||The F.S. 110 Bulkhead is used for jigging the fuselage
sides during the assembly procedure. It is not used for strength
in the finished aircraft. For that reason, glass tapes join it
to the fuselage sides and bottom to keep the sides from kinking
or bowing at about station 110.00. The bulkhead may be omitted
if found to be unnecessary.
||Page 7-6, Contouring The Fuselage Bottom. At the
location of each bulkhead, approximately 4 inches of foam (2 inches
on either side of the bulkhead) should remain uncarved. This allows
easier installation of the bulkheads, as well as some tolerance
in their locations due to the bottom curvature. The instructions
on page 7-6 have been found to be somewhat confusing.
||Page 19-7âPlease check your Quickie Construction
Plans. If you do not have page 19-7, advise QAC so that we can
send it to you. Apparently, some plans were sent out without this
||Page 12-1 â Installation of fuel tank stiffeners.
The small nominally 0. 3â x 0.3â orange foam stiffeners must either
be glassed after installation or painted with epoxy. This is to
prevent particles of the foam from perhaps breaking off and contaminating
the fue tank area.
||Regulator Mounting âWe recommend that the regulator
be mounted on the left cylinder baffling forward near the nose.
with the fins pointing inboard toward BL00. Regardless, it must
be mounted in a cool place.
||Check your carburetor heat muff. There must he a hole in the âcanâ encircling
the exhaust pipe in order to conduct the warm air through the hose
to the carburetor heat box. Application of carb heat should result
in a minimum of 50 deg F temperature rise of the carburetor air.
||âDayton Air Fairâ Dayton, Ohio, 18-20
||âOshkosh EAA Flyinâ Oshkosh, WI,
2-9 August, 1980
||âTullahoma EAA Flyinâ Tullahoma. TN,
1-5 October, 1980
.....This is a new feature of the Quickie Newsletter intended to pass along ideas and suggestions based on the experiences of our homebuilders who are flying their Quickies.
||Tire Pressure â The 400 x 5 tires used on the large tire option should be inflated to approximately 20 psi.
||Wheel Bearings âThe Zytel wheels in the large tire option
package have proven to be as durable as the smaller aluminum wheels that
we had previously used. One builder, however, has reported a failure
of one of the bearings. He corrected the problem by introducing
a spacer inside the wheel between the two bearings. He also replaced
standard bearings with the ones out of his original aluminum wheels,
which are interchangeable. The case of the failure is not known for sure,
but could have been caused by excessive pressure against the bearings
by the outside spacers.
||Small vs. Large Tailwheel âWith the large tire package,
there is included a 6 inch diameter tailwheel to replace the original
4.5 inch tailwheel. Reasons for including this new tailwheel are: easier
to taxi in soft ground, better steering capability,. and maintenance
of the original ground angle of the aircraft. Once a builder has a few
on the basic configuration, he might try switching to the smaller tailwheel.
This switch will increase the angle of attack of the aircraft on the
ground, and might result in improved takeoff performance. However, carefully
for any signs of the canard and main gear "hammering" at takeoff
speed, or else the tailwheel lifting off before the main gear. Either
indicates too much ground angle of attack on the aircraft.
FLYING THE QUICKIE|
IN THE RAIN
.....Quickie Newsletter 6 detailed information on
the effect of rain on the performance and flying qualities of the Quickie. The
"Initial Flight Test of Your Quickie Guide," which is available to all builders,
also has information on this suhject.
.....Since that information was published. several
builders have flown in the rain, including takeoff and landing, and we have conducted
further testing ourselves.
.....The results are consistent with the previously published information. Upon entering an area of rain, the Quickie pilot will notice that he has to increase the amount of back pressure on the stick in order to maintain the same elevator position. Note that only the pressure required on the stick changes; for a given airspeed, the elevator position is the same. At higher speeds, and consequently lower angle-of-attack, the increase in force required is minimal and might only require one notch of trim to compensate. At low speeds, and during takeoff and land ings, the force required is much higher, and several notches of trim may be required. Our performance testing to date has shown no change in minimum or maximum speeds, and climb rates appear to be the same within 10%. This is what would be expected, since we have noted in other production aircraft the same characteristics.
.....One builder in Alaska reports a decrease
in rate of climb on the order of 40%. We have not been able to verify that amount
in our testing. However, since at climb speed a large amount of additional force
must be carried, the tendency would be to let the nose drop some to pick up speed
in order to reduce the force required. This would result in a faster climb speed,
with consequent reduction in climb rate. We have verified that fact