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Flying behind a modified Jabiru 3300. (Six banger, horizontally opposed). It is modified with liquid cooled heads and I have a Rotec throttle body injector, so normally aspirated. Mike Dwyer asked about the ignition. I have one magneto and one fixed advance electronic ignition, so basic stuff on both fuel and ignition.
Yep, need to be vigilant of winds and DA when operating in the mountains, but the scenery is great!
On Jun 12, 2021, at 2:59 PM, smeshno1@... wrote:
Yes indeed! So the numbers prove that the Q design is still a serious CAFE contender. Jay, your flying with which powerplant? Normally aspirated (I presume), carb or injection?
It is important to have the actual service ceiling known in the aircraft operations info. I lived in the Taos area for quite a while. Better know your location and winds aloft ALL the time. Too many flatlanders ended up permanently parked out on the slopes
because they let the Ego take over at pre-flight! I learned to fly in Arkansas so for me it was a transition, and again when I lived the Pacific Northwest (sometimes busy as I was flying from Paine Field in Everett where my employer at the time flys BIG airliners
to and from).
When the day comes for this test I'll be hoping to see some similar numbers!
😊 Big grins. Squeekers are always good after a challenge flight.
From: main@Q-List.groups.io <main@Q-List.groups.io> on behalf of Jay Scheevel <jay@...>
Sent: Saturday, June 12, 2021 3:29 PM
To: main@Q-List.groups.io <main@Q-List.groups.io>
Subject: [Q-List] Flight report
Took a flight this morning to check out my service ceiling. Sam mentioned that he thought I should do the service ceiling test during his comments at my hangar tour in April. I had filled the O2 bottle anticipating coming to Kevin’s fling in May and I never
made it there, so I had some oxygen to experiment with. Took off with about 15 gallons of fuel and only me on board. The takeoff was at 6100’ DA and it got off smartly in less than 1500’ of runway. I kept climbing steadily between 500 and 300 fpm showing
around 105-110 mph IAS or around 125 TAS. Got up over 15,800 feet pressure altitude, and when it slowed down, I grew bored of climbing at only 100 fpm, so I terminated the experiment. That was about 17,700 Density altitude, so I think I could climb to 18K
pressure altitude on a standard day if I wanted to. At this point I pushed the nose over and got it trimmed up to fly level at a little over 15,800 PA. I was able to indicate 107 mph, which translated to 141 mph TAS and I was burning less than 4 gph! The wind
was from the SW at 29 mph, so if I had turned to the NE and headed over the hills, I would have had minimum 2500’ feet clearance over the highest peaks and done 170 mph ground speed…at 4 gph, that would be very economical. The aircraft handling was solid during
the entire flight. Controls were always agile. Also, the powerplant ran flawlessly all the way up and back down with no hesitations, roughness, heating/cooling problems, etc.
My conclusions: This airplane will do anything that I require it to do in order to fly safely in my high altitude environment, and I am very happy with the performance overall. Also, had a nice landing at the end. Smiley face.
Jay Scheevel, Tri-Q2 N8WQ, 151 hours.