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Q-talk 26 - Mar/Apr 1991 - index

MAR/APR 1991
ISSUE NUMBER 26

QUICKIE BUILDERS ASSOCIATION

QUICKIE PILOT PLAYS VITAL ROLE IN IRAQI DEFEAT

by Jim Masal

 

That's the way the exploitive supermarket tabloids would've played it! More about this in a moment, but while I have your attention, those of you heading to Sun 'n Fun should be aware of the QBA schedule of meetings:

 

SUN 'N FUN SCHEDULE

4/7/91 Sunday - 9-11 AM in the forums area

4/9/91 Tuesday - 10-11 AM in the forums area

 

Check the forums display board for location (or look for the familiar faces).

Check the meeting tent board out on the flightline for other bull sessions. I haven't scheduled these yet, but will do so when I arrive the afternoon of Saturday the 6th.

 

MEANWHILE BACK TO IRAQ:

Many of you have followed the exploits of Quickie World Record Holder Norm Howell who has worked his way up during the lifetime of this newsletter from Air Force Academy plebe to F-4G Wild Weasel driver in Germany. When the festivities started in Iraq on Jan. 16th, many of us wondered if he would be pulled from Germany. Yup. During a recent break he wrote a generic letter of his activities which I will excerpt here.

 

"On 16 January we were told to pack our bags...My first combat mission was on 21 January...our mission (Wild Weasel) is to 'draw their fire' so our bomb droppers (F-16's during the day, F-111's and B-52's at night) don't get shot down. Unfortunately we can't do anything about non-guided AAA except stay above it. The first mission was scary since we were going into an environment that no one had experience in. I was crewed with Capt. Sid Mayeux. It wasn't too bad. I watched the other F-4 shoot a HARM at a Roland site, but we didn't shoot anything...The worst part was we got lost trying to find the tanker on the way home and I wasted a bunch of gas trying to rejoin on an AWACS plane...(they look a lot like tankers from a distance)... On my 3rd mission I led a 4 ship to the target and out again. My 5th mission was at night...each flight is about 3 1/2 hours and includes multiple air refuelings before we go 'across the fence'. Night air refueling is a lot like trying to balance a basketball at the end of an 18' pole...no one liked it at all...on the 12th...a night mission in support of B-52's, we finally got to shoot a missile...an AGM-45 Shrike...old and not too accurate but good for making the ragheads shoot AAA for 5 or 10 minutes at nothing. The Shrike is very loud when fired...like a bottle rocket going off next to your ear. It is extremely bright and you must warn your wingman not to watch lest he lose his night vision. Guess how we found that out!!"

"On the 13th I caught the flu...yesterday my squadron commander informed me that I was selected to go to USAF test pilot school...I was burning up with fever at the time so all I could manage was a few heart palpitations instead of jumping up and down and shaking his hand wildly, which is what I wanted to do...On the 20th I am almost certain that Sid and I killed an Iraqi Roland SAM site with a HARM missile. It was nearly at minimum range for the HARM which means it was traveling extremely fast when it hit the target...should be good."

"So far, the biggest hazard in the war has been not to gain too much weight from all the goodies we are receiving...One pilot has gained 15 lbs. Thanks again for your thoughts, cards, letters and cookies!"

 

CHECKING IN WITH THE BASE CAMP

Here are some of the brief commentaries received from QBAers worldwide along with their renewals for 1991:

We are planning the Quickie Gathering again for 1991 in Springfield, MO. Probably will be the weekend following Memorial Day weekend - Jim Langley, Republic, MO *** Q2 now being painted, #2348 - Don Coughlin, San Ramon, CA *** Keep up the great work. All the ideas and potential mods are being carefully logged toward the day I can again find the time to get back to work on my Quickie - Bob Bailey, Mason, MI #278 *** Another year has slipped by and again it is my pleasure to renew. The Seahawk flies well and I have started a new project (in aluminum) a Zenith Tri-Z 300. A word of advice, stick with composite construction...for more reasons than I can list. - Arnold Forest, Edmonton, Alberta, Canada *** Greetings from California. Uncle has sent me TDY to get requalified on the BUFF. I agree with your recent column, you are not a representative of Quickie Aircraft. Anyone who wants product support should chase Sheehan. I would suggest anyone who writes you for product support is offered a chance to join our Association and be offered back issues at current dues rates. Q-TALK is one of the bright spots of life every 2 months. I may not get this done for a decade but the association will be key to success - Pete and Nona Mapes, Oscoda, MI *** I built and am flying Q2 #2613 since 1987. It now has about 260 hrs. I was a former subscriber but let the subscription lapse. Please find enclosed a renewal. - Ken Lowder, Iowa City, IA *** Please accept my thanks for the information and inspiration Q-TALK gives us to keep plugging along. My Q1 is in the last 5% stage - Wm E. Fisher, Dauphin, Manitoba, Canada *** Hey "MF" I'm still loving the newsletters. No AMF to me - Don Short, Stillwater, OK *** Number 2038 is still progressing, but very slowly. Engine is mounted, we are fitting the stacks (they don't fit at all) and starting the cowling - John Granzella, Costa Mesa, CA *** I've been trying to start my Onan with no success (not even a pop or backfire). If I do get it running, I plan to taxi it some. I may not ever fly it, but it would be a real kick just to putt putt around the ground. - Cliff Stripling, Carrolton, TX *** Seriously getting back to work to finish of #344. It needs endless fill and sand. Ever notice how if you don't work on it, it doesn't get built? - Dick Harmon, Columbus, OH *** I wish there was something new to report, but...I am still in the market to sell my Q2. My life is just too busy to include a sport airplane. - Rod Graham, Seattle, WA *** I am still plugging along with my Dragonfly. Have it mostly converted to tri-gear, but may have to give it up due to a medical problem. I have enjoyed building it and have met many very nice people through the experience. - John A. Owen, Davidson, NC *** I promise a few inputs fairly soon. My Quickie now has 430 hrs on it. - J P Stroud, Satellite Beach, Fl *** Project status? Still in storage until I finish my A.M.E. course. - Ron Wyers, Richmond, BC, Canada *** I am the fellow working slowly on the Franklin Q2. Thank you for editing! No sh-t, I appreciate your effort a lot. - Ben O'Brien, Redondo Beach, CA *** Q2 #2028 C-GGFD, has finally been approved for flight-testing by Transport Canada. We hope to get it airborne early in the next year. Cheers! - Gregg Merrill, Trenton, Ont. Canada *** My Q200 is finished except for paint. Will send full details once test flying starts, but I hope to be over your way before then. - Malcolm Dimberline, Nelson, New Zealand *** I may even get back to my Q2 this year and repair/replace the canard. - Lyle Ungerecht, Appleton, WI *** #2827 has survived a move from Austin, TX to the Chicago area. I'm Texas homesick, but on the bright side, I've rationalized that with a much shorter grass-mowing season, no Longhorn games to attend or Cowboys on TV, I can spend a lot more time on the plane (given that I don't become a Bears fan and I keep the garage warm enough to work in thru the frickin' winter. I need a few more inches of QCMS1 spacer material. Anybody got leftovers? - Jim Porter, Barrington, IL *** I thought I'd be flying my Rotorway-powered Q2 last year, but no dice. I'm working on engine installation now and am incorporating a "split" rudder, which is installed, including a stop and trim system for it. If it works, I'll send details. - Bob Davis, Grass Valley, CA *** Last issue had a couple pictures of my Quickie. It now has 1450 miles on it backward and is stable at 60 mph. - Alan Arnold, Baytown, TX *** A reflection on the past couple of years of news: a) the newsletters continue to be excellent, b) there are fewer and fewer accidents reported. The bad news is that I'm going to have to give up my little pride and joy. I needed a heavier payload in connection with my business and so bought a Glassair. - Don Baker, Starkville, MS *** We are in the prop trimming stage trying to get the rpm up a little. My A&I says 2800 rpm at 4,000 ft is all we can get out of the existing prop. It indicates 173 mph. - Dick Pratt, Wilton Manors, FL *** When Q-TALK comes; I stop what I'm doing to read it. I make quick visits to Springfield and Oshkosh, but I can't find time to build airplanes (the consulting work keeps coming) but when I do, my stack of Q-TALKS will be thumbed through frequently. - Al Medley, Tulsa, OK *** I am especially pleased to see that you are covering the Rotax engine installation. My project, although 90% complete, is stalled until I can find more space. - Tony Wahlberg, Portsmouth, Hants., England *** My project continues though lack of funds, etc. slows me down. I'm presently working on the trim system, having great difficulty with it. Don't remember many comments on it in QBA. I wonder what I'm doing wrong? - J. H. Schenck, El Paso, TX *** Thanks for the past issues of QBA. Indeed well worth the bucks. As hard as it may be to believe, I'm just starting my Quickie. - Mike Menke #415.

 

YEEEEEEOOOOHHHH!!!!! What an experience. On Christmas Day I received the best present a Q2 builder can imagine. My wife and I were visiting her family in Smyrna, GA for the holidays. The weather had been wet, rotten, and cold up till Christmas Day when it turned sunny and crisp. At 9:30 AM the phone rings and who should it be but St. Nick himself. He asked if I would like to accompany him to the local airport for a ride in a sleek, white plastic fantastic. Since I still believe in Santa Claus, it didn't surprise me to get a call from him, but I had no idea he was a Q2 jock.

Having labored on and off over the skeleton of my Q2 for 10 years, I began to accept the idea that a Q2's service ceiling is probably equivalent to the height of the sawhorses it is perched on. I had only dreamed of riding in one, not anticipating the privilege for several years to come.

After doing several back flips and assuring my in-laws that this was a perfectly normal reaction, my wife, Nancy and I, scurried to the airport to rendezvous with jolly ole St. Nick.

As we pull up to the hangar, there it sat in the beaming sunlight with Santa standing by. Upon walking closer I discovered to my delight that Santa was really Phil Haxton.

He ushered me aboard. I almost met with a most depressing experience. I didn't fit. Being 6' 5" tall I found that I was only partially snuggled in when my feet stopped moving forward. There was no way the canopy was going to close. I wiggled until my feet cleared the top of the rudder pedals and were pressed tightly against the firewall. Finally I was in. Whew! (I have a couple of mods to make.)

When we got safely airborne Phil unwrapped my Christmas present by passing the stick to me. I must admit I was gross. I nearly made myself sick with my PIO technique. Phil was polite; he looked to his left to laugh. During my yester-years I had the privilege to accumulate several hundred hours in the F4 and as a T-38 instructor but they were real dogs when it came to stick response of this Q2. While they were exciting to fly, I don't recall having the exhilaration I experienced at the controls of Phil's Q2. It flew beautifully. Phil knew what he was doing when he gave me a headset without a mike. I could holler my head off in delight without giving him a concussion.

Next it was my wife's turn. Nancy got her license about 15 months earlier but has always been a bit leery of an airplane made out of foam. After a little coaxing, she climbed aboard. That was a great bit of public relations by old St. Nick. When she landed, she was sold on the Q2.

It's amazing how much less resistance I get about the amount of time I am now spending in the garage.

If you are a Q2 builder whose project is sputtering, I highly recommend you find yourself a Santa to take you up for a thrill. The QBA roster is a good place to start. Believe me, the kindness shown by Phil did more to insight a flurry of micro mixing than imaginable. I AM MOTIVATED!!!!

Thanks again, Santa.

Jerry Marstall, Lincoln, MA

 

Dear Jim:

The weather here finally broke today so I decided to escape from it all and go flying. Temperature was a moderate 48 degrees with no wind. The top of the haze layer was at 3500 MSL. The visibility in the haze was an impressive 20 miles or more. I had not flown since December 31, but the little Revmaster came to life without any great amount of fuss. I idled the engine for ten minutes or so to get a positive indication of oil temp. All other systems functioned normally. My primary objective today was to get an airborne check of the Mode-C transponder. It too worked normally.

I flew for an hour doing touch and go landings and a few buzzard strafing runs. Upon landing I noticed two gentlemen watching me taxi back to the hangar. I gave them a little wave but they didn't bother to acknowledge this. They just continued to stare at the Q2. A funny thought crossed my mind that maybe these guys were feds.

As I was hangering the plane I looked up to see the two men making their way toward me, in the manner of people on a mission. I half expected a terse announcement that a "ramp check" was to be conducted. Well, they just wanted to talk about the Q2 and how stable it looked making the circuits. They were very complimentary and both opened up with numerous questions regarding handling and performance. The usual questions regarding building time and techniques also followed.

Finally, they admitted that they were contemplating building a Long-Eze that they had run across down in Florida. I laughed and told them to go for it. Why not? I love to see people that are enthusiastic about the homebuilt movement.

I guess it just goes to show you that if you want to meet people or break the ice with strangers, just wheel out a Q2 and watch what happens.

Best regards,

Phil Haxton

 

Dear Jim,

Question: If YOU were starting from square one, how would you build another Quickie for your personal use? What engine would you use? Would you build in differential braking, increase the rudder area, use the LS-1 canard or the GU with vortex generators? How about sharing some of that age wisdom gathered over the years with us novices?

I met an ex QBAer, Jack Huffman, who has a Quickie with hydraulic brakes and a 4 cylinder engine like Vic Turner uses. Vic supposedly has over 1,000 hrs on his. I'll get more info as opportunity permits.

I live in Rosamond Sky Park, about 15 miles south of Mojave, and would be honored by visitors. Phone 805-256-1180. Overnighters welcomed, and they can tie down in my backyard with advanced notice.

Mike Menke, CA

Unlike yourself, Vic Turner, for whatever reason, has chosen not to be generally sociable with the QBA nor to share any of his experiences or expertise. This is America, and he's free to do that. And we can like it or lump it.

I have flown 4 Quickies with 3 different engines. While my Quickie, built per plans, with only very minor "personalization", did what it was expected to do, I would prefer some improvements. A 200 lb pilot NEEDS more power. I will go to a Rotax. Braking needs improvement and I very much liked the differentials I've tried. I never felt the need for more rudder and while the LS canard would be desirable, I wouldn't move heaven and earth to get one. More power up front and Vortex Generators would diminish concerns about flying in rain (which I have done with a Global up front). Oh, Yeah, I'd get an oval Dragonfly tailspring from Aircraft Spruce too. That's all it'd take to make me a happy man. ED.

 

Hi Jim,

Has anyone experimented with the elevator gap? My right wing drops fast at pitch-buck and I'm wondering if there is a difference in the two wings causing this. Experimenting with elevator setting doesn't seem to be the answer.

Mike Peay, Salt Lake City, UT

ED. NOTE: 6 or 8 years ago, a guy in OK sealed his gaps. Maybe the details are in a back QUICKTALK issue but I do remember the conclusion: DON'T DO IT!

 

REMOVABLE TIEDOWN FOR CANARD

Prior to glassing top of canard slot core, but after glassing bottom, determine how far out you want your tiedowns (mine are at BL52). Dig out foam from the top of the slot core to the 2 BID on the bottom. Make this large enough for a 3/8" threaded rod coupler. Temporarily install coupler and determine location of hole in lower slot core and drill it out. Flox coupler in place. Remove enough foam to insure a smooth transition between coupler and spar/slot core. Glass 6-8 BID (about 4" square) between spar/slot core over top of coupler. When glass is still pliable, drill hole for 3/8" bolt and install it with large flat "lender washer" in place.

 

 

You'll probably have to bend the washer to make it fit. Make sure your bolt is about 9/16" - 3/4" shorter than the end of your coupler to have enough room for your eyelet for the tiedown. Fit the bolt while the epoxy is tacky. Fill void with foam and close out with 2 BID. Make eyelet out of 3/8" rod or bolt. Take it out if you want to go REALLY fast!

Alan Kittleson, Denton, TX

 

Jim:

Currently, I have the wing and canard mounted on my Q-200 airframe. I am a little bit mystified, however, because I believe that I allowed a .44 to .92 degree error to creep into my canard's lateral placement. I don't know whether this is significant or not. When I measure from the tailspring tip to the individual canard tips there is a .5-inch discrepancy. Is it worth pulling the canard off and redoing it? My other measures had been made from a fuselage centerline point. Maybe my tailspring is a little off?

In keeping with Bob Malechek's tailspring recommendations, I wrapped my spring with 6 layers and put the spring in the oven to cure. In order to fit a tailwheel bellcrank assembly, I had to fabricate a new QTW3. I redesigned the QTW3 for the increased diameter tailspring as shown (see photo in QT #23 photo page. I do these tricks to keep you referring to your back issues. - ED.) In the photograph the new QTW3 is displayed next to the old. The new pivot was fabricated for me at a local racing shop.

Back in June I organized a tour of Scaled Composites in Mojave for the Naval Reserve Aerospace Engineering unit that I drill with. We saw the Pond Racer Nissan engines the day they arrived. It was on the point of the engines and their alcohol fuel that my attention was peaked.

If appears that alcohol eats Saf-T-Poxy up and as a result, Scaled Composites uses the same resins for the Pond Racer fuel tanks as it does for the Pegasus wing. I keep all my copies of QUICKTALK in a big binder so that I can study the whole thing. There is a small trend of engine problems and leaks associated with the use of auto gas. There are also a concerned few who have fears of using anything but aviation fuel in their aircraft. I started looking through aerospace trade journals for more resistant resin systems. I reviewed technical literature from Dow Chemical on their Derakane Vinyl Ester Resin and found out that the Glassair folks are using Derakane 411.

The Vinyl Esters are significantly resistant to gasoline, jet fuels, alcohols, hydrochloric acids, benzene and many more chemicals. Though most of the resins will support combustion once ignited, Derakane 510 is especially formulated to be fire retardant. Vinyl esters are typically cured using MEKP catalysts and CoNap accelerators. Derakane has a 3 month shelf life.

My previous experiments with Derakane 470 were aimed at fabrication of complete fuel/header tanks, however, I now believe that a proper application of this resin in Q-Birds may be as a resin liner for the tanks, providing protection for Saf-T-Poxy components against unknown fuel mixtures. Aircraft Spruce offers a Slosh Sealant for use against alcohols also.

I currently have Derakane 470 samples soaking in both auto gas and alcohol.

This discussion may seem strange at first glance, but in light of the current Middle East oil situation, multi-fuel considerations may be appropriate.

Brian Martinez, (805) 943-5379. CA

ED. NOTE: Brian is a precision craftsman while I subscribe to an old Air Force mechanic's maxim: Measure it with a micrometer, mark it with a grease pencil and cut it with a hatchet. How he can even measure the error to between .44 and .92 degrees accuracy is beyond me. Naturally, it wouldn't be worth it to me to pull off the canard and redo it. However, when I was doing my measurements it seemed to me that there was a much better chance that my vertical fin was more accurately mounted than my tailspring (besides, my tailspring DID look slightly catawampus to the naked eye, but I knew my tailwheel wouldn't care, it was free to swivel anyway). So I took my measurements from canard/wing tips to a mark on the upper trailing edge on my vertical fin.

Whenever I get too wound up about precision measurements, I always recall the guy that made a business (Smith Conversions?) of taking factory fresh Bonanzas and precisely re-rigging all the control and flight surfaces. Note these were NEW Bonanzas that were in tolerance, but not precisely rigged. He always got a performance increase for the owner, how significant was in the eye of the beholder. But, on the way to his shop, the airplanes always flew just fine. The moral is: If you are CLOSE, go fly the damn airplane. But if you have time and energy to burn AND if you hope to squeeze out every microgram of performance, be precise (but make sure it doesn't end up being a precise yard sculpture).

As regards the Derakane, Brian, if we were to make a liner for our tanks, do you know the details of what it takes to bond vinyl esters onto Saf-T-Poxy?

 

Dear Jim

N82YL has been out of service for 3 years so far. I was not satisfied with the Revmaster so I sold it. I became frightened of it when I had to adjust the valves every 10 to 15 hours of Hobbs time. Something was not right in that engine.

I have been looking for a lighter and more powerful engine. The Suzuki two stroke, two cylinder, 650cc snowmobile engine running at 5500 RPM with a toothed belt drive and 120 horses seemed a likely candidate, but I do not want to be the first on my block with this configuration. I am still looking for a better engine.

In the meantime, I enjoy reading our newsletter and flying rental planes. I am still a low time pilot (300 hrs in 8 years), but I do have just over 100 hours in a Q-2. The dream to get the Q-2 back in the air is still there.

Steve Kuhns, Shawnee, KS

ED. NOTE: My information is that it is NOT abnormal for Revmaster valves to require adjustment every 10-15 hours in the Q-2 installation. You may very well not LIKE it, but it doesn't seem to indicate a dangerous condition is involved. Anybody wanna comment?

 

Dear Jim,

Here are two tips which I do not remember seeing in Quicktalk or Q-TALK:

1. Joining the foam blocks for wing and canard can be accomplished by inserting protruding wooden dowels or other rod/tubing of appropriate diameter in the holes left by the hot wiring template attachment nails in one of the blocks to be joined. Then when the block faces have been microed, etc., and are brought together for joining, insert the protruding dowel ends from the first block into the corresponding nail holes in the other block. As the two block face profiles have been cut from opposite sides of the same template, with exactly the same nail hole positions relative to the wing profile at the joint position, the sections should match exactly. It helps if the templates attachment nails were perpendicular to the template when originally inserted into the foam prior to hot wiring.

2. CONTROL STICK GRIP. Ski stick handles make professional looking control stick grips and can be obtained in a variety of colors. The price is quite reasonable too - the equivalent of less than 2 dollars in the U.K.

Chris Simpson, West Sussex, England

 

Jim,

My engine wouldn't turn more than 2350 at altitude. I traced the problem to a poor sealing fuel fill door on the right side of the fuselage (installed as per plans). There is a low-pressure area at that spot of the fuselage and it was creating a vacuum in the fuel system that the ram air wasn't able to compensate for. After sealing the door better, I can turn 2800 rpm. My speed, IAS, at 2,000 ft and 2800 rpm is 185 in my Tri-Q200 without wheel pants (my next project).

Greg Zimmerman, Iowa City, IA

 

Dear Jim,

I think I have identified the cause of my sneaky vapor lock. My fuel line comes back from the header back to a panel mounted shutoff valve, and then up to the firewall roughly along a WL line so it goes through the firewall at about the same level line as the bottom of the header tank. At ground or climb attitude, this line goes "uphill" about 6-8 inches. It was hot all day - 35 C air temperature, bright sun and little wind. In the early evening, I ran up the engine for about 10 minutes, intending to go to about 160 F oil temperature. CHT's were well in the green and EGT hadn't lifted off the bottom peg (about 2000 rpm), when I noticed that I couldn't get a RPM rise by leaning (i.e. engine was already leaning itself). I shut down, and as quick as I could disconnected the fuel line from the carb, intending to measure fuel the temperature. To my surprise, flow slowed to a dribble after an initial spurt, and then stopped while I was scratching my head. Full flow resumed when I lifted the tail a few seconds later. My header tank was a bit over 2/3 full at the time. I never did measure the temperature, but the first squirt was definitely warm to the touch and would guess it to be about 120 F. The hand is pretty sensitive in this range - 98.6 is "I can't feel it" and 140 is a cup of coffee you can drink fast (I set my microwave to 165 F for real hot coffee). The fuel got that hot just sitting in the sun all day.

The small uphill slope from the panel to the firewall in ground angle of attack created a vapor lock condition at high fuel temperatures. The 24" of extra fuel line to/from the panel, and elevation drop on the hot side of the firewall probably aggravated the situation, as did the valve and fittings on the panel which would create an additional small pressure drop at higher flows. I should have known better!

I am going to re-do the system with rigid 3/8" aluminum fuel line with the valve mounted right near the header tank. The slope of the new line will be downhill at the ground angle of attack, and the line will be insulated on the engine side of the firewall. This should fix the problem, as I know in this case it is just nibbling at vapor lock and will not take much to cure. Others might want to check to ensure that lines do not go "uphill" in take-off or climb attitude. If fuel vapor or air gets entrained in this line, every vertical inch of vapor cancels out one inch or more of header tank pressure head. So that one hot day when you're down to your 45 min reserve sloshing about in your header tank, doing that steep climbout on your go-around IF YOU HAVE A FUEL LINE GOING UP HILL TO THE ENGINE AT ANY GROUND OR FLIGHT ATTITUDE, THEN YOU HAVE A POTENTIAL PROBLEM THAT MAY SHOW UP ONE DAY IN TAXI, TAKEOFF, A STEEP BANK, PULLING +/- G's, HIGH ALTITUDE, LOW ON FUEL OR JUST PLAIN HOT WEATHER. Hydraulic head is measured in inches - and one inch is less than 1 deg C for vapor lock protection. Most of your vapor lock protection comes from the low vapor pressure of avgas - automotive gas will vapor lock at lower temperatures. The Q2 header tank does not have a lot of inches hydraulic head in climb attitude to begin with, so don't give any away any vapor lock protection with uphill fuel lines.

I would not have noticed this problem if I hadn't been predisposed to look at things like RPM drops and making sure my mixture was right throughout the throttle range. This one is easy to miss, so look for it. Several people have reported mixture problems - this might be a factor in getting max rich for some builders. When I was taxi testing, I got an occasional "sag" where the engine RPM would peak, drop off for a few seconds then recover - most likely caused by trace vapor lock.

PS - Thanks to Alan McFarland who phoned up with some suggestions on things to check on WRT header vent line placement and possibility of liquid flooding of the vent tube - also a nice way to create a novel vapor lock condition.

Mundane note: Make sure the thimbles you use on your Nicopress cable ends are stainless steel and not galvanized - mine all rusted over the winter, and have to be replaced. I bought stainless thimbles and 7x19 cable at a marine outlet - same ridiculous price, but won't rust!

Bob Falkiner Q2-2015

5195 MicMac Cres, Mississauga, Ontario, Canada L5R-2E2

 

 

Dear Jim;

My seatbelts were submerged in gas several times while I struggled with gas leaks. During annual inspection I noted both seatbelts were like cardboard and could be easily pulled in two. The shoulder harnesses were both OK since they were not saturated in auto gas. Don't forget to check this on your inspection.

Dave Naumann, N200DN, Enterprise, AL

 

Jim,

Ran across a clever method of attaching a fitting to glass-covered foam -- rudder pedals to canard, control feather fittings to wing/canard/vertical fin, etc.

1. Weld -- or otherwise fasten -- some sort of 1/4" coarse thread bolt to fitting.

2. Drill a 1/4" hole through existing fiberglass.

3. Here's the nifty part. Drill a 1/2" hole into the foam beneath the 1/4" hole. How done? Bend a short-legged "L" out of welding rod or coat hanger, chuck in your Dremel, stuff through the 1/4" hole and turn on. Spatters pieces of foam all over everything. Really works.

4. Fill cavity with sloppy flox, stuff fitting into hole and you're done.

5. For the truly faint-hearted, one can always reinforce the hole with extra layers of fiberglass -- before and after installing the fitting.

Sure beats sticking things to the surface of old, probably greasy fiberglass and hoping for the best.

Regards,

Quint

 

 

Dear Jim,

During the previous year, Q-200 N488RW in its second year of flying, received a Warnke prop, had the oil cooler removed and a spin-on oil filter installed in its place, baffling installed under the belly of the engine for better oil cooling, the stock tailspring replaced with the Dragonfly tailspring, the stock tailwheel changed, the stock brake mounting brackets replaced with the Bob LaRue (or LWK) design, and had the CG moved forward. There were also a few trips during the year including Oshkosh. Enclosed are dues for another year of Quicktalk. Good flying everyone.

Bob Last

Other Articles In This Issue

QUICKIE TIPS - by Jim Masal
COMPOSITE TIPS - by Jim Masal
CLASSIFIEDS - by Jim Masal
QUICKPIX - by Jim Masal

 


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