Fuselage reinforcement — a couple of Q2’s have nosed over and when they fell back on their tailwheels, fractured the fuselage in front of the vertical fin. This resulted in a major repair instead of a minor one. We have changed the lamination schedule on the upper rear fuselage shell to include a 5” wide unidirectional tape extending from the vertical fin area forward about 40’ This reinforcement can be added to the inside or outside skin, As this change is not needed for the normal operation of the aircraft it is not mandatory.
|NOTE:|| ||Appendix sheet #3 shows long notch at bottom of firewall. Do not notch. Add foam blocks both sides to create ramp for air exit and fairing to canard. Cover with 2 plys BID at 45° |
This allows more effective air exit around Continental oil tank.
|3.|| ||Some have had problems with impulse couple hanging up on the Revmaster engine. solution: Pull mag. every 150 hrs. and lube impulse couple. |
|4.|| ||The Q-200 exhaust is manufactured with the exit pointing down. This is the easiest and safest approach considering fire hazard and noise.You may want to point it aft however, for increased performance as we have done on our prototype. A 90° elbow from your muffler shop, hacksaw, and gas welding rig will do the trick. You may want to build a ramp enclosure to your cowl before finish mode (3 ply BID allowing 1/2" all around exhaust and paint area liberally with liquid firewall). |
| || || Also, allow minimum 1.7” clearance at bottom of fuselage to top of exhaust. |
|7.|| ||Elevator gap, GU canard. You should have a gap between the slot core and elevator equal to the thickness of a tongue depressor. If your gap is too narrow, you will experience a high stall speed and other problems, if the gap is too wide, your aircraft’s drag will be higher.|
|8.|| ||New canard ground angle of attack with the new canard you should set your tailspring so that the center of the tailwheel is no more than 31” when WL15 is level and weight simulating the engine is on the nose, 29” would probably be better. |
|9.|| ||Bathroom scales. Why won’t builders listen? Don’t do it! Our most recent incident involved a Q2 builder who insisted that he had carefully calibrated his scales, double checked everything and was absolutely certain that it was a waste of time to reweigh his aircraft with proper scales. We insisted and his plane promptly “lost 50 lbs.” Friends, this is a good way to get yourself killed. At QAC we won’t even taxi an aircraft that has been weighed on bathroom scales. |
|10.|| ||GROUND HANDLING|
Some builders have reported reversed aileron steering effectiveness while taxing. As long as you are aware of this phenomenon it is easily dealt with. If you experiment with your plane and see what happens at different speeds, you can use this information to help you while taxiing in crosswinds. If there are only light winds, you should be using neutral stick.
|11.|| ||COWL FLAP|
Some of you who have had trouble with cooling might be having some troubles with your cowl flap not opening enough or actually closing in flight because of pressures. Another method of actuating the cowl flap is shown below.
|12.|| ||FUSELAGE SEPARATION SEAL|
|(1.)|| ||Put Vaseline on the rear fuselage separation surface.|
|(2.)|| ||Apply white silicone seal around the front separation surface, then assemble. You may also apply ¼” white pinstriping tape around separation. |
|13.|| ||VOLTAGE REGULATOR|
If you are using the liquid firewall you will need to mount your regulator elsewhere so there is a heat sink. A good location would be on the cold air side of the engfine baffling on the top of the engine.
|Page 7-1 plans:|| ||Top view of vertical stab. should measure 20.6” rather than 23.5”|
|1.|| ||Carbon spars for the LS-1 mod canard have virtually eliminated the need for postcure. The new canard is easier to build than the GU and by eiminat. ing postcure, we should be able to publish a new time-to-build. |
|2.|| ||Plan ahead when building the new canard by carving enough foam away from the apex to allow about ¾” between bottom of magneto box and top of canard for dual rudder option before glassing canard. |
|5.|| ||Those using starters on Continental series engines please note: Case of starter must be rotated so positive lead points down, |
|6.|| ||Two templates hae been developed to assist in jigging the slot cores and elevators on the new canard. Call QAC for a copy |