Thank you. Glad you were able to get something from it. It took many trial and errors over the years to get the Quickie to where it is today which is a reliable cross country airplane. It’s lots of fun to fly and I really enjoy visiting with curious people. Thanks again.
14:25 in the Oil business, we use Pyrex sight glasses on all of our onsite oil processing separating equipment. Even the vessels that run up to and over 400psi that are heated to 120, up to an exceeding 200 degrees sometimes. So, yes. It can handle petroleum product and the nastiest versions of them in combination with pressure and heat. The do get gummed up internally due to paraffin and salt crust. But they swab out clean as new with some solvent. They should give you at least 100yrs of service in direct contact to gasoline. But I suspect 500+ years in that application.
Hi Justin, Thank you for the info. Great to know details about Pyrex. All the sales person told me was that it should have been used all along. Still clear as a bell. Thanks again
I love your little airplane. It looks amazing! Thank you for sharing it along with all the little modifications that you have learned work well. It's very fascinating to listen to your explanations and experiences.
Thank you Bill. It took many years of trail and error plus reading and listening to get the airplane to where it is today. It is a really great flying platform and I can't go anywhere without having to explain it to others. The questions people come up with and the blank stares is the fun part.
Thank for taking the time to put this online. This is an aircraft to be proud of that’s for sure, attention to detail really pays off. Your presenting style is excellent, calm informative and warm. Again thanks your effort. I’m Australian so you can see your presenting to the world.
Hi Ron, Thank you for your kind words. I've been pretty blown away by the response to an airplane we don't hear much about anymore. Really great to see the interest.
That was just great! Its people like yourself that make this aviation experience ( heck, this whole living business!) a wonderful thing. I don't have a Quickie, but have been very interested in the airplane and various builders experiences for years. The methodical approach you've taken to solutions Is something that is the most important way of dealing with problems , and is sorely lacking in many of the issues of the day that people have to deal with.. seems everybody wants an instant answer provided by others, and are unable to think through to finding their own solutions. It was like a breath of fresh air watching your presentation, thankyou so much. Be safe and happy skies!
Thank you Chris, I’ve been taken quite by surprise all the interest that’s been received. Had I known better I would have prepared more prior to doing this. It was a lot of fun and I enjoyed doing it. Obviously there are areas that could have been better communicated, in particular the volume and a few descriptions. Perhaps I will do another sometime. But in the meantime, thank you for your kind words. I’m glad you found it of value.
I'm working on modern update with corrected dimensions. (The originals have many errors of exactly 0.1" 0.3" and 1.0"). At this point, having countless full-days into this project, I'm contemplating putting any additional (weeks) into making a new set of CAD drawn plans and releasing it out there. Or just go back to building my own one-off from my half-done CAD model that has every QAC supplied error made obvious. Depending if there is a lot of demand or support for this sort of effort, would determine if a plans set came available some time in the future. (1-2y out).
Many photos and a few videos were taken during the tribute flight. Search AirShowStuff for the OSH 2019 Rutan Tribute. You can also do an image search for Quickie N494K. Thanks for asking
This is a marvelous video of the kit that I didn't build ! In 1978 I lived in Holland, playing the French Horn in the Nederlands Kamer Orkest. While on vacation, I rented a plane and flew EMT - MHV to look at the Quickie. Talked to Sheehan and his partner ( Tom Jewitt?), and was impressed (after flying a Quickie based there at MHV) that was owned by a Traffic Controler, a nice guy that simply said "get in and go fly if you want" ! He was impressed at how I flew My C-140... ! LOL ! The upshot is that I bought a Kit and had it shipped (air) to Europe, paid the 100% duty, and brought it home from Schipol, the first Quickie in Europe ! 2 months later my Wife proudly announced that we were having a baby ! I considered the fiberglass construction and sanding ect., and sold the kit to a very nice gentleman in Belgium who was pleased as Pie ! , for my costs. It sold in 10 seconds after announcement at a flyin in Deurna, NL. Strangely we live now at L00, and are retired ... It's a Wonderful Life ! Thank you very much for this video,it brings back good memories... Ron
Really enjoyed your video. I built a Q1 in the early ninety's and flow it for about 200hrs. It had an 18 onan. Everything you talked about happen to me. Great airplane to fly. Onan had cooling problems which i fought the whole time. Sounds like you figured it out. Great looking airplane. I would love to talk with you about the Quickie.
This a great little aircraft which is easy to build and easy to fly. I purchased my kit in 1978 and completed it in 1980. I flew the bird out to San Diego from Austin, TX in 1982. It took appx 10 hours. It was wonderful weather and I met lots of neat people along the way and the airplane performed flawlessly . I sold the airplane to a gentleman in 1983 and moved back to Austin during that same time period. I have not seen the airplane nor have I heard of the gentleman who purchased it. Does it still exist? The tail number was N1388K. If anyone knows the whereabouts of this little plane, please advise. Keith did a great job!!!
Hi Martin, I understand your comment. Most if not all us Onan drivers have had that same thought at one time or another. Many engines have been tried over the years with very limited results. Most Quickies still fly w/ the Onan. Other than the rather anemic rate of climb the airplane performs quite well and is a viable cross country platform cruising at 105 mph on 2gph. Mine has around 430 hrs and has flown from IN to IL, IA, KS, MO, OSH etc…and another with nearly 1000 hrs and has flown from IA to Sun n Fun, IL, MO, KS, OK, OSH etc…. The biggest limiting factor has not only been the hp but dealing with the hi operating temps. CHT’s would run at redline and the oil temps at 240. My oil would turn black at 10 hrs and the piston rings would be gone at 20 hrs. In the early days it was only a pattern airplane at best. Until, after much trial n error, the oil temps now rarely get over 190 and CHT’s 350 in climb and 275 in cruise. In many ways the Quickie is a miracle design but not for everyone. I’ve had callers want it for commutes, add landing lights, additional instrumentation, modify the airframe and operate from high elevations etc… These were tough conversations. I’ve always known its limitations and never expected more than it was capable of. I’ve enjoyed the plane for many years and it is very fun to fly and take to events. Keith
Two things that have brought oil temps in the 170-190 range are 1) put a 2.5 qt deep sump 2) bought a good size oil cooler with a temp sensor+fan. I mounted it outside the engine on the belly. At 235f the fan kicks on and stays on till temp goes to 230. ( I kept the original tiny oil cooler sitting near the engine)
Hi Martin, From the video you can see the heat sink that was welded to the bottom of the oil pan, not sure how much it helped. Between the lower cowl flap, the front grill and the baffling forcing air only around oil pan is only when I saw the big change in oil temps. The oil color does not get black anymore. And that's a good thing. And I'm sure adding a filter didn't hurt either; which was done many years ago.
It came in at 306#. Were it not for the headrest and interior material I imagine it would be less than 300#. Currently? Nothing has really changed over the years that would affect the original weight. My primary issue now is that ethanol free gas is getting harder to find. Regular gas here is in the $2.90’s. Ethanol free is $4.45. Thanks for asking
Out west here, we have Maverick gas stations selling Clear Gas, Ethanol-Free. At a just $0.50 hike over the equivalent octane (87) E-10. And Interstate/steady cruise mileage improves by +7% with it on every tank in my pickup.
@keithwelsh4040 ...I'm actually installing a Robin EH72FI which comes in at 94lbs..a tad heavier but should be okay. I just bought one that needed an engine, this engine is fuel injection 28hp so I'm hoping it'll work.
Great 1\2 hour presentation video. I did learn a lot about a small plane I was very aware of . Learning about the Teflon treatment on the intake was an eye opener for me. I am curious about the cost for that application. Thanks again for the invite into your hangar . I have known for a long time that air is lazy and will take any rout of least pressure restrictions as it can possibly can. You explained that so good with your cooling ducting methods and mods. Is there a reason the upper wing does not need vortex generators ?
The main wing is a completely different airfoil and is not affected by surface debris such as bugs, rain etc. The finish criteria on the Quickie GU canard was no more than .002 deviation every 2” across the cord. The plans, if I remember, said to place a steel tape between your thumbs and shine a flash light on one side. If you could see light under the tape u weren’t done sanding. And it still needed the VG’s. The newer LS canard does not have the same issue. The main wing is not nearly that sensitive. The Teflon treatment was free. I’m sure if asked they never did it. Obviously those folks were my newest best friends. 😃
@@keithwelsh4040 Fantastic info, and a great video! The teflon treatment is a no brainer, once You realize it's a thing you can do. Glad someone else figured that out! Aviation is filled with innovators and tinkerers. You sir, are one of them.
Thank you so much for sharing your wonderful stories. How far, as the crow flies, is it to Oshkosh from your place? How many refueling stops did you make, and how big is your fuel tank?
Sorry I haven’t replied before now. I haven’t been on u-tube to see the comments. The trip to OSH was about 340 miles from Terre Haute, IN (KHUF). One fuel stop in Dekalb, IL (4 gallons). Landed at OSH with 4 in the tank which I figured was enough to fly the Rutan Tribute during the Thursday air show. My tank holds 7 gallons. That equated to about 18# less weight at to haul around. We were told engine start would be two acts prior to our flight and that we would need to idle for at least 45 minutes prior to departure. One plane, the Catbird, over heated and had to pull out and a few EZE’s spark plugs began to foul. So how did the Q do? Oil temp never got over 190. She ran great the entire time. Thanks for asking
@@keithwelsh4040 I remember seeing that Rutan tribute flight at Oshkosh. I had no idea that Q1 uses the same engine as my Case 448. I'm just west of Indy. And I know my 448 lawn tractor won't have a chance make it to Oshkosh! Amazing little airplane. Kudos for sticking with the Onan and figuring it out.
Likely a great video but it's audio is barely distinguishable compared to all other videos I've been watching today. So if it's possible for the volume to be adjusted upwards I would sure appreciate viewing it on a return visit. Thanks!
Hi Brook, That was the first thing I noticed when I watched it and wondered if there would be any comments about the volume. The original Zoom presentation didn’t work due to the poor signal so I did a recording & that is what y’all see. Unfortunately I didn’t have a camera person. So yes I’m aware that I didn’t talk loud enough when the phone was at a distance. Perhaps I can do a do over sometime to replace this one. And obviously there are few things I’d have done differently. Thank you for mentioning it.
Keith, what an amazing machine! I have started my own. Admittedly it’s just the first few pieces of fuselage foam but I’m having trouble mentally with a proper current power plant. With the Onan being scarce I’m trying to decide. Any suggestions?
I like electric motors, much less maintenance. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-vhisCzuQS2w.html www.greencarreports.com/news/1127372_uk-company-claims-most-power-dense-electric-motor-for-evs
Power options is a loaded question. There are, as I’m sure you know, many thoughts out there. and over the years many have been tried. As. Nathan pointed out the Rotax has its pluses but requires management and VW’s have been installed on a couple. I imagine that it will be hard to find something in the Onan’s weight range with more power. Onan did make a 24hp model that had 9 more ft # of torque and would bolt right on but heavier. I’m not aware of any that were put on a Quickie. I recently learned from Terry that new Onan parts are no longer being produced although parts can be found on eBay. I just bought a set of new graphoil head gaskets for $27 just to have spares. If you have the Onan & you’ll be in the wt range there’s no reason to be afraid of it. Keeping spare parts & getting the engine operating temps in line should provide many years of service. Naturally I lean toward the Onan. It’s hard to argue against 30 years of service. It’s a tough little engine. Of course I wish it had more power but, as with any airplane, knowing its limitations up front and building per plans is the best way to produce a plane you’ll be happy with. If you are on the Q-list Eugen is working with a power plant that is worth following. I hope I’ve helped some. Thanks for asking.
@@WillieStubbs while I respect your point of view and looking into the future, battery power for any aircraft these days is nothing more than a test platform for the technology. Example: the Q1 has a decent range, and lets just say for argument sake you could immediately match that range (500 miles)(which you can’t). So with a one way trip (cause you have to charge and no airports support charging yet) and with a reasonable cushion for safety your going to get a one way distance of about 200 miles. Again interesting and intriguing but I’m interested in the original mission of most of the Rutan designs, which was get out there and explore and fly. Not to be tethered to a home airport. We will get there one day it’s just not now.
@@keithwelsh4040 Keith, thanks for the insight and experience you bring to the table. It’s possible to get ahold of the 22hp Onan but it’s tough and fairly expensive as you know and outlined.
@@michaelguffey7748 You are right the infrastructure doesn't exist yet to make flying all over the place a viable option. If you were running an airplane flying school and staying local then it might not be a bad option. I think the best way for electric to work for non-commercial flights is to have a network in place and hot swap batteries at hangars that are in a co-op or a timeshare. What would be cool is to have a timeshare setup where the favorite destinations are all within 200 miles of each other and hangars are equipped with freshly charged batteries (there are car companies already setting up robot battery swap stations across America, Siemens has a video where they have several battery packs that a person can change out just behind the motor). You may have to land 3 times to go 600 miles, but at your destination you get a fresh set of batteries and take in the sights like the Grand Canyon. If you have the timeshare for 2 weeks out of the year (and let's hope it's fair weather at that time slot) you could visit as many places as you choose before returning the plane for the next owner to fly around on his 2 week or 1 week vacation. There are fewer things to go wrong with electric motors. Electric planes would not need regenerative braking or even recharging built in since it would be a hot swap, so the weight could be less and the electronics less complicated for running the motor. I'd love an electric just for flying around Tucson since we have nice weather most of the time.
The build process was VeriEZE. Plans simple to understand easy to follow. I would encourage doing the education kit. All the skills needed are learned making the practice parts. And BUILD PER PLANS! Many homebuilts are never finished because builders try re-engineering them. I’m happy, I finished mine.
^ This is valuable info. I've completed about 90% of the Q1 in CAD, with another 90% to go. There is NOTHING that can be changed without a cascade effect. All of the controls torque tubes, hinges, bushings, bearings, etc. All line up on angles. Even a 1" wider fuselage would effectively invalidate every single phenolic bearing design.
Hi Robert, I’m sorry for the volume. Didn’t think about the distance from the phone being an issue till seeing it with everyone else. Fortunately it seemed to be better while holding the phone. This was my first time doing this, won’t make the mistake again. Sorry for the inconvenience.
@@keithwelsh4040 thats cool Keith. As u said the volume picked up. ❤ this little aircraft. 👀👀 like an insect . Burt Rutan certainly was different in his approach. Pity there are no more kits available or plans .
@@tinolino58 Well, I ~guess they'd have enough power.... Maybe a bit nose heavy. Ya know, just for kicks...I wonder what it would take to get a Quickie to fly with a Detroit Diesel? Git the NASA boys on it!
I agree and apologize for the over site. First time doing this and wasn’t aware of the volume problem until seeing it after it was posted. Perhaps I’ll do another to replace this one. I had no idea it would have gotten as many views as it has so will try getting it done. Thanks for your comment.
