Hi Jon,
 
Yep, it is a pretty cool little bird in can form.  I have a couple of projects as well, but let the building race begin :)
 
Rene

Jay,

Here are my numbers for today 11/4/2009

1. 8000'
2. 1800 RPM 71 MPH
3. 3200 RPM 207 MPH
4. 2000 RPM 69 MPH

Prop is a Sensenich 54 X 72

Paul

Hi Rene,

I spotted that in the last Q-Talk and fell in love. Your note reminded me to get the plans ordered! That said; I have one or two other projects in front of this so you might be me to completion! ;-)

Jon

Hey guys I just bought a set of plans and will be building a new all alluminum Q2 this winter.  See:
http://www.bcair.com/gallery/Gallery21/index.htm
What do you think?  I love the colour scheme.
Rene
Q2 C-GTCA



__________________________________________________________________
Get the name you've always wanted @ymail.com or @rocketmail.com! Go to http://ca.promos.yahoo.com/jacko/

Alias "Captain Nitro"!
Bruce
Please note: message attached

From: Armilite@...
To: rotax@...@yahoogroups.com, Q-Performance@..., Q-LIST@...
Subject: [Q-LIST] (no subject)
Date: Wed, 4 Nov 2009 00:30:58 EST


____________________________________________________________
Lights, Camera, Career?
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Rich,
I was there in '92 with my 503 Quickie. Chris's airplane performed like nothing I'd ever seen. Great fun to watch. On the down side, it was amazingly loud. It never was very reliable. It blew up not too long after this video was taken. That engine is NOT suitable for aircraft use.
Just my 2 cents worth.
Bounds

Leon,
I know one give me a call.
Paul

It's nice to live in a free country, ain't it? You go Boy... and call me
when it's over so I can touch it.

j.

This is 1992 with guy called Chris barber who put a Rotax 583 in a
Quickie(Q1). Does anyone know much about this setup? The 583 is rated at 97hp in
the snowmoible. Anyone have any info on this setup?

Rich
Ames, IA

(http://www.youtube.com/watch?v=5zwH86MsNXw)


_1992 Barber 583 Quickie _ (http://www.youtube.com/watch?v=5zwH86MsNXw)


_http://video.google.com/videosearch?q=583+negine+to+rotax+rotax&oe=utf-8&rl
s=org.mozilla:en-US:official&client=firefox-a&um=1&ie=UTF-8&ei=7g3xSvOkPKrk8
AbskJGJCQ&sa=X&oi=video_result_group&ct=title&resnum=1&ved=0CBIQqwQwAA_
(http://video.google.com/videosearch?q=583+negine+to+rotax+rotax&oe=utf-8&rls=or
g.mozilla:en-US:official&client=firefox-a&um=1&ie=UTF-8&ei=7g3xSvOkPKrk8Absk
JGJCQ&sa=X&oi=video_result_group&ct=title&resnum=1&ved=0CBIQqwQwAA) #

Just thought I'd let those wanting to build Q-1's that as of today I have the CNC cut flat steel parts in my hands. Once I find a good local TIG welder I'll be on the down hill slope for getting the QAC kit supplied parts ready to ship.
=====================
Leon McAtee

I just found it in UK , a flying one
as it will come with rotax 503 mount , is anybody interested to change my engine + mount with an Onan 18hp or Honda 4 strokes with mount?
is it easy t come back to initial plant? (how many hours?)
thanks

Could be your lucky day. I have a SuperQuickie with a 503 Rotax. Air frame
is excellent. Needs a new paint job and some work on the carbs. Will
negotiate a reasonable deal. You can reach me at seabeevet@... if
interested. Dick Jones

Jay here are my numbers


Altitude 8000; altimeter setting 29.93 , 40F.

Level w/o pitch buck - 1600 RPM; 75 MPH IAS

Level at full throttle - 2700 RPM; 150 MPH IAS

Level pitch buck - 1000 RPM; 68MPH IAS

Prop: Ed Sterba 60"x68"




Bob Clark
Tri-Q 0-200
96 Hours
Ankeny Iowa

I agree. I think there are a lot of variables like instrument errors, reflexor setting, engine, prop, etc. Jay's trying to get some data, and I'd like to help him, but I'm not sure how we can eliminate all of the variables...

However, in the interest of science, here's what I got today. Do what you like with it!

Altitude 7670; altimeter setting 30.14, 45F - calculated density altitude - 8009 feet.

Level w/o pitch buck - 1800RPM; 85MPH IAS

Level at full throttle - 2510 RPM; 162MPH IAS

Level pitch buck - 1900 RPM; 78MPH IAS

Prop: Ed Sterba 60"x68"

I hope that helps!

Paul A. Fisher
Q-200, N17PF

From: Q-LIST@... [mailto:Q-LIST@...] On Behalf Of Jim P
Sent: Friday, October 30, 2009 15:24
To: Q-LIST@...
Subject: [Q-LIST] Re: Putting Numbers with my Numbers



Sounds right Paul but with IAS, isn't he relying on instruments that may or may not be calibrated correctly? Doesn't that add more varible? Just thinking out loud...........

JP

--- In Q-LIST@...<mailto:Q-LIST%40yahoogroups.com>, Fisher Paul A. <fisherpaula@...> wrote:

I assume Jay is looking for IAS - read off the airspeed indicator. Not ground speed which is typically read from a GPS receiver. IAS would not be affected by wind, so we shouldn't need to fly a triangle.

At least that's how I interpreted what he was asking for!

- Paul

From: Q-LIST@...<mailto:Q-LIST%40yahoogroups.com> [mailto:Q-LIST@...<mailto:Q-LIST%40yahoogroups.com>] On Behalf Of Jim P
Sent: Friday, October 30, 2009 11:56
To: Q-LIST@...<mailto:Q-LIST%40yahoogroups.com>
Subject: [Q-LIST] Re: Putting Numbers with my Numbers



What about wind direction and velocity? To average a speed wouldn't you need to fly a triangle?

--- In Q-LIST@...<mailto:Q-LIST%40yahoogroups.com><mailto:Q-LIST%40yahoogroups.com>, "Jay Scheevel" <scheevel@> wrote:

OK,

After some thoughtful and reasoned input from a number of people I have come
to the conclusion that I am under selling the significance of the propeller
and other mods to the 0-200 engine (as well as other engines).
__
A simpler and more direct approach is required to try to isolate the effect
of only wing incidence on differently powered Q's. So I am suggesting a
simplified (from pilot perspective) scheme that will allow me to compute
some comparison numbers for each plane measured, regardless of powerplant or
propeller. Let's try this:
___
1. go to whatever altitude is 8000' density altitude on the day you test.
2. Set your throttle to the minimum that allows you to maintain a constant
altitude without pitch-bucking and record the rpm** and the airspeed (IAS).
3. Set your throttle to full power and stay level at 8000' DA. Note the
rpm** and airspeed (IAS).
4. set the throttle to whatever it takes in order to pitch-buck at a
constant altitude and record the rpm** and airspeed (IAS).
** if you have a constant speed prop, like Bruce, instead of recording rpm
settings, record manifold pressure for each of the above.
___
I think that with these measurements in hand, I can make some sense of the
relative performance, relating primarily to the impact of wing incidence.
___
Mitch had asked about what is pitch-buck. That is simply the stall speed for
the canard. Since the main wing does not stall, the canard stalls and
recovers repeatedly when the stick is held back at a low enough airspeed.
This stable maneuver is called the pitch-buck, and is essentially the
minimum airspeed of your Q.
__
One other consideration. I would like to get this all wrapped up before Dec.
4 in order to allow Doug to get it in the last Q-talk. If you can't make
your flight test before that I understand, and append my study whenever I
get your data. but if you can gather the flight test data before then, it
would make for a very complete study. Many thanks.

Cheers,
Jay Scheevel -- Tri-Q, still building and measuring (as annoying as that may
seem)

Hi Norm,

To shorten your landing you need to steepen your final approach
without increasing your airspeed. There are two ways you can do
this: (1) add a belly-board to your plane, or (2) use a sideslip
approach.

HDirks Q2 N32DK

I would be curious how short he thinks is short. Yes airspeed is critical to a short landing. Too slow and there is nothing left to flair with and you'll hammer it in, maybe bust something. For every 5 mph faster than optimum you'll float 1000 feet. My best landing is still about 1600'. A 2200' strip makes me very nervous. 2800' of runway makes me happy.
Mike Q200


HAROLD DIRKS wrote:

Three airplanes took off on Saturday, the mission: Lunch In Venice FL.
The three were a 180 hp Velocity carrying 3 people, a 6 month old Lightning (http://www.flylightning.net/) and the Q200 N3QP.
Our tower at PIE is a training tower and we had a real looser for a controller (sorry). Took 20 minutes to get off the ground so half the flight was waiting to take off, argh. My plan was to go under Tampa Class B and around Sarasota Class C. Over Tampa Bay we were in KSPG's airspace and were told to report a Cessna in sight. He was also from PIE, took off 5-8 minutes before us. We went screaming by like he was standing still! Just to the East of Sarasota we spotted a Hang-glider with a trike+engine so we flew past him and waggled our wings to say hi. The Velocity went down the beach side, the Lightning chose to fly in the Class B with Tampa, so we all took different routes. The active at Venice was 13 and I was 3 miles out when the Velocity called in 5 out, but it was right traffic and he was on the correct side of the airport. I overflew the airport and got in line behind him. On the tarmac there was 4 other of the hang glider trikes. I told them I'd passed one like theirs on the way and they knew who it was and were waiting for him. Some time later the Lightning arrived and the 7 of us had a nice lunch. The wind had shifted a bit and they were now using RWY 22.

In the Q-list files section I stored a .GPX file that Google Earth will open with my flight path (Venice.gpx). After Venice the flight path is is pretty squirrelly as we were joining up with the Lightning to take some air to air pix of him over the beach. The lightning carries 2 and has a 120 HP jaberu (sp). I can now report that a Q200 is about 40 knots faster than a Lightning (don't tell him I said that, might make him cry). So lets see, a 25 year old airplane with 100hp blows by a brand new slick looking 120 hp airplane... It was a real nice day to fly. You guys better keep building!

Mike Q200 N3QP
http://www.warnerair.com/q200/

Hello fellow Q owners. I'm working on a Q2 in Stony Plain, Alberta Canada. Have flown this aircraft but am now modifying control surfaces in hopes of making the Q2 into a short landing aircraft. Working on installing vortex generaors and would like any information anyone could give me regarding this. I read an artcile in Q-Talk which was very informative but was wondering if anyone else had any input as well.



Norm Klassen
Stony Plain, Alberta
Canada
Q2,
norm_love2fly@...



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[Non-text portions of this message have been removed]

Hi Norm,

There are at least 2 ways to use vortex generators on airplanes. Bush
planes use them to delay the stall and place them at about 15% chord. Q's and
Dragonflies use them to prevent formation of a separation bubble on the
recovery section of the laminar flow GU airfoil.

Short landing aircraft usually have low wing loadings high power loadings
and huge flaps. The Q-2 has none of these attributes but is a good gas
sipping 2 place travel machine for 2 small people at low altitude and likes a
long runway.

You might have the mission and the airplane mixed up.

My opinion only,

One Sky Dog
Ogden Utah

North Las Vegas Airport again. They keep building houses and businesses right on the airport boundary. Several guys from my area won't fly into that airport. Mac: "I believe in Murphy -- North Las Vegas is not safe. What do you do when your engine quits?" (Mac is a retired Navy pilot and our EAA chapter safety chairman)

Mike Perry

Sam Hoskins wrote: