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I~I~4I~I’ - ~ I7~ N

topyright 1981 by Quickie Aircraft Corp9ratton.

Hang8r 88, Mojave Airport. Mojave. CaI.tom.a~ 93501
At Rights Reserved No part of this d&umenl may
be reproduced or transmitted in any form or by any
means. without the permission in writing from
Qurckie Aircraft Corpoeation Printed in U.S.A

QUICKIE AIRCRAFT CORPORATION

Post Office Box 786, Mojave CA c,J3~Q1 8O782-~
 TABLE OF CONTENTS

SECTION DESCRIPTION PAGE

Section I DESCRIPTION OF SYSTEMS & STRUCTURE 1—1
Section II CHECK LIST & OPERATING INSTRUCTIONS 2—1
Section III OPERATING PROCEDURES 3-1
Section IV OPERATING LIMITATIONS 4-1
Section V PERFORMANCE CHARTS 5—1
Section VI EMERGENCY PROCEDURES 6-1
Section VII CARE OF THE AIRCRAFT 7—1
Section VIII ENGINE OPERATION 8-1
Section IX INITIAL FLIGHT TESTING 9-1
Check List back cover

All data contained in this manual is based upon

testing completed by QUICKIE AIRCRAFT CORPORATION on the
Q2 prototype. These data are representative of what an
owner built Q2 built exactly to the Q2 CONSTRUCTION
PLANS will obtain. QUICKIE AIRCRAFT CORPORATION is not
responsible, and makes no warranties, express or implied
whatsoever, regarding the structural integrity, per-
formance, flight characterisitics, or safety of the
Buyer’s completed aircraft and its component parts.
QUICKIE AIRCRAFT CORPORATION has no control and assumes
no control over the Buyer’s ability to successfully
construct and test the Q2 AIRCRAFT. Buyer expressly
waives any and all claims arising from structural
integrity, performance, flight characteristics, mechani-
cal failures, and safety against QUICKIE AIRCRAFT
CORPORATION.

QUICKIE AIRCRAFT CORPORATION reserves the right to

make recommended revisions in this manual at any time
without liability to QUICKIE AIRCRAFT CORPORATION, as
such revisions or changes may be deemed advisable form
time to time.
ii
 DESCRIPTION OF SYSTEMS
& STRUCTURES
DESCRIPTIONS AND INTRODUCTION
The Q2 is a high-performance, homebuilt aircraft.
Its compact external size and extremely efficient
design results in superb performance and unequalled
fuel economy using a relatively low horsepower engine.
Inside, it provides comfort for a pilot up to 6’ 8”
tall and 250 lb. plus passenger and baggage in the
roomy compartment behind the seat. Its canard con-
figuration was designed not only for performance, but
to provide improved flying qualities and safety as
compared to the conventional light plane.
The Q2’s high-lift canard (forward wing) is fitted
with a plain elevator that controls the aircraft’s
pitch attitude. The canard also serves as the main
landing gear spring since the main gear is mounted on
the tips of the canard. This feature results in a
remarkable smooth ride as well as outstanding ground
stability during taxiing, takeoff, and landing.
Roll capability is provided by ailerons on the
inboard portion of the main wing.
Yaw control is provided by a rudder mounted on
the vertical fin, and is actuated by conventional
rudder pedals.
The pitch and roll capability is provided by a
side stick controller in the center console. This
feature permits precise control of the Q2 while reduc-
ing pilot fatigue and cockpit clutter.
The tailwheel is actuated directly from the rudder
pedals providing positive steering at all times while
on the ground. Since the tailwheel is not raised on
the takeoff roll like other taildraggers, this positive
steering is available until the aircraft is airborne,
making for very safe takeoff and landing characteristics.
Even though the Q2 has relatively low horsepower,
it can outperform many general aviation aircraft while
retaining unequalled fuel economy. The maximum speed
is 180 m.p.h., and the fuel economy exceeds 60 miles
per gallon.
The sandwich composite structure of your Q2
provides some important advantages over conventional
metal , wood, or fabric construction. It has been
tested to loads far in excess of those required for
1—1
FAA certification. Fatigue margins are higher.
Contour is maintained under load; the structure does
not “oil can”, buckle, or distort. It provides excell-
ent insulation and damps noise. It has no hidden
joints, no water traps, and is far less susceptible to
corrosion. It is easier to inspect, more redundant,
and easier to repair. It is not susceptible to thermal
stress due to temperature changes. Properly protected
from UV, it has an unlimited life.
The engine that powers the Q2 is a reliable
Revmaster 2100-DQ aircraft engine. This engine has
proven to be a very reliable aircraft powerplant, and
features a forged steel crankshaft, dual magneto
ignition, mixture control , alternator, and optional
electric starter.
INSTRUMENT PANEL
The instrument panel is mounted to the fuselage.
Sufficient room is provided in the instrument
panel for mounting day VFR, night VFR, and full IFR
equipment.
HEATING AND VENTILATION
Fresh air ventilation is provided by a scoop on
the forward canopy frame. The flow of air can be
controlled by wedging a foam stop into the inlet from
inside the cockpit.
The composite aircraft structure has very good
insulating properties. This fact, coupled with the
“greenhouse effect” of the large canopy as well as the
body heat available, should make your Q2 comfortable
down to 10 degrees F. If you plan to routinely operate
below that temperature, you may wish to rig up a cabin
heat muff using the engine exhaust system.
LANDING GEAR
The main landing gear are suspended from the tips
of the canard. The natural flexibility of the canard
provides good dampening as well as excellent springing,
and results in a very comfortable ride over most surfaces.
The tailwheel is suspended from a specially made
S-glass tailspring. The tailwheel is actuated directly
from the rudder pedals, resulting in very accurate and
positive directional control while taxiing, and during
takeoff and landing.

1—2
BAGGAGE COMPARTMENT
A roomy baggage compartment is provided behind the
seatback bulkhead. Access is obtained by raising the
seat. The baggage limit is 40 pounds. Depending on
the pilot, passenger, and fuel to be carried, baggage
may have to be limited because of gross weight or
center-of-gravity limits.

FLIGHT CONTROLS
Pitch and roll control is actuated by a side stick
controller mounted on the center console. In comparison
to conventional wheels or control sticks, the side stick
allows more accurate control inputs with less pilot
fatigue and less cockpit clutter. Everyone who has
flown the Q2 has commented on its desirerability for
light aircraft.
The rudder pedals are conventional and mounted to
the top of the canard.
The elevators on the canard, and the inboard
ailerons on the main wing, are actuated by push-pull
torque tubes.
The rudder is actuated by conventional cables.
An in-flight cockpit adjustable pitch trim system
is provided. It works by adjusting a small trim wheel
which biases two springs in the pitch system to allow
the elevator to trim out in the desired position. The
trim s.ystem is completely independent of the normal
pitch control system, thus providing back-up pitch control
system in the event of a primary control problem. Also,
it should be noted that the primary pitch control system
(i.e. the stick) can over-ride any position of the trim
system.
Roll trim is provided by a ground adjustable fixed
trim tabs on the ailerons.
Yaw trim is also provided by a ground adjustable
fixed trim tab on the rudder.

ENGINE CONTROLS
The push-pull type throttle, located on the left
side console, is equipped with a friction lock to pre-
vent creeping (but which can be overridden manually).
The carburetor heat control and the mixture control are
located in the center of the cockpit, as is the cowl
flap control. All three are of the push-pull type.
1—3
BRAKES
The braking system consists of a internally
expanding drum brake on each main tire, actuated by
a cable that runs along the trailing edge of the canard
to individual toe brakes inside the cockpit. This
mechanical system is much lighter and less expensive
than the more typical hydraulic disc brake system, and
yet provides excellent stopping capability for the Q2.

FUEL SYSTEM
The nominal 15 gallon main fuel tank is located
near the aircraft’s center of gravity to minimize
center of gravity changes with fuel load. A nominal
5 gallon header tank is located just aft of the fire-
wall above the pilot’s and passenger’s legs. The
unusable fuel quantity on the protytype Q2 is less
than 1/2 gallon. This number should be determined
individually for each aircraft.
The engine is gravity fed from the header tank,
with a fuel shutoff valve located on the instrument
panel controlling the flow. An electric fuel pump
transfers fuel from the main fuel tank to the header
tank. The excess is continuously recirculated to the
main fuel tank through an overflow tube in the header
tank. A backup manual fuel pump is provided in the
event of a failure of the electric fuel pump. The
header tank alone is capable of over 200 miles of
travel
Each fuel tank has a sight guage to measure fuel
qua n t i ty.

NOTE
Check the fuel gauge while in level, balanced
flight to avoid misreading the fuel quantity indications.

The fuel filler cap is provided on the right upper

forward fuselage, accessible from the outside of the
aircraft. Only 100 octane Aviation fuel is recommended.

1 —4
ELECTRICAL SYSTEM
SCHEMATIC

1—5
 CHECK LIST & OPERATING
INSTRUCTIONS
PREFL IGHT
The aircraft should be given a thorough visual
inspection prior to each flight.
1. Open canopy.
2. CHECK: Magneto Switches OFF. -

Master Switch OFF.-

Fuel quantity As required.

-

3. Drain fuel sample from the sump drain.

4. Check left elevator for freedom of movement.
Check lateral freeplay (3/32” Max.)
5. Inspect left wheel pant and tire for general
condition (wear, cuts, abrasions, and proper
inflation).
6. Check left canard surface for damage.
7. Check oil level. It is recommended that you
DO NOT OPERATE ENGINE WITH LOW OIL LEVEL.
CAUTION
Overfilling the sump may lead to high oil
temperature.
8. Check propeller for cracks, nicks, and security.
Check cowling for damage and security.
Check air inlets and outlet for obstructions.
9. Check right canard surface for damage.
10. Check pitot tube for obstructions.
11. Inspect right wheel pant and tire for general
condition (wear, cuts, abrasions, and proper
inflation).
12. Check right elevator for freedom of movement.
Check lateral freeplay (3/32” Max.).
13. Check canopy for cracks and nicks.
14. Fuel cap secure; vent hole clear.
15. Check right main wing surface for damage.
Check right aileron for freedom of movement.
Check lateral freeplay (3/32” Max.)
16. Inspect fuselage for damage.
Check static port clear.
17. Check vertical fin surface for damage.
Check rudder for freedom of movement.
Check rudder vertical freeplay (3/32” Max.)

2—1
 18. Inspect tailspring for damage.
Inspect rudder/tailwheel cables and attachments
for security and damage.
Inspect tailwheel and weldments for general
condition (wear, cuts, abrasions).
19. Inspect fuselage for damage.
Check static port clear.
20. Check left main wing surface for damage.
Check left aileron for freedom of movement.
Check lateral freeplay (3/32” Max.)

BEFORE STARTING ENGINE

1. Check all controls for operation.
2. Check toe brakes ON. -

3. Mixture - IDLE CUTOFF.

4. Fuel Valve ON.
-

NORMAL ENGINE START

1. Throttle Cracked 1/4”.
-

2. Carburetor heat OFF. -

3. Master Switch ON.

-

4. Magneto Switches ON. -

5. Mixture - FULL RICH for 3 seconds; then

IDLE CUTOFF.
6. Starter Button PUSH to turnover engine.
-

7. Mixture - FULL RICH when engine catches.

8. After engine is running; Check to verify oil
pressure within 20 seconds.
9. Warm up engine at 1000 RPM.
FLOODED ENGINE START
1. Master Switch OFF
-

2. Magneto Switches OFF. —

3. Mixture - IDLE CUTOFF.

4. Throttle FULL ON.
-

5. Aircraft TIED DOWN and CHOCKED.

-

6. Turn engine through backwards by hand 10 to

20 revolutions.
7. Mixture - IDLE CUTOFF.
8. Starter Button PUSH to turnover engine.
-

9. Mixture - FULL RICH when engine catches.

10. After engine is running: Check to verify oil
pressure within 20 seconds.
11. Warm up engine at 1000 RPM.

2—2
BEFORE TAXI
1. Seat belts and shoulder harness’: adjusted
and buckled.
TAXI
1. Check tailwheel steering and brakes.
2. Check ammeter.

BEFORE TAKEOFF
1. Engine instruments: operating properly in the
green arc ranges.
Engine Runup: 1400 RPM; check left and right
magnetos;
100 RPM drop maximum.
2. Carburetor heat ON: Check for RPM drop,
-

then OFF.
3. Engine: Check idle.
4. Fuel Valve ON. -

5. Mixture FULL RICH.

-

6. Fuel quantities As required.-

7. Canopy Locked; secondary latch in place.

-

8. Trim As desired.
-

9. Carburetor heat OFF. -

10. Controls: Free, with movement in the proper

direction and no binding.
11. Altimeter Set. -

12. Radio ON.-

13. Cowl Flap OPEN. -

TAKEOFF - NORMAL
1. Throttle: Full open.
2. Controls: Hold aft stick, lift off at 65 CAS.
3. Climb speed 75 CAS.
CLIMB
1. Normal 100 CAS.
-

2. Best Rate 85 GAS at S.L. full throttle.

-

3. Best Angle 70 CAS at S.L. full throttle.

—

CRUISE
1. Power setting: 2700 to 3200 RPM.
2. Trim - As required.
3. Mixture Lean to peak RPM.
-

4. Cowl Flap As required.

-

2—3
BEFORE LANDING
1. Mixture - Full rich.
2. Carburetor heat As required.
-

3. Airspeed: 85 CAS.
LANDING
1. Touchdown tailwheel first.
2. Maintain directional control with the tailwheel
steering.
3. Brake, as required, for stopping.
LANDING- OBSTACLE CLEARANCE
1. Airspeed: 70 CAS on final
2. Touchdown tailwheel first.
3. Maintain directional control with the tailwheel
steering.
4. Brake, as required, for stopping.

AFTER LANDING
1. Carburetor heat OFF, if ON.
-

2. Cowl Flap -CLOSED.

SHUT- DOWN
1. All electrical equipment OFF. -

2. Mixture - IDLE CUTOFF.

3. Magneto Switches OFF. -

4. Master Switch OFF.

-

5. Fuel Valve OFF.

-

6. Chock wheels and tie down aircraft.

2—4
 OPERATING PROCEDURES

BEFORE STARTING
Before starting, be sure that the engine is properly
filled with oil. Revmaster recommends 100 LL or 100/130
octane Aviation gasoline.
STARTING
At normal temperatures, the engine should start with
the throttle cracked 1/4”.
Problems encountered during starting are almost
always caused by flooding.
TAKEOFF
The takeoff sequence in a Q2 is considerably
different than that used with other taildraggers.
The Q2 should be allowed to accelerate to liftoff
speed in a three-point attitude (i.e. the tailwheel
remains on the ground). This allows the pilot to make
use of the direct and positive tailwheel steering all
the way to liftoff, rather than having to transition
to rudder control, as is the case with most taildraggers.
When liftoff speed is reached, the aircraft will levitate
into the air without any further command from the pilot.
The liftoff speed is a function of the elevator position
(e.g. the more aft stick that is used, the lower will
be the liftoff speed) and c.g. It is recommended that
a normal takeoff sequence be to begin the takeoff with
the stick somewhere aft of neutral, and go to nearly
full aft stick before reaching 50 CAS. The aircraft
will lift off at about 65 CAS. Leaving the stick
position somewhat forward will cause the aircraft to
remain on the ground longer since it will need a higher
speed to become airborne. Pushing the stick forward
of neutral will cause the tailwheel to lift off the
ground before the aircraft is ready to levitate; this
results in a longer takeoff run and additi&onal skill
required (the aircraft’s handling becomes similar to
a Cub or Champ). A forward c.g. location will also
cause the aircraft’s tailwheel to rise prematurely.
You may desire to ammend this sequence when the
winds are strong and gusty. In order to leave a
larger margin for abrupt gusts right after liftoff, you
may wish to not use near full aft stick and, therefore,
permit the aircraft to build up more speed •before

3—1
liftoff. Under gusty, turbulent conditions, a liftoff
speed of 70-75 CAS is sufficient. However, you should
avoid allowing the tail to raise on takeoff (caused by
not enough aft stick) unless you are prepared to handle
the aircraft like any other taildragger.
Because of the moderate horsepower engine and
rather flat ground attitude, torque and P-factor effects
are smal 1

CLIMB
Best rate-of-climb speed varies from 85 CAS at
S.L. to 78 CAS at 10,500 ft. The best angle-of climb
is 70 CAS at S.L. and corresponds to the lowest speed
obtainable without causing the aircraft to begin the
moderate pitch bucking. (See the section on Low Speed
Flying Qualities).
Recommended normal climb speed is 100 CAS.
CRUISE
Recommended maximum normal cruise RPM is 3250 rpm.
Continuous use of carburetor heat during cruising
flight decreases engine efficiency, and is not re-
conmended. Use carburetor heat only as necessary.
When applying carburetor heat, do so slowly to the full
on position at intervals to determine if ice has
devel oped.

GENERAL FLYING QUALITIES

See the section entitled “Low Speed Flying
Qualities” for information on that portion of the
operational envelope.
The Q2 has excellent response and control harmony
at all speeds. Because of the light weight and low
inertia, the response characteristics can be likened
to a good handling sports car - both vehicles do
exactly what the pilot asks them to.
The control forces on the Q2, while somewhat
lighter than say, a Grumman Tiger, are not overly
sensitive. The side stick function allows more
accurate inputs with less fatigue and less cockpit
clutter.
The Q2 has moderate pitch dampening, and is an
enjoyable cross-country aircraft.

3—2
 Flying in visible moisture can result in an
increase in stick force and a small change in elevator
angle at a given trim speed. When first encountered,
this phenomenon can be disconcerting to the pilot
because of the increase in stick force. The pitch
trim system is effective in conteracting this trim and
force change.
Continuous flying in rain may cause erosion of
the fixed pitch wood prop.
At high speeds and aft center of gravity locations,
a mild ‘tucking’ of the nose can be noted when the
aircraft is allowed to depart in pitch. This tucking
will not be noted in normal straight and level flight,
and is indicated here for the benefit of pilots intend-
ing to explore the outer reaches of the performance
envel ope.
Since the weight of the Q2 pilot is a significant
percentage of the empty weight of the aircraft, the
pilot immediately acquires a sense of oneness with the
aircraft, unlike what he can find with storebought
aircraft. The result is that whether it be for a 15
minute local romp, or a 2 hour cross country, the pilot
never tires of flying the aircraft.

LOW SPEED FLYING QUALITIES

The Q2 possesses outstanding low speed flying
qualities. All who have flown the prototype Q2 have
agreed that the aircraft is very safe for the low time
pilot and that its low speed characteristics are a
significant improvement over other aircraft available
today.
While flying at minimum speed, the Q2 has no
tendency to drop a wing or depart at normal c.g.’s,
and yet full roll response remains available from the
ailerons and the rudder.
At minimum speed, depending on the throttle
position, the aircraft’s performance can be varied
from a climb of 500 ft/mm (full throttle at S.L.) to
a descent of 900 ft/mm (idle throttle at S.L.).
Minimum speed is characterized by reaching full
aft stick and experiencing a mild pitch bucking ten-
dency at mid to aft c.g.
The pitch bucking tendency can be explained thus:
The Q2 is desiqned so that the front wing (canard)

3—3
will stall (reach its maximum lift) before the main
wing does. When the canard reaches its maximum lift,
it also limits the aircraft angle of attack that can
be reached since the elevators that control the air-
craft angle of attack are located on the canard.
When the pilot attempts to force the aircraft to a
higher angle of attack by holding full aft stick, the
canard begins losing lift, causing the nose of the
aircraft to pitch down to remain in equilibrium.
After the nose has lowered itself a degree or so, if
the stick is still being held in the full aft position,
the canard will again try to drive the aircraft to a
higher angle of attack. The cycle will repeat itself
as the canard reaches its peak lift, lowers the aircraft
angle about a degree, reaches its peak lift again,etc.
At any time during this cycle, the pilot can release
some back pressure and the aircraft will stabilize
at a higher speed. If the stick position is such
that the aircraft is faster than 70 lAS, the pitch
bucking will stop.
During flight at minimum speed, since neither
the main wing nor the rudder stalls, full aileron
effectiveness (inboard on the rear wing) and full
rudder effectiveness is available. In addition, full
pitch control is available unless the pilot maintains
full aft stick, at which point he is artificially
reducing his pitch authority by trying to force the
aircraft to a higher angle of attack than is possible.
Spin testing was carried out on the Q2 prototype
by Peter Lert, an experienced test pilot who also
performed the spin testing on the QUICKIE. Using
conventional spin entry techniques, Peter was unable
to make the Q2 spin. In fact, all that he could
induce with crossed controls and full rudder deflec-
tion, was a rudder roll and a steep spiral resulting
in an airspeed of about 150 lAS after a 360 degree
turn. On the basis of his independent testing, we
have concluded that the prototype Q2 has very safe
low speed flying characteristices and is not suscep-
tible to spinning, even when provoked.
Those of you who have seen the Q2 perform at
airshows may have noticed that much of the performance
was spent at a sufficient angle of attack to bring
about the pitch bucking. All pilots who routinely
fly the Q2 prototype do not hestitate to use full aft

3—4
stick at very low altitudes to obtain maximum perfor-
mance. Of course, the individual judgement of the
pilot must be used to match the situation to the
necessary response; the outstanding handling character-
istics will not compensate in every situation for poor
planning or execution by the pilot.
LANDING
A final approach speed of 85 CAS should be used
under normal conditions.
The Q2 should be landed full stall, tailwheel first,
even in a crosswind. This is because the very wide
gear track provides excellent stability on the rollout,
as well as an excellent visual cue as to how high off
the ground one is during the flare, or roundout.
The visual cue available from the main gear mini-
mizes any tendency to “drop” the aircraft in. However,
until one is comfortable in the aircraft, one should be
extra cautious about flaring too high and dropping the
aircraft in from 3 feet. This is due to the fact that
the pilot in a Q2 sits much closer to the ground than
what he is accustomed to any conventional certificated
aircraft.
A short field landing should be made with an
approach speed of 70 CAS. A speed lower than 70 CAS
may cause difficulty in flaring if the roundout is
started too high and the pilot attempts to correct it.
Crosswind landings in the Q2 are easy. A con-
ventional “wing low” approach should be used, permitting
the upwind main wheel to touch shortly before the
tailwheel. The other main gear will lower and touch
gently, with no adverse yaw characteristics noticeble
during the transition. Once all three wheels are on
the ground at less than liftoff speed, the aircraft
becomes extremely docile on rollout, and the pilot
will have difficulty judging the strength of the
crosswind because the aircraft is so stable.
Wheel landings are not recommended initially with
the Q2, since the tailwheel first characteristics are
so good. If you do choose to land on the main gear
first, the response characteristics are similar to
wheel-landings in other taildraggers.
As docile as the Q2 is on rollout, however, it is
still a taildragger and requires the pilot’s attention
with the rudder pedals. If one releases the rudder
pedals after touchdown, as one miqht do in a Cherokee,
the Q2 will groundloop, probably without damage.

3—5
SLIPS
Slips are very effective. Rapid descents with
high sink rates can be obtained through a properly
executed slip. It is recommended, however, that slips
be practiced at altitude until the pilot is familiar
with the aircraft. The recommended slip speed is 90
CAS. Pilots should make themselves familiar with the
aircraft at a variety of slip speeds.

COWL FLAP
The cowl flap is utilized to control engine
temperatures within the limits. Opening the cowl flap
increases the flow of air through the engine, increas-
ing the cooling. Closing the cowl flap reduces
aircraft cooling drag, improving performance. All
performing data contained in this manual are based on
the cowl flap closed condition, unless otherwise noted.
The cowl flap is also useful for maintaining
normal temperatures during prolonged power off descent
to prevent thermal shock.

3—6
 OPERATING LIMITATIONS

The Q2 is intended for day VFR operation with

standard equipment installed. With appropriate optional
equipment installed, it would be suitable for day and
night VFR and IFR. Operation should be in accordance
with all markings, placards, and check lists in this
Pilot’s Manual. This Pilot’s Manual does not reflect
night VFR or IFR operating procedures.

UTILITY CATEGORY OPERATION

The Q2 is intended to be operated in the utility
category. The utility category is restricted to airplanes
intended for limited acrobatic operation within the
flight load factor limitations listed below. The follow-
ing utility category maneuvers are approved.
1. Any maneuver incident to normal flying.
2. Minimum speed maneuvering with full aft
stick.
3. Lazy eights, chandelles, and steep turns.
MAXIMUMS
Gross Weight 1000 lbs.
Maneuvering Speed 134 MPH CAS
Flight Load Factors +4.4g, -1.76g

ACROBATIC LIMITATIONS
Maneuver Maximum Entry Speed-CAS
Chandel 1 es 134 MPH
Lazy Eights 134 MPH
Steep Turns 134 MPH

AIRSPEED LIMITATIONS
Maximum Glide or Dive
Smooth Air (Red Line) 200 MPH CAS
Maneuvering Speed 134 MPH CAS
Caution Range (Yellow Arc) 146-200 MPH CAS
Normal Range (Green Arc) 64-146 MPH CAS

4—1
ENGINE INSTRUMENT MARKINGS
Oil Temperature Gauge -

Normal Operating Range

(Green Arc) 160-220
Maximum Allowable 2200F
Oil Pressure Gauge -

Normal Operating Range 30-60 PSI

Maximum Allowable 60 PSI
Cylinder Head Temperature (If Installed) -

Normal Operating Range 300-4500F

Maximum Allowable 4500F
Tachometer -
2700-3200 RPM
Normal Operating Range
Maximum Allowable 3300 RPM
Voltmeter (If Installed) -

Normal Operating Range 13.5-14.5 V

WEIGHT AND BALANCE

The following information defines the weight and
center-of-gravity range that has been tested on the Q2
prototype.
A sample loading problem is included to aid you.
The empty weight and empty c.g. must be measured for
your Q2; Do not use the sample here.
Begin by writing down the most current empty weight
and moment arm. Next, using the loading graph provided
and knowing the weights of the various loads, you can
calculate a total weight and moment for the particular
loading. Then~by consulting the center-of gravity
envelope chart, you can determine whether the particular
loading is within the allowable limits.
QUICKIE AIRCRAFT CORPORATION recommends that each
builder perform a weight and balance measurement using
scales with each pilot/passenger/fuel/baggage combina-
tion prior to flight. Since the Q2 useful load is
greater than the empty weight, small variations in
positioning may have sizable effects on c.g. The
useful load vs weight and moment chart should be used
as a guide only.

4—2
 SAMPLE LOADING PROBLEM
ITEM WEIGHT ARM MOMENT
(LB) (IN) (IN-LB)
Empty Weight 517 40.16 20762.7
Oil 5 5 25.0
Fuel (Header Tank) 30 720
Fuel (Main Tank) 60 2680
Pilot 170 9300
Baggage 40 3120
TOTAL 822.0 36607.7
Check - Gross Weight vs. Moment Graph; Loading is
inside Operating C.G. Envelope

4—3
4—4
 PERFORMANCE CHARTS

Performance information has been derived from

actual flight tests on the Q2 prototype and corrected
to standard atmospheric conditions at 1000 pounds
maximum gross weight.
Actual performance will vary from standard due to
variations in atmospheric conditions, engine and
propeller condition, mixture leaning technique, builder
construction procedures, and other variables associated
with the particular performance item.

Gross weight Range

1,000 pounds Maximum cruise: 682 miles
Fuel capacity with 45 minutes reserve
20 gallons Economy cruise: 1020 miles
Engine with 45 minutes reserve
Revmaster 2100-DQ Minimum speed
Horsepower 61 miles/hour (750 pounds)
64 horsepower @ 3200 rpm 64 miles/hour (1000 pounds)
Top speed
180 miles/hour
Fuel economy
Maximum cruise:
44 miles/gallon
Economy cruise:
60 miles/gallon
Takeoff distance (Sea Level)
360 feet (750 pounds)
610 feet (1000 pounds)
Landing distance (Sea Level)
720 feet (750 pounds)
790 feet (1000 pounds)
Rate of climb (Sea Level)
1200 feet/minute (750 pounds)
800 feet/minute (1000 pounds)
Ceiling
19,000 feet (750 pounds)
15,000 feet (1000 pounds)

5—1
RATE-OF.CLIMB (FT/MIN) SPEED (M/HR)

SPEED (MPH) SPEED (MPH)

5—2
 EMERGENCY PROCEDURES

BRAKE FAILURE
Although brake failure is infrequent in any air-
craft, landing without brakes is no problem. If a brake
failure is detected, proceed to the nearest airport with
adequate runway length to accommodate a landing without
brakes. It is recommended, with a single brake failure,
that neither brake be utilized during landing and
roll-out.
Plan the touchdown near the approach end of the
runway. The aircraft nose should be aligned with the
runway centerline. Use minimum safe airspeeds for exist-
ing conditions. Maintain directional control straight
down the runway with the tailwheel steering. Allow
the airplane to roll to a stop without the use of brakes.
The engine may have to be stopped to reduce the ground
roll. Push or tow the aircraft to a facility for
repair.
MINIMIZING THE GROUND ROLL ON LANDING
Under normal conditions, to minimize the landing
ground rollout, touchdown at the minimum speed, maintain
directional control with the tailwheel , and apply
brakes until the tailwheel lifts clear of the ground.
A further reduction in ground rollout can be obtained
by shutting the engine off using the ignition switch.
If, after accomplishing these items, the remaining
space available for stopping is still insufficient, you
may elect to intentionally groundloop the aircraft.
To do this, apply full rudder and wait patiently; the
aircraft will turn in a circle of ever decreasing radius
while lowering the speed. After about 180-270 deg. of
turn, the aircraft will stop. During flight testing,
this maneuver was accomplished without damage to the
aircraft. No tendency to tip over was evident. Care-
fully inspect the entire airframe after a groundloop.
CAUTION: This manuever is not recommended as a
normal operation because of the very
high loads imposed on the airframe.
EMERGENCY LOCATOR TRANSMITTER
An ELT should be installed aft of the baggage
compartment.

6—1
 ICING CONDITIONS
Carburetor ice may be encountered at any time, even
with ambient temperatures of 80 F. The first indication
of carburetor ice should be a slight drop in engine RPM.
Slight engine roughness may or may not accompany this
engine RPM drop. If carburetor icing is suspected, the
following procedures are suggested:
1. Slowly apply full carburetor heat. Engine
roughness may then occur due to an over-
rich mixture or water from the melting ice.
2. Continuous engine operation with carburetor
heat ON is not recommended due to the decrease
in engine efficiency.
Flying in known icing conditions is not only
prohibited by FAA regulations, but it is also very fool-
ish. However, should wing icing occur, the following
procedures are suggested:
1. Monitor engine RPM for any indication of
carburetor ice.
2. Increase airspeed if possible to reduce the
angle of attack.
3. Changing altitude or course may alter the
rate of accumulation of ice.
4. Remember that ice accumulation increases wing
loading, decreases performance, decreases
range and increases stall speeds. When land-
ing, plan a slightly higher than normal air
speed during landing approach. Guard against
the increased stall speed created by the above
montioned conditions.
REMEMBER: Flying in icing conditions should be
avoided.
WINDSHIELD OBSCURATION
A windshield obscuration caused by ice or moisture
condensation should not be encountered while flying day
or night VFR. If it is encountered, open all vents,
turn cabin heat ON if installed, and change altitude, if
possible, in order to alter the outside air temperature.
If part of the windshield is clear, a slip may be used
to keep the airport in sight during the approach and
landing.

6—2
U
LOW OIL PRESSURE/ENGINE OVERHEAT
A low oil pressure reading may be caused by
malfunction of the indicating system, oil pump failure,
or loss of oil. Monitor the oil temperature gauge for
a marked increase in temperature. If no temperature
change is detected, the failure may be in the oil
pressure indicating system. Proceed to the nearest
airport, land, check the oil level, and determine the
difficulty.
In flight, if the oil pressure indication is low
and is confirmed by high oil temperatures, reduce power
and proceed to the nearest airport or suitable landing
area and land. If possible, notify the nearest ATC
radio facility of your difficulty.
CAUTION: Lack of oil pressure will cause the
engine to seize, requiring replacement
or repair. Do not expect engine to
continue operating while inflight.
When operating in high outside air temperature,
the oil temperature may approach the red line. This
is not detrimental and is not cause for concern unless
the oil temperature exceeds the red line on the oil
temperature gauge. A reduced power setting will lower
the oil temperature; should it exceed the red line in
flight, land at an airport and correct the problem.
INFLIGHT ENGINE FIRES
Inflight engine fires in today’s modern aircraft are
extremely rare and it should be noted that the presence
of smoke does not always mean that a flaming fire exists.
As an example, it may be engine oil on the exhaust
system. If,in the pilot’s judgement, an engine fire
exists the following procedures are suggested:
1. Fuel selector OFF
-

2. Magneto switches - OFF

3. Establish a maximum safe rate of descent.
Increasing speed may blow the fire out.
4. Side slip maneuvers may be used, as necessary,
to direct flames away from the cabin area.
5. Select a suitable field for a forced landing.
6. Notify ATC of your location and problem, if
possible.
7. Master switch - OFF
8. Complete the forced landing; do not try to
restart the engine.
6—3
INFLIGHT ELECTRICAL FIRES
Indication of inflight electrical fires may be wisps
of smoke or the smell of hot or burning insulation.
Should an electrical fire develop, the following pro-
cedures are suggested:
1. Master switch - OFF
2. All Electrical switches OFF
-

3. Magneto switches - OFF

4. Cabin air vent (s) OFF
-

5. Proceed to nearest suitable airport for landing.

CAUTION: If electrical power is necessary for safety
of flight, attempt to isolate the electrical
problem and turn that unit off.
ENGINE ROUGHNESS
If a rough-running engine is encountered, it may
be for any one of the following reasons:
1. Lead or oil fouled spark plugs.
2. Incorrect fuel/air mixture.
3. Incorrect use of carburetor heat.
The Revmaster 2100-DQ engine design is very tolerant of
a wide range of fuel/air mixture ratios. Some roughness
at high altitudes may be encountered if the mixture
control is not used to lean the air mixture.
Spark plugs may become oil-fouled during taxiing,
prolonged power-off descents, or cruising with an
improper fuel-to-air mixutre. The majority of engine
roughness encountered is due to fouled spark plugs.
This may be eliminated by removing the spark plugs and
cleaning them.
Improper use of carburetor heat also may induce
engine roughness. Abrupt application of carburetor
heat when cruising above 5,000 MSL may result in
momentary engine roughness. This condition is caused
by warm air being fed into the carburetor. Warm air
is less dense and tends to upset the fuel/air ratio,
thus causing an overrich mixture condition. Returning
the carburetor heat to OFF will tend to correct this
condition. It may be necessary, from time to time, to
fly with partial carburetor heat. Adjust mixture for
smooth operation.
NOTE: Flying with partial carburetor heat is not
recommended unless the aircraft has a
functioning carburetor air temperature
gauge installed.
6—4
ENGINE FAILURE
Engine failures are very rare in modern aircraft.
Should an engine failure occur, the basic procedures
listed below may be a useful guide:
1. Establish a glide speed of 90 mph.
2. Check wind direction for landing.
3. Pick a suitable landing area and plan an
approach.
4. Use the backup squeeze bulb fuel pump in case
the fuel pump has failed, and header tank is
empty.
Carburetor Heat ON -

Magneto Switches OFF, then ON

-

Start Button -ON

5. If the engine does not start promptly,
attention should be shifted to the forced
landing procedure.
6. Notify ATC of your location and problem,
if possible.
7. Fuel Valve - OFF
Magneto Switches OFF -

Master Switch OFF

-

8. Complete the landing and secure the aircraft.

Notify ATC by telephone of your situation and
location.
ELECTRICAL SYSTEM MALFUNCTION
The ammeter will vary depending on the current
drain from operating equipment; increasing current re-
quirement will cause an increasing positive ammeter
reading.
A negative ammeter indication indicates discharging
battery. Check the alternator and regulator for mal-
function and control equipment usage.
Maximum alternator charging rate is 20 amp. Do
not exceed this value.
The engine will continue to operate normally since
it has a dual magneto.

6—5
 CARE OF THE AIRCRAFT

COMPOSITE STRUCTURE
The Q2 is painted with a primer that contains a
barrier for ultra violet radiation. This, or an equiva-
lent UV barrier, is required to protect the epoxy and
foams from deterioration. Do not expose unprotected
fiberglass to sunlight for extended periods. Unpainted
areas should be retouched. The high surface durability
and hip-i safety margins designed into the Q2 make it
highly resistant to damage or fatigue. If the structure
is damaged, it will show up as a crack in the paint. The
strain characteristics of the material are such that it
should not fail internally without first failing the
paint layer. If damage is apparent due to a crack in
the paint or wrinkle in the skin, remove the paint
around the crack by sanding, and inspect the glass struc-
ture. Do not use enamel or lacquer paint remover. If
the glass structure is damaged, it will have a white
appearing ridge or notch indicating torn (tension) or
crushed (compression) fibers. If there is no glass dam-
age, it will be smooth and transparent when sanded. If
there is glass structure damage, repair as shown in
Chapter 3 of the Q2 Construction Plans. Delaminations
are rare, due to the proper design of joints .(None have
occurred on the prototype.) If a delamination occurs
(skin trailing edge joints, etc.), spread the joint,
sand the surfaces dull, trowel in wet flox, clamp back
together, and let cure.
PROPELLER CARE
Since wooden propellers do not have “metal fatique”
problems, they are a lot more forgiving of nicks. How-
ever, whenever you notice a large nick, you should sand
it out and refinish and rebalance the prop.
Waxing the propeller regularly will also help
protect the surface.
Flying regularly in rain may erode the leading
edge of the propeller.
EXTERIOR CARE
Consult the manufacturer of the paint that you used,
or his representative, to •determine the best means of
maintaining a bright exterior surface.

7—1
CANOPY CARE
It is recommended that you keep the plexiglas in
the canopy clean and unscratched. The following
procedures are recommended:
1. If large deposits of mud and/or dirt have
accumulated on the plexiglas, flush with
clean water. Rubbing with your hand is
recommended to dislodge excess dirt and mud
without scratching the plexiglas.
2. Wash with soap and water. Use a sponge or
heavy wadding of a soft cloth. DO NOT rub,
as the abrasive action in the dirt and mud
residue will cause fine scratches in the
surface.
3. Grease and oil spots may be removed with a
soft cloth soaked in kerosene.
4. After cleaning, wax the plexiglas surface with
a thin coat of hard polish-wax. Buff with a
soft cloth.
5. If a severe scratch or marring occurs, jeweler’s
rouge is recommeded. Follow directions, rub
out the scratch, apply wax and buff.
NOTE: Never use benzine, gasoline, alcohol, acetone,
carbon tetrachloride, lacquer thinner or glass
cleaner to clean plastic. These materials
will damage the plastic and may cause severe
crazing.
ENGINE OIL
Check engine oil level on each flight prior to
operating the engine. Do not mix brands, nor grades
of motor oil. Recommended oil numbers for expected
ambient temperatures are:
Temperature Grade
Below 900F SAE 40
Above 900F SAE 50
Engine oil should be changed every 25 hours.
BATTERY
The battery recommended for the Q2 when equipped
with an electric starter is a 12 volt, 18 amp-hour.
It should be serviced in accordance with the manufac-
turers directions. Only distilled water should be
used to replenish the battery.

7—2
TIRE SERVICE
The tires should be inspected for wear and cuts and
abrasions before each flight.
Tires should be replaced when the remaining tread
depth reaches 1/16”.
The proper inflation pressure for the main tires
is 25 PSI.
BRAKE SERVICE
The brake pads should be inspected every 25 hours
of flight, and replaced when the pad thickness is less
than 0.030”.
ELECTRICAL SYSTEM
Inspect the electrical wiring every 25 hours for
chafing or loosening.
RECURRENT MAINTENANCE INSPECTION
Every 100 hours, you should inspect all of the
items that are covered in Initial Flight Testing,
Section IX.
FUEL REQUIREMENTS
Aviation grade fuel 100/130 or 100 LL is recommend-
ed for the Revmaster 2100-DQ engine.

7—3
 ENGINE OPERATION

See the manuals supplied by Revmaster Aviation for

the Revmaster 2100-DQ engine for information on opera-
tion of the Q2 powerplant.

8—1
 INITIAL FLIGHT TESTING

INTRODUCTION
Once the construction of your Q2 is completed,
you are ready to prepare your Q2 for flight testing.
This task should not be taken lightly, and a thorough,
professional approach will assure you of years of
trouble-free fun.
The information contained in this section is
intended to aid you as you prepare for first flight.
It does not replace good common sense on your part. If
you are not sure of some phase of preparation, call
QUICKIE AIRCRAFT CORPORATION and ask questions. Beware
of individuals in your community who profess a great
knowledge in this area; they may or may not be
competent.
This Chapter is divided into two basic sections:
1. Pilot preparation.
2. Aircraft preparation.

PILOT PREPARATION
Quite often, while building a homebuilt aircraft,
the owner-builder-pilot allows his own pilot pro-
ficiency to slip in order to expedite completion of
his aircraft. This move is unwise.
We recommend the following steps to prepare oneself
for first flight:
1. Ten hours of flying time in the last 3 months.
2. Checkout in at least 3 different types of
aircraft shown in the logbook.
3. One hour of takeoff and landings in a
taildragger within the preceeding 3 months.
4. A private pilot certificate with no
restrictions.
5. Study the Q2 Pilot’s Manual thoroughly.
6. A ride in a Q2, if practical.
In addition, the pilot should feel confident in
his ability to fly a new aircraft. If he does not, he
should check out in different types of aircraft until
he feels comfortable, even if it means delegating first
flight in his Q2 to a more competent pilot.
The above are suggestions that we believe to be
conservative and desirable before the first flight of
any homebuilt aircraft.

9—1
AIRCRAFT PREPARATION
Before the initial taxi tests of your Q2 are
performed, you must carefully make a complete inspec-
tion of the entire aircraft, with particular emphasis
on the flight systems. This is similar to what a
factory built aircraft goes through before it is
delivered to the customer.
The following list can also be used for each
annual inspection:
1. Check all fasteners for proper security
and safetying.
2. Check control system travels at the
surfaces:
a. Rudder travel + 28 degrees.
b. Aileron travef+ 25 degrees.
c. Elevator travefl7o T.E. down;
150 T.E. up.
3. Ailerons should fair into the trailing edge
of the wing with the control stick at
neutral
4. Check that canopy sponge seals are in place
and that canopy locking handle is adjusted
so it must be forced hard up to lock. This
is extremely important to eliminate any
possibility of it being bumped open in
flight. Verify that the secondary canopy
latch functions properly.
5. Check elevator and aileron pushrods for
proper installation (spacers, washers,
bolts, locknuts, etc. installed properly).
6. Check elevator and aileron pushrods for
freedom of movement throughout control
travel.
7. Check pitch trim for proper function, and
freedom of movement.
8. Check elevator and aileron hinge attachments
for security.
9. Check elevator and aileron for freedom of
movement throughout range without binding
or chafing.
10. Check rudder pedals, cables, and attach-
ments for freedom of movement throughout
range without binding or chafing.
11. Check brake system for freedom of movement.

9—2
 12. Check main tire inflation at 25 psi.
Recheck 2 days later for leaks. Check axle
bolts for function and security.
13. Check tailwheel area for freedom of movement
and proper security.
14. Check safetying and security on all actuating
mechanism hardware.
15. Check instrumentation: CHT, and Oil Temp
with a match or hot water at the probe;
check pitot-static system for leaks; check
remainder of instrumentation on initial
engine run.
16. Check Engine compartment: Propellor bolts
for proper torque and safetying; propeller
for proper track (within 1/8”); engine
mount bolts for security and safety; oil
level ; throttle, mixture, cowl flap, and
carb heat controls for security and proper
function; ignition wiring for security and
redundancy; and check baffling for tight
fit around engine and cowl, otherwise over-
heating may occur.
17. Check fuel system: fuel cap seals securely
and vent system clear; Flow check your fuel
system by removing the fuel inlet line to
the fuel header tank and verifying that
both electric fuel pump and backup squeeze-
bulb fuel pump flow a steady stream of fuel.
Check fuel shutoff valve for function; and
verify a steady flow of fuel to carburetor
with fuel selector on. Clean fuel filter
after flushing entire system; calibrate
fuel gauges by pouring fuel into tanks in
increments and marking gauges.
18. Check battery secured and vent line exits
bottom of fuselage.
WEIGHT AND BALANCE
It is extremely important to do an accurate weight
and balance on your Q2 to determine your aircraft’s c.g.
The measurements should be recorded in the aircraft
logbook and used for all future c.g. computations. The
following procedure is recommended for performing an
accurate weight and balance:

9—3
EQUIPMENT REQUIRED 3 Scales (platform type
-

preferred); one level; some chalk; a 12’ tape

measure; 3 pieces of 1” x 12” lumber to dis-
tribute the weight evenly over the scales; and
miscellaneous wood to set the tailwheel scale
on at the proper vertical height. Calibrate
the scales by weighing a known object.

STEP 1 - Position the aircraft on the scales with

the WL1S line level. Record the scale readings
with the aircraft only (i.e. no fuel, pilot,
no baggage).
STEP 2 - With the aircraft off of the scales, but
still level, use your plumb bob to locate on
the floor the centerlines of the main gear axles
and the tailwheel. Also mark the location of
each forward face of the firewall on the floor
using the plumb bob.
STEP 3 Make the measurements shown below:
-

9—4
 To get the moment arm (fuselage station) of
the main gear add distance A to 14.0 (it should
be about STA 39.5); To get the moment arm of
the tailwheel , add distance B to 14.0 (it
should be about STA 210.4).
STEP 4 - Make a tabulation along the lines of the
following:
ITEM GROSS WT TARE NET ARM MOMENT
L Main 260.5 lb -1.0 lb 259.5 lb 39.5 in 10250.2Sin—lb
R Main 257.5 lb -2.0 lb 255.5 lb 39.5 in 10092.25in-lb
Tailwheel 3.0 lb -1.0 lb 2.0 lb 210.4 in 420.8 in-lb

Total 517 lb 40.16 in 20763.3 in-lb

Divide the total moment by the total new weight
to obtain the empty c.g. - 40.16 in.

STEP 5 - Now you can perform some sample weight

and balance calculations using the sample
problem and curves in the Q2 Pilot’s Manual.
To be absolutely accurate, it would be a good
idea to do another weight and balance with
pilot in the aircraft since pilot location in
cockpit will effect his moment and aircraft
c.g. location. You should placard the maximum
and minimum pilot weights allowable from your
calculations on the instrument panel
FLIGHT TESTING YOUR Q2
After having spent many months building your Q2,
you are going to be in a big hurry to fly it. This is
a mistake. Flight testing any new aircraft must be
approached cautiously.
Read over the first parts of this section. Is
everything checked and completed? Now think carefully;
what else can you think of that you should do to get
ready for first flight? Spend days or weeks, literally,
thinking about that question. Do not do any engine
runs or taxi tests until you are sure that the aircraft
is ready to fly. Many taxi tests end up with an
unexpected first flight; don’t be caught unprepared.
Do not fly your Q2 unless all flight and engine
instruments included with the basic kit are operating
normally. Observe all RPM and temperature limits in
this Pilot’s Manuel.
9—5
 Especially, do not fly or even taxi your Q2 until
an accurate weight and balance in the flight configura-
tion is known and checked against the Pilot’s Manual
limitations.
GROUND TESTS -Run the engine in for at least 5
hours at various speeds, and with the cowling
on. Watch all engine instruments for any signs
of problems. Do not exceed 400 deg CHT.
Frequently take the cowling off and carefully
inspect the engine compartment for loose bolts,
excessive vibration, or leaks. After the S
hour runin, do a very careful inspection of
everything in the engine compartment. Remember,
don’t rush. When you button up the cowling for
the last time, be able to say to yourself that
the aircraft is ready for first flight.
BASIC TAXI TESTS -Now you are ready to taxi the
aircraft around on the ground for a little bit
to get accustomed to the cockpit environment.
Don’t stop until you feel completely at home
with the aircraft’s very low speed characteris-
tics; make sharp turns, apply brakes, listen
for the sounds of the engine and aircraft.
TAXI TEST Taxi tests can be divided up into two
-

regimes; low speed (under 30 mph) and high

speed (over 30 mph). Spend at least 30 minutes
in the low speed area getting used to the
sound and feel of the aircraft. Always be
prepared for a liftoff and first flight if it
should accidentally occur. Now park the Q2 for
a day to think about everything that you have
learned. Do not do the high speed taxi tests
until you have had this 1 day cooling off period
HIGH SPEED TAXI AND LIFTOFFS - Do these procedures
in a basic aircraft like a Cessna 150 before
doing them in your Q2. Find an airport with
the following conditions today:
1. Weather; wind calm, or straight down
the runway and smooth, and no turbulence
aloft (check with another aircraft).
2. Runway; smooth, at least 4S00 feet long
and preferably over 6000 ft. long.

9—6
.
 Check the aircraft to verify that you have about
5 gallons of fuel. Check yourself to make sure
that you are not tired, or too exited. There
is always tomorrow.
Perform high speed taxi tests at increasing
speeds (i.e. 35 mph, 40 mph 45 mph, and 50 mph).
Repeat until you feel absolutely comfortable.
Perform the tests by accelerating to the aim
speed, bringing power smoothly to idle and
decelerating to a stop.
Evaluate whether your airport has sufficient
room to make a runway flight (i.e. liftoff,
fly straight and level for about 5 seconds,
and land). If it does, you may want to do
this to feel out the aircraft.
FIRST FLIGHT- The first flight is just a short
step up from the runway flight. The main items
to look for are proper operation and function
of all controls, and proper indications on all
engine related instruments. The first flight
should be only 15-20 minutes long; long enough
to feel comfortable in the aircraft for landing,
but not so long that you feel obliged to “ring”
the aircraft out. After first flight, every
part of the aircraft should be checked carefully
to determine any problem areas.
On landing the Q2,one should touch down tailwheel
first with full aft stick. On takeoff, the
tailwheel should not lift off before the main
gear if full aft stick is used. If either or
both of these statements is not true for your
Q2,contact Quickie Aircraft Corporation for
help. A small adjustment of aileron rigging
is needed. These comments apply to mid-aft
c.g. locations. At forward c..g. takeoffs the
tailwheel may lift off first.
THE FLIGHT TEST PROGRAM- In subsequent flights,
concentrate on learning more about the aircraft,
and getting accustommed to flying it. Expand
the operational envelope slowly (e.g. don’t
dive it to redline speed on the second flight,
and don’t operate in 50 knot winds right away).
Remember, there is no substitute for good
judgement. Call QUICKIE AIRCRAFT CORPORATION
if you have any questions.
9—7
BEFORE STARTING ENGINE
1. Check all controls for operation.
2. Check toe brakes - ON.
3. Mixture - IDLE CUTOFF.
4. Fuel Valve - ON.
NORMAL ENGINE START
1. Throttle - Cracked 1/4”.
2. Carburetor heat - OFF.
3. Master Switch - ON.
4. Magneto Switches - ON.
5. Mixture — FULL RICH for 3 seconds; then IDLE CUTOFF.
6. Starter Button - PUSH to turnover engine.
7. Mixture - FULL RICH when engine catches.
8. After engine is running; Check to verify oil pressure
within 20 seconds.
g. Warm up engine at 1000 RPM.
BEFORE TAXI
1. Seat belts and shoulder harness’: adjusted and buckled.
TAXI
1. Check tailwheel steering and brake.
2. Check ammeter.
BEFORE TAKEOFF
1. Engine instruments: operating properly in the arc
ranges. Engine Runup: 1400 RPM: check left and right
magnetos: 100 RPM drop maximum.
2. Carburetor heat — ON: Check for RPM drop, then OFF.
3. Engine: Check idle.
4. Fuel Valve - ON.
5. Mixture - FULL RICH.
6. Fuel quantities - As required.
7. Canopy - Locked; secondary latch in place.
8. Trim — As desired.
g. Carburetor heat - OFF.
10. Controls: Free, with movement in the proper direction
and no binding.
11. Altimeter - Set.
12. Radio — ON.
13. Cowl Flap - OPEN.
TAKEOFF - NORMAL
1. Throttle: Full open.
2. Controls: Hold aft stick lift off at 65 CAS.
3. Climb speed 75 CAS.
CLIMB
1. Normal - 100 CAS
2. Best Rate — 85 CAS at S.L. full throttle.
3. Best Angle - 70 CAS at S.L. full throttle.
CRUISE
1. Power setting: 2700 to 3200 RPM.
2. Trim - As required.
3. Mixture - Lean to peak RPM.
4. Cowl Flap - As required.
BEFORE LANDING
1. Mixture — Full rich.
2. Carburetor heat - As required.
3. Airspeed: 85 CAS.
LANDING
1. Touchdown tailwheel first.
2. Maintain directional control with the tailwheel
steering.
3. Brake, as required, for stopping.
AFTER LANDING
1. Carburetor heat — OFF, if ON.
2. Cowl Flap - CLOSED.
SHUT-DOWN
1. All electrical equipment - OFF.
2. Mixture - IDLE CUTOFF.
3. Magneto Switches - OFF.
4. Master Switch - OFF.
5. Fuel Valve - OFF.
6. Chock wheels and tie down aircraft.