Quote from one US supplier, whom I trust and know personally.

"This is an outstanding carburetor, based on the initial Ellison design. It works equally well as gravity feed or pump fed. Although it is referred to as a “Throttle Body Injector” it is technically a diaphragm control, flat slide, float less carburetor. It will not pickup if subjected to negative G’s. It has full authority mixture control, and is known for very accurate mixture distribution. The ‘button’ on the diaphragm can be used as a primer, and the carb also has a bypass port to further prevent hard starting when hot. An affordable, brand new carb, in production many years and based on a very well proven design. I am a US service center for these carbs, so they need not be returned to the factory if any service is ever required.-Made in Australia."

 I've seen the 3300 on Zenith 701 and 601. Owners (West Coast and high DA bases) I spoke with were pleased with the powerplant. I suspect your actually obtaining around 107hp constant at 85% throttle setting (that would be 2500 to 2550 RPM). Your redline is 2750 RPM if I understand correctly. 

 A well thought out powerplant and it has proven itself to at least 18,000 ft PA. 

 For those that might choose this engine, what were your CG issues (and corrections) as compared to the O-200?

 I ask because the availability of Certificated Continentals and to some degree Lycoming (and Franklin) which we had in droves back in the 1980's is already a challenge 40 years later. I have made my decision on this topic but not everyone was hacked out of the clay to be a gearhead as I was. I own the equipment to back up the tasks as well so that is yet another factor.

 I admit to be a rather serious chicken in the air, and over ruff terrain even more so. I've had a CFI on Bi-annual review ask me why I was not having fun. He was a bit younger than I am (about 30 years). It's not that flying isn't deeply satisfying to me..it is!..but I realize my personality becomes quite stoic once the pre-flight begins. I guess it's the responsibility part that drives my seriousness. I was trained in a more or less military manner..my first CFI was a WW2 and Korean War Veteran Instructor known to be strict. At the time exactly what a wise assed 21 year old wannabe pilot needed. I crossed my 40 hours on my exam. Soloed at just over 5 hours. Fitzpatrik was a tuff old bastard but he put the right kind of fear in my kraut head right off the bat.     

 Flatland flying is at least a bit less tension, just give the storms a lot of respect. Lots of (hopefully) reasonable places to park below if need be. Travel out of the Midwest is nice when aviating because the hours of bored driving in mostly dull scenery is avoided. I was born and grew up my early years mostly in Kansas and Florida. FLAT.

 Now I live in Eastern Oklahoma which is a lot of lakes,trees,and hills. Not so many nice parking places if need be.

I'll be flying off my 40 hours at Cushing airport. Flat.

Vern         

Quote from one US supplier, whom I trust and know personally.

"This is an outstanding carburetor, based on the initial Ellison design. It works equally well as gravity feed or pump fed. Although it is referred to as a “Throttle Body Injector” it is technically a diaphragm control, flat slide, float less carburetor. It will not pickup if subjected to negative G’s. It has full authority mixture control, and is known for very accurate mixture distribution. The ‘button’ on the diaphragm can be used as a primer, and the carb also has a bypass port to further prevent hard starting when hot. An affordable, brand new carb, in production many years and based on a very well proven design. I am a US service center for these carbs, so they need not be returned to the factory if any service is ever required.-Made in Australia."

 I've seen the 3300 on Zenith 701 and 601. Owners (West Coast and high DA bases) I spoke with were pleased with the powerplant. I suspect your actually obtaining around 107hp constant at 85% throttle setting (that would be 2500 to 2550 RPM). Your redline is 2750 RPM if I understand correctly. 

 A well thought out powerplant and it has proven itself to at least 18,000 ft PA. 

 For those that might choose this engine, what were your CG issues (and corrections) as compared to the O-200?

 I ask because the availability of Certificated Continentals and to some degree Lycoming (and Franklin) which we had in droves back in the 1980's is already a challenge 40 years later. I have made my decision on this topic but not everyone was hacked out of the clay to be a gearhead as I was. I own the equipment to back up the tasks as well so that is yet another factor.

 I admit to be a rather serious chicken in the air, and over ruff terrain even more so. I've had a CFI on Bi-annual review ask me why I was not having fun. He was a bit younger than I am (about 30 years). It's not that flying isn't deeply satisfying to me..it is!..but I realize my personality becomes quite stoic once the pre-flight begins. I guess it's the responsibility part that drives my seriousness. I was trained in a more or less military manner..my first CFI was a WW2 and Korean War Veteran Instructor known to be strict. At the time exactly what a wise assed 21 year old wannabe pilot needed. I crossed my 40 hours on my exam. Soloed at just over 5 hours. Fitzpatrik was a tuff old bastard but he put the right kind of fear in my kraut head right off the bat.     

 Flatland flying is at least a bit less tension, just give the storms a lot of respect. Lots of (hopefully) reasonable places to park below if need be. Travel out of the Midwest is nice when aviating because the hours of bored driving in mostly dull scenery is avoided. I was born and grew up my early years mostly in Kansas and Florida. FLAT.

 Now I live in Eastern Oklahoma which is a lot of lakes,trees,and hills. Not so many nice parking places if need be.

I'll be flying off my 40 hours at Cushing airport. Flat.

Vern         

Hi Tim,

Question number one. Refer to page 168 in the following document: 

http://n8wq.scheevel.com/documents/Q2_Q200_Plans_Abridged_for_Scheevel_Construction.pdf
That will give you the layout for the elevator control that was standard with the Tri-Q plans. I did not build mine that way, but I just cut a tunnel in the top of the main tank and used the original Q-200 control system, but Tri-q2's with both types of elevator controls exist. If you build it per Tri-Q plans, make sure you carefully bond the support that is on the canard in a very robust way. We had one builder that had that support delaminate on him and nearly ended his first flight tragically. 

Second question. Tail cone screws. All planes that I have seen have the screws done per plans, but some, including mine have the fixed screws that are on the forward fuselage section filled and painted over. If it did it again, I would not do this, as they look better as screws than they do as "bumps" under the paint. 

Third question. The nose gear setup varies from plane to plane. The cupped washers are known as belleville washers in the hardware world. You can find more if you need them at Mcmaster Carr. The shape provides a spring effect when you tighten down on them. They are best placed on top of the nose fork, since that is where the spring is most needed. The phenolic is more of a spacer that allows everything to be set up and tightened without running out of threads when you tighten the large stop nut on the bottom of the assembly. Your gear is a velocity style gear, and if you want to see how velocity recommends setting the belleville washers and the phenolic, take a look on velocity aircraft website. They have some plans there. If you can't find them, let me know during the week when I am on my work computer and I can send you a document with the layout. Critical in the setup of the nose gear is to have the fork pivot angle set up right. Have a look at the plans in the document link above and you will see the recommendation (this is refering to the old style fork, not the velocity one you have, but the angle recommendation remains the same). This prevents it from shimmying too much. 

Cheers,
Jay Scheevel, Tri-Q2 N8WQ 150 hours. 



On Sat, 12 Jun 2021 14:42:38 -0700, "Tim" <timmrlw@...> wrote:

Hi All,

I have a few questions which have come up during my completion…

1) Stick extension - I have noticed on the Q tours (thanks for those Sam and all) that some have the extension on the front of the stick and some don’t. I can see it in the LS1 plans. My Tri-Q200 with LS1 (dual elevator rods) doesn’t have this, the previous owner says it meets the control throw limits, but I have it in bits at the minute and didn’t check. Why was this mod introduced? (Avoids having to cut a tunnel into the tank?) 

2) Tail cone bolts - again in the tours I see some have the per plans dome headed screws and some you can’t see, have people fitting countersunk machine screws instead and filled over the heads?

3) My nose leg has a phenolic disc (adjusts deck angle?) plain washers and then 4-5 ‘cupped’ washers. I can’t see reference to this assembly in the plans, should I have this number of the cup washer or just one each side of the gear, I assume these allow you to preload the assembly without clamping down on it too much.

Thanks for reading! Tim