KITPLANES - September 2006 - Las Vegas Quickie
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http://www.quickheads.com/index.php?option=com_content&view=article&id=1574:kitplanes-september-2006-las-vegas-quickie&catid=16&Itemid=101
Hey Corbin, You might like reading this article. Jim N46JP Q200 Sent from Outer Space |
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Corbin <c_geiser@...>
Thanks! Great reading material for a day like today. Much appreciated! Corbin On April 10, 2020 at 11:50 PM, Jim Patillo <Logistics_engineering@...> wrote:
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Corbin N33QR |
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Joe Hood <joe.hood@...>
1325 lbs useful load on the Q200, 1100 lbs on the Q2?
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Kevin Boddicker
Gross weight. Not useful load.
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Kevin Boddicker
TriQ 200 N7868B 506 hrs Luana, IA.
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Corbin <c_geiser@...>
Typical useful load is ~565lbs.
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Also, anyone else think the short final speed was a tad high? Corbin On Apr 12, 2020, at 4:37 PM, Kevin Boddicker <trumanst@...> wrote:
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Corbin N33QR |
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Am I classified as useful load or useless load, Kevin? Cheers, Jay Sent from my Verizon Wireless 4G LTE DROID Kevin Boddicker <trumanst@...> wrote: Gross weight. Not useful load.
Kevin Boddicker
TriQ 200 N7868B 506 hrs Luana, IA.
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Kevin Boddicker
Depends if you are in YOUR plane, OR MINE!!!
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Kevin Boddicker
TriQ 200 N7868B 506 hrs Luana, IA.
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Mike Dwyer
On what Planet? The Moon has way less gravity but has a problem with atmosphere... The Q200 factory spec was 1100 Lbs Gross on the Q200. The Q2 factory spec was 1000 lbs Gross. Each builder can set his own gross weight based on testing. I've flown my Q200 at sea level just fine at 1100lbs but at Denver I think I'd be real careful about that. It's way more fun to fly under 900 lbs! Mine is 640 empty, add me 175lb, add 10 gal fuel = 60lb and some oil 9lbs. Sea level 59F gives you a 700 foot takeoff, 1500FPM climb and 210 mph. I got to lose some weight! Fly Safe. On Sun, Apr 12, 2020 at 5:04 PM Joe Hood <joe.hood@...> wrote: 1325 lbs useful load on the Q200, 1100 lbs on the Q2? |
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Martin Skiby
Joe I believe you mean Gross weight not useful.
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Martin On Apr 12, 2020, at 2:04 PM, Joe Hood <joe.hood@...> wrote:
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Joe Hood <joe.hood@...>
Yes, sorry, gross weight. Interesting that the article shows a 1325 lb gross.
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The general rule of thumb is 10 lb./horsepower for wing-loading similar to the Q2. The original Q2 was 1000 lb. gross with 85 horsepower engine (some would say more like 75-80 horsepower from the original Revmaster). So the ratio was demonstrated to be about 12.5 lb./hp on the prototype (80 hp). Once the dust settled on the design specs for the Q-200 w/ LS1, the factory approved gross weight was 1200 lb. for the 100 hp 0-200 engine. The Q2 with LS-1 and revmaster was raised to 1100 lb gross weight, or 13.75 lb/hp (assuming 80 hp revmaster). So 1325 would be at the high end of that range for 100 hp. (although exceeding the QAC specs) That is more than I would want to carry, but I think some in this group have demonstrated over1300 lb. gross near sea level.
Cheers, Jay
From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Joe Hood
Yes, sorry, gross weight. Interesting that the article shows a 1325 lb gross. |
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Joe,
N46JP has a 740 lb. empty weight and 1325 lb. gross weight which I established during flight tests.
It has an O200 that has been been pumped up from 6:7.1 to 9:4.1 with ceramic coated Lycon pistons and polished, ported and flow balanced Millinum cylinders. The plane has dual Lightspeed Plasma III ignitions, (no mags) and a reflexor
which balances loads in flight. Engine has a 4 into 1 ceramic coated exhaust.
The plane has a 15 gallon main tank, 5 gallon header tank and removable 6.5 gallon Aux tank for long cross country trips.
When the plane is loaded to gross, the cg shifts full aft to the rear of the envelope, making the plane very light on the controls. On a long cross country I typically burn off about 30 minutes of fuel, then start transferring fuel
from the Aux tank in the storage area behind the pax to the main tank. The cg moves forward and the control feel returns to normal.Hope that clears it up for you.
Jim
N46JP Q200
From: main@Q-List.groups.io <main@Q-List.groups.io> on behalf of Jay Scheevel <jay@...>
Sent: Monday, April 13, 2020 7:13:54 AM To: main@Q-List.groups.io <main@Q-List.groups.io> Subject: Re: [Q-List] KITPLANES - September 2006 - Las Vegas Quickie The general rule of thumb is 10 lb./horsepower for wing-loading similar to the Q2. The original Q2 was 1000 lb. gross with 85 horsepower engine (some would say more like 75-80 horsepower from the original Revmaster). So the ratio was demonstrated to be about 12.5 lb./hp on the prototype (80 hp). Once the dust settled on the design specs for the Q-200 w/ LS1, the factory approved gross weight was 1200 lb. for the 100 hp 0-200 engine. The Q2 with LS-1 and revmaster was raised to 1100 lb gross weight, or 13.75 lb/hp (assuming 80 hp revmaster). So 1325 would be at the high end of that range for 100 hp. (although exceeding the QAC specs) That is more than I would want to carry, but I think some in this group have demonstrated over1300 lb. gross near sea level.
Cheers, Jay
From: main@Q-List.groups.io <main@Q-List.groups.io>On Behalf Of
Joe Hood
Yes, sorry, gross weight. Interesting that the article shows a 1325 lb gross. |
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Hi Jim,
Did not want to mention you by name, but I figured you would pipe up. 😊
By the way, Are your cylinders chromed?
Cheers, Jay
From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Jim Patillo
Sent: Monday, April 13, 2020 8:55 AM To: main@Q-List.groups.io Subject: Re: [Q-List] KITPLANES - September 2006 - Las Vegas Quickie
Joe,
N46JP has a 740 lb. empty weight and 1325 lb. gross weight which I established during flight tests.
It has an O200 that has been been pumped up from 6:7.1 to 9:4.1 with ceramic coated Lycon pistons and polished, ported and flow balanced Millinum cylinders. The plane has dual Lightspeed Plasma III ignitions, (no mags) and a reflexor which balances loads in flight. Engine has a 4 into 1 ceramic coated exhaust.
The plane has a 15 gallon main tank, 5 gallon header tank and removable 6.5 gallon Aux tank for long cross country trips.
When the plane is loaded to gross, the cg shifts full aft to the rear of the envelope, making the plane very light on the controls. On a long cross country I typically burn off about 30 minutes of fuel, then start transferring fuel from the Aux tank in the storage area behind the pax to the main tank. The cg moves forward and the control feel returns to normal.Hope that clears it up for you.
Jim N46JP Q200
From: main@Q-List.groups.io <main@Q-List.groups.io> on behalf of Jay Scheevel <jay@...>
The general rule of thumb is 10 lb./horsepower for wing-loading similar to the Q2. The original Q2 was 1000 lb. gross with 85 horsepower engine (some would say more like 75-80 horsepower from the original Revmaster). So the ratio was demonstrated to be about 12.5 lb./hp on the prototype (80 hp). Once the dust settled on the design specs for the Q-200 w/ LS1, the factory approved gross weight was 1200 lb. for the 100 hp 0-200 engine. The Q2 with LS-1 and revmaster was raised to 1100 lb gross weight, or 13.75 lb/hp (assuming 80 hp revmaster). So 1325 would be at the high end of that range for 100 hp. (although exceeding the QAC specs) That is more than I would want to carry, but I think some in this group have demonstrated over1300 lb. gross near sea level.
Cheers, Jay
From: main@Q-List.groups.io <main@Q-List.groups.io>On Behalf Of Joe Hood
Yes, sorry, gross weight. Interesting that the article shows a 1325 lb gross. |
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Oh, btw the plane has an LS1 canard and typically flown from sea level 495’ msl airport. Do not try this with a GU canard!
Jim N46JP |
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Cylinders and rings are steel.
Jim
Sent from Outer Space
From: main@Q-List.groups.io <main@Q-List.groups.io> on behalf of Jay Scheevel <jay@...>
Sent: Monday, April 13, 2020 8:11:22 AM To: main@Q-List.groups.io <main@Q-List.groups.io> Subject: Re: [Q-List] KITPLANES - September 2006 - Las Vegas Quickie Hi Jim,
Did not want to mention you by name, but I figured you would pipe up. 😊
By the way, Are your cylinders chromed?
Cheers, Jay
From: main@Q-List.groups.io <main@Q-List.groups.io>
On Behalf Of Jim Patillo
Joe,
N46JP has a 740 lb. empty weight and 1325 lb. gross weight which I established during flight tests.
It has an O200 that has been been pumped up from 6:7.1 to 9:4.1 with ceramic coated Lycon pistons and polished, ported and flow balanced Millinum cylinders. The plane has dual Lightspeed Plasma III ignitions, (no mags) and a reflexor which balances loads in flight. Engine has a 4 into 1 ceramic coated exhaust.
The plane has a 15 gallon main tank, 5 gallon header tank and removable 6.5 gallon Aux tank for long cross country trips.
When the plane is loaded to gross, the cg shifts full aft to the rear of the envelope, making the plane very light on the controls. On a long cross country I typically burn off about 30 minutes of fuel, then start transferring fuel from the Aux tank in the storage area behind the pax to the main tank. The cg moves forward and the control feel returns to normal.Hope that clears it up for you.
Jim N46JP Q200
From:
main@Q-List.groups.io <main@Q-List.groups.io> on behalf of Jay Scheevel <jay@...>
The general rule of thumb is 10 lb./horsepower for wing-loading similar to the Q2. The original Q2 was 1000 lb. gross with 85 horsepower engine (some would say more like 75-80 horsepower from the original Revmaster). So the ratio was demonstrated to be about 12.5 lb./hp on the prototype (80 hp). Once the dust settled on the design specs for the Q-200 w/ LS1, the factory approved gross weight was 1200 lb. for the 100 hp 0-200 engine. The Q2 with LS-1 and revmaster was raised to 1100 lb gross weight, or 13.75 lb/hp (assuming 80 hp revmaster). So 1325 would be at the high end of that range for 100 hp. (although exceeding the QAC specs) That is more than I would want to carry, but I think some in this group have demonstrated over1300 lb. gross near sea level.
Cheers, Jay
From: main@Q-List.groups.io <main@Q-List.groups.io>On Behalf Of
Joe Hood
Yes, sorry, gross weight. Interesting that the article shows a 1325 lb gross. |
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Corbin <c_geiser@...>
So I should put my VG's back on, huh? I have been considering doing that. I only flew once or twice without them (not at gross) and couldn't tell a difference but wasn't really paying attention either. Corbin On April 13, 2020 at 10:12 AM, Jim Patillo <Logistics_engineering@...> wrote:
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Corbin N33QR |
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Hi Corbin,
You will not notice the difference until you get some bugs or precipitation on the wing, then you will notice a big difference (kills a lot of lift on the canard). I would suggest putting the vg’s back on and leaving them, since this situation will only occur when it is least convenient for you, according to Murphy.
Cheers, Jay
From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Corbin via groups.io
Sent: Monday, April 13, 2020 9:15 AM To: main@Q-List.groups.io Cc: main@Q-List.groups.io Subject: Re: [Q-List] KITPLANES - September 2006 - Las Vegas Quickie
So I should put my VG's back on, huh? I have been considering doing that. I only flew once or twice without them (not at gross) and couldn't tell a difference but wasn't really paying attention either.
Corbin
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Corbin <c_geiser@...>
Thanks Jay. Appreciate it. Might just do that. Corbin On April 13, 2020 at 10:19 AM, Jay Scheevel <jay@...> wrote:
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Corbin N33QR |
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I would 2nd what Jay is saying. I’ve flown next to your “GU plane” with and without vortex generators. Without them, I’ve seen your plane depart from straight and level flight, nose down until it ran out of elevator authority. The LS1 stayed straight and level. Jim |
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