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It's called the VariEZ, or it's variant LongEZ, which are both precursor designs by Burt Rutan, but they look nothing like the Quickie, or Q2.

Ha! Yes - a 2.5 VS0 landing! 😉🤣

Yes, mine was last powered by a liquid cooled Subaru 2.2l and that is a P-51 style radiator behind the cockpit. Depending on your location and type of flying, they are often underpowered with a Revmaster.

I'd guess a coolant radiator for the engine.

That's awesome Scott! These are fantastic machines - a real 'magic carpet'!!

Thank Gavin! I generally three point. For my RV-4 and the high density altitude at which I typically fly, I use 1.2 Vso for approach and 1.1 Vso over the threshold. The only time I wheel land is when I have a passenger that would prefer a very smooth landing (flight intro or ??) or a pretty girl that I'm trying to impress!! 😇

Thanks Rodney!

Thanks Jeff!!

Hi Bill - it's 6,210'.

gad dam this plan fly nice side ways. They shold call this plane the crab becase of the way it fly

Thanks Landen! You'll get there - keep working on it!

I published this video a while back Bill - it shows the camera mounts in some detail. ruclips.net/video/8OEosxVJsG0/видео.html

In this footage, it was powered by a normally aspirated Subaru EJ-22. Previous to this, I ran a turbocharged Subaru EA-81 engine.

Yes - Thanks! If you have a removable vertical fin tip, you have some additional options. I've thought several times of switching mine from rivets to screws so I can use it for mounting a camera. I'm also flying with an external battery these days and a nice little pocket could be fitted to hold it.

I am very sorry to hear of that accident and your loss. My deepest condolences to you and your family.

Wow! That's horrible! What happened??

yes and no. There are "plans" available but the fiberglass components were made in molds and to my knowledge nobody makes those components anymore.

Thanks Bill! I've had limited sucess with turning the cameras on and off via remote. Actually, they seem to turn off ok, it's the turning back on part that is hit or miss. I've not put much effort into figuring it out - some friends have good luck doing it though.

Define "real backcountry flying" please.

@@JDFinley airplanes, like cars, motorcycles, RV’s and most other equipment can be designed for a very specific purpose, while compromising for other purposes. Some are so compromised that they don’t do much of anything very well. A Carbon Cub would be awesome for the backcountry, but is quite slow to get anywhere. Anyway, can you speak a little bit about how your RV does in the backcountry vs it’s another purposes? Is the RV good enough in the backcountry to do what you want it to do?

Right - agree about aircraft being a compromise. I can't really answer your question because I don't know how you define "real backcountry flying." The RV-4 is a fantastic machine within the limits of its design. Its visibility, maneuverability, and controllability (especially at low speed) is very, very good. These are much appreciated in backcountry/mountain flying. Its landing gear is very limiting even with the oversize tires. Its performance in and out of semi-short airstrips at high density altitude (e.g. 2,500' @ 10,000 DA) is reasonably good if you take the time to learn its capabilities. If a person's definition of backcountry flying is in and out of places like Johnson Creek, ID, Big Creek, ID, Negrito, NM, etc., it is very much up to this task. If the definition is to visit places like Lower Loon Creek, ID, Mile High, ID, sand bars, or mountain tops - it is most certainly not a good option. The ability to carry a bunch of weight is a big advantage in the backcountry. The RV-4 is pretty limited here. I've seen two people and camping gear in an RV-4 but I couldn't do it. It is just barely sufficient for me and my gear. As you noted, speed is nice. I can start the day in southern New Mexico and be in the Idaho backcountry by noon. My friend in his Carbon Cub needs two days to get there. But, once there, he gets to go to some very neat places that I cannot. Compromise….

@@JDFinley thanks, that answers it pretty well. Do you have an O-320 with a fixed pitch prop?

Yes, 160hp O-320. I have the Sensenich GA ground adjustable prop. If I'm really working it in the backcountry, I'll dial back the pitch to the take-off/climb setting.

Yes. As I recall the third variant was redesigned so one could use the option of aluminum legs that are used/sold for the Sonari aircrafts. Tried and tested landing gear. The q2 had already peaked in popularity by the time the plans were updates, so not sure how many were built without wheels on the wing. www.google.com/url?sa=i&url=https%3A%2F%2Fwww.wikiwand.com%2Fen%2FQAC_Quickie_Q2&psig=AOvVaw0jk1HndZVjTquaKE5BRJ30&ust=1653295197148000&source=images&cd=vfe&ved=0CAwQjRxqFwoTCPDM0tra8vcCFQAAAAAdAAAAABAD

Hi Ash. Recall that an aircraft can stall at any attitude and at any airspeed. So, there is no such thing as "stall stick position." I can't speak to other aircraft but my RV-4 is very happy to be making this turn while just nibbling at the stall. This is clearly felt in the seat and stick. This relates to proficiency and familiarity with the aircraft. Bank angle is one of the many variables that I mention in the video. IMO, the appropriate angle depends on the aircraft and pilot. Some pilots will not be comfortable with any bank greater than 30 degrees - especially this close to the ground. That's fine but it will increase the 'safe turnaround altitude'. Again, that's ok because this maneuver is limited by pilot ability and conditions as much as aircraft performance. Forty-five degrees of bank seems to work pretty well in my RV-4. I've used sixty degrees and it works but the reduced turn radius also comes with increased rate of descent. Obviously, there is no free lunch.

Vglide 45 bank. Safest. I learned turnbacks on cherokees in 1995. See this. This was my CFI teaching 4 kinds of EFATO and Emergency Low Maneuvers. First ever to do that. 1995. 4 Real landings on 4k feet long runway with 16knots winds. No BS like others still do. I took that training in 1995. We dont BS. We are Puerto Ricans. We like to do hard things. Glad some Americans like you like to do hard maneuvers too. ruclips.net/video/94li1apG-aI/видео.html

Thanks Brian! Glad you enjoyed it!

Thanks!

Merci! 👍

@@JDFinley ça fait partie des avions que je rêve de piloter ...ou même de posséder

Yes - we should be able to get at least four gas cans strapped on!! 🤣😉 Good observation John - low and fast does seem to be a theme. 🤔😁

HA!!! Hilarious!! Better than some of the things that other folks call me so I'll take it!! 😉

Thanks!! Very good - the learning curve can be steep but stick with it.

Thank you! So glad! If into the backcountry - there are bunch of those vids in my channel.

@@JDFinley We'll definitely check those out!

I fell into the classic trap of aircraft engines being expensive and "old tech" as well as auto conversions being easy, new tech, and more efficient. All are simply opinions that us builders use to justify our actions. I know fly very reliably, efficiently, and worry free behind a Lycoming.

That would be cool! A $40k motor on a $10k airplane does make it painful to sell though.

@@JDFinley $$$ 40K.. oh my goodness that is crazy. I have $65k blwnn big blocj chevy with all the Goodies. Guess thats aviation 4U. I cant see that liitle Rotax being much more different internally than there there jet ski motors other than Aviation Certification. And there jet ski engines r producing 300+ hp. . Only inteenal differences could be a Billet crank rods & pistons. Cant see them using a billet block. . CrAZy $$

Ya, I used to blame aviation as well. Then I began seeing the price of boat motors - they may be even worse!! Definitely crazy numbers.

@@JDFinley mines a boat motor , jet boat. The jet unit owes me $10,500 . It has the best of everything. A marine intercooler is $4900 + & the top of the range blower $8-10k from Whipple in the states. My intercooler ows me 2k + $2900k for the best Whipple Cuprinikol core. How Aussie $$ is hurting me . Ouche. Going 2 upgrade the intake manifold 4 a billet australian one, like a mini mini tunnel ram. Should see me right on 1000hp

Nice!

Indeed they are! 🤗 I know a guy in Omaha that did them for me!! 😉 Blast from the past!!! Great to hear from you Doug!!

Hi Bill - good eye! Yes, you did see my 'cold weather' cowl mod. I attempt to follow Mike Busch's advice and keep the CHT's up near 350F degrees - even in the winter. I don't fly much below about 20-25F (so not actually 'cold') but even at those temps, CHT's will be below 300F degrees. That's not good. My mod is very simple, a piece of foam about 2" wide (length to fit) that is placed in vertically in the middle of the cowl inlet (both sides) and a piece of duct tape holding it there. It makes a HUGE difference on CHT's (at least at the OAT at which I'm operating). This solution is not very polished as I've been experiment with it for a couple of years. The issue is that I live in a warm area that doesn't have much winter - so experimentation time is limited.

@@JDFinley -31C here today, that's pretty far below my minimums for flying, but I will fly in -5 to -10C temps so I'm looking for cold weather operating tips. thanks

Brrr.... I spent the first 40 years of my life in reasonably cold climates (Montana and Minnesota) and did a fair amount of flying. I can't remember why I did that. 😉 The only suggestions I have is to ensure your motor is adequately warm (before start and when airborne) and carry sufficient survival gear. The former is heavily dependent on make/model and requires experimentation. The latter has been pretty thoroughly beaten on the forums.