John, It is a unique experience to be flying along nicely and then have things go to crap. It has happened to me twice in my Tri-Pacer I was able to make an airport landing. In the Dragonfly after I

When your dream turns into a nightmare. At least he can get a trailer to it. John Hoxie God is good always. ALL WAYS.

On Tue, Oct 18, 2022 at 10:39 AM, Mike Steinsland wrote: Does this look like it https://www.airliners.net/photo/Untitled/Quickie-Q2/2657675/L Sure does to me... Nice sleuthing. -- -MD #2827 (still

Just for fun, I plotted the maximum and minimum density altitude for all of my flights so far in my Jabiru 3300 powered Tri-Q2. Here is the plot. The X axis is Hobbs time, the Y axis is density

So here is the latest update, not a happy one that is ... I now have done test panels for two different products and here is the picture of the result Right is the Krylon Texture, and left is

Hi Richard. The Q200 had early on the two piece venturi and later the single piece venturi. Both worked well. It had two layers of plastic screen over the cold air input as a rock filter but nothing

Again and Again .. Have thought for ages that our High Stall sport planes should have 'Arrester Chutes' fitted ... wish/thought some bright spark would have something on the market way before now

Mike, So glad you’re back! As a senior statesman, your results/ideas are always welcome. Ben

Great Carb Mike, do you know what venturi were you using ? Also did you have a full filter on the carb intake / heat box ? Rich T On 19/10/2022 00:33, Mike Dwyer wrote:

Brad Olsen and I made a trip back from OSH to Bay Area at 14,500’ over the mountains. Later that year, I got a clearance and vectors from Nor Cal to “ test climb”. The plane was hanging on the

I used to operate my Q200 at 12 to 14,500 feet, probably density altitudes at least 2000 feet higher than that with no issue seen. Typically using no ethanol auto gas. I had 500 fpm climb rate left

Robert, The higher you get the lower the boiling point. Plumbing turbulence can initiate vapor locking. Vapor locking is a complicated issue. Mogas formulation constantly changes but the vapor

I've had my 150B model to 12,000+ when I was on a cross country over Southern Texas and Louisiana en route from St. Augustine Florida. That was prior to the STC to mogas but after I converted the

Jay, I found your post to be very interesting. Sunday afternoon I was returning to Logan Utah from Halfway Oregon, in a Cessna 150. Was cruising along at 9,500 MSL, leaned and throttled back

Does this look like it https://www.airliners.net/photo/Untitled/Quickie-Q2/2657675/L

Fredd, Ceiling on a VW is 10,500 to 11,500 depending on pressure system high or low. You can get higher in low pressure areas as the air is generally rising. I flew my 1835cc 157JG Dragonfly along

Not to get too far over my skis here, but when I did the comprehensive summary of Q accident statistics (http://n8wq.scheevel.com/documents/Quickie Type Aircraft Accident Analysis.pdf ), I found that

Jay I agree we are just curious what happens to learn from that! In my case I'm still rebuilding my Quickie and never flew one before and want to learn! Ed

Looks like the engine was not running, so I don’t think it was a performance question. What I am saying, since the airplane is based in Vancouver, so that the pilot would have a lot to handle,

I hear about other airplanes using the same engine going above 12,000 ft. Will be nice to know exactly what engine was, I have a Revmaster just to have that in my mind Ed