Date   

Re: Engine Replacement

Pat Panzera <panzera@...>
 

Dave Richardson wrote:

Are you thinking about making your header tank
larger since you don't need the room for the mag
box?
If I were building from scratch, perhaps.
But since it's already installed, no way. :)

Pat


Re: Dragonfly for sale

Ted VanMeter <tvanmeter@...>
 

The HKS 700 would probably work great if you can afford it. They should
really call it the HK$7000. The 503 really transforms the Q1.

-----Original Message-----
From: Jordan Funk <jordan@...>
To: Q-LIST@... <Q-LIST@...>
Date: Friday, August 11, 2000 10:54 AM
Subject: Re: [Q-LIST] Dragonfly for sale





Gentlemen:
Where can I obtain information regarding conversion of a Q1 to a Rotax 503?
Is there any literature available, especially anthing regarding performance
capabilities with this engine. Also, would any of you Q1 owners care to
express an opinion regarding the feasibility/desirability of an HKS 700
engine in a Q1?

Thanks,

Jordan

http://www.angelfire.com/ca2/Dragonfly/ForSale.html

Pat



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Dynamic Balancing

Bruce Crain
 

To the "Groupies",
I have had a slight vibration in my Q200 since it was completed. I am
very particular about my "bird". I have been in touch with a company
that does "dynamic balancing" of the prop, spinner, engine. Apparently
sensors are hooked to the engine and it balances the "fan" sort of like a
tire balancer. Any one have any experience with the "dynamic balance
act"? Inquiring mind wants to know.

Bruce Crain

________________________________________________________________
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Just Do It

Michael D. Callahan <micallahan@...>
 

    Well, I finally worked up the guts (and had a couple of free hours due to cancelled tours at the museum) and stuck my right wheelpant back on. It was a lot worse to think about than to do. Now all I have left is to reshape the foam, grind the glass back for a lap and lay it back up.
    Again, these planes are very simple to repair... just dig in.  Mike C.


Re: Dragonfly for sale

Dennis Clark <dclark3@...>
 

If I was willing to spend 7 grand on an engine, I would look very hard at
the Jabiru and
maybe spend a bit more for it.
The weight is not much more than the HKS. And it doesn't turn 7000 RPM!
Observing the limits for the Q1 airframe you would never strain the engine.
Dreaming

Dennis

-----Original Message-----
From: Ted VanMeter <tvanmeter@...>
To: Q-LIST@... <Q-LIST@...>
Date: Friday, August 11, 2000 10:51 PM
Subject: Re: [Q-LIST] Dragonfly for sale


The HKS 700 would probably work great if you can afford it. They should
really call it the HK$7000. The 503 really transforms the Q1.
-----Original Message-----
From: Jordan Funk <jordan@...>
To: Q-LIST@... <Q-LIST@...>
Date: Friday, August 11, 2000 10:54 AM
Subject: Re: [Q-LIST] Dragonfly for sale





Gentlemen:
Where can I obtain information regarding conversion of a Q1 to a Rotax
503?
Is there any literature available, especially anthing regarding
performance
capabilities with this engine. Also, would any of you Q1 owners care to
express an opinion regarding the feasibility/desirability of an HKS 700
engine in a Q1?

Thanks,

Jordan

http://www.angelfire.com/ca2/Dragonfly/ForSale.html

Pat



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Re: Dynamic Balancing

L Koutz <koutzl@...>
 

Bruce
I had this done at a fly-in. The guy attached a motion sensor to the front
of the engine (we removed on of the case bolts and installed the sensor
there) and a sensor to tell engine rotation (call it a crank sensor), then
ran the engine. He produced a read out on a hand held machine. With
reference to the the crank sensor and the amount of motion he could tell
where to put weight and at what angle. We put a few large washers under a
spinner screw. Then ran the engine again. He showed where the read out was
different and had reduced the vibration considerably. It only took him two
engine runs. Bottom line for me was that it looked impressive and the read
out said the vibration was reduced---but I couldn't tell the difference! I
feel I have more imbalance in fuel distribution to individual cyclinders
that cause different combustion pressures and therefore more or less torque
pulses and that causes my engine vibration. I need to solve the fuel
distribution roughness first.
Larry


From: "Bruce J Crain" <@q2bruce>
To: <Q-LIST@...>
Sent: Friday, August 11, 2000 11:49 PM
Subject: [Q-LIST] Dynamic Balancing


To the "Groupies",
I have had a slight vibration in my Q200 since it was completed. I am
very particular about my "bird". I have been in touch with a company
that does "dynamic balancing" of the prop, spinner, engine. Apparently
sensors are hooked to the engine and it balances the "fan" sort of like a
tire balancer. Any one have any experience with the "dynamic balance
act"? Inquiring mind wants to know.

Bruce Crain

________________________________________________________________
YOU'RE PAYING TOO MUCH FOR THE INTERNET!
Juno now offers FREE Internet Access!
Try it today - there's no risk! For your FREE software, visit:
http://dl.www.juno.com/get/tagj.




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Re: Dynamic Balancing

Pat Panzera <panzera@...>
 

Bruce J Crain wrote:

To the "Groupies",
I have had a slight vibration in my Q200 since it was completed. I am
very particular about my "bird". I have been in touch with a company
that does "dynamic balancing" of the prop, spinner, engine. Apparently
sensors are hooked to the engine and it balances the "fan" sort of like a
tire balancer. Any one have any experience with the "dynamic balance
act"? Inquiring mind wants to know.
As far as I'm concerned, it's an absolute must. We have a local
guy around here that even makes it an EAA chapter (meeting)
event.

I'm in the process of statically balancing my rods and pistons.
Then I'm going to have the crank and starter ring gear (as a
unit) dynamically balanced by a pro. The prop will be balanced
statically as well, and then the whole assembly (including
spiner) will be dynamically balanced under power.

Pat


Re: Dynamic Balancing

Jon Finley <finley@...>
 

Hi Bruce,
 
I had my Soob dynamically balanced.  Worked just like Larry described and is very easy and pain free.  It took us about 8 engine runs and ended up with a couple of grams on my spinner backplate.  It made a huge difference in the smoothness of my engine which was quite a ways off to start.  I too agree that this is a must do.
 

Jon Finley
N54JF Quickie - Volkswagen 1835cc
N90MG Q2 - Subaru EA-81 DDT
Apple Valley, Minnesota
http://63.90.191.136/Finley/finley-subaru.html

-----Original Message-----
From: Bruce J Crain [mailto:jcrain2@...]
Sent: Friday, August 11, 2000 10:50 PM
To: Q-LIST@...
Subject: [Q-LIST] Dynamic Balancing

To the "Groupies",
I have had a slight vibration in my Q200 since it was completed.  I am
very particular about my "bird".  I have been in touch with a company
that does "dynamic balancing" of the prop, spinner, engine.  Apparently
sensors are hooked to the engine and it balances the "fan" sort of like a
tire balancer.  Any one have any experience with the "dynamic balance
act"?  Inquiring mind wants to know.

Bruce Crain

________________________________________________________________
YOU'RE PAYING TOO MUCH FOR THE INTERNET!
Juno now offers FREE Internet Access!
Try it today - there's no risk!  For your FREE software, visit:
http://dl.www.juno.com/get/tagj.

To unsubscribe from this group, send an email to:
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Quickie Builders Association WEB site
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Re: Dynamic Balancing

DKeats/CWalterson <dkeats@...>
 

I just balanced my DDT Subaru yesterday in about an hour including
setup. I have some friends at an aircraft place that let me use theirs.
Only problem I found was that I would get erratic readings at anything
above 3000 rpm. I was trying to balance at 3500 but ended up using 2900
for the baseline. Two runs and made it to the "GOOD " setting.
EXCELLENT is also available but a bit harder to acheive. The balancing
makes a difference.---------- Chris


Re: Dynamic Balancing

Dennis Clark <dclark3@...>
 

What would be the "non-friend" price?

-----Original Message-----
From: DKeats/CWalterson <dkeats@...>
To: Q-LIST@... <Q-LIST@...>
Date: Saturday, August 12, 2000 6:35 PM
Subject: Re: [Q-LIST] Dynamic Balancing


I just balanced my DDT Subaru yesterday in about an hour including
setup. I have some friends at an aircraft place that let me use theirs.
Only problem I found was that I would get erratic readings at anything
above 3000 rpm. I was trying to balance at 3500 but ended up using 2900
for the baseline. Two runs and made it to the "GOOD " setting.
EXCELLENT is also available but a bit harder to acheive. The balancing
makes a difference.---------- Chris





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Re: Dynamic Balancing

Jon Finley <finley@...>
 

I paid my guy $100.00 the first time. I suspect subsequent sessions may
cost less.

Jon

-----Original Message-----
From: Dennis Clark [mailto:dclark3@...]
Sent: Saturday, August 12, 2000 9:05 PM
To: Q-LIST@...
Subject: Re: [Q-LIST] Dynamic Balancing


What would be the "non-friend" price?
-----Original Message-----
From: DKeats/CWalterson <dkeats@...>
To: Q-LIST@... <Q-LIST@...>
Date: Saturday, August 12, 2000 6:35 PM
Subject: Re: [Q-LIST] Dynamic Balancing


I just balanced my DDT Subaru yesterday in about an hour including
setup. I have some friends at an aircraft place that let me use theirs.
Only problem I found was that I would get erratic readings at anything
above 3000 rpm. I was trying to balance at 3500 but ended up using 2900
for the baseline. Two runs and made it to the "GOOD " setting.
EXCELLENT is also available but a bit harder to acheive. The balancing
makes a difference.---------- Chris





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Re: News Release

HawkiDoug@...
 

Congradulations Jim!!! Great report Keep us informed on future flights and
enjoy your Q!

Doug "Hawkeye" Humble
Omaha NE


Re: News Release

JMasal@...
 

Outdamnstanding JP!


Re: News Release

Earnest Martin
 

Jim,
Congratulations - You sound a lot more professional on your first flight
than I was. Don't forget to check those fuel filters before you fly again.

Earnest Martin


Re: Dynamic Balancing

DKeats/CWalterson <dkeats@...>
 

The dynamic balancer is used on Turbo Props especially. They are very
critical. Like Jon said around 100 bucks would be fair. Even at a bit
more it's worth it. Most large AMO should have it available. It's
surprising , even if you don't think you have any vibration the computer
picks up destructive pulses some times. Try it , you'll like
it.----Chris


Re: News Release

Terry Crouch
 

In a message dated 8/13/00 5:36:15 PM Central Daylight Time, patillo@...
writes:

<< QUICKIE 200 N46JP FLY'S! FOR THE VERY FIRST TIME! >>

Jim

I have been waiting for this post. CONGRATULATIONS!!! First flights can be
great fun when well planned and you follow the plan.

Terry Crouch


News Release

James Patillo <patillo@...>
 

DATE LINE: 07:00 Livermore, CA 8-13-00
 
QUICKIE 200 N46JP FLY'S! FOR THE VERY FIRST TIME!
 
To Bob Farnum and Barry Webber, fellow EAA Members who I owe a great deal for support, ideas and assistance, THANK YOU!
 
Today my bird took to the air for the first time. Weather clear, wind calm 4K down the runway, temperature 73 degrees F., dewpoint close.
 
Checked fuel pump on, (110 LL fuel on board), 5.5 gallons in header - 8 gallons in main. No added weight to passenger seat. 60/68 Warnke Prop.
 
TAKEOFF!
  • Aircraft departed runway 25R @ 0700 PST straight down the runway, rotated at 75 MPH, 2300 RPM.
  • Once off the ground expected and noticed left wing heavy
  • Engine instruments nominal, oil pressure 60 lbs.& oil temp 200 degrees, 2500 RPM. (new engine)
  • Trimmed elevator for 120 MPH climbing left turn to downwind
  • Climb to 3500 ft. 
  • Climb was positive at 800-1000 fpm. Holding right stick but trimable to neutral.
  • Engine instruments, nominal, except for slight oil temperature increase.
  • 3500 ft. level off, increase speed to 130 MPH.
Commence series of flight card parameters: Yaw 5 degrees right, and 5 degrees left - Check nominal
                                                                     Pitch 3 degrees up an 3 degrees down - Check nominal
                                                                     Bank 10 degrees right and left, bank 15 degrees right and left - Check nominal
 
Note Oil temp at 235 degrees and oil pressure 30 lbs., cylinder head temperature 325 degrees, exhaust gas temperature 1200 degrees, 2600 RPM, speed 150 MPH, aircraft vibration free!
 
Advised by chase pilot to slow to 130 MPH for flight card maneuvers.
 
Note RPM drop, pulled carb heat to clear ice, 2600 RPM and began climb to 5500 ft.@140 MPH
 
Commence series of flight card parameters:    Same as above @130-75 MPH - Check nominal
                                                                   Deployed speed brake (belly board) at 130 MPH - Check nominal   
                                                                                          Trimmed aircraft for level flight
                                                                   Checked airspeed, vertical speed and altimeter - Check nominal        
 
Note: Oil temperature 240 degrees, oil pressure 40 lbs., CHT 375 degrees, EGT 1100 degrees
 
Flew straight and level @ 140 MPH for photo shoot and enjoyed the ride!     
 
Power back to 1400 RPM, reduced speed to 130 MPH, deployed speed brake, trimmed aircraft to 95 MPH, descended to 3000 ft. and called tower for entry into top of pattern altitude at 1400 ft. 
 
Note: Oil temperature 220 degrees, oil pressure 40 lbs., CHT 275 degrees, EGT 1000 degrees
 
LANDING!
  • Left down wind to 25R, cleared to land 25R, wind 7K @ 270 degrees
  • Approach to final @ 100 MPH, header tank full, engine and flight instruments - nominal 
  • Configure aircraft for three point landing, hold stick slightly back
  • Over the numbers at 10' and 95 MPH, slow to 85 MPH hold stick slightly back and flare
  • Runway contact (no squeak) 
Power off, reflexor back, stick forward, brake as required, short straight down the runway roll.
 
SUMMARY!
 
I would like to take this opportunity to thank my wife and four children who have tolerated this obsession since 1981. 
 
To all of you who have these dreams and those of you who think you do, today justified every bit of it all the bitching and complaining! Just keep working and with the help of the Quickie and EAA guys you will finish sooner than you think and will have an equally non-eventful flight. 
 
Regards Jim Patillo
N46JP Q-200
 
P.S. Tomorrow were going on a cruise to celebrate. Can't beat that with a stick! 
 
                                                                                              


Re: News Release

Michael D. Callahan <micallahan@...>
 

GO JIM GO!!

----- Original Message -----
Sent: Sunday, August 13, 2000 4:47 PM
Subject: [Q-LIST] News Release

DATE LINE: 07:00 Livermore, CA 8-13-00
 
QUICKIE 200 N46JP FLY'S! FOR THE VERY FIRST TIME!
 
To Bob Farnum and Barry Webber, fellow EAA Members who I owe a great deal for support, ideas and assistance, THANK YOU!
 
Today my bird took to the air for the first time. Weather clear, wind calm 4K down the runway, temperature 73 degrees F., dewpoint close.
 
Checked fuel pump on, (110 LL fuel on board), 5.5 gallons in header - 8 gallons in main. No added weight to passenger seat. 60/68 Warnke Prop.
 
TAKEOFF!
  • Aircraft departed runway 25R @ 0700 PST straight down the runway, rotated at 75 MPH, 2300 RPM.
  • Once off the ground expected and noticed left wing heavy
  • Engine instruments nominal, oil pressure 60 lbs.& oil temp 200 degrees, 2500 RPM. (new engine)
  • Trimmed elevator for 120 MPH climbing left turn to downwind
  • Climb to 3500 ft. 
  • Climb was positive at 800-1000 fpm. Holding right stick but trimable to neutral.
  • Engine instruments, nominal, except for slight oil temperature increase.
  • 3500 ft. level off, increase speed to 130 MPH.
Commence series of flight card parameters: Yaw 5 degrees right, and 5 degrees left - Check nominal
                                                                     Pitch 3 degrees up an 3 degrees down - Check nominal
                                                                     Bank 10 degrees right and left, bank 15 degrees right and left - Check nominal
 
Note Oil temp at 235 degrees and oil pressure 30 lbs., cylinder head temperature 325 degrees, exhaust gas temperature 1200 degrees, 2600 RPM, speed 150 MPH, aircraft vibration free!
 
Advised by chase pilot to slow to 130 MPH for flight card maneuvers.
 
Note RPM drop, pulled carb heat to clear ice, 2600 RPM and began climb to 5500 ft.@140 MPH
 
Commence series of flight card parameters:    Same as above @130-75 MPH - Check nominal
                                                                   Deployed speed brake (belly board) at 130 MPH - Check nominal   
                                                                                          Trimmed aircraft for level flight
                                                                   Checked airspeed, vertical speed and altimeter - Check nominal        
 
Note: Oil temperature 240 degrees, oil pressure 40 lbs., CHT 375 degrees, EGT 1100 degrees
 
Flew straight and level @ 140 MPH for photo shoot and enjoyed the ride!     
 
Power back to 1400 RPM, reduced speed to 130 MPH, deployed speed brake, trimmed aircraft to 95 MPH, descended to 3000 ft. and called tower for entry into top of pattern altitude at 1400 ft. 
 
Note: Oil temperature 220 degrees, oil pressure 40 lbs., CHT 275 degrees, EGT 1000 degrees
 
LANDING!
  • Left down wind to 25R, cleared to land 25R, wind 7K @ 270 degrees
  • Approach to final @ 100 MPH, header tank full, engine and flight instruments - nominal 
  • Configure aircraft for three point landing, hold stick slightly back
  • Over the numbers at 10' and 95 MPH, slow to 85 MPH hold stick slightly back and flare
  • Runway contact (no squeak) 
Power off, reflexor back, stick forward, brake as required, short straight down the runway roll.
 
SUMMARY!
 
I would like to take this opportunity to thank my wife and four children who have tolerated this obsession since 1981. 
 
To all of you who have these dreams and those of you who think you do, today justified every bit of it all the bitching and complaining! Just keep working and with the help of the Quickie and EAA guys you will finish sooner than you think and will have an equally non-eventful flight. 
 
Regards Jim Patillo
N46JP Q-200
 
P.S. Tomorrow were going on a cruise to celebrate. Can't beat that with a stick! 
 
                                                                                              
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(No subject)

Patrick Panzera <panzera@...>
 

Ok, I gots it all figured out now....
here's how I'll be holding the engine in my Q.

http://www.angelfire.com/ca5/QVair/EngineMount2.html

Pat


QBA web site - new photos - finally!!

Tom Moore <qba321tm@...>
 

I finally put up some new photos on the QBA web site.

http://web2.airmail.net/qba321tm/q-page1.html

Tom Moore