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Peter Lert, Sr. Editor of Air Progress, during stall/spin testing. Canopy was set up with a quick release.
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NEW CANARD
AIRFOIL APPROVED
FORQ2:
Flight
testing of the new NASA LS(1)-0417M01) airfoil on N81QA is complete. Peter
Lert, Senior Editor of Air Progress magazine, conducted the envelope expansion
(stall spin) work. Peter, as most of you will recall, did the same test work
on the original Q2 prototype, N8490P; the Quickie, N77Q; the Varieze; the
PA and others. Results of the testing show the following:
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1. |
The
CG Range of the Q2 can be greatly expanded. The forward CG limit will
be 2â further forward and the gross weight will he increased from
1000 lbs. to 1100 lbs. For an advance copy of the new weight and balance
loading graph, send a
stamped, self-addressed envelope. |
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2. |
The
stall characteristics are very similar to the original with the following
differences: |
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a. |
Stick forces
build very rapidly as stall approaches, as with the original, but
at stall there is a definite âpulseâ felt in the stick as the airflow
first separates then reattaches itself to the elevator during the
mild pitch bucking or nodding. This effect is a perfect stall warning
device. |
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b. |
Stall speed at
1000 lb. gross is at least 7
mph lower, |
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c. |
Tendency toward
rudder rolls at Vniin are greatly reduced. In other words, the rudder
sensitivity doesnât increase very much as stall is approached. |
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d. |
Drag buildup
with large elevator deflections
is greatly reduced. |
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e. |
At the current
Aft CG Limit (47â) we were able to force a departure by use ofâ complete
cross controls and aft stick at stall. Recovery was executed by normal
procedures. No tendency toward spin was noted. Why did this departure
occur? We think primarily because the new airfoil generates so much
more lift than the old GU section canard that the rear wing is being
made to âworkâ for the first time. If you wish to avoid the possibility
of a departure, merely move your aft CG Limit forward about 1/2 to
:3/ We are continuing to use the old Aft limit as we consider an inadvertent
stall in the aircraft to be virtually impossible. Also, even in the
event of a stall at this CG with controls neutral or mildly crossed,
no action by the pilot is required, |
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3. |
No
tendency was found for the high speed tuck noticed in the original
prototype. Actually, weâve been unable to find this phenomenon in
NSIQA or plans built versions, but most are lightly damped in long
period phugoid. The new canard has |
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ANNOUNCING THE Q200
Q2âCONTINENTAL 0-200 |
The 100 h.p. Continental 0-200 version of the Q2 is now approved. So many people have expressed interest in this version we have decided to give it its own designation. .The Q200. Testing included cooling evalua tion, engine reliability and development of the various components needed to build this version. We have not mapped out performance data as yet due to the lack of a suitable propeller for the speed range of the aircraft. To date weâve tried two different props; one with too much pitch and one with too little. We expect to have complete performance informa tion in NI /20. For now we are confident that the name Q200 will refer to more than the engine displacement, actually under the new proposed revision to the homebuilt regulations if the maximum cruise speed exceeds 207 mph, YOU will have to use 12â N
numbers!
0-200 PARTS PACKAGE
AND PLANS:
As Continental has an established dealer
network, QAC does not intend to market Continental engines. 0-200âs
are available new, factory remanufactured, overhauled, used, or even in
a kit version. Continental, over the years, has built over 100,0000-200âs.
We made few calls to reputable overhaul shops around the country and found
the average price to be around $4500.00 for a rebuilt 0-200 with some kind
of warranty. When considering purchas ing a used engine we would advise
extreme caution. Know what you are buying. The mythical $1500.00 aircraft
engine is for most of us just thatâa
myth. |
Package
2 for the Q200 includes the following:
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Plans, instruments,
cowling, exhaust sys tem, sheet metal baffling, carburetor heat
box, heat muff, oil breather separator, prop extension, engine
mounts, hardware, etc. Price for the Q200 Package 2 is $2,900.00. |
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As a number of ou are planning on using C-85âs, C-90âs
and A-series Continentals, we are not including a prop as part of this package.
Contact QAC for details
on differences between the various models for the appropriate prop.
For those of you who already purchased Package 2 for the Revinaster, many compo nents, including instruments, are usable on the Q200 version. Therefore, a âretroâ package
is being prepared. This package will cost $1,600.00. Contact QAC for specifics,
Remember, the new canard should be consid ered
mandatory for the Continental conversion.
Several builders have asked if we will take in
trade Revmaster cowlings, exhaust systems, and props for the 0-200 version. This
will depend on several
factors: first, how many builders wish to do this: second, how many new
customers buy the Revmaster version; third, how many builders decide to
use the Thrbo Revmaster (it also has a different cowl, prop and exhaust).
When these numbers stabilize, we will set up a buy-back policy. In the
meantime, we have slowed or stopped purchases from our vendors of these
items. |
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