I refute your refutal. Sorry, Pete, I just had to get that in there:') Now everybody go back to building or flying. I liked one post this week that gave a solid three reasons why a Tri-Q might

Hi Mark, my Vari-Eze and My Long-Eze both have them. I cannot comment on the Long yet but the Vari-Eze is trouble and shimmy free. If you want I think that I can extract the relevant section of

NO dampener needed. just weight. Bart well over 1000hrs Tri Q200 Quoting "mailbox@..." <wingnut@...>:

John, You are correct the Tri Q200 plans did not call for a shimmy dampener system. However if you plan on installing one let me know how it works. My Tri Q200 uses a caster nose wheel without a

Ok, if those are the top three reasons, I am guessing that the nose gear does not have a shimmy damper? John take off speeds for the Tri-Q200. problem. While there are several things that will

Thanks Jim. Joseph Jim Patillo <logistics_engineering@...> wrote: Peter, I have over 1,000 takeoff and landings in my Q200 in all kinds of conditions including rain, snow,

Peter, I have over 1,000 takeoff and landings in my Q200 in all kinds of conditions including rain, snow, heat, high, altitude and wind and just like the opinion you provide and Dwyer agrees with, I

Tri Q200 Family, This is to the gentleman that wrote in asking for information on take off speeds for the Tri-Q200. What you described in your E-mail is a typical Nose Wheel Shimmy problem. While

Mike, I won't ask you if you don't ask me. Peter _____ From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of Mike Dwyer Sent: Wednesday, 11 April 2007 9:53 AM To:

Joseph, I suggested the divergent exercise because the landing and initial ground handling is likely to be different from normal fast taxi practice depending on a lot of factors and the better

Peter, Recovery from stalls is a secondary objective of stall training. We teach MCA and stalls because with MCA the aircraft passes through MCA just after takeoff and just before touchdown and

Also, if a wheel pant collapses in a low speed ground loop then at least your at the home airport where you can drag it back to the hangar and work on it. I can say that a Q200 built to plans can

Joseph & Peter, your subject line needs to be changed to an appropriate topic heading so people can find this thread in the archives. Thanks! Doug "Hawkeye" Humble A Sign Above

Joseph, The reason that I recommend the ground divergence practice before finally flying the Q dragger is similar to the practice we get in flight training when we need to learn how to recover from

Peter, I have been thinking about this. I prefer to practice learning how to do the landing right. I realize the Q is springy with the wheels on the end of the canard and that PIO'S must be

I have right at 1000 hrs on the original nose gear and have had no problems. I position my reflesor as to minimize weight on nose gear for take off and landing. I can hold the nose off with no

Thanks for the info. I am running the new nose gear. Bob Clark MartinErni@... wrote: Bob, I normally lift off at about 80 MPH. The bouncing you describe sounds like you have the old

Just wanting to know the liftoff speed of you TRI-Q 200 pilots. My plane is now at the airport and have started taxi testing. All is going good to this point. Have had it upto 70 MPH with an

Bob, I normally lift off at about 80 MPH. The bouncing you describe sounds like you have the old nose gear which isn't nearly strong enough for an O200. The stronger gear will eliminate this.

Thanks Mike. I modified my trim to left hand operation with a throttle cable control and probably not getting as much spring as normal but the force required was at leat 2 or 3 lbs greater than the