Date   

Re: Firewall Mod Question

Hot Wings
 

In a message dated 1/31/01 18:14:28 Pacific Standard Time,
micallahan@... writes:

<< Question is, should I just plan on copying the mockup, cutting out the
original firewall and laying the new one in the fuselage, or should I modify
the existing firewall. >>
====================================
I'm somewhat in the same situation - VW firewall and Subaru motor. I
plan on building a mount similar to Finley's and cutting a BIG hole in the
firewall and making it removable (along with a swing-away mount) for access
to things like fuel injection pumps, elevator linkage, etc. Something
similar might work for you.

"Think outside the box - but fly in the envelope"
<A HREF="http://hometown.aol.com/bd5er/Qpage.html">Q-2 page</A>
Leon McAtee


Re: Gascolator

Neil Jepsen <jepsen@...>
 

Thanks James

James Postma wrote:

Neil,

Yes leave it on the engine side of the firewall. I have had mine in 3

places and can say that this is the only place to put it. You should
however have a heat shield to protect it from the exhaust manifold
heat. An
aluminum shield completely surrounding the gascolator will do. Look
at the
certified aircraft. They all do it this way.

James Postma
Revmaster Q2 N145EX
james@...
(253) 584-1182 9:00 to 8:00 PDT (GMT-8) voice
----- Original Message -----
From: "Neil Jepsen" <jepsen@...>
To: <Q-LIST@...>
Sent: Friday, January 05, 2001 5:45 PM
Subject: Re: [Q-LIST] Gascolator



I have a gascolator on the firewall of my Q2/revmaster/posa
carb/facet
pump. Should I leave it there/take it off, and why ?
neil



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Improving GU Canard performance

Renee Robertson <rrbrtson@...>
 

Is anyone with a GU Q2 willing to try this? I suppose that this fix might work
for precipitation, but we'll still have the same problem with things that stick
to the canard such as bugs. I might give it a try though when I'm ready to
repaint my Q2 which will be in the next 6-12 months.
Rene Q2 C-FBWV

John Loram wrote:

I imagine that most Q'ers also subscribe to the DFLY list, but for those
that do not, here is the root off an interesting thread that started
today....

-john-

-----Original Message-----
From: Mike Wright [mailto:marmic@...]
Sent: Monday, January 29, 2001 4:47 AM
To: Dragonflylist
Subject: [Dragonflylist] FW: [c-a] Improving GU Canard performance

Hi all
I came across this this morning while reading my mail.
Though it might be interesting

Mike Wright
+27 43 7066083
http://www.icon.co.za/~marmic
South Africa

-----Original Message-----
From: owner-canard-aviators@...
[mailto:owner-canard-aviators@...]On Behalf Of William B. Swears
Sent: Monday, January 29, 2001 2:12 PM
To: Canard mail list
Subject: [c-a] Improving GU Canard performance


[The Canard Aviators's Mailing list]

I got these from Cozy newsletters 67 and 68. Sorry about not providing
more detail before, but I sent you what Nat sent me.

Bill

GU CANARD TRIM CHANGE (Nick Parkyn)

"It is proven and accepted that a trim change occurs in rain or
when condensation
forms on a canard which uses the GU airfoil (used on early Rutan
Canards). There
are accepted solutions to the problem, including the replacement
of the canard with
one using the Roncz-designed airfoil. The paper A review of low Reynolds
Number research at Glasgow University by Galbraith and Cotton of
the Department
of Aerospace Engineering at Glasgow, suggests that, when they
became aware of
the real world problems with the GU airfoil-based canard,
further research was
done. The reduced performance in rain was primarily a result of
water droplet
formation on the high gloss surface of the canard. If the
surface finish had been matt,
the associated modification in surface tension effects would
have ensured a more
even distribution of water over the surface of the airfoil, so
retaining its original
shape and performance. If you apply this concept by removing the
high gloss finish
from the surface of the GU canard with very fine wet and dry
sandpaper, using only
a chord-wise rubbing action, you will achieve the suggested matt
finish without
destroying the potential for laminar flow."


GU CANARD TRIM CHANGE

The note from Nick Parkyn that we published last newsletter about the GU
canard was in our newsletter file quite a long time. It sounded
so illogical,
we were reluctant to publish it. Shortly thereafter we got a
letter from Marc
Pichot:

10/4/99
Dear Nat,

When I received newsletter #67 (about sanding the GU canard to
correct the
trim change in rain) I removed the vortex generators and began to sand my
canard chordwise with 400 grit wet paper. On 10/2/99 my canard was
totally sanded. Same day outside it was raining cats & dogs, so I pushed
FMP out of the hangar. I was afraid to take off because of poor
visibility, but
decided to do a taxi test. At 50 kts, the canard was flying. The
5,600 ft long
runway was sufficient to make 3 trials with a 20 kts wind. Back at the
hangar, I asked my friends what they noted. They said the angle
of attack was
10 degrees easily.

So, when the visibility improved, I did another test and
flew about 1 meter above the ground. No doubt, the canard was performing
far better than with the vortex generators. The V.G. solution is
a stopgap
compared to what I noted today during 95 minutes and 3 landings. On take
off, the power of the stick is double. Takeoff was at 65 kts,
climb in clear
sky is better than 1500 ft/min (remember, my engine is an 0-235 C2A).
Level at 2000ft with 2450 rpm speed is 145 kts indicated, and 5 to 7kts
more than previously. At 2600 rpm, 150/155 kts and it is impressive.

Then flying through rain, trimming is so easy that I will never install
vortex generators on the canard again. I have V.G.s on the main
wing ahead of
the ailerons. I will try on the wing what I did on the canard.
Aerospatiale
is working on this to reduce the drag on the Airbus A340. On landing flare
was good before, but seems better now. I get excited like a flea on a fat
dog during this flight, and upset against the Glascow University guys to
give us


THE SOLUTION after 15 years of use on Rutan aircraft!

Marc Pichot
Pont l'Abbe France



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-yourself from this list, please visit:

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Gascolator

kittleson1@...
 

Rather than leaving the gascolator on the firewall, I think a better idea
is to throw it in the trash...

I think the only reason they are around is from the stone age of
aviation.

Since you should have other fuel filter(s) in line, why don't you put
some quick drains on the tank(s) and forget about the hassle associated
with the gascolator....?

Al


Yes leave it on the engine side of the firewall. I have had mine in
3
places and can say that this is the only place to put it. You
should
however have a heat shield to protect it from the exhaust manifold
heat. An
aluminum shield completely surrounding the gascolator will do. Look
at the
certified aircraft. They all do it this way.

James Postma
Revmaster Q2 N145EX
james@...
(253) 584-1182 9:00 to 8:00 PDT (GMT-8) voice
----- Original Message -----
From: "Neil Jepsen" <jepsen@...>
To: <Q-LIST@...>
Sent: Friday, January 05, 2001 5:45 PM
Subject: Re: [Q-LIST] Gascolator



I have a gascolator on the firewall of my Q2/revmaster/posa
carb/facet
pump. Should I leave it there/take it off, and why ?
neil



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Re: Transponder

Barry Stearns <blstearns@...>
 

i work around these radios everyday and they do worry me a little....xpndrs
(most) are always transmitting at least a 150 watt primary set of pulses to
towers and tcads everywhere.....phones are more around the 1 to 2 watt
range and granted they are inches from you probably get less radiated power
from these.....also take into consideration those 5 to 10 watt Com
transmitter antennas perched over you heads.....no of this is very good for
the old noggin, but then standing by that microwave in the kitchen isn't
anything i would recommend either..........i know alot of radio guys (older
gentleman) with cancer, but who knows where that is coming from for
sure......alot of stuff out there.....

barry stearns
q200 in the building stage


[Original Message]
From: Mike Dwyer <mdwyer@...>
To: <Q-LIST@...>
Date: 01/31/2001 4:07:35 AM
Subject: Re: [Q-LIST] Transponder

I've not read one scientific study that shows that this type of emission
is
dangerous. The peak power is up to 200 watts but the average power is
very
low. Cell phones (800MHZ) operate inches from your head with power up to
a
few watts continuous, transponder antennas (1060mhz) are usually some
distance away and the average power is probably about the same (depends
how
much your being interrogated).

If your worried about transponders you better stop using that darn cell
phone, especially while your driving!

As far as the ground plane for the antenna goes. The 1/4 wave stub is
intended to be mounted on a big metal sheet (spam can). The minimum size
would be to make the ground plane as big in radius as the antenna is long.
Better to use twice that tho... PS. I had no luck internally mounting the
antenna. It interfered with my intercom and other things. I ended up
sticking it out in the airstreams on the bottom of the airplane.

Mike Q-200 electronic engineer



It would be a mistake to be close to the transponder antenna for an
extended
period.
One Q-talk writer had back pain after long trips. After other attempted
fixes, some one mentioned
the dangers of rf radiation from the relatively powerful transpnder. He
glued aluminum
foil to the backside of his seatbacks. No more pain. He figured he had
been
"cooking" himself.

Dennis




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--- Barry Stearns
--- blstearns@...
--- EarthLink: It's your Internet.


Re: Transponder

Chris McAtee <Subcanis@...>
 

From what Ive heard so far, it sounds to me like the problem is with wavelength, not amount of power. I wish I knew the physics to be able to discuss all these sort of things with you guys, but I can really only sit back, listen(read), and learn.
My .2 cents worth (.3 cents Canadian).

Chris McAtee


========================================================================

I've not read one scientific study that shows that this type of emission is
dangerous. The peak power is up to 200 watts but the average power is very
low. Cell phones (800MHZ) operate inches from your head with power up to a
few watts continuous, transponder antennas (1060mhz) are usually some
distance away and the average power is probably about the same (depends how
much your being interrogated).

If your worried about transponders you better stop using that darn cell
phone, especially while your driving!

As far as the ground plane for the antenna goes. The 1/4 wave stub is
intended to be mounted on a big metal sheet (spam can). The minimum size
would be to make the ground plane as big in radius as the antenna is long.
Better to use twice that tho... PS. I had no luck internally mounting the
antenna. It interfered with my intercom and other things. I ended up
sticking it out in the airstreams on the bottom of the airplane.

Mike Q-200 electronic engineer

> > It would be a mistake to be close to the transponder antenna for an
extended > period. > One Q-talk writer had back pain after long trips. After other attempted > fixes, some one mentioned > the dangers of rf radiation from the relatively powerful transpnder. He > glued aluminum > foil to the backside of his seatbacks. No more pain. He figured he had
been > "cooking" himself. > > Dennis >




_________________________________________________________________
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Re: Fw: Canard/main wing rigging

Bruce Crain
 

Use Pythagorean's theory and figure the length of the short line at the
end of the triangle using the level as one of the 3 lines of the
triangle. That would show how long the short line needs to be in order
for the acute angle to be 1 degree. Give the problem to the math class.
Or borrow a smart level : - )

Bruce Crain




On Tue, 30 Jan 2001 21:47:01 -0000 "rayners" <rayners@...>
writes:
Bruce, thanks for the words of wisdom. The only flying I have so far
is in a
Q2 with GU canard, but I hope to try a Q235 with LS1 soon. It is
rigged
zero/zero so that should be a good example - I'm looking forward to
it. If I
can measure accurately enough, perhaps a whisker of positive on the
canard
might be good? So far I have used the "cardboard and builder's level"
method
for working out the incidences, so I might try a more accurate way
before I
glue it all together.
----- Original Message -----
From: Bruce J Crain <jcrain2@...>
To: <Q-LIST@...>
Sent: Sunday, January 28, 2001 2:38 AM
Subject: Re: [Q-LIST] Fw: Canard/main wing rigging


Chris,
If you have a Q200 that cruises at 180+ mph the view over the nose
is
great. If it only cruises at 145 mph the angle of incidence change
will
help your view. The nose gets a little high at that mph. It's not
something you can't get used to though. Also at higher altitudes
the
nose gets in the way a little because of less lift on the flying
surfaces.
That's only my experience. If you can get a ride in one it will
help you
make a good personal decision. I've heard that +1 degree of
incidence on
the canard is nice. Mine is at zero on my Q200 but I'm not led to
cut it
off and change it. I had forgotten about the subject until we
discussed
on this sight so it is all relative to what your used to.
Bruce Crain

On Fri, 26 Jan 2001 23:37:31 -0000 "rayners" <rayners@...>
writes:
Guys, thanks for the advice - I think I have enough evidence at the
moment to remove the 1.5 degrees positive I was going to build into
the canard. It doesn't answer why some need to use positive
incidence
- maybe it's the "production variations" that build in other
differences in handling? Being new to the Q-list (although not new
to
Q-talk), I really appreciate this system of rapid advice from
others
that have already been there...

Chris

----- Original Message -----
From: rayners
To: Q-LIST@...
Cc: rayners@...
Sent: Monday, January 22, 2001 10:45 PM
Subject: Fw: Canard/main wing rigging



Subject: Canard/main wing rigging


Guys, I thought my request for advice got thru to the Q-list, but
my
hard drive crashed just after I sent it. As I've had no response,
I'm
a bit unsure, so I'm trying again.

Does anyone have advice on what the difference in incidence should
be
on a Q200 with LS1 canard. The last Q-talk said 1.5 to 2.0 degrees
or
so, but I have heard that some guys fly very happily and maybe more
efficiently with 0 to 0.5 degrees. As I am almost at the point of
mounting the wings, some good advice would be really welcome.

Chris Rayner






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Re: Gascolator

James Postma <james@...>
 

Neil,

Yes leave it on the engine side of the firewall. I have had mine in 3
places and can say that this is the only place to put it. You should
however have a heat shield to protect it from the exhaust manifold heat. An
aluminum shield completely surrounding the gascolator will do. Look at the
certified aircraft. They all do it this way.

James Postma
Revmaster Q2 N145EX
james@...
(253) 584-1182 9:00 to 8:00 PDT (GMT-8) voice

----- Original Message -----
From: "Neil Jepsen" <jepsen@...>
To: <Q-LIST@...>
Sent: Friday, January 05, 2001 5:45 PM
Subject: Re: [Q-LIST] Gascolator



I have a gascolator on the firewall of my Q2/revmaster/posa carb/facet
pump. Should I leave it there/take it off, and why ?
neil



To unsubscribe from this group, send an email to:
Q-LIST-unsubscribe@...

Quickie Builders Association WEB site
http://web2.airmail.net/qba321tm/q-page1.html


Re: Transponder

Mike Dwyer <mdwyer@...>
 

I've not read one scientific study that shows that this type of emission is
dangerous. The peak power is up to 200 watts but the average power is very
low. Cell phones (800MHZ) operate inches from your head with power up to a
few watts continuous, transponder antennas (1060mhz) are usually some
distance away and the average power is probably about the same (depends how
much your being interrogated).

If your worried about transponders you better stop using that darn cell
phone, especially while your driving!

As far as the ground plane for the antenna goes. The 1/4 wave stub is
intended to be mounted on a big metal sheet (spam can). The minimum size
would be to make the ground plane as big in radius as the antenna is long.
Better to use twice that tho... PS. I had no luck internally mounting the
antenna. It interfered with my intercom and other things. I ended up
sticking it out in the airstreams on the bottom of the airplane.

Mike Q-200 electronic engineer



It would be a mistake to be close to the transponder antenna for an
extended
period.
One Q-talk writer had back pain after long trips. After other attempted
fixes, some one mentioned
the dangers of rf radiation from the relatively powerful transpnder. He
glued aluminum
foil to the backside of his seatbacks. No more pain. He figured he had
been
"cooking" himself.

Dennis


Re: Jabiru 3300 engine

Richard Eddinger <mrsrb1@...>
 

Thanks for the info James. Do you like your revmaster installation? Which one is it and how is the performance?
Dick

----- Original Message -----
From: James Postma
Sent: Tuesday, January 30, 2001 4:45 AM
To: Q-LIST@...
Subject: Re: [Q-LIST] Jabiru 3300 engine


Dick,

I recently met a Pulsar pilot with Jabiru engine at Chino. He was having
some development problems with it so you might check with other Jabiru users
that are flying before commiting to it.

James Postma
Revmaster Q2 N145EX
james@...
(253) 584-1182 9:00 to 8:00 PDT (GMT-8) voice
----- Original Message -----
From: "John Loram" <johnl@...>
To: <Q-LIST@...>
Sent: Sunday, January 14, 2001 3:28 PM
Subject: RE: [Q-LIST] Jabiru 3300 engine


Hello Wayne: There are two of us (that I know of) working on 3300
installations. A fellow in Texas, whom I have, again, lost contact with,
and
me.

Complete (carb, generator, starter, cooling baffles, exhaust/muffler),
less
prop and motor mount, the 3300 weighs the same as the original VW engine
(165 lbs), and looks like it will fit under the original Q2 cowl.

I'm actively working on the motor mount at this time, and will shortly
start
posting progress photos on my web site at www.loram.org (there is nothing
there now).

At this point it is looking like it will be a very straight forward
installation.

regards, -john-

-----Original Message-----
From: Richard Eddinger [mailto:mrsrb1@...]
Sent: Saturday, January 13, 2001 5:22 PM
To: Q-list
Subject: [Q-LIST] Jabiru 3300 engine


I am looking the idea of installing the Jabiru 3300 6cyl in my Tri Q. Has
anyone done this and if so how did it work out?

Dick www.mrsrb1@...<br clear=all><hr>Get your FREE download of MSN
Explorer at <a
href="http://explorer.msn.com">http://explorer.msn.com</a><br></p>






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Re: Fw: Canard/main wing rigging

rayners <rayners@...>
 

Bruce, thanks for the words of wisdom. The only flying I have so far is in a
Q2 with GU canard, but I hope to try a Q235 with LS1 soon. It is rigged
zero/zero so that should be a good example - I'm looking forward to it. If I
can measure accurately enough, perhaps a whisker of positive on the canard
might be good? So far I have used the "cardboard and builder's level" method
for working out the incidences, so I might try a more accurate way before I
glue it all together.

----- Original Message -----
From: Bruce J Crain <jcrain2@...>
To: <Q-LIST@...>
Sent: Sunday, January 28, 2001 2:38 AM
Subject: Re: [Q-LIST] Fw: Canard/main wing rigging


Chris,
If you have a Q200 that cruises at 180+ mph the view over the nose is
great. If it only cruises at 145 mph the angle of incidence change will
help your view. The nose gets a little high at that mph. It's not
something you can't get used to though. Also at higher altitudes the
nose gets in the way a little because of less lift on the flying
surfaces.
That's only my experience. If you can get a ride in one it will help you
make a good personal decision. I've heard that +1 degree of incidence on
the canard is nice. Mine is at zero on my Q200 but I'm not led to cut it
off and change it. I had forgotten about the subject until we discussed
on this sight so it is all relative to what your used to.
Bruce Crain

On Fri, 26 Jan 2001 23:37:31 -0000 "rayners" <rayners@...>
writes:
Guys, thanks for the advice - I think I have enough evidence at the
moment to remove the 1.5 degrees positive I was going to build into
the canard. It doesn't answer why some need to use positive incidence
- maybe it's the "production variations" that build in other
differences in handling? Being new to the Q-list (although not new to
Q-talk), I really appreciate this system of rapid advice from others
that have already been there...

Chris

----- Original Message -----
From: rayners
To: Q-LIST@...
Cc: rayners@...
Sent: Monday, January 22, 2001 10:45 PM
Subject: Fw: Canard/main wing rigging



Subject: Canard/main wing rigging


Guys, I thought my request for advice got thru to the Q-list, but my
hard drive crashed just after I sent it. As I've had no response, I'm
a bit unsure, so I'm trying again.

Does anyone have advice on what the difference in incidence should be
on a Q200 with LS1 canard. The last Q-talk said 1.5 to 2.0 degrees or
so, but I have heard that some guys fly very happily and maybe more
efficiently with 0 to 0.5 degrees. As I am almost at the point of
mounting the wings, some good advice would be really welcome.

Chris Rayner






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Re: Jabiru 3300 engine

John Loram <johnl@...>
 

James: What were the nature of the Pulsar Pilots problems? Can you put me in
contact?

thanks, -john-

-----Original Message-----
From: James Postma [mailto:james@...]
Sent: Monday, January 29, 2001 1:41 PM
To: Q-LIST@...
Subject: Re: [Q-LIST] Jabiru 3300 engine


Dick,

I recently met a Pulsar pilot with Jabiru engine at Chino. He was having
some development problems with it so you might check with other Jabiru users
that are flying before commiting to it.

James Postma
Revmaster Q2 N145EX
james@...
(253) 584-1182 9:00 to 8:00 PDT (GMT-8) voice
----- Original Message -----
From: "John Loram" <johnl@...>
To: <Q-LIST@...>
Sent: Sunday, January 14, 2001 3:28 PM
Subject: RE: [Q-LIST] Jabiru 3300 engine


Hello Wayne: There are two of us (that I know of) working on 3300
installations. A fellow in Texas, whom I have, again, lost contact with,
and
me.

Complete (carb, generator, starter, cooling baffles, exhaust/muffler),
less
prop and motor mount, the 3300 weighs the same as the original VW engine
(165 lbs), and looks like it will fit under the original Q2 cowl.

I'm actively working on the motor mount at this time, and will shortly
start
posting progress photos on my web site at www.loram.org (there is nothing
there now).

At this point it is looking like it will be a very straight forward
installation.

regards, -john-

-----Original Message-----
From: Richard Eddinger [mailto:mrsrb1@...]
Sent: Saturday, January 13, 2001 5:22 PM
To: Q-list
Subject: [Q-LIST] Jabiru 3300 engine


I am looking the idea of installing the Jabiru 3300 6cyl in my Tri Q. Has
anyone done this and if so how did it work out?

Dick www.mrsrb1@...<br clear=all><hr>Get your FREE download of MSN
Explorer at <a
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Avionics Fixed

Bruce Crain
 

Thanks for the help guys on the transponder and radio glitches. I routed
some coax differently plus replaced a poor quality coax and flew today.
Woodring tower and also Vance approach replied to my radio check requests
with "clear as a bell"! The transponder/encoder came up for Vance just
fine. I hope to fly to Berryville, AR this weekend so I will get a
chance to fly across Tulsa's class C airspace. Hopefully every thing
continues to work well. And if they don't I will be back online... but
then radios and transponders don't generate lift....no biggie. It's a
great bird. How many aircraft get 25 mpg at 170 mph. With the gas
prices ( and I'm told they will only get worse) there aren't many birds
that economical!!
Lovin' it!!
Bruce Crain

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Re: Transponder

DClark <dclark3@...>
 

In a message dated 1/29/01 13:24:13 Pacific Standard Time,
HawkiDoug@...
writes:

<< I do like its location (if it
works).
>>
============================
I seem to remember reading somewhere that the emissions from a
transponder were of short enough wavelength to be damaging to human tissue
and that the antenna should be mounted as far from crew members as
posable.
Am I mistaken? I had planed to mount mine as far aft as practical.

Don't want to irradiate anything irreplaceable.
<A HREF="http://hometown.aol.com/bd5er/Qpage.html">Q-2 page</A>
Leon McAtee
It would be a mistake to be close to the transponder antenna for an extended
period.
One Q-talk writer had back pain after long trips. After other attempted
fixes, some one mentioned
the dangers of rf radiation from the relatively powerful transpnder. He
glued aluminum
foil to the backside of his seatbacks. No more pain. He figured he had been
"cooking" himself.

Dennis


Re: Transponder

The Ives Hive <iveshive@...>
 

I have three children - but haven't had ANY (thank God) since flying my
plane with it's forward mounted transponder antenna.
Hmmmm
Tom Ives


FW: [Dragonflylist] FW: [c-a] Improving GU Canard performance

John Loram <johnl@...>
 

I imagine that most Q'ers also subscribe to the DFLY list, but for those
that do not, here is the root off an interesting thread that started
today....

-john-

-----Original Message-----
From: Mike Wright [mailto:marmic@...]
Sent: Monday, January 29, 2001 4:47 AM
To: Dragonflylist
Subject: [Dragonflylist] FW: [c-a] Improving GU Canard performance


Hi all
I came across this this morning while reading my mail.
Though it might be interesting

Mike Wright
+27 43 7066083
http://www.icon.co.za/~marmic
South Africa



-----Original Message-----
From: owner-canard-aviators@...
[mailto:owner-canard-aviators@...]On Behalf Of William B. Swears
Sent: Monday, January 29, 2001 2:12 PM
To: Canard mail list
Subject: [c-a] Improving GU Canard performance


[The Canard Aviators's Mailing list]

I got these from Cozy newsletters 67 and 68. Sorry about not providing
more detail before, but I sent you what Nat sent me.

Bill

GU CANARD TRIM CHANGE (Nick Parkyn)

"It is proven and accepted that a trim change occurs in rain or
when condensation
forms on a canard which uses the GU airfoil (used on early Rutan
Canards). There
are accepted solutions to the problem, including the replacement
of the canard with
one using the Roncz-designed airfoil. The paper A review of low Reynolds
Number research at Glasgow University by Galbraith and Cotton of
the Department
of Aerospace Engineering at Glasgow, suggests that, when they
became aware of
the real world problems with the GU airfoil-based canard,
further research was
done. The reduced performance in rain was primarily a result of
water droplet
formation on the high gloss surface of the canard. If the
surface finish had been matt,
the associated modification in surface tension effects would
have ensured a more
even distribution of water over the surface of the airfoil, so
retaining its original
shape and performance. If you apply this concept by removing the
high gloss finish
from the surface of the GU canard with very fine wet and dry
sandpaper, using only
a chord-wise rubbing action, you will achieve the suggested matt
finish without
destroying the potential for laminar flow."


GU CANARD TRIM CHANGE

The note from Nick Parkyn that we published last newsletter about the GU
canard was in our newsletter file quite a long time. It sounded
so illogical,
we were reluctant to publish it. Shortly thereafter we got a
letter from Marc
Pichot:

10/4/99
Dear Nat,

When I received newsletter #67 (about sanding the GU canard to
correct the
trim change in rain) I removed the vortex generators and began to sand my
canard chordwise with 400 grit wet paper. On 10/2/99 my canard was
totally sanded. Same day outside it was raining cats & dogs, so I pushed
FMP out of the hangar. I was afraid to take off because of poor
visibility, but
decided to do a taxi test. At 50 kts, the canard was flying. The
5,600 ft long
runway was sufficient to make 3 trials with a 20 kts wind. Back at the
hangar, I asked my friends what they noted. They said the angle
of attack was
10 degrees easily.

So, when the visibility improved, I did another test and
flew about 1 meter above the ground. No doubt, the canard was performing
far better than with the vortex generators. The V.G. solution is
a stopgap
compared to what I noted today during 95 minutes and 3 landings. On take
off, the power of the stick is double. Takeoff was at 65 kts,
climb in clear
sky is better than 1500 ft/min (remember, my engine is an 0-235 C2A).
Level at 2000ft with 2450 rpm speed is 145 kts indicated, and 5 to 7kts
more than previously. At 2600 rpm, 150/155 kts and it is impressive.

Then flying through rain, trimming is so easy that I will never install
vortex generators on the canard again. I have V.G.s on the main
wing ahead of
the ailerons. I will try on the wing what I did on the canard.
Aerospatiale
is working on this to reduce the drag on the Airbus A340. On landing flare
was good before, but seems better now. I get excited like a flea on a fat
dog during this flight, and upset against the Glascow University guys to
give us


THE SOLUTION after 15 years of use on Rutan aircraft!

Marc Pichot
Pont l'Abbe France



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-yourself from this list, please visit:

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(c) 1997,1998, 1999 Canard Aviators. support@...
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Re: Jabiru 3300 engine

James Postma <james@...>
 

Dick,

I recently met a Pulsar pilot with Jabiru engine at Chino. He was having
some development problems with it so you might check with other Jabiru users
that are flying before commiting to it.

James Postma
Revmaster Q2 N145EX
james@...
(253) 584-1182 9:00 to 8:00 PDT (GMT-8) voice

----- Original Message -----
From: "John Loram" <johnl@...>
To: <Q-LIST@...>
Sent: Sunday, January 14, 2001 3:28 PM
Subject: RE: [Q-LIST] Jabiru 3300 engine


Hello Wayne: There are two of us (that I know of) working on 3300
installations. A fellow in Texas, whom I have, again, lost contact with,
and
me.

Complete (carb, generator, starter, cooling baffles, exhaust/muffler),
less
prop and motor mount, the 3300 weighs the same as the original VW engine
(165 lbs), and looks like it will fit under the original Q2 cowl.

I'm actively working on the motor mount at this time, and will shortly
start
posting progress photos on my web site at www.loram.org (there is nothing
there now).

At this point it is looking like it will be a very straight forward
installation.

regards, -john-

-----Original Message-----
From: Richard Eddinger [mailto:mrsrb1@...]
Sent: Saturday, January 13, 2001 5:22 PM
To: Q-list
Subject: [Q-LIST] Jabiru 3300 engine


I am looking the idea of installing the Jabiru 3300 6cyl in my Tri Q. Has
anyone done this and if so how did it work out?

Dick www.mrsrb1@...<br clear=all><hr>Get your FREE download of MSN
Explorer at <a
href="http://explorer.msn.com">http://explorer.msn.com</a><br></p>






To unsubscribe from this group, send an email to:
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Re: Transponder

Hot Wings
 

In a message dated 1/29/01 13:24:13 Pacific Standard Time, HawkiDoug@...
writes:

<< I do like its location (if it
works).
>>
============================
I seem to remember reading somewhere that the emissions from a
transponder were of short enough wavelength to be damaging to human tissue
and that the antenna should be mounted as far from crew members as posable.
Am I mistaken? I had planed to mount mine as far aft as practical.

Don't want to irradiate anything irreplaceable.
<A HREF="http://hometown.aol.com/bd5er/Qpage.html">Q-2 page</A>
Leon McAtee


Re: Transponder

Dave Dugas <daveq2@...>
 

Bruce...Mine is the ext spike antenna mounted internally in the rear section
of the fuselage, just ahead of the first bulkhead. I used scrap pieces of
white foam to build a platform so that the antenna points down as though it
were mounted on the outside skin. Scraps of plywood bonded in there support
a thin aluminum 12" x 12" ground plane with the antenna mounted on it. I
can crawl back and disconnect the coax if I have to remove the rear fuselage
section. No splices in there, and it tested excellent at the radio shop and
no problems with ATC. Dave Dugas

----- Original Message -----
From: Bruce J Crain <jcrain2@...>
To: <Q-LIST@...>
Sent: Sunday, January 28, 2001 10:44 PM
Subject: [Q-LIST] Transponder


Oops, I forgot to ask for personal preferences on external fuselage spike
antenna or internal for transponder/encoder.

Bruce Crain (inquiring mind)

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Re: Transponder

HawkiDoug@...
 

For what it's worth... (I have not flown my bird yet, but it has flown B4).
My spike annt. is mounted just below the header tank pointing down into a
hole in the canard. It is mounted to a round ground plane that is approx. 5"
in diam. (not sure of exact diam.) The ground plane comes out with the annt.
This makes the cable length about 12" or less. The whole thing just sits in
the hole and removes easily if needed. I haven't used it yet, so who knows
if it works! No logs saying it didn't though. I do like its location (if it
works).

Just thought I would pipe up.

Doug "Hawkeye" Humble
Omaha NE
N25974
A Sign Above