Am looking forward to it, Kevin. I know that weather can be unsettled over the Rockies that time of year, so I will plan like a Californian, where every day is sunny. Cheers, Jay

Hi All, Sam has put me on the calendar sometime down the road for a Q-tour done via Zoom. I will be doing that Zoom tour from my office, since I have poor signal at the airport. I will narrate the tou

Although not a very convenient reference point, there is no need to specify C or F at minus 40 degrees. They are the same. <--- good for pub trivia and not much else. Cheers, Jay

Hey Corbin, Two words from me: Insulated overalls 😊 Hope you made it through the Texas deep freeze without too much damage or discomfort. Cheers, Jay

Wow! Quite the report, Bruce! Glad you are good with cross winds!

Congrats, Paul. Glad you finally made it back up above the snowy plain and that the snow monster did not damage your craft. I took a nice flight today also, expecting calm air, since it was dead still

Photo of honeycomb and carbon fiber nacelle fragment from yesterday’s 777-200 engine failure near Denver.

Thanks Jim!

Hi Jim, You have told us how long your prop is but we still don’t know what you prop tip ground clearance is. Cheers, Jay

I have 11 inches of clearance, but I am in a tri-gear and my prop is 54 inches in diameter. If I ran Jim’s prop length, I would be 8 inch clearance. I think you do not want 3 inch clearance even if yo

I have these to start with. Probably need some touch-ups. Cheers, Jay

#file-notice

Sounds like you could just set that prepreg outside these days, Vern 😊 Cheers, Jay

Thanks Sam, I inserted your improved LS-1 construction guide into the Q200 plans for my plane that I have posted on my website. Here is the link which also includes the Tri-Q plans: http://n8wq.scheev

Very intriguing Brad, but I think the placement of the flying surfaces is problematic since the elevator on the canard is what rotates the aircraft to takeoff attitude, and for your design to sit on t

#Tri-Q

Not to put words in Charlie’s mouth, but I think I heard him say (when he was showing me a structural simulation of the LS1 canard on his computer) that he felt the weak link in the chain was the skin

I think that Waddelow load tested his LS1 spar-less canard, but I do not know the limits. Maybe Bruce Crain has that information. The test of the main wing at LVK was in 2008 and tested to a max of +4

So 84 mph CAS is the number that I compute for level flight in ground effect at 1296 pound GW. I don’t think it should feel mushy, since you will not leave the runway until it is ready to fly. I think

Hi Jim, Do you use reflexor when you are flying at 1296. It will make a difference in the calculation. Let me know and I will do the calculation with reflexor. With no reflexor I get 84 mph indicated

My analysis does not include the power requirement for climb, since the Vmin numbers I quoted were for maintaining level flight. The calculation for power required to climb are something like this: 31

Hi Mike and Ryan, I plugged 800 pounds GW into the Q200 aerodynamic model that I created several years ago (modeling the plans-built Q200). In this model, I get 67 mph CAS as the Vmin**, in ground eff