Kevin,
Just a brief note to thank you for your very detailed flight reports. As a Q 200 builder I have looked forward to each one with extreme interest and am somewhat disappointed to have them come to an end from a personal point of view but extremely happy for you now that you have achieved this goal. Wishing you many enjoyable hours of flying N7868B around the country and hope to see you and your Q at a fly-in some day. Congratulations on achieving this milestone and thank you on behalf of other Q-Builders for the inspiration you have given us all.
Sincerely,
Gord Givens
Ottawa, Canada

Does anyone recognize the country? I'll give you a clue, I hope to be flying my Q2 over it next year, and it's name begins with an N and a Z.
Allan Farr

Lord Bless you to Bro Kevin! Congrats on flying off the time. Come
and see me or meet me somewhere.
I am down right now though. Several things need my attention.
Bruski




________________________________________________________________________
FREE for 30 Days! - Holiday eCards from AmericanGreetings.com
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26 Dec 06
Todays flight was to get finished with the flight testing. Added 14
pounds in the PAX seat to bring it up to max weight. Max being, 170#
pilot, 214# PAX, 40# baggage, 30# fuel header, 99# fuel Main, leaves
747# empty weight.
Added the 14 pounds of weight to the PAX seat. Probably went over the
weight some, due to all the duct tape needed to secure the bags. TO
on 17 was with wind from 260 at 10. Everything went well. Climb to
altitude for pitch bucks. Normal. I did not do more climb and
descents, as I think I have those numbers nailed down.
The rest of the tests proceeded by landing, adding fuel, adding 10#
in the baggage area, TO, climb, pitch buck power on and off, landing,
adding fuel, doing it all over again. Got to gross and flew around
some to feel the plane at gross. The biggest lesson learned, how much
different the reflexor settings are at higher weights. The plane
would be a bear to fly without a reflexor or T Tail. ( I have not
flown with a T tail but gather that it trims somewhat the same)
It hardly seems possible, but I am free to roam the country!!!
This will end the flight reports. Next I may write about the places I
go.
Thanks to all who helped in any way, you know who you are.
Keep building!! It's great fun.

Kevin Boddicker
Tri Q 200 N7868B 43.7 hours
Luana, IA.

Now now, don't make fun of my trim system!! It's simple and it
works, what more do you need???

Sorry Chris, I don't know the answer to your question.

I hope all of you had a great Christmas!

- Paul

--- In Q-LIST@..., "Sam Hoskins" <shoskins@...> wrote:

Chris,

My roll trim is on the elevator, not the ailerons. I don/t know

the setup

that you have. When I was cogitating about this, way back when, I

thought

adjusting the ailerons for trim would be ineffective, since they

would

balance themselves.

Having said that, I think that Paul Fisher has a very simple roll

trim

device which positions the control stick.

Paul?

Sam Hoskins



_____

From: Q-LIST@... [mailto:Q-LIST@...] On

Behalf Of

chris rayner
Sent: Tuesday, December 26, 2006 8:32 AM
To: Q-LIST@...
Subject: [Q-LIST] Merry Christmas and a question (as usual)



Sam, congratulations on the "new grandad" and Merry Christmas and

have a

great New Year all.
Those little white dotted lines in the "trussnauts" picture looks

like it

could be pretty useful... great picture though.

To all, now the festive season is on the way to "over" I'm

thinking about

two things for the new year - moving out of my house at the end of

January,

to another one I haven't found yet! .. and finishing flight

testing the Q.

One thing from the first flight, when roll trim was used on the

split

elevator control, to compensate for the single occupant, it

affected the

neutral position of the ailerons. It naturally wanted to bank

(left I

think). Does anyone know if this is normal or can be corrected by

(eg

reducing the strength of the little springs between the elevator

control

arms? Or do I have to change the untrimmed position of one

elevator so the

left one is more down than the right when untrimmed? I haven't

tried with

two on board yet, so maybe it's not a problem then, but it's a bit

of effort

to fight the bias with only one person aboard. Any comments please?
Many thanks
Chris Rayner (G-CUIK)
----- Original Message -----
From: Sam Hoskins
To: Q-LIST@yahoogroups. <mailto:Q-LIST%40yahoogroups.com> com
Sent: Tuesday, December 26, 2006 1:17 AM
Subject: [Q-LIST] Off Topic - Merry Christmas

Take a look at this view:
http://antwrp.

<http://antwrp.gsfc.nasa.gov/apod/image/0612/trussnauts_sts116_big.jp
g>

gsfc.nasa.gov/apod/image/0612/trussnauts_sts116_big.jpg

From one of my favorite sites:
http://antwrp. <http://antwrp.gsfc.nasa.gov/apod>

gsfc.nasa.gov/apod

Best to you all

Sam Hoskins
New Granddad

[Non-text portions of this message have been removed]





[Non-text portions of this message have been removed]

Hi Jon and Sam, I wasn't being clear enough - sorry. I do have the turnbuckle trim on the left push/pull rod. When this is used to shorten the left rod to drop the elevator and trim to roll right, it causes the stick to move to rest off centre - to the left I think. So I wondered if this is normal and what I should do to fix it, eg move the position of the left elevator down a bit with respect to the elevator actuator arm? Or can I do something else like soften the little springs that are between the two elevator actuating arms?
Chris

Hi Chris,

Probably not quite an answer... Quite a few of us have a turnbuckle
permanently mounted in one of the elevator push-pull tubes between the stick
and elevator bellcrank (requires the two elevator push-pull tube setup).
Rotating this bellcrank increases or decreases the length of the push-pull
tube thus increasing/decreasing the position of ONE elevator. The roll
tendency that you mention can then be trimmed out.

I know Paul Fisher uses a fancy length of velcro to hold the stick to the
side to solve the roll-trim problem! :-)

Jon

Chris,

My roll trim is on the elevator, not the ailerons. I don/t know the setup
that you have. When I was cogitating about this, way back when, I thought
adjusting the ailerons for trim would be ineffective, since they would
balance themselves.

Having said that, I think that Paul Fisher has a very simple roll trim
device which positions the control stick.

Paul?

Sam Hoskins



_____

From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of
chris rayner
Sent: Tuesday, December 26, 2006 8:32 AM
To: Q-LIST@...
Subject: [Q-LIST] Merry Christmas and a question (as usual)



Sam, congratulations on the "new grandad" and Merry Christmas and have a
great New Year all.
Those little white dotted lines in the "trussnauts" picture looks like it
could be pretty useful... great picture though.

To all, now the festive season is on the way to "over" I'm thinking about
two things for the new year - moving out of my house at the end of January,
to another one I haven't found yet! .. and finishing flight testing the Q.
One thing from the first flight, when roll trim was used on the split
elevator control, to compensate for the single occupant, it affected the
neutral position of the ailerons. It naturally wanted to bank (left I
think). Does anyone know if this is normal or can be corrected by (eg
reducing the strength of the little springs between the elevator control
arms? Or do I have to change the untrimmed position of one elevator so the
left one is more down than the right when untrimmed? I haven't tried with
two on board yet, so maybe it's not a problem then, but it's a bit of effort
to fight the bias with only one person aboard. Any comments please?
Many thanks
Chris Rayner (G-CUIK)

Sam, congratulations on the "new grandad" and Merry Christmas and have a great New Year all.
Those little white dotted lines in the "trussnauts" picture looks like it could be pretty useful... great picture though.

To all, now the festive season is on the way to "over" I'm thinking about two things for the new year - moving out of my house at the end of January, to another one I haven't found yet! .. and finishing flight testing the Q. One thing from the first flight, when roll trim was used on the split elevator control, to compensate for the single occupant, it affected the neutral position of the ailerons. It naturally wanted to bank (left I think). Does anyone know if this is normal or can be corrected by (eg reducing the strength of the little springs between the elevator control arms? Or do I have to change the untrimmed position of one elevator so the left one is more down than the right when untrimmed? I haven't tried with two on board yet, so maybe it's not a problem then, but it's a bit of effort to fight the bias with only one person aboard. Any comments please?
Many thanks
Chris Rayner (G-CUIK)

Take a look at this view:
http://antwrp.gsfc.nasa.gov/apod/image/0612/trussnauts_sts116_big.jpg

From one of my favorite sites:
http://antwrp.gsfc.nasa.gov/apod

Best to you all

Sam Hoskins
New Granddad

Hi All,
Merry Christmas to you.
Under the upper cowling on my Tri, there is the remnants of some white
substance which is flaking off, looks something like heavy weight
dandruff. I suspect it was a fireproof protective coating in its past
life. Does anyone have a similar experience ? The Fibreglass underneath
it is in good condition. Is this the remains of a still valid process
or is there a new material that is now used, like fibrefrax for example?

Richard Thomson
Tri Q G-BMFN
richard@...

Amen Kevin. Happy New Year along with the Merry Christmas. Raoul

--- trumanst@... wrote:

From: Kevin Boddicker <trumanst@...>
To: Q-LIST <Q-LIST@...>
Subject: [Q-LIST] Flight Report
Date: Sun, 24 Dec 2006 15:13:53 -0600

24 Dec 06
Increased the weight to 1246#. CG 45.66" TO from 17 was into as 15 to
20 MPh head wind, thus the TO roll was less than anticipated. It was
hard to feel the increased weight, but I let the plane fly off rather
than making it fly. Climb to 3500 ft as normal. The OAT must have
been quite a bit higher than the ground temp. CHT was higher along
with the oil temp. Opened the fresh air vent. Not cold. The air was
like glass above 2700 ft. Preformed climbs and descents, 60° banks at
cruise, power off pitch bucks. All went as expected. Pitch buck was
82 MPH indicated. Best climb and best descent rates were very similar
to previous tests. VERY beautiful day for Christmas Eve in NE Iowa.
Back to the field for landing. First approach was a touch and go.
Second pass was full stop.
At this time of the Lord's birth, I would like to thank God for all
his gifts to my family and myself.
Merry Christmas.

Kevin Boddicker
Tri Q 200 N7868B 41.2 hours Getting closer!!!
Luana, IA.




[Non-text portions of this message have been removed]





_____________________________________________________________
Netscape. Just the Net You Need.

24 Dec 06
Increased the weight to 1246#. CG 45.66" TO from 17 was into as 15 to
20 MPh head wind, thus the TO roll was less than anticipated. It was
hard to feel the increased weight, but I let the plane fly off rather
than making it fly. Climb to 3500 ft as normal. The OAT must have
been quite a bit higher than the ground temp. CHT was higher along
with the oil temp. Opened the fresh air vent. Not cold. The air was
like glass above 2700 ft. Preformed climbs and descents, 60° banks at
cruise, power off pitch bucks. All went as expected. Pitch buck was
82 MPH indicated. Best climb and best descent rates were very similar
to previous tests. VERY beautiful day for Christmas Eve in NE Iowa.
Back to the field for landing. First approach was a touch and go.
Second pass was full stop.
At this time of the Lord's birth, I would like to thank God for all
his gifts to my family and myself.
Merry Christmas.

Kevin Boddicker
Tri Q 200 N7868B 41.2 hours Getting closer!!!
Luana, IA.




[Non-text portions of this message have been removed]

Ive been running a aero carb on my 2180 VW kr2 for a couple of years now. Ive had some slide sticking problem that could have be bad . Once on short final it stuck at idel . I made the runway ok thank God. I modified the slide and its been working OK now.
They have had some slide sticking problems with there carbs in high suction engines. If you read there website you will see some of these ADs.
Myself I would stick with the MA3
Stay Safe
Bob Clark

Mike Dwyer <mdwyer@...> wrote:
Anybody using one of these AeroCarb's successfully? My MA3 needs a
rebuild and I'd like to get rid of the 1940 technology carb...
http://www.aeroconversions.com/

Merry Christmas,
Mike Q200




__________________________________________________
Do You Yahoo!?
Tired of spam? Yahoo! Mail has the best spam protection around
http://mail.yahoo.com

Bob,



Another subtle thing to be aware of is that you need to make sure the
plane is level with you in it when you read the scales. You need to shim
up the main's or lower the nose somehow until you are level with your
weight in the plane. The plane tips back some when you get in and that
will throw off the numbers. Having two people in the plane makes it tip
back even more. I struggled with the pilot/pax cg arm when I was
doing mine. I had heard the CG location of the human body was very
close to the bladder but my calculations were showing it to be several
inches forward of that. Then I realized that the arm I was calculating
was relative to the plane's CG not just my body and that in the seated
position part of my body weight was actually forward of the plane's CG.



Hope that helps.



Dave Richardson

Tri-Q2 825DR

Stow, OH



_____

From: LJFrench [mailto:LJFrench@...]
Sent: Friday, December 22, 2006 7:36 AM
To: Q-LIST@...
Subject: Re: [Q-LIST] weight and balance



Bob,
I don't know if the cg range that you listed is your self imposed range
or not, but 42 - 47.3 is typical.
When you do the calculations for the pilot locations, but sure to close
the canopy after you get in and before weighing. This can make a couple
inches of differences in the location outcome. I would think it would be
somewhere around 61.
Lynn French
----- Original Message -----
From: robert clark
To: Q-List@... <mailto:Q-List%40yahoogroups.com>
Sent: Thursday, December 21, 2006 11:53 PM
Subject: [Q-LIST] weight and balance

Doing weight and balance on my TriQ 200. Actual weight and balance is
coming out good.
But calculated numbers are coming out a couple inches different. Was
reading the tri q manual were it says the passager and co pilot station
may be off by as much as 4 inches aft.

What arm are you guys using for pilot and co-pilot location Final weight
725 pounds.
CG range 43.18 to 46.50

Stay Safe
Bob Clark
Ankeny Iowa

__________________________________________________
Do You Yahoo!?
Tired of spam? Yahoo! Mail has the best spam protection around
http://mail.yahoo.com <http://mail.yahoo.com>

[Non-text portions of this message have been removed]

[Non-text portions of this message have been removed]

Bob,
I don't know if the cg range that you listed is your self imposed range or not, but 42 - 47.3 is typical.
When you do the calculations for the pilot locations, but sure to close the canopy after you get in and before weighing. This can make a couple inches of differences in the location outcome. I would think it would be somewhere around 61.
Lynn French

Doing weight and balance on my TriQ 200. Actual weight and balance is coming out good.
But calculated numbers are coming out a couple inches different. Was reading the tri q manual were it says the passager and co pilot station may be off by as much as 4 inches aft.

What arm are you guys using for pilot and co-pilot location Final weight 725 pounds.
CG range 43.18 to 46.50

Stay Safe
Bob Clark
Ankeny Iowa

__________________________________________________
Do You Yahoo!?
Tired of spam? Yahoo! Mail has the best spam protection around
http://mail.yahoo.com

Eric,

I believe this is the same slide design that Posa and Remaster use. (But better looking)


Steve Ham

Anybody using one of these AeroCarb's successfully? My MA3 needs a rebuild and I'd like to get rid of the 1940 technology carb...
http://www.aeroconversions.com/

Merry Christmas,
Mike Q200

Might check out the aero-carb from:
http://www.aeroconversions.com/

Sister company to Sonex - they have quite a few of these flying on Jab
3300's.

=Eric

"Peter Harris" <peterjfharris@...> wrote: