Hi Phil. Anything on the vortex yet? I am still waiting for them.I have sometime to go before I can use them but. Raoul --- britmcman@... wrote: From: britmcman@... To:

Peter, I do value your reasoned opinion and recommendations. In addition the the Q2 history of handling problems, certainly the airport conditions you described suggest preparedness. I have

I unintentionally ground looped mine in early taxi tests, due in part to the fact that I had not yet done the Gall alignment. It didn't hurt the plane. However, a few years ago I had a tailspring

Phil, this is about flying. I might just add that it is recommended procedure in the Q1 pilots handbook as a quickstop option. John there:') Now

Jim, There is no need for you to go to the trouble to rebut my opinion, that is kind of ugly. That is the kind of response that makes others not want to express an opinion of any kind . Are you

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