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QuickTalk 16 - LETTERS

In the May/June issue of Quicktalk, I wrote of just two problems about weight and balance and also full throttle skip and miss. Since then I have cured the weight and balance by moving the battery behind the split fuselage line, also the engine problem with a different carburetor needle.

Thanks to QAC and Revmaster for their help.

I have 30 hours on now and hope to make Oshkosh "84".

Karl Johnson (N83KJ)


(Ed. note: This is the way the system is supposed to work, see. Contact the supplier first, THEN write us if you get no help (or even when you get help of interest to others.)


Keep up the good Quicktalk work. Your visit to Mojave and subsequent article were most helpful. I've always had lots of help and encouragement when I've called or visited there.

An unsolicited bit of praise for the "Q-2 C.P.M. Analysis" from Haxton Enterprises. I bought the set and am most pleased. The organization and planning tips are worth the cost.


The real reason for the letter: are there more builders who would share photos of broken Quickies and Q-2's? The only pictures I've seen suggest a very protective aircraft when it comes to major structural failure - you can break the canard, you can destroy the tail, but the cockpit stays relatively intact. I find that very reassuring and would like more evidence.

Bob Lane (#2592), Dockton, WA


Larry Weishaar and I have completed our home grown LS canard and our own front hinged gas spring operated canopy.

Larry is working on engine mounts and cowling for the C-85 and I am trying to womp up electric trim and electric reflexors. We will send pictures later if it works.

Jim Doyle


You may remember that in discussions with you two, I have complained that I could not get my cylinder head temperature to run in what I considered an acceptable range except in level flight at somewhat reduced power. I reworked the baffling several times, and likewise the cowling, including a new nose. Nothing really helped very much. Then at "Sun & Fun 84" in Florida, Mr. Swanningson, Quickie N41Q, gave me a hint that did the trick. Use Mobile One synthetic motor oil. He also had a controllable cowl flap on the bottom of his cowling. I copied that also, but then found in tests that the oil alone dropped my CHT by over 100 degrees in climb and cruise--and at higher RPMs.

My climb RPM, full throttle, 70-75 mph is now 3600. That is an increase of 300 RPM over what I could get previously. It will go past the red line very quickly in level flight unless power is reduced considerably. I don't know what the top RPM would be. The bottom cowl flap (controllable) only reduced the CHT by an additional 10 degrees or so. Now, with the bottom cowl flap closed, my CHT never exceeds 300?-305? in any mode of flight. (Approximately 80-degree day outside temperature.)

My prop is a Cowley 44-27, which I had shortened to 42 inches. I now need more prop. Does anyone have a 42-30 Cowley prop to sell?

A word of caution. Mobile One oil should not be used until the engine is broken in and the rings are seated. Also an interesting sidelight--my oil temperature did not drop at all. It still runs about 215?-225?, which is fine.

William C. Adams (#528), (N220WA)


(Ed. note: Gene Sheehan of QAC copied us on this response to Bill Adams)

"...We tested the Mobile One in N77Q for over a year with good results. However, we had two builders use it who were working together. The first one found his oil temp went past redline. His oil pressure started to drop so he made a forced landing on the highway. He removed the Mobile One and his oil temps went back to normal. Next it was tried in his buddy's Quickie. Same result, high oil temps.

One or two others have reported good results. I have not recommended using Mobile One due to the bad experiences of those two builders. I would advise extreme caution until we get more information."



You can order a PDF or printed copy of QuickTalk #16 by using the Q-talk Back Issue Order Page.