Date   

Re: Paul Fisher Flight East

Sam Hoskins
 

Jim, please put up the link.
Sam


On Sun, Aug 29, 2010 at 3:47 PM, Jim P <logistics_engineering@msn.com>wrote:




They have now circumnavigated the Salt Lake B space and are near Ogdon,Ut.
doing 204 MPH @ 10K. They are now heading into some big hills!!!

--- In Q-LIST@yahoogroups.com <Q-LIST%40yahoogroups.com>, "Jim P"
<logistics_engineering@...> wrote:


I've been tracking Paul and Kevin as they head east. They are currently
at 10,000' turning north at the edge of the Salt Lake B space doing 190 MPH.
Earlier they were headed for Tahoe and looked like they possibly ran into
some weather. After some manuvering, they changed course to take them over
South Lake Tahoe and then to Carson City, Nv.

Regards,

Jim Patillo
N46JP Q200


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


Re: Paul Fisher Flight East

Jim Patillo
 

They have now circumnavigated the Salt Lake B space and are near Ogdon,Ut. doing 204 MPH @ 10K. They are now heading into some big hills!!!

--- In Q-LIST@yahoogroups.com, "Jim P" <logistics_engineering@...> wrote:


I've been tracking Paul and Kevin as they head east. They are currently at 10,000' turning north at the edge of the Salt Lake B space doing 190 MPH. Earlier they were headed for Tahoe and looked like they possibly ran into some weather. After some manuvering, they changed course to take them over South Lake Tahoe and then to Carson City, Nv.

Regards,

Jim Patillo
N46JP Q200


Paul Fisher Flight East

Jim Patillo
 

I've been tracking Paul and Kevin as they head east. They are currently at 10,000' turning north at the edge of the Salt Lake B space doing 190 MPH. Earlier they were headed for Tahoe and looked like they possibly ran into some weather. After some manuvering, they changed course to take them over South Lake Tahoe and then to Carson City, Nv.

Regards,

Jim Patillo
N46JP Q200


Re: Q-1 Gross Weight Differences

Vickyk2@...
 

Hey Charles

PS: If you are truly holding the plans and scratching your head; chang the fuse foam to PVC like the Long EZ.

Better material (could be a little heaver) ... does not delam with point loads. It lways bothered me when people would say "... yea, it has a few spongy places on it, but who'sdoesn't! ... If Burt Rutan changed material for the Long-EZ fuse
(and u know he designed the Q-1 and the VariEZ ) I would ask my self why.

check for "openEZ" plans on the Webb as a guide.

Geno

PPS: you can trust Jon ... and ask him about the B-17 in his life experience. : Geno

-----Original Message-----
From: Isaksson Roger <scratchdeeper@yahoo.com>
To: Q-LIST@yahoogroups.com
Sent: Mon, Aug 23, 2010 7:19 am
Subject: Re: [Q-LIST] Q-1 Gross Weight Differences




Hi Charles,

You are seing a phenomenon that is all so common, even in production aircrafts.

The proptotypes, that was supposedly built per plans and was the airplanes to
measure against, during the Q and Vari, Long Eze craze in the late 70's early
80's .... well I am not aware of ONE aircraft that was built by the public, that
actually manage to get equal to, or under that weight.(correct me if I am wrong)
some were close though, but in general they were all heavier.

Now, for example, the Long Eze , that was originally designed around the
Lycoming O235, some still fly with it, but a very big number today have swapped
to the O-320 in them now, some even have bigger engines. (One has a Ford V8)
That whole fleet is, as a generality, flying overweight now.

The lytmus test is, are all those Q's, and Ezes, or any other of the plastic
monsters created with the same construction concept falling out of the sky
because of the weight?

No, very little in terms of structural failures have been seen, if it has
happened, it is almost always because of a deviation from the plans or the
aircraft was used in such a way it was not originally designed for. Aerobatics,
or "Hot Rod" flying to show off.

This did not happened so much in the Q fiels, but in the Eze field there was an
alarming trend for a while, so much that Burt Rutan specifically warned the
flying community in his newsletter. An an unpropotional big number of fatalities
happened when someone wanted to buzz a friends house, and hit a tree or
something similar.

As for it's inteded use, these birds seems to stay in one piece, despite the
enormous variety of weight and power that we all Einsteins are hanging on to
them.

As for the Q.1, the weight issue might be a challenge, because the original
engine was roughly 80 pounds ready to go, but you got your enemic 18 hp, well
actually 22.5 was the claimed power, after the "upgrade", that consisted of far
too much shaved heads on the Onan engine.

As far as a lot of power goes, , the Q1, seems to respond very well, it also
seem to respond well to a lot of different size engines, in different weight
classes.

To my knowledge there is such a wide variety of engines have been used in the
Q`1., right of my mind I can think of a half VW, a full VW, GPU units ( AO-84) ,
Different Rotax two strokes, I know the list can be made much longer, but it
just shows that the aircraft is more flexible in both weight and power
acceptance within the original design , probably unbeknowst to the designer at
the time, but real life tests with many builders have all come up with such a
variety of weight and power that have been flown successfully with these
aircraft that in my mind the issue perhaps not unimportant, but not of a
dramatic caracter either.

This of course has to be within reason, ( don't go with a Detroit truck engine
in your Q) , whatever engine you are contemplating, the aircraft still have to
balance out of course.

Modern industrial engines, have developed into mainly all aluminum, top valve, ,
usualy a V-twin configuration, and have the working torque and power band pretty
much where you want it, and still be able to do direct drive.

The longest logged hours is the Onan engine, and I must say, it was, even if it
was marginal engine with it's power, a very solid piece of machinery, it's a
tank. Sidevalve, very safe.

A suggestion here, there is a bigger Onan engine, it's a bit rare, it's a 60 Cu
inc Onan, that in standard format gives 24 hp, everything is the same, except a
touch wider and bigger cylinders. ( The "standard " Q1 Onan 20 hp base engine is
48 Cu inch)

You could probably hop that one up to about 27-28 hp, reliably, plus you can
build pretty much per plans. the weight difference would be minimal.

The hard part is getting hold of one, Onan does not make them anymore , but I
heard that they are still made Canada under another name.

Whatever you choose, be very hesitant to choose a two stroke, you will get a
rocket, but quite a few reports have claimed that they better have the airport
within gliding distance if they use it.

Also a very interesting engine, (that has been successfully flown in other
aircrafts other than the Q) is the B&S V-twin 23 hp industrial engine, very
lightweight, in stripped down fashion it probably matches or beats Onans weight,
and it has been in production for a very long time, and fairly cheap too, (
check out Small Engine Warehouse, and get a "take off" brand new engine for very
cheap, go with as big diameter shaft as you can) , same thing there, you can
probably hop it up to 25-26 hp reliably.

Me myself I am going with a Diesel engine, a V-twin 25 hp , that just was
delivered to my doorstep.

So you see Charles, there are always ways to accomplish the bird your way.

Good luck to you and welcome to the forum.

Roger



________________________________
From: charles <charles54456@yahoo.com>
To: Q-LIST@yahoogroups.com
Sent: Sun, August 22, 2010 9:08:50 PM
Subject: [Q-LIST] Q-1 Gross Weight Differences


Hello all,
I am still waiting for my approval to join the Q-1 Yahoo Group so I will post my
questions here.
I am curious as to the 2 different gross weights I have seen for the Q-1
aircraft. I have seen the gross weight listed as 480 lbs in the plans and on
different sites (Quickheads) as 520 lbs. What changes were made to structures to
accomadate a 40 lbs increase in the overall gross. Also after reviewing many
posts on Q-1's It seems that there are very many being flown or just
built/dreamed with very high HP/weight engines, The plane was designed for an
18HP engine and I understand that this was probably underpowered but to use 60hp
at a gain of 20 to 60 lbs of engine weight would mean that the plane could only
carry a pilot weighing 120 lbs. I am a big guy of about 215 lbs and I am
wondering if I will be able to fly in this little ship. Is there any way to
strengthen the structure to increase gross? I am not one of those people who
want a 60 hp Q-1, I believe that 30 hp would make a great improvement yet where
do we draw the line. How can you get away with adding 40 hp to a design without
going over intended design limits. I understand the nature of Experimental
aircraft is to be able to make different design decisions but why is it that
everyone wants to make an F-16 out of a plane designed for 18-22 HP?


Re: Gross weight questions clarifications

Vickyk2@...
 

Charles

I was glad to see you clarify your educational background. (I'm an Auburn (AL) University boy me self ... and studied EE-digital -Microprocessors Power and some Aeronautical ... mostly airfoil design and structural) and I'm old at 61.

If you have bought all the back issues ... the oldest ones are fm Jim (wire brush) Masal; and are pretty good.

Later fm Tom Moore
Dave Richardson (dead of heart failure at 40ish) produced the best ones
and Doug Humble - mostly a lot of talk and some pics - tec_value I would classify as poor

Any Way... if ya got um ... Look for two articles from Tom Solan. Tom is a very conservative builder and pilot (United)
who like reliability ... to a fault. Like I said VERY conservative. I got to know him well, while he was living in a sub-burb of Atlanta (I'm outside Birmingham and use KASN Talladega airport as home base ... 6000' x 100' in pasture land and only busy two weekends a year ... on which days I stay away fm th crazy crowds!) I ended up buying his Mosler instillation complete fm the firewall forward; Kevlar cowl, Mosler (w 92mm pistons ... did I say he was conservative?),
mount, catch can and all. Even included some cool AL plenums.

See pics of Toms's Q on great plains VW engine web site

First, on his Global, them Mosler instillation.
Second, I encouraged him to do an article on his full VW.

Both of his insulations were well though out and successful.

He loved the Mosler, and was so conservative, he wouldn't even install a "mixture control" for fear of a fuel. (the mixture control just twisted the main jet which had a felt packing washer as a seal ). Since he never flew much over 3000 MSL, power loss didnt bother him. IT would climb better than the onan and cruse at appx 110mph at 3150rpm. I once asked him why he never tried to fly the engine at red line. "because it is glass smooth at 3150". Tom went to a lot of trouble getting a crank balanced to get that smoothness (I think Scott Castler can do as well as the Japanese Motorcycle drag racer who balanced toms crank to less than one gram dynamic ... and yes, harmonics do exist no the normal multiples) So why the change to a full VW (I think 1600)? Tom was moving to ID with a field elevation of 2200 feet. Not so good if you would not adjust the fuel mixture. On a 60F day with the VW the Q-1 would climb at 1400fpm and was propped to not exceed 150mph ... which it would EZly do. Also the tail spring improvmet solved his ground handling problems ... not bad, but vague between 40mph and 50 ... he already had mains set up at Zero Zero... but read the complete article. He added a center keel an extra stringer to the tail (for bending) as well as a very nice compartment for balance weight (also added to the tail wheel pant)



Pay attention to Terry Crouch he knows a lot

As Jon F said, most Q and especially Q-1 builder/ buyers are either dirt poor or cheapskates, so their edu/tech background is not on a par with the EZ (CSA) drivers.

I dont like to type; and seldom spend this much time doing it, but you seemed to be worth it.

Also, I usually dont monitor this group, mail_list very closely.
They are a very good and honest group ... just not as technically savy as the canardaviators and the CSA (Central states assoc) who puts out a great,30 pg news letter quarterly. http://www.EZ.org has a link.

Like I said before, Masal did a pretty good job with his newsletter; Tom Moore followed with a better one. Ricardsons was excellent! The CSA is the benchmark. best CSA fly in is Rough River KY (a state park with airport) in fall ... Terry crouch will be there with his Reserve Grand Champion (94 r 95) Q-1 onan ... 700+ hrs. ... and one set of cracked 20hp heads (use 20hp heads ... the 22's bend your valves and over heat your onan! ask keith Welsh)

there was another (3rd?) full VW. it was converted by a guy known as Ryan Ryan (no one knows why about the name) which he has sold as salvage. I saw it at it home base at Brown Field in 2004. ... well ... he was/is not a Tech guy ... or craftsman.

This is my wife's e-mail address

so good luch to ya ... hope this helps

All The Best

Gene
GeneKnapp2@aol.com
Birmingham, AL
... and no, I havent built my "Super" Quickie (Q-1) yet

-----Original Message-----
From: charles <charles54456@yahoo.com>
To: Q-LIST@yahoogroups.com
Sent: Mon, Aug 23, 2010 5:32 pm
Subject: [Q-LIST] Gross weight questions clarifications




I do appologise if I offended anyone.
I have built a FAR 103 compliant Heath parasol replica and I have flown over 80 hours on it using a Kawasaki 340 engine. When I was first looking at different designs I looked at the specs, plans, builders data, etc. and decided how I wanted to proceed. There are many ultralight designs out there that say thay can be built under 254lbs but not many can.
Also there are many who dont care and thumb thier noses at the FAA and fly overweight ones which give the true part 103'ers a bad rap. I have spent much time on various internet groups answering questions such as; (about a FAR part 103 design) can I put a full vw on it to increase the speed to around 100 kts? or can I cover the spruce truss construction with aluminum so it will be stronger because I dont think airplanes built out of wood are strong enough. I certainly did not know that you personally had put a full VW on your plane. and I am not targeting anyone or trying to piss anyone off. I am just saying that I am not an aeronautical engineer ( I am a mechanical Engineer)and do not understand how this will affect things that I as a pilot consider pretty much set in stone.
As for my full name and what stage of construction I am in:
Charles Webb Meeks
Neillsville, WI
Texas A + M Graduate Class of 2000 BSME
Holding plans and scratching my head







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


Re: Solution or source for a Tachometer cap for O-200 engine

L.J. French <LJFrench@...>
 

Somebody else posted that same question a few years back so I will give you
the same cheesy answer that I gave them at that time - pop bottle cap.
Yep - I found a pop bottle cap laying in the trash at the hanger so I shoved
it on there and it remains today.

LJ French

-----Original Message-----
From: Q-LIST@yahoogroups.com [mailto:Q-LIST@yahoogroups.com] On Behalf Of
sdhall
Sent: Friday, August 27, 2010 8:48 AM
To: Q-LIST@yahoogroups.com
Subject: [Q-LIST] Solution or source for a Tachometer cap for O-200 engine

Hello:
Since I will be getting my RPM gage output from the magnetos, I need to
close off the tachometer cable opening in the back of my Continental O-200
engine. Do you know of a solution or source to get a cap to close off the
tachometer cable opening?
thanks
Sanjay









------------------------------------

Quickie Builders Association WEB site
http://www.quickiebuilders.org

Yahoo! Groups Links


Re: Solution or source for a Tachometer cap for O-200 engine

Steve <sham@...>
 

Aircraft spruce?

----- Original Message -----
From: sdhall
To: Q-LIST@yahoogroups.com
Sent: Friday, August 27, 2010 5:50 PM
Subject: RE: [Q-LIST] Solution or source for a Tachometer cap for O-200 engine



Mike, Erni, Bob:
Thanks. Thats one less thing to worry about.
Sanjay

_____

From: Q-LIST@yahoogroups.com [mailto:Q-LIST@yahoogroups.com] On Behalf Of
robert clark
Sent: Friday, August 27, 2010 4:50 PM
To: Q-LIST@yahoogroups.com
Subject: Re: [Q-LIST] Solution or source for a Tachometer cap for O-200
engine

No cap here.
Bob Clark

--- On Fri, 8/27/10, MartinErni@aol.com <mailto:MartinErni%40aol.com>
<MartinErni@aol.com <mailto:MartinErni%40aol.com> > wrote:

From: MartinErni@aol.com <mailto:MartinErni%40aol.com> <MartinErni@aol.com
<mailto:MartinErni%40aol.com> >
Subject: Re: [Q-LIST] Solution or source for a Tachometer cap for O-200
engine
To: Q-LIST@yahoogroups.com <mailto:Q-LIST%40yahoogroups.com>
Date: Friday, August 27, 2010, 3:35 PM

no cap here either.

Earnest

In a message dated 8/27/2010 3:32:48 P.M. Eastern Daylight Time,

mdwyer@tampabay.rr.com <mailto:mdwyer%40tampabay.rr.com> writes:

Nope, but mine has been open for 25 years with no problem. There is an

oil seal in there that effectively stops any oil from coming out.

Mike Q200

sdhall wrote:

> Hello:

> Since I will be getting my RPM gage output from the magnetos, I need to

> close off the tachometer cable opening in the back of my Continental

O-200

> engine. Do you know of a solution or source to get a cap to close off the

> tachometer cable opening?

> thanks

> Sanjay

>

>

>


Re: Solution or source for a Tachometer cap for O-200 engine

sdhall <sdhall@...>
 

Mike, Erni, Bob:
Thanks. Thats one less thing to worry about.
Sanjay

_____

From: Q-LIST@yahoogroups.com [mailto:Q-LIST@yahoogroups.com] On Behalf Of
robert clark
Sent: Friday, August 27, 2010 4:50 PM
To: Q-LIST@yahoogroups.com
Subject: Re: [Q-LIST] Solution or source for a Tachometer cap for O-200
engine




No cap here.
Bob Clark

--- On Fri, 8/27/10, MartinErni@aol.com <mailto:MartinErni%40aol.com>
<MartinErni@aol.com <mailto:MartinErni%40aol.com> > wrote:

From: MartinErni@aol.com <mailto:MartinErni%40aol.com> <MartinErni@aol.com
<mailto:MartinErni%40aol.com> >
Subject: Re: [Q-LIST] Solution or source for a Tachometer cap for O-200
engine
To: Q-LIST@yahoogroups.com <mailto:Q-LIST%40yahoogroups.com>
Date: Friday, August 27, 2010, 3:35 PM



no cap here either.

Earnest

In a message dated 8/27/2010 3:32:48 P.M. Eastern Daylight Time,

mdwyer@tampabay.rr.com <mailto:mdwyer%40tampabay.rr.com> writes:

Nope, but mine has been open for 25 years with no problem. There is an

oil seal in there that effectively stops any oil from coming out.

Mike Q200

sdhall wrote:

Hello:
Since I will be getting my RPM gage output from the magnetos, I need to
close off the tachometer cable opening in the back of my Continental
O-200

engine. Do you know of a solution or source to get a cap to close off the
tachometer cable opening?
thanks
Sanjay


Re: Solution or source for a Tachometer cap for O-200 engine

kr2flyer1986
 

No cap here.
Bob Clark

--- On Fri, 8/27/10, MartinErni@aol.com <MartinErni@aol.com> wrote:

From: MartinErni@aol.com <MartinErni@aol.com>
Subject: Re: [Q-LIST] Solution or source for a Tachometer cap for O-200 engine
To: Q-LIST@yahoogroups.com
Date: Friday, August 27, 2010, 3:35 PM







 









no cap here either.

Earnest





In a message dated 8/27/2010 3:32:48 P.M. Eastern Daylight Time,

mdwyer@tampabay.rr.com writes:



Nope, but mine has been open for 25 years with no problem. There is an

oil seal in there that effectively stops any oil from coming out.

Mike Q200



sdhall wrote:

Hello:
Since I will be getting my RPM gage output from the magnetos, I need to
close off the tachometer cable opening in the back of my Continental
O-200

engine. Do you know of a solution or source to get a cap to close off the
tachometer cable opening?
thanks
Sanjay


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


Re: Solution or source for a Tachometer cap for O-200 engine

Mike Dwyer <mdwyer@...>
 

Nope, but mine has been open for 25 years with no problem. There is an oil seal in there that effectively stops any oil from coming out.
Mike Q200

sdhall wrote:

Hello:
Since I will be getting my RPM gage output from the magnetos, I need to
close off the tachometer cable opening in the back of my Continental O-200
engine. Do you know of a solution or source to get a cap to close off the
tachometer cable opening? thanks
Sanjay


Bruce, Kevin, and Paul on their way....

Jon Finley <jon@...>
 

All,

I managed to form up with Bruce, Kevin, and Paul near Albuquerque as they crossed New Mexico on their way to Livermore. SWEET!!! Not of us were sure what the odds of that happening successfully but it did!

They are making good time and everything running well.

I had only my crummy phone camera but did snap a couple photos. None of them came out showing much.... Sorry.

According to Paul's APRS, they are about to land in Winslow, AZ.

Jon Finley
N314JF - Q2 - Subaru EJ-22
[http://www.finleyweb.net/Q2Subaru.aspx] http://www.finleyweb.net/Q2Subaru.aspx


Re: Solution or source for a Tachometer cap for O-200 engine

MartinErni@...
 

no cap here either.
Earnest

In a message dated 8/27/2010 3:32:48 P.M. Eastern Daylight Time,
mdwyer@tampabay.rr.com writes:




Nope, but mine has been open for 25 years with no problem. There is an
oil seal in there that effectively stops any oil from coming out.
Mike Q200

sdhall wrote:
Hello:
Since I will be getting my RPM gage output from the magnetos, I need to
close off the tachometer cable opening in the back of my Continental
O-200
engine. Do you know of a solution or source to get a cap to close off the
tachometer cable opening?
thanks
Sanjay



Solution or source for a Tachometer cap for O-200 engine

sdhall <sdhall@...>
 

Hello:
Since I will be getting my RPM gage output from the magnetos, I need to
close off the tachometer cable opening in the back of my Continental O-200
engine. Do you know of a solution or source to get a cap to close off the
tachometer cable opening?
thanks
Sanjay


Re: Livermore this weekend?

Terry Adams
 

Had a wonderful time at last years gathering, very educational. Wish I could attend again this year, but have a wedding to attend in Portland.

Terry Adams
N51079 Thorp T18C
Stockton


Re: Flight Report 8-21-10

Doug Tenney
 

Mike,

Thanks for the update! I truly enjoy reading them, helps for the motivation...

DUG
(Doug Tenney)
Boise, ID
N56DW




________________________________
From: Mike Dwyer <mdwyer@tampabay.rr.com>
To: "Q-LIST@yahoogroups.com" <Q-LIST@yahoogroups.com>
Sent: Wed, August 25, 2010 3:37:27 PM
Subject: [Q-LIST] Flight Report 8-21-10

Flight Report

8-21-10 KPIE to KEYW (Key West). Filed a DVFR flight plan and got a 1211
squawk code from FSS for the flight. Safety equipment: a SPOT locator
beaconing our position on the internet, the 1211 code being read by all
the ATC radars, and each of us wearing a yellow inflating life jacket.
We took off in a rain shower, light sprinkle, down past KSPG and across
Tampa Bay heading for Naples. The rain stopped about 10 minutes out and
it was clear sailing at 7500’. Called FSS to open our flight plan. 45
minutes later at Naples we turned due South for the next 45 min over
water flight. 50 miles out we see the Keys, wow most excellent
visibility today. Typical is 10 miles in haze, prior to the Dynon I’ve
turned back when the sky and air were the same Grey color, no horizon at
all! Key West Approach saw us squawking the weird code and seemed to
know who we were as we approached Key West. Tower had me do a 2 mile
left base for 9 so we flew right over old town on our way in. Squeaker
landing and as we taxied in but had to pass several of the ramp turn ins
as they were flooded.

The tower asked on the radio “What kind of plane is that?” So I told
them. A FBO water vacuum truck was trying to suck up the excess water.
Seems the night before our arrival they had a huge downpour that knocked
out the power for 4 hours! I heard it was pandemonium in the bars that
night. We were early for the Bus so as we walked to the bus stop we came
upon the control tower… hey let’s go up and say hi. I buzzed and
introduced myself as the Quickie pilot. They said come on up! Turns out
the 2 guys up there had already looked up the Q on the internet. They
told me that when I was on short final one of the controls had the
binoculars on me and was asking “What the hell is that!” The handed the
binocs to the other controller and he repeated the question. I was
laughing and gave them both a little business card picture of the Q that
I carry. After a short visit with our new friends we headed down to the
bus. Cabs are $18, the bus is $4, you do the math.

Got off the bus a couple of blocks from Duval St and near our hotel.
Dumped the roll bags and headed to the snorkel boats. Got our tickets
for the 1pm boat and grabbed a Cuban sandwich for lunch. The snorkeling
was pretty good, maybe 50’ visibility. Found one barracuda maybe 4’ long
and a bunch of colorful parrot fish. A couple of schools of blue Tang
swam by, maybe a few hundred of them. The coral is still plentiful
although not too many varieties. Times up, back to the boat for the ride
home. A spotty shower came up so we hung out below decks for most of the
ride back. Nearing Key West the rain quit and we headed up to the bow to
dry off in the breeze. The crew was pouring beer on the way back and
everyone was getting pretty happy. They even brought pitchers up to the
bow and forced me to drink it. I forget how we got there but one of the
crew was also a pilot and we were talking airplanes for a bit.

Back on land we watched the Sunset with the rest of the tourists’ at
Mallory Square. For years people gathered there at sunset with jugglers,
street performers, all kind of crazy. This time we watched an escape
artist get out of a straight jacket, better him than me, that’s for
sure! The sunset was very good as the sky had plenty of moisture in it.

The next morning we awoke to a kind of Grey sky. Pulling up the
Blackberry tiny weather images showed a lot of rain around, mostly over
the Gulf of Mexico. Looked like we may want to push up our departure
time. There isn’t much to do in the Keys in the morning anyway. We had a
nice breakfast at the hotel and packed our bags. The Keys have this nice
web site for the bus that you can pull up on the Blackberry. It tells
you exactly when the bus will be there. We got back to the airport and
checked over the Q, amended our flight plan, got a 1230 squawk. You
can’t put on a life jacket when your in the Q so we do it on the ground.
I had one on my wife when a jet pilot walked buy and says “Doesn’t show
a lot of confidence in the pilot!” I took it as a compliment on my
safety procedures.

I called my new buddies in the tower for a NE departure. They
recommended an Easterly departure for storms and offered to get me a
clearance thru Key West Navy. This would be my first time through that
airspace as they typically make you go around it so I say yes to the E
departure. As we climbed through the Navy airspace it looked pretty good
to the North so I decided to fly around the restricted balloon airspace
and turn North. As we flew along we could see a rain shower to our left
but no big deal. We climbed to 8500’, another 45 min over water. About
30 miles from Marco Island we spot land again. There are some big storms
there also, maybe we can get over or around them them? The radar showed
very little over the everglades so I headed inland. After flying around
a few big clouds and not seeing a good path in the direction that I
wanted to go I decided to try down low instead. I descended to 1200’ and
just West of Ft Myers came upon a wall of showers stretching pretty far.
Maybe I could fly around it but I’d be way off course. One area looked
like a shower curtain. Obviously raining hard but you could see through
it, looked pretty thin. So we bugged thru it, about 30 seconds of hard
rain and we popped out the other side into a blue sky, absolutely
beautiful day. I’ve never seen such a transaction. The rest of the
flight was uneventful. We pulled in with 2 hours on the clock, 30
minutes later than we should have. So the total flight time this weekend
was 3.5 hours and I had an hour of fuel left. Not bad. The Q climb rate,
speed, and range make a trip like this feasible. Get er done!

Mike Q200 N3QP



------------------------------------

Quickie Builders Association WEB site
http://www.quickiebuilders.org

Yahoo! Groups Links


Re: Q-talk Index. . .

Jerry Marstall <jnmarstall@...>
 

Dan, thanks for all of the hard work you have done and are doing for
us Q folks. We greatly appreciate it. Enjoy Livermore!
Jerry

On 8/26/2010 12:26 AM, quickheads2 wrote:

Hey All,
Before I head off to Livermore this weekend, I'm trying to finish up
some work on the site and upcoming newsletter. I reached a major
milestone a couple of minutes ago when I completed posting all of Doug
Humble's Q-tqlk newsletters in the online archive.

QBA members will have instant access to these fully searchable files
once they log-in by clicking this link:

http://www.quickheads.com/q-talk-index/

All of Dave and Susie Richardson's issues are also located in the
archive, meaning that we now have nearly a decade of Q-talks to find
answers in right "Quick." (Pun intended.)

This includes issues 85 through my most recent issue 141. Issue 142
will be e-mailed out shortly after I return from the west coast.

Of course, if you're not currently a QBA member, you can join by
clicking here:

http://www.quickheads.com/join-QBA.html

But, enough with the shameless plugs. Again I look forward to meeting
many of you in Livermore!

Cheers,
Dan Yager
QBA Editor
www.quickheads.com


Q-talk Index. . .

quickheads2 <groups@...>
 

Hey All,
Before I head off to Livermore this weekend, I'm trying to finish up some work on the site and upcoming newsletter. I reached a major milestone a couple of minutes ago when I completed posting all of Doug Humble's Q-tqlk newsletters in the online archive.

QBA members will have instant access to these fully searchable files once they log-in by clicking this link:

http://www.quickheads.com/q-talk-index/

All of Dave and Susie Richardson's issues are also located in the archive, meaning that we now have nearly a decade of Q-talks to find answers in right "Quick." (Pun intended.)

This includes issues 85 through my most recent issue 141. Issue 142 will be e-mailed out shortly after I return from the west coast.

Of course, if you're not currently a QBA member, you can join by clicking here:

http://www.quickheads.com/join-QBA.html

But, enough with the shameless plugs. Again I look forward to meeting many of you in Livermore!

Cheers,
Dan Yager
QBA Editor
www.quickheads.com


Re: Flight Report 8-21-10

Bruce Crain
 

I can call in sick for ya Sammy!
Bruce

---------- Original Message ----------
From: Sam Hoskins <sam.hoskins@gmail.com>
To: Q-LIST <Q-LIST@yahoogroups.com>
Subject: Re: [Q-LIST] Flight Report 8-21-10
Date: Wed, 25 Aug 2010 20:28:17 -0500

LVK to the left of me and Mike partying in the tropics to the right of me -
and I'm stuck at work, of all places.

Sam



____________________________________________________________
1 Tip for Losing Weight
Cut down 2 lbs per week by using this 1 weird old tip
http://thirdpartyoffers.juno.com/TGL3131/4c75d25eb818b8742a9st03vuc


Re: Flight Report 8-21-10

Sam Hoskins
 

LVK to the left of me and Mike partying in the tropics to the right of me -
and I'm stuck at work, of all places.

Sam

On Wed, Aug 25, 2010 at 7:43 PM, Rick Hole <r.hole@ieee.org> wrote:



Fantastic report Mike. I look forward to your adventures!
Rick Hole


-----Original Message-----
From: Q-LIST@yahoogroups.com <Q-LIST%40yahoogroups.com> [mailto:
Q-LIST@yahoogroups.com <Q-LIST%40yahoogroups.com>] On Behalf Of
Mike Dwyer
Sent: Wednesday, August 25, 2010 5:37 PM
To: Q-LIST@yahoogroups.com <Q-LIST%40yahoogroups.com>
Subject: [Q-LIST] Flight Report 8-21-10

Flight Report

8-21-10 KPIE to KEYW (Key West). Filed a DVFR flight plan and got a 1211
squawk code from FSS for the flight. Safety equipment: a SPOT locator
beaconing our position on the internet, the 1211 code being read by all
the ATC radars, and each of us wearing a yellow inflating life jacket.
We took off in a rain shower, light sprinkle, down past KSPG and across
Tampa Bay heading for Naples. The rain stopped about 10 minutes out and
it was clear sailing at 7500'. Called FSS to open our flight plan. 45
minutes later at Naples we turned due South for the next 45 min over
water flight. 50 miles out we see the Keys, wow most excellent
visibility today. Typical is 10 miles in haze, prior to the Dynon I've
turned back when the sky and air were the same Grey color, no horizon at
all! Key West Approach saw us squawking the weird code and seemed to
know who we were as we approached Key West. Tower had me do a 2 mile
left base for 9 so we flew right over old town on our way in. Squeaker
landing and as we taxied in but had to pass several of the ramp turn ins
as they were flooded.

The tower asked on the radio "What kind of plane is that?" So I told
them. A FBO water vacuum truck was trying to suck up the excess water.
Seems the night before our arrival they had a huge downpour that knocked
out the power for 4 hours! I heard it was pandemonium in the bars that
night. We were early for the Bus so as we walked to the bus stop we came
upon the control tower. hey let's go up and say hi. I buzzed and
introduced myself as the Quickie pilot. They said come on up! Turns out
the 2 guys up there had already looked up the Q on the internet. They
told me that when I was on short final one of the controls had the
binoculars on me and was asking "What the hell is that!" The handed the
binocs to the other controller and he repeated the question. I was
laughing and gave them both a little business card picture of the Q that
I carry. After a short visit with our new friends we headed down to the
bus. Cabs are $18, the bus is $4, you do the math.

Got off the bus a couple of blocks from Duval St and near our hotel.
Dumped the roll bags and headed to the snorkel boats. Got our tickets
for the 1pm boat and grabbed a Cuban sandwich for lunch. The snorkeling
was pretty good, maybe 50' visibility. Found one barracuda maybe 4' long
and a bunch of colorful parrot fish. A couple of schools of blue Tang
swam by, maybe a few hundred of them. The coral is still plentiful
although not too many varieties. Times up, back to the boat for the ride
home. A spotty shower came up so we hung out below decks for most of the
ride back. Nearing Key West the rain quit and we headed up to the bow to
dry off in the breeze. The crew was pouring beer on the way back and
everyone was getting pretty happy. They even brought pitchers up to the
bow and forced me to drink it. I forget how we got there but one of the
crew was also a pilot and we were talking airplanes for a bit.

Back on land we watched the Sunset with the rest of the tourists' at
Mallory Square. For years people gathered there at sunset with jugglers,
street performers, all kind of crazy. This time we watched an escape
artist get out of a straight jacket, better him than me, that's for
sure! The sunset was very good as the sky had plenty of moisture in it.

The next morning we awoke to a kind of Grey sky. Pulling up the
Blackberry tiny weather images showed a lot of rain around, mostly over
the Gulf of Mexico. Looked like we may want to push up our departure
time. There isn't much to do in the Keys in the morning anyway. We had a
nice breakfast at the hotel and packed our bags. The Keys have this nice
web site for the bus that you can pull up on the Blackberry. It tells
you exactly when the bus will be there. We got back to the airport and
checked over the Q, amended our flight plan, got a 1230 squawk. You
can't put on a life jacket when your in the Q so we do it on the ground.
I had one on my wife when a jet pilot walked buy and says "Doesn't show
a lot of confidence in the pilot!" I took it as a compliment on my
safety procedures.

I called my new buddies in the tower for a NE departure. They
recommended an Easterly departure for storms and offered to get me a
clearance thru Key West Navy. This would be my first time through that
airspace as they typically make you go around it so I say yes to the E
departure. As we climbed through the Navy airspace it looked pretty good
to the North so I decided to fly around the restricted balloon airspace
and turn North. As we flew along we could see a rain shower to our left
but no big deal. We climbed to 8500', another 45 min over water. About
30 miles from Marco Island we spot land again. There are some big storms
there also, maybe we can get over or around them them? The radar showed
very little over the everglades so I headed inland. After flying around
a few big clouds and not seeing a good path in the direction that I
wanted to go I decided to try down low instead. I descended to 1200' and
just West of Ft Myers came upon a wall of showers stretching pretty far.
Maybe I could fly around it but I'd be way off course. One area looked
like a shower curtain. Obviously raining hard but you could see through
it, looked pretty thin. So we bugged thru it, about 30 seconds of hard
rain and we popped out the other side into a blue sky, absolutely
beautiful day. I've never seen such a transaction. The rest of the
flight was uneventful. We pulled in with 2 hours on the clock, 30
minutes later than we should have. So the total flight time this weekend
was 3.5 hours and I had an hour of fuel left. Not bad. The Q climb rate,
speed, and range make a trip like this feasible. Get er done!

Mike Q200 N3QP



Re: Flight Report 8-21-10

Rick Hole
 

Fantastic report Mike. I look forward to your adventures!
Rick Hole

-----Original Message-----
From: Q-LIST@yahoogroups.com [mailto:Q-LIST@yahoogroups.com] On Behalf Of
Mike Dwyer
Sent: Wednesday, August 25, 2010 5:37 PM
To: Q-LIST@yahoogroups.com
Subject: [Q-LIST] Flight Report 8-21-10

Flight Report

8-21-10 KPIE to KEYW (Key West). Filed a DVFR flight plan and got a 1211
squawk code from FSS for the flight. Safety equipment: a SPOT locator
beaconing our position on the internet, the 1211 code being read by all
the ATC radars, and each of us wearing a yellow inflating life jacket.
We took off in a rain shower, light sprinkle, down past KSPG and across
Tampa Bay heading for Naples. The rain stopped about 10 minutes out and
it was clear sailing at 7500'. Called FSS to open our flight plan. 45
minutes later at Naples we turned due South for the next 45 min over
water flight. 50 miles out we see the Keys, wow most excellent
visibility today. Typical is 10 miles in haze, prior to the Dynon I've
turned back when the sky and air were the same Grey color, no horizon at
all! Key West Approach saw us squawking the weird code and seemed to
know who we were as we approached Key West. Tower had me do a 2 mile
left base for 9 so we flew right over old town on our way in. Squeaker
landing and as we taxied in but had to pass several of the ramp turn ins
as they were flooded.

The tower asked on the radio "What kind of plane is that?" So I told
them. A FBO water vacuum truck was trying to suck up the excess water.
Seems the night before our arrival they had a huge downpour that knocked
out the power for 4 hours! I heard it was pandemonium in the bars that
night. We were early for the Bus so as we walked to the bus stop we came
upon the control tower. hey let's go up and say hi. I buzzed and
introduced myself as the Quickie pilot. They said come on up! Turns out
the 2 guys up there had already looked up the Q on the internet. They
told me that when I was on short final one of the controls had the
binoculars on me and was asking "What the hell is that!" The handed the
binocs to the other controller and he repeated the question. I was
laughing and gave them both a little business card picture of the Q that
I carry. After a short visit with our new friends we headed down to the
bus. Cabs are $18, the bus is $4, you do the math.

Got off the bus a couple of blocks from Duval St and near our hotel.
Dumped the roll bags and headed to the snorkel boats. Got our tickets
for the 1pm boat and grabbed a Cuban sandwich for lunch. The snorkeling
was pretty good, maybe 50' visibility. Found one barracuda maybe 4' long
and a bunch of colorful parrot fish. A couple of schools of blue Tang
swam by, maybe a few hundred of them. The coral is still plentiful
although not too many varieties. Times up, back to the boat for the ride
home. A spotty shower came up so we hung out below decks for most of the
ride back. Nearing Key West the rain quit and we headed up to the bow to
dry off in the breeze. The crew was pouring beer on the way back and
everyone was getting pretty happy. They even brought pitchers up to the
bow and forced me to drink it. I forget how we got there but one of the
crew was also a pilot and we were talking airplanes for a bit.

Back on land we watched the Sunset with the rest of the tourists' at
Mallory Square. For years people gathered there at sunset with jugglers,
street performers, all kind of crazy. This time we watched an escape
artist get out of a straight jacket, better him than me, that's for
sure! The sunset was very good as the sky had plenty of moisture in it.

The next morning we awoke to a kind of Grey sky. Pulling up the
Blackberry tiny weather images showed a lot of rain around, mostly over
the Gulf of Mexico. Looked like we may want to push up our departure
time. There isn't much to do in the Keys in the morning anyway. We had a
nice breakfast at the hotel and packed our bags. The Keys have this nice
web site for the bus that you can pull up on the Blackberry. It tells
you exactly when the bus will be there. We got back to the airport and
checked over the Q, amended our flight plan, got a 1230 squawk. You
can't put on a life jacket when your in the Q so we do it on the ground.
I had one on my wife when a jet pilot walked buy and says "Doesn't show
a lot of confidence in the pilot!" I took it as a compliment on my
safety procedures.

I called my new buddies in the tower for a NE departure. They
recommended an Easterly departure for storms and offered to get me a
clearance thru Key West Navy. This would be my first time through that
airspace as they typically make you go around it so I say yes to the E
departure. As we climbed through the Navy airspace it looked pretty good
to the North so I decided to fly around the restricted balloon airspace
and turn North. As we flew along we could see a rain shower to our left
but no big deal. We climbed to 8500', another 45 min over water. About
30 miles from Marco Island we spot land again. There are some big storms
there also, maybe we can get over or around them them? The radar showed
very little over the everglades so I headed inland. After flying around
a few big clouds and not seeing a good path in the direction that I
wanted to go I decided to try down low instead. I descended to 1200' and
just West of Ft Myers came upon a wall of showers stretching pretty far.
Maybe I could fly around it but I'd be way off course. One area looked
like a shower curtain. Obviously raining hard but you could see through
it, looked pretty thin. So we bugged thru it, about 30 seconds of hard
rain and we popped out the other side into a blue sky, absolutely
beautiful day. I've never seen such a transaction. The rest of the
flight was uneventful. We pulled in with 2 hours on the clock, 30
minutes later than we should have. So the total flight time this weekend
was 3.5 hours and I had an hour of fuel left. Not bad. The Q climb rate,
speed, and range make a trip like this feasible. Get er done!

Mike Q200 N3QP

18581 - 18600 of 54728