QUICKIE NEWSLETTER 19 page 2
- Category: QAC Newsletters
- Published: Monday, 04 June 2007 15:06
- Written by Quickie Aircraft Corporation
- Hits: 2070
As you know from Newsletter #18, the new airfoil is thinner (17%) than the GU airfoil (20.5%). This means that for a given landing load more structure is required. That, combined with our desire to increase the gross weight, the increase in spar cap material would be about 50% using the existing Q2 construction methods. A homebuilder built carbon fiber spar was considered but abandoned due to the great variation in sample strength using hand layups. A prefabricated spar using high per formance fibers seemed to be the best solution. The process selected involved winding the prepreg fibers on a mandral with the appropriate shape then the part is placed in an autoclave and cured with heat and pressure. This results in spars with uniform properties one to the next and much higher strength numbers than is possible with hand layups. We are now constructing a canard, using these
spars, and as soon as load testing is complete,
the plans, templates and spars will be released. Price for these items
will be about $600. Because many of you wish to use the new canard and
are at the canard building stage, we will give priority to old customers
until there is no backlog. Also, this option will not include foam, glass,
or resin, as many of you do not need these items.
The Turbo Revmaster engine will be flight tested by Revmaster Aviation on their recently completed Q2. The engine prop combination has been here at Mojave so that we could develop the cowling and spinner installation. The extra weight and forward mass of the configuration will require the new canard to be viable. A number of builders have inquired as to the status of their engine deposits if they wish to change to the turbo engine when
(and if) it is available, Revmaster
and QACâs policy on this is: Those builders
must notify us in writing of their desire for this version. When the Turbo
is fully tested and approved they will receive preferential delivery and
pricing. If, at that time they decide to revert back to the standard Revmaster
the price will still be $3095.00 instead of the current $3395.00.
REVMASTER PRICE INCREASE:
There has been a price increase on the Revmaster engine. For those of you who have placed a deposit on the engine, QAC and Revmaster will honor the $3,095.00 price until May 15,1983.
CONSTANT SPEED PROP:
Development of an adjustable pitch prop had been the biggest delay in the Turbo Revmaster program. Once this prop is available, it offers another configuration many people have not considered. The standard Revmaster engine with the constant speed prop. This combination should have much better take-off and climb performance as well as some increase in top speed and cruise. The constant speed prop should add at least 10% to the score fur the CAFE 400 Race. As the blades are metal instead of wood, the rain erosion problem will be eliminated. All Revmaster engines used for the Q2 program have been built with the oil passages necessary for the use of this prop.
Q2 PLANS CHANGE:
As several builders have brought to our attention the installation of the fuel filters as shown in the plans is incorrect. One filter should be installed before the fuel pump. The second should be installed between the header tank and the carburetor.
Over 40 Q2s are flying, most have not had any cooling problems. Several builders however have reported overheating in spite of what appears to be perfect baffling. In one case the problem was traced to a clogged fuel filter.
We recommend everyone to check fuel flow at the carburetor both on initial installation and after engine run-in (5 hrs). On N81QA we flow at least 7 gals/hr. If you flow below 6Â½, try rerouting the fuel lines, changing filters, or up the size of the tubing, hose, and filters.
In addition Page 16-4 is revised as shown. This change enlarges the cowling air inlets about 1â and moves them inboard about 2 If you are now flying and not having any problems in this area you need not incorporate this change. The criteria for cooling in cruise (full power @ 7500â) is that you should be able to close the cowl flap completely.
COWLING AIR INLETS:
The cowling air inlets can now be cut into the cowling. They are nominally each 4.5â x 7.5â in size, with a 3/sâ radius (using Rondo) around the lip. A sketch is included for reference.