the firewall to the canard and are attached on the aft side of the firewall on either eide of the pie-pan. Use flox and glass tape to join. Also, the canopy must be well sealed or else the perceived vibration level will increase significantly from the canopy assembly âdrummingâ. We use the MO Foam Tape of size 3/8â thick by 1/2â wide
made by the Macklanburg-Ouncaun company of Oklahoma City, OK. It is available
in most hardware stores and is also self adhesive. We seal all of the way around
the canopy. Finally, experience has shown that the canopy pin detail shown on
page 15â8 will not remain tight if the steps above are not taken. Therefore,
we recommend that instead of using flox for the filler, that âLiquid Steelâ (epoxy
type)can be purchased at a hardware store. This ia a very durable filler. We
squeeze it into the hole, grease up the pin to prevent adherance, and close the
canopy. Letting it set aver night allows the liquid steel to harden.
.....Once you have checked all of the airframe areas
mentioned above, you can turn your attention to the engine mounting system itself.
A vibrating engine can yield very high loads on the engine mounting system. Proper
quality control on the workmanship is essential.
.....Three of the early builders to fly reported
breaking one of the 1/4â engine mount bolts during the first 10 minutes of operation.
Although we have never had any trouble with N77Q and other Quickie builders were
flying without problem, we decided a switch to 5/16â bolts and sent them to all
Quickie builders without charge. This seemed to cure the problem. Meanwhile we
continued investigation the possible causes for the failures. We were quickly
able to rule out any problem with the bolts themselves. We next turned to examining
how incorrect mounting of the engine might result in the breakages. It has taken
three months and several trips to visit builders, but we think now that we understand
the areas of installation where builders are not exercising sufficient quality
.....In additon, to provide an extra margin of safety, we are making another change to the engine mount assembly, as detailed on page 17â4 and modified by QPC 31. The drawing enclosed here is correct and replaces all previous revisions. This change is mandatory and must by accomplished before any further flying.
.....It is very critical that the engine mount bolts
cinch upon the spacers. If they do not, you can expect much vibration, very high
loads on the system, and possible engine bolt failure. Do not confuse tightening
up on the spacer with running out of threads on the bolt while tightening it
up, however. When you are tight against the spacer, you will feel a distinct
change in the feel of the tightening process since the nut and bolt will want
to turn together. You can verify that you havenât run out of threads instead
by noting how much of the threaded end is projecting from the nut.
.....Note on the drawing that we have turned the
bolts around so that the head is forward. Note carefully the location of
all washers in the system. If, after installing the mount, you think that the
are too short, you may return them to us at QAC for replacement with longer ones.
.....Be sure to cut the ânippleâ off the end of each rubber mount. That will increase the area of contact.
.....Once you have accomplished all of the items
on the above check list, you can begin to fine-tune your installation. One of
our builders reported that by adjusting the length of his spacers by trial and
error, he was able to significantly improve the vibration level. Working with
the canopy seal will probably improve results.
.....If you have accomplished everything correctly,
the result will be a combination that is as smooth as a CUB, Champ, Cessna 150,
or any other light aircraft. We have verified this not only an N77Q, but also
flying several of our builderâs aircraft. One builder, who is a retired airline
captain who last flew a 747, says that his Quickie is very smooth. We have flown
it and agree with him.
.....Jim Murphy, Cape Canaveral, FL â On
16 October, 1979, Jim Murphy hit a guywire while making an approach
to landing on a four lane highway near Allendale, South Carolina. Low
on fuel, and facing low ceilings and visibilities in all directions,
he decided to land on the highway near a gas station and wait out the
weather. At the time of the accident, Jimâs Quickie had 33 hours of flying time and was enroute to Augusta, GA from St. Augustine, FL. Jim suffered two broken ankles and is now back to work again.
.....After hitting the wire with the left canard
the aircraft cartwheeled onto the nose and onto the highway median. The aircraft
suffered extensive damage back to the aft end of the fuel tank. No fire resulted,
and Jim is considering rebuilding the aircraft. He plans to inspect the remains
further after he has recovered and we hope to get some pictures for examination.
.....Jim is very explicit in wanting everyone to
understand that the accident was his fault and resulted from his inexperience
as a pilot. In fact, the first flying hour Jim had as a private pilot was in
his Quickie! He reports that a crop duster friend is convinced that he would
have been killed flying any other aircraft.
.....Douglas Swanninqson, Kenosha, WI - After
enterring the pattern to land his Quickie, Doug pulled the power back to idle
and began a descent. The engine stopped, and Doug landed about 100 yards short
of the runway in a soy bean field. After touchdown, the aircraft slowed without
problem until it was almost stopped, at which point it turned up on its nose.
Doug was uninjured but was trapped in the cockpit for a few moments.