Date   

Re: Vne

Paul Buckley
 

Doug "Hawkeye" Humble wrote:-


Does anyone know what the rated G loading of the Q2/Q200 (equipped with the LS1 canard) is? What was the published Vne number? Just curious?

Doug "Hawkeye" Humble
A Sign Above www.asignabove.net
Omaha NE
N25974


Hi Doug

The Q-200 (and I think the Q-2 also) were designed to comply with the 'utility category' which is the highest category below aerobatic, and is limited to 4,4g.
I can't remember what the limiting negative loading is....... or if a VNE was ever listed.

Paul Buckley
Cheshire, England.
TriQ-200
Still building.......................


Re: Vne

MartinErni@...
 

Paul,
I don't remember but I will dig around and find it.
Earnest


Re: Vne

Paul Buckley
 

The aircraft is designed, through theoretical analysis with g-limits and a maximum speed, Vd. The loads on every part of the airframe are calculated at Vd, and at the g-limits, at a variety of speeds and gust loadings (ditto the various Vf values, at the prescribed g-limits with flaps selected). From this, the maximum loads the airframe should ever see at these limits are calculated. These loads are called limit loads.

Now a safety factor is applied to this structure - this factor will depend upon the level of safety needed, the type of material used, what structures are included - the list is quite long and complex. You can end up with some bits of even a non-aerobatic aeroplane being checked at 36g. These new loads are called the ultimate loads.

Then it is proven that the structure will take all of the limit loads without ever permanently deforming, and the ultimate loads (for a fixed period of time, usually around 10 seconds) without a catastrophic failure. This may be done by analysis (particularly for very large and expensive aeroplanes) or may be done by rigorous testing on the ground using various means of loading from sandbags to hydraulic rams (mostly for smaller cheaper aeroplanes, but also for the areas on a bigger aeroplane where the analysis shows it only just meets the requirements).

Then, and only then, is the aircraft flown. At the high speed end, the design limit Vd is approached very carefully flying a whole series of tests to ensure no flutter and adequate stability. If it is reached then all well and good, if it isn't safely reachable for any reason then a lower limit called Vdf is declared. Vne is then declared at a lower speed, which is (almost) universally no greater than 90% of Vdf.

Regards

Paul Buckley

----- Original Message -----
From: Doug Humble
To: Q-LIST@yahoogroups.com
Sent: Wednesday, November 15, 2006 2:29 AM
Subject: Re: [Q-LIST] Vne


Also, how does a aircraft manufacturer go about establishing Vne? Is it a calculated thing or do you get a test pilot to radio his ground crew the speed he was going when the wings ripped off?

Doug "Hawkeye" Humble
A Sign Above www.asignabove.net
Omaha NE
N25974
----- Original Message -----
From: Doug Humble
To: Q-List
Sent: Tuesday, November 14, 2006 6:23 PM
Subject: [Q-LIST] Vne

Does anyone know what the rated G loading of the Q2/Q200 (equipped with the LS1 canard) is? What was the published Vne number? Just curious?

Doug "Hawkeye" Humble
A Sign Above www.asignabove.net
Omaha NE
N25974










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Re: Vne

MartinErni@...
 

Paul,
When the gross weight of the q200 was increased to 1100 it was dropped
into the normal category.
Earnest


Re: Vne

Deems Herring
 

For certificated aircraft see FAR parts 23.251, 23.335 and 23.1505. It is written in typical FAA so I won't try to put it all here, you can get them from the FAA website if you don't keep FARs around the house.

Deems Herring, Baudette, MN
mailto: dsleepy47@yahoo.com

----- Original Message ----
From: Doug Humble <hawkidoug@cox.net>
To: Q-LIST@yahoogroups.com
Sent: Tuesday, November 14, 2006 8:29:15 PM
Subject: Re: [Q-LIST] Vne

Also, how does a aircraft manufacturer go about establishing Vne? Is it a calculated thing or do you get a test pilot to radio his ground crew the speed he was going when the wings ripped off?

Doug "Hawkeye" Humble
A Sign Above www.asignabove. net
Omaha NE
N25974
----- Original Message -----
From: Doug Humble
To: Q-List
Sent: Tuesday, November 14, 2006 6:23 PM
Subject: [Q-LIST] Vne

Does anyone know what the rated G loading of the Q2/Q200 (equipped with the LS1 canard) is? What was the published Vne number? Just curious?

Doug "Hawkeye" Humble
A Sign Above www.asignabove. net
Omaha NE
N25974


Re: Vne

Mike Perry <dmperry1012@...>
 

I have a Q-2 Pilot's Manual that says "Maximum Glide or Dive, Smooth Air
(Red Line) 200 MPH CAS". I have a 2 page Q-200 supplement to that Manual
that says "Q-200 Specifications . . . Maximum Speed 220 MPH". The same
info is in Quickie Newsletter 20.

I think this was also discussed in some of the older newsletters, but the
info above is all that QAC ever put out, as far as I can tell.

Mike Perry

At 06:23 PM 11/14/2006 -0600, you wrote:

Does anyone know what the rated G loading of the Q2/Q200 (equipped with
the LS1 canard) is? What was the published Vne number? Just curious?

Doug "Hawkeye" Humble
A Sign Above www.asignabove.net
Omaha NE
N25974


Re: Vne

Doug Humble <hawkidoug@...>
 

Also, how does a aircraft manufacturer go about establishing Vne? Is it a calculated thing or do you get a test pilot to radio his ground crew the speed he was going when the wings ripped off?

Doug "Hawkeye" Humble
A Sign Above www.asignabove.net
Omaha NE
N25974

----- Original Message -----
From: Doug Humble
To: Q-List
Sent: Tuesday, November 14, 2006 6:23 PM
Subject: [Q-LIST] Vne


Does anyone know what the rated G loading of the Q2/Q200 (equipped with the LS1 canard) is? What was the published Vne number? Just curious?

Doug "Hawkeye" Humble
A Sign Above www.asignabove.net
Omaha NE
N25974


Re: Airheart brake calipers

Mike Dwyer <mdwyer@...>
 

Hi Larry,
I found that if the piston isn't fully pushed in then it drags. I took a piece of aluminum the width of the puck (2"x5") and about 1/8" thick, loosened the two bolts that hold the outer puck thing, stuck the AL between the puck that is pushed by the piston and the rotor and then tighten the two bolts back up. This pushed the piston back into the cyl. Unloosen the two bolts and pull the AL out. Do to both wheel cyl if needed and now they are even.
Good Luck,
Mike Q200


larry severson wrote:

I continue to have trouble with a dragging left brake. The piston requires what I think is excessive force to retract after use. How tight should it be?

Larry Severson
Fountain Valley, CA 92708
(714) 968-9852
larry2@socal.rr.com



Re: Accident of N218E*

JMasal@...
 

Denton is about 30 mi. north of me and someone last year told me about
seeing a Q up there but other than that, I know not of what you speak. I will poke
around.

j.


Vne

Doug Humble <hawkidoug@...>
 

Does anyone know what the rated G loading of the Q2/Q200 (equipped with the LS1 canard) is? What was the published Vne number? Just curious?

Doug "Hawkeye" Humble
A Sign Above www.asignabove.net
Omaha NE
N25974


Accident of N218E

Doug Humble <hawkidoug@...>
 

It has been brought to my attention of an accident of a Q200 in Denton TX. "N" number N218E built by Ted Eiben in 1987 and owned by Mark Magnino of The Colony, TX. No injuries, but the airplane sustain major damage. Accident happened this past weekend.

Anybody know of this airplane or Mark?

Doug "Hawkeye" Humble
A Sign Above www.asignabove.net
Omaha NE
N25974


Jim Pellien lost in 601XL crash

Patrick Panzera <panzera@...>
 


Airheart brake calipers

Larry Severson
 

I continue to have trouble with a dragging left brake. The piston requires what I think is excessive force to retract after use. How tight should it be?

Larry Severson
Fountain Valley, CA 92708
(714) 968-9852
larry2@socal.rr.com


Re: Van Vleet Cowling Mod in Q-Talk 119

Pat Panzera <panzera@...>
 

Speaking of Van Vleet, I ran across him this weekend and made him promise to
join us at Jean and Livermore next year.

Pat


Re: Van Vleet Cowling Mod in Q-Talk 119

Dave Richardson <dave@...>
 

Thanks, Earnest.



Welcome back!



Do you think reducing the height of the lip would reduce the effect?
Richard's lip was .75" in the front and tapers down to .50" in the back.
How does that compare with the size you used? Could this be sized to the
larger Cessna engines he referenced and needs scaling down for our
smaller engines and cleaner airframe?



My fuel vent is between the fuel tank and the aft surface of the canard
and it drops about 3-4" below the bottom of the fuselage on the
passenger side. Is that too close?



Thanks,



Dave



_____

From: MartinErni@aol.com [mailto:MartinErni@aol.com]
Sent: Monday, November 13, 2006 3:50 PM
To: Q-LIST@yahoogroups.com
Subject: Re: [Q-LIST] Van Vleet Cowling Mod in Q-Talk 119



Dave,
This technique definitely works. I have used it in the past with good
results. There are 2 problems that you should be aware of though. The
lip
creates a large low pressure area and you don't want a fuel vent
anywhere near it
(measured in feet, not inches - experience). It creates a lot of drag.
Earnest


Re: Van Vleet Cowling Mod in Q-Talk 119

MartinErni@...
 

Dave,
I had problems with the vent in the same position you describe and had
to move it outside the edge of the fuselage. It is really scary when your
engine will only run in a nose high position. At high speeds the engine wants to
quit.
Earnest


Re: Van Vleet Cowling Mod in Q-Talk 119

MartinErni@...
 

Yes Dave, size matters. :-) I started with about an 1.25 inches and kept
trimming to get the right temps. I don't remember exactly but I think I ended
up with about .75 on the O200. I have a completely different inlet and
outlet now and don't us a lip.
Earnest


Re: Van Vleet Cowling Mod in Q-Talk 119

Larry Severson
 

The little ridge/lip seems like it would create ripples or otherwise
disturb the air below the cowling.
yes, diverts it downward.



Does that effectively lower the pressure under there or something to aid
in the cooling process?
Creates a low pressure area sucking the cowl air out.


What effect would the half football shape and the tapering lip have on
the air?
see above

Larry Severson
Fountain Valley, CA 92708
(714) 968-9852
larry2@socal.rr.com


Re: Van Vleet Cowling Mod in Q-Talk 119

MartinErni@...
 

Dave,
This technique definitely works. I have used it in the past with good
results. There are 2 problems that you should be aware of though. The lip
creates a large low pressure area and you don't want a fuel vent anywhere near it
(measured in feet, not inches - experience). It creates a lot of drag.
Earnest


Re: Van Vleet Cowling Mod in Q-Talk 119

Dave Richardson <dave@...>
 

Let me ask this in another way.



The little ridge/lip seems like it would create ripples or otherwise
disturb the air below the cowling.



Does that effectively lower the pressure under there or something to aid
in the cooling process?



What effect would the half football shape and the tapering lip have on
the air?



Thanks,



Dave Richardson





_____

From: darichardson75 [mailto:darichardson75@hotmail.com]
Sent: Saturday, November 04, 2006 9:54 PM
To: Q-LIST@yahoogroups.com
Subject: [Q-LIST] Van Vleet Cowling Mod in Q-Talk 119



Hi Guys,

I'm curious about the modification Richard made to his Turbo Q2 and
just why he is seeing such an improvement. It looks simple enough to
do and with my Tri-Q2, opening up that area would make removing the
lower cowling much easier. I wouldn't mind getting rid of the cowl
flap either.

Is the idea sound enough to be worth hacking up my cowling?

Thanks,

Dave Richardson
Tri-Q2 825DR