LAA TYPE ACCEPTANCE DATA SHEET TADS 094

QUICKIE Q2, Q200, TRI-Q AND TRI-Q200

Issue 1 Initial Issue dated 13.7.06

1. UK contact Nil. Previously Don Johnson of Coventry.

2. Description

The Quickie Q2 is a small two-seat tandem wing aircraft of all composite

construction, which was available from Quickie Aircraft Corp (QAC) as a kit in the
1980s. Originally designed with a tailwheel undercarriage configuration (Quickie
Q2 or with Continental engine, Quickie Q200), a tricycle conversion kit (known as
Quickie Tri-Q or with Continental engine, Quickie Tri-Q200) was later developed
and marketed by Tri-Q Developments. The tailwheel version is unusual in that
the main wheels are mounted at the tips of the foreplane, relying on foreplane
bending to provide the suspension action. The engine is installed in tractor
configuration. The aircraft consist of a combination of pre-moulded composite
parts and wet lay-up onto hot wire-cut foam cores. The wing and foreplane are
one-piece components fitted permanently to the fuselage, but the rear fuselage is
de-mountable for storage / transport purposes.

3. Fast Build Kit 51% Compliance

Not applicable – kit no longer available following demise of QAC in 1980s.

4. Build Manual

Q2 Build manual and drawings supplied by QAC.

5. Build Inspections

Build inspection schedule 10 (Quickie Aircraft).

Inspector approval codes A-A or A-C1. Inspector signing off final inspection also
requires ‘first flight’ endorsement.

6. Maintenance Manual

See Q2 Pilot’s Manual for maintenance issues specific to type. In the absence of
a specific maintenance schedule, refer to LAMS schedule.

7. Flight Manual

Q2 Pilot’s Manual supplied by QAC

8. Mandatory Permit Directives

None applicable specifically to this aircraft type, but note

MPD: 1998-019-R1 Flexible Fuel Tubing Applies to all aircraft

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 LAA TYPE ACCEPTANCE DATA SHEET TADS 094

QUICKIE Q2, Q200, TRI-Q AND TRI-Q200

9. LAA Mandatory Modifications

Six modifications were required by the LAA for acceptance of the type in the UK,
as follows:

LAA-94-001 Fitting of tension springs to rudder pedals to keep rudder cables

taut, using short lengths of cable and pulleys mounted on firewall.
LAA can provide drawing.
LAA-94-002 Single mass balance (counterweight) for elevators.
LAA-94-003 Dual elevator pitch control rods and roll trim on port side (see
newsletter 20) LAA can provide drawing.
LAA-94-004 Addition of limit stops to pitch and roll controls. LAA can provide
drawing.
LAA-94-005 Fitment of LeGare pitch trim tab (modified to have positive
attachment of operating cable or sprocket and chain drive)
superceded by aileron reflexor system
LAA-94-006 Aileron rigging – ailerons to be rigged with aileron trailing edge
3/16” up when in neutral position.

10. Service Bulletins

Refer to Quickie Newsletters 11-21 for important plans changes and service
information.

Newsletter 11 Q2PC1 Optional increased shoulder width February 1981

Newsletter 12 Q2PC3 Change to canard female jigging template February 1981
Newsletter 12 Q2PC4 Change to canard bevelling dimension February 1981
Newsletter 13 Q2PC5 Venting of fuel header tank June 1981
Newsletter 13 Q2PC6 Increase canard incidence by 1 degree June 1981
Newsletter 13 Q2PC7 Change in geometry of aileron bellcranks June 1981
Newsletter 13 Q2PC8 Improvements to wheel brakes June 1981
Newsletter 15 Q2PC20 Capping of ends of control surfaces December 1981
Newsletter 15 Q2PC21 Aft canopy attachment January 1982
Newsletter 16 Q2PC22 Fin attachment to fuselage April 1982
Newsletter 17 Q2PC22 Revision June 1982
Newsletter 18 Q2PC23 Layout of EM3 to match Revmaster
prop flange October 1982
Newsletter 18 Q2PC24 Material callout for C3 latch should
be 6061-T6 October 1982
Newsletter 19 Q2PC25 Position of fuel filters changed January 1983
Newsletter 19 Q2PC26 Fuel flow check. Enlarged engine
cooling air inlets January 1983
Newsletter 22 Q2PC28 Optional reinforcement of rear fuselage
Winter 1983

Newsletter 22 Q2PC29 Alteration to engine cooling air outlet Winter 1984

Newsletter 22 Q2PC30 Fin drawing dim. changed from 20.6”to 23.5”

Winter 1984

Newsletters 12, 15, 16, 17, 18, 19, 20, 22, 24 contain many important builder
tips – too many to list here. Copies available from LAA Engineering on request.

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 LAA TYPE ACCEPTANCE DATA SHEET TADS 094

QUICKIE Q2, Q200, TRI-Q AND TRI-Q200

11. Standard Options

• Alternative engine choices as above

• Tricycle or tailwheel undercarriage.
• Forward opening canopy
• QAC Speed brake installation (belly board) see newsletter 25, also Tri-Q
Developments version.
• NASA LS(1) or standard GU aerofoil section canard. The LS(1) canard was
designed to minimise the effect off flying into rain, and had a reinforced
carbon spar to allow greater max gross weight. LS(1) canard incorporates
‘sparrow trainers’ as standard. See newsletter 19.
• LeGare pitch trimmer (see newsletter 18 and ‘AeroGare’ drawings) or QAC
aileron reflexor (see newsletters 19 and 20) or QBA Modified version ref QBA
Newsletter Sept/Oct 1984.
• Optional QAC canard vortex generators for use with GU canard to reduce pitch
change in rain. See Newsletter 24.
• Hydraulic brakes (and optional hydraulic park brake)
• Electric start for Revmaster engine
• Dual rudder pedals and dual brake pedals
• 5.00 x 5 tyres for tailwheel versions

12. Special Inspection Points

• Attention to profile accuracy and surface waviness on all flying surfaces,

especially canard upper surface. See newsletter 20.
• Avoidance of excess weight
• For details of engine installation and other systems not provided on the
drawing, refer to standard aircraft practise for example as contained in
Bingelis books ‘Sportplane Builder’, ‘Firewall Forward’ and ‘Sportplane
Construction Techniques’.
• The suggested procedure for correcting a twisted wing by solar heating is not
to be used, as this might cause delamination of the wing skin from the foam
core.
• A suitable alternative resin system for Safe-T-Poxy is Schueffler L285
available from PRF Composites (tel 01202 680077). The standard hardener for
this epoxy resin is H285 hardener which has a 45 minute pot life – slower
hardeners are also available for the big lay-ups needing longer application
times.
• For Tri-Q and Q200, as a result of noseleg collapses the noseleg was uprated
in the 1990s and only the later reinforced type noseleg should be used.
Reinforced noseleg available from Don Swing (Velocity A/C)

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 LAA TYPE ACCEPTANCE DATA SHEET TADS 094

QUICKIE Q2, Q200, TRI-Q AND TRI-Q200

13. Operating Limitations and Placards

Maximum number of occupants authorised to be carried: Two

The aircraft must be operated in compliance with the following operating limitations,
which shall be displayed in the cockpit by means of placards or instrument
markings:
Aerobatic Limitations
Intentional spinning is prohibited
Aerobatic manoeuvres are prohibited
Loading Limitations
Maximum Gross Weight: GU canard: 454 Kg
LS(1) canard 500 Kg (subject to take off and climb
performance with VW based engines)
CG Range: Refer to Q200 flight manual for weight and cg envelope.
(Forward cg limit is extended when LS(1) canard used. Newsletter 20
contains revised weight/cg envelope).
Engine Limitations
Maximum Engine RPM: Continental 0-200A: 2750
Continental C90: 2625 (Max continuous 2475)
Revmaster 2100D 3400
Limbach L2000 3400
Airspeed Limitations
Maximum Indicated Airspeed: Quickie Q2 and Tri-Q: 200mph
Q200 and TriQ200: 230 mph

Other Limitations and placards

The aircraft shall be flown by day and under Visual Flight Rules only.
Smoking in the aircraft is prohibited.
Cockpit to be placarded “When entering rain, this aircraft may experience a
pitch trim change”.
Occupant Warning – This Aircraft has not been Certificated to an
International Standard
Fireproof identification plate to be fitted to fuselage engraved with aircraft
registration letters.

14. Special Test Flying Issues

Refer to Quickie newsletter 17 for additional advice on Q2 flight testing

• Adequacy of engine cooling (see newsletters 18 and 19)

• Leaking cylinder head gaskets on Revmaster engines (see newsletter 18)
• Check elevators in flight up-float is in range 3.5 to 6.5 degrees when cruising
at mid-cg (see newsletter 18)
• Many of the tailwheel undercarriage Quickies in the UK have suffered
accidents through ground loops, due to loss of directional control on the
ground, frequently resulting in the fuselage breaking just forward of the fin.
See newsletter 20.
• Another common problem is broken foreplanes on the tailwheel versions due
to the aircraft bouncing heavily on landing. Inspect foreplane carefully for
signs of overstress at root and in vicinity of wheel attachments following any
heavy landing, also tailwheel spring and rear fuselage just forward of the fin
(see newsletter 22)

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 LAA TYPE ACCEPTANCE DATA SHEET TADS 094

QUICKIE Q2, Q200, TRI-Q AND TRI-Q200

15. Control surface deflections

Ailerons Up: TBD degrees

Down: TBD degrees
Elevators Up: TBD degrees
Down: TBD degrees
Rudder Left TBD degrees
Right TBD degrees

Approved:

F.R.Donaldson
Chief Engineer

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