might help. I'll see if I can dig it up in the old DFBN newsletters today.

At any rate, looks like this post is back from the dead; not sure if Sam ever got the Weishaar plans from the last post? Maybe someone can share more about the "Kimball / Kimbal" bird in that thread as a possible Option #4?

New Carbon Spar Manufacturing ???
--
-MD
#2827 (still thinking about planning on visualizing how to finish building)


Q1 Fueslage - Tailspring detail

Eugen Pilarski
 

Hi Q-Experts,

i have just a short question about the Q1 Fuselage detail, show up on Page 7-9 in Q1 Build manual. There is an point about "Tapering for Tailspring Support" on that page 7-9, please find some picture and the 3d Model.

The material cut between STA166 and STA 172 should form the outer side or from the inner side of the fuselage? The description/drawings are not clear so far for me. Please refer to the picture in the attachment.

Best regards 

Eugen 


Re: Beginning labor pains #photo-notice

 

Thank you so much for your reply. What you proposed was one idea. Another was to cut the damage out and match cut the other spar. Then go with a quickfly hybrid or maybe even a tri-q. 3rd and preferred option would be to obtain a good spar (hard to find best option). I figured we would start by jigging the fuselage and using straps to bring it back into shape. At least that way we make forward progress on the project while a decision is being made on the canard. 


Re: Beginning labor pains #photo-notice

Jay Scheevel
 

Hi Cody,

 

I think you can repair/rebuild that outboard end of the spar. Better to do that than try to use one from salvage/wrecked plane, since the spar usually breaks in a crash and would probably be damaged on any salvaged plane.

 

If you can find a new spar that is an option, but they are hard to find.

 

If you want to repair:
One way to do it would be to could cut the damaged portion off squarely, then hot-wire a foam plug with the length and taper as inside of the portion of the spar you are replacing. After cutting off the damaged part off the spar you feather the undamaged portion back 1” per ply of carbon to allow you to lay up the unidirectional plies overlapping the feathered plies by 1” corresponding to the number of plies and weight of carbon as on the good portion of the spar. Jig the hotwired plug to be perfectly aligned with the remaining undamaged spar then layup the top side with carbon fiber overlapping the tapers*** (make sure the uni-fibers are straight). After it cures, flip the spar over and lay up on the bottom side with the same number of plies, overlapping the plies from the top layup on front and back of the spar by about an inch. Make sure you use peel ply on the front and back of the spar when you lay up the top side, so your bottom side layup will bond properly. You will probably want to sand slightly after the repair to smooth out the areas where the feathered plies are. Be careful not to damage your layups***. Then you will want to wrap the repair with one BiD ply at 45 degrees for shear strength.

 

If you are unsure about the number of plies and weight of the carbon fiber, you can take a piece of the damaged section that you cut off and carefully examine it and or destroy it to find out how many plies.  If it was fiberglass, you could probably burn it and find out, but I am pretty sure that would incinerate carbon fiber….maybe some else knows for sure.

 

***See the composite repair instructions in the Quickie plans for how to feather and do layup repairs. The unidirectional carbon is available from aircraft spruce. Wear a mask when sanding. The carbon fiber dust is nasty.

 

I am sure that the composite experts in this group (I am NOT a composite expert!) will improve on my suggestions, so stand by to see if they chime in. Good luck.

 

By the way, if there are still bottles of epoxy from the original kit, throw them away. They are way too old by now to use.

 

Cheers,

jay

 

From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Cody
Sent: Saturday, November 07, 2020 11:29 PM
To: main@Q-List.groups.io
Subject: [Q-List] Beginning labor pains #photo-notice

 

Today my friend and I went into labor pains. We brought our baby "Gypsy Wind" to the hospital and made some contact with the doctors. Bruce, and Jim. So far we've got a mess of parts scattered and un-confirmed. We have found the fuselage is a little warped from sitting in pieces for 30 years. But there's a plan to fix that. We found the damage to one of the spare on the outboard edge to be more significant than we thought. Does anyone have a spar available? Maybe out of a crashed q200?


Beginning labor pains #photo-notice

 

Today my friend and I went into labor pains. We brought our baby "Gypsy Wind" to the hospital and made some contact with the doctors. Bruce, and Jim. So far we've got a mess of parts scattered and un-confirmed. We have found the fuselage is a little warped from sitting in pieces for 30 years. But there's a plan to fix that. We found the damage to one of the spare on the outboard edge to be more significant than we thought. Does anyone have a spar available? Maybe out of a crashed q200?


Quickie Q-1 parts

Nathan Peck
 

Hey folks.  A friend of mine has some Quickie Q-1 parts/components up for grabs.  It’s my understanding he has a wing, some fuselage bulkheads and sides, propeller, stainless firewall blank and more.  It will need to be picked up rather quickly or arrangements made ASAP.  Located in the Virginia area.  Please call Bill Freeman at 913.586.8015 if you have an interest. 

Thanks,
Nathan Peck


Re: Flight Report

John Hoxie
 

Great report Mike.


On Thu, Nov 5, 2020 at 12:34 PM, Mike Dwyer
<q200pilot@...> wrote:
A reasonably nice day here in West Central Florida but there is a hurricane coming soon so figured I better get a flight in today.  We only have one runway open RWY4-22 but the wind was from 60 degrees at 10 to 16K.  Temp 70F, humidity 70%.  The Q200 hadn't been run for 2 weeks so it didn't pop right off but after about 10 blades it fired up and stayed running.  I have a carb and have installed a primer that injects fuel right on the low pressure side of the intake valve.  Using that helps starting a lot.  

The airport was pretty busy today.  The Cherokee GA trainers were out in force and mixing it up with the Bis Jets and Airbuss's.  Took 18 minutes to get launched.  My normal lately has been around 10 so it was busy.  After launch I had to level off at 1000 feet to keep from going into the Tampa Class B and checking Flight Aware, they showed me at 197 mph before I pulled the power back.  I then climbed up to 5500'.  The mission today was to fire up the 2 meter ham radio and talk to people.  At ground level these radios talk 10-20 miles... But at 5500' wow, half of Florida was listening to me.  I got several people that were new ham operators and very excited to talk to an airplane.  Others told me of their days flying in the Virgin Islands.  Others talked about wanting to get a pilot license.  It was fun.  

As I got back to the Tampa Bay beaches I hung up the ham radio and dialed up KPIE.  I slipped in behind a slow mover and KPIE told me I was 30K faster.  Darn, I had already slowed down to final approach speed and I was still 30K faster!  Here go the S-Turns.  The tower complimented me on making the spacing good.  I mostly had the traffic visually and the ADS-B was doing great with his position.  Then an Airbuss pulled in 10 miles behind me!   Now I'm the slow mover!   I'm burning maybe 3 GPH and the Airbuss probably 300 GPH , so I offer to leave to the west and come back later.  The tower says nah, keep coming.  The slow mover has gone around so I'm cleared to land so I let the Q200 speed up a bit to 130K.  Now the trick is going to be, getting down to 80K to land.  The way I do that is pull up, slow to 80K and let her drop like a rock.  If you plan it just right you got enough speed to flare and land.  Worked out perfect, made the second turn off, and looked back to see the Airbuss on short final.  Taxied back to the hangar and was looking out the right side to see the Airbuss go by on the runway.  The jet used the whole runway and turned off at the end of the runway.  She (female pilot) was told to yield to the experimental on the taxiway  :) 

Oh, the hurricane.  I checked just now and it looks like it will hit Key West and miss our area.  Darn hurricanes.  

Mike Dwyer
Q200 N3QP


Re: Flight Report

Phil Lankford
 

Mike. Did you use the word “Flare”?

Phil


On Nov 5, 2020, at 4:12 PM, Jay Scheevel <jay@...> wrote:



Mike’s got it right. It can be verified independently on FlightAware. Here is the plot (below). When Mike leveled out after takeoff at 900’ MSL, he hit 204 mph groundspeed, that is probably around 197 mph CAS, depending on conditions. Very fast, Mike!

<image001.png>

 

From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Michael
Sent: Thursday, November 05, 2020 5:01 PM
To: main@Q-List.groups.io
Subject: Re: [Q-List] Flight Report

 

Video or it didn't happen, Mike!! (You can tell you've gotten us spoiled :D
--
-MD
#2827 (still thinking about planning on visualizing how to finish building)


Re: Tires

Anthony P
 

I wonder if anyone has experimented with foam tires or foam filled tires to get the right mix of low rolling resistance, good dry traction, good wet traction, and good damping to make the landings easier?


Re: Flight Report

Mike Dwyer
 

Lol, ya.
Fly Safe.
Mike


On Thu, Nov 5, 2020, 7:00 PM Michael <dunningme@...> wrote:
Video or it didn't happen, Mike!! (You can tell you've gotten us spoiled :D
--
-MD
#2827 (still thinking about planning on visualizing how to finish building)


Re: Flight Report

Kevin Boddicker
 

Nice report Mike.
I haven’t been flying for quite a while. Did get my condition inspection done though.
Perfect weather lately. near 70°F every day this week. Still working!
Supposed to blow 15 gusting to 35 Saturday and Sunday, so little chance there.


Kevin Boddicker
TriQ 200 N7868B    538hrs
Luana, IA.



On Nov 5, 2020, at 1:34 PM, Mike Dwyer <q200pilot@...> wrote:

A reasonably nice day here in West Central Florida but there is a hurricane coming soon so figured I better get a flight in today.  We only have one runway open RWY4-22 but the wind was from 60 degrees at 10 to 16K.  Temp 70F, humidity 70%.  The Q200 hadn't been run for 2 weeks so it didn't pop right off but after about 10 blades it fired up and stayed running.  I have a carb and have installed a primer that injects fuel right on the low pressure side of the intake valve.  Using that helps starting a lot.  

The airport was pretty busy today.  The Cherokee GA trainers were out in force and mixing it up with the Bis Jets and Airbuss's.  Took 18 minutes to get launched.  My normal lately has been around 10 so it was busy.  After launch I had to level off at 1000 feet to keep from going into the Tampa Class B and checking Flight Aware, they showed me at 197 mph before I pulled the power back.  I then climbed up to 5500'.  The mission today was to fire up the 2 meter ham radio and talk to people.  At ground level these radios talk 10-20 miles... But at 5500' wow, half of Florida was listening to me.  I got several people that were new ham operators and very excited to talk to an airplane.  Others told me of their days flying in the Virgin Islands.  Others talked about wanting to get a pilot license.  It was fun.  

As I got back to the Tampa Bay beaches I hung up the ham radio and dialed up KPIE.  I slipped in behind a slow mover and KPIE told me I was 30K faster.  Darn, I had already slowed down to final approach speed and I was still 30K faster!  Here go the S-Turns.  The tower complimented me on making the spacing good.  I mostly had the traffic visually and the ADS-B was doing great with his position.  Then an Airbuss pulled in 10 miles behind me!   Now I'm the slow mover!   I'm burning maybe 3 GPH and the Airbuss probably 300 GPH , so I offer to leave to the west and come back later.  The tower says nah, keep coming.  The slow mover has gone around so I'm cleared to land so I let the Q200 speed up a bit to 130K.  Now the trick is going to be, getting down to 80K to land.  The way I do that is pull up, slow to 80K and let her drop like a rock.  If you plan it just right you got enough speed to flare and land.  Worked out perfect, made the second turn off, and looked back to see the Airbuss on short final.  Taxied back to the hangar and was looking out the right side to see the Airbuss go by on the runway.  The jet used the whole runway and turned off at the end of the runway.  She (female pilot) was told to yield to the experimental on the taxiway  :) 

Oh, the hurricane.  I checked just now and it looks like it will hit Key West and miss our area.  Darn hurricanes.  

Mike Dwyer
Q200 N3QP



Re: Flight Report

Jay Scheevel
 

Mike’s got it right. It can be verified independently on FlightAware. Here is the plot (below). When Mike leveled out after takeoff at 900’ MSL, he hit 204 mph groundspeed, that is probably around 197 mph CAS, depending on conditions. Very fast, Mike!

 

From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Michael
Sent: Thursday, November 05, 2020 5:01 PM
To: main@Q-List.groups.io
Subject: Re: [Q-List] Flight Report

 

Video or it didn't happen, Mike!! (You can tell you've gotten us spoiled :D
--
-MD
#2827 (still thinking about planning on visualizing how to finish building)


Re: Flight Report

Michael
 

Video or it didn't happen, Mike!! (You can tell you've gotten us spoiled :D
--
-MD
#2827 (still thinking about planning on visualizing how to finish building)


Re: Flight Report

JMasal@...
 

real kool last sentence Mikey



-----Original Message-----
From: Bill Allen <billallensworld@...>
To: main@q-list.groups.io
Sent: Thu, Nov 5, 2020 2:16 pm
Subject: Re: [Q-List] Flight Report

Great to see you’re having too much fun Mike, but I had a gutful of Hurricanes after Irma went right over my place at FD51 3 years ago..
Fingers crossed.

Bill Allen

On Thu, 5 Nov 2020 at 21:09, Richard Thomson <richard@...> wrote:
Great report Mike,
We have just gone on lockdown in UK, so no flying this week, but nice to see someones having fun.
Rich T.
On 05/11/2020 19:34, Mike Dwyer wrote:
A reasonably nice day here in West Central Florida but there is a hurricane coming soon so figured I better get a flight in today.  We only have one runway open RWY4-22 but the wind was from 60 degrees at 10 to 16K.  Temp 70F, humidity 70%.  The Q200 hadn't been run for 2 weeks so it didn't pop right off but after about 10 blades it fired up and stayed running.  I have a carb and have installed a primer that injects fuel right on the low pressure side of the intake valve.  Using that helps starting a lot.  

The airport was pretty busy today.  The Cherokee GA trainers were out in force and mixing it up with the Bis Jets and Airbuss's.  Took 18 minutes to get launched.  My normal lately has been around 10 so it was busy.  After launch I had to level off at 1000 feet to keep from going into the Tampa Class B and checking Flight Aware, they showed me at 197 mph before I pulled the power back.  I then climbed up to 5500'.  The mission today was to fire up the 2 meter ham radio and talk to people.  At ground level these radios talk 10-20 miles... But at 5500' wow, half of Florida was listening to me.  I got several people that were new ham operators and very excited to talk to an airplane.  Others told me of their days flying in the Virgin Islands.  Others talked about wanting to get a pilot license.  It was fun.  

As I got back to the Tampa Bay beaches I hung up the ham radio and dialed up KPIE.  I slipped in behind a slow mover and KPIE told me I was 30K faster.  Darn, I had already slowed down to final approach speed and I was still 30K faster!  Here go the S-Turns.  The tower complimented me on making the spacing good.  I mostly had the traffic visually and the ADS-B was doing great with his position.  Then an Airbuss pulled in 10 miles behind me!   Now I'm the slow mover!   I'm burning maybe 3 GPH and the Airbuss probably 300 GPH , so I offer to leave to the west and come back later.  The tower says nah, keep coming.  The slow mover has gone around so I'm cleared to land so I let the Q200 speed up a bit to 130K.  Now the trick is going to be, getting down to 80K to land.  The way I do that is pull up, slow to 80K and let her drop like a rock.  If you plan it just right you got enough speed to flare and land.  Worked out perfect, made the second turn off, and looked back to see the Airbuss on short final.  Taxied back to the hangar and was looking out the right side to see the Airbuss go by on the runway.  The jet used the whole runway and turned off at the end of the runway.  She (female pilot) was told to yield to the experimental on the taxiway  :) 

Oh, the hurricane.  I checked just now and it looks like it will hit Key West and miss our area.  Darn hurricanes.  

Mike Dwyer
Q200 N3QP

--


Re: Tires

Mike Dwyer
 

I think those are what I've been running for many years.  I'm real happy with them. PS I put 30 or so PSI in them.  I've found if you go higher your landings are bouncier.
If you take a speed average over a month, I'm way slower than a wheel chair.
Fly Safe,
Mike Dwyer

Q200 Website: http://goo.gl/V8IrJF


On Thu, Nov 5, 2020 at 4:32 PM Dave Dugas via groups.io <davedq2=yahoo.com@groups.io> wrote:

I'm going to try these tires. They're the same size as the original tires that came with the kit, same tread pattern and plys. They are grey and match my paint job. I will keep an eye on the wear...they should be okay as long as I don't go faster than a wheelchair.
Dave D


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