Login Form




     We now have feedback from three quickie builders using Bel-Ray oil. Their results: lower oil temperature (less friction), higher oil pressure (lower temperature and less tendency to thin out when hot) and slightly higher RPM for more power, Aircraft Spruce is stocking Bel-Ray, use it.


     The most common problem involving ground handling problems lately seems to be too steep angle of attack. What happens is that the rear wing starts to fly too soon on the takeoff roll and continues to fly too long on the landing roll. This makes tail wheel steering ineffective until the aircraft slows down to below 40 MPH or so. The solution is to lower the nose, raise the tail or both.
     For example, Aircraft Spruce sells a tire used on Longezes called the Lamb. This tire will fit on Q2/Q-200 rims and will lower the nose about 1/4”, more if you are currently using 500 X 5’s.
     How can you tell if your ground angle of attack is too high?
     We had intended to publish a template that could be placed on the rear wing with a level line to check ground AOA. However, no two aircraft have the same airfoil shape and while this minor variation in contour doesn’t affect the aerodynamics of the aircraft it does make it difficult to find the proper fit for a template.
     Another way is to measure the angle of WL-15 when the aircraft is sitting 3 point with the engine installed. This angle should be between 7½ to 8. Any more and ground handling will be poor. Any less and takeoff distance will he excessive.

     If you have not installed the aileron reflexor, do so. It is very useful especially during the first few flights. Please note that the price which is now $150.00 will be going to $175.00 on September 30th.
     Also beware of changing the location and means of actuation. One builder relocated the control to just over his shoulder. On a subsequent flight he bumped it with ft his shoulder just as he flared for landing. The result -one busted airplane. When contemplating any change, one must consider all of the ramifications.

     The smile inlet is now standard on Q2’s. Those of you who wish to update your aircraft should send in $10.00 and we’ll send you a copy.

     A recent accident involving a Q2 points out a potential problem to watch out for. The aircraft was on a cross country flight, on takeoff the pilots noticed the aircraft nose lifted off early and they bad to hold forward stick. Mistake number 1, anytime something seems wrong the flight should be aborted.
     As the flight progressed they found they were holding more and more forward stick as fuel burned off. They landed at the next available airport but severely damaged the aircraft. After getting out they found that a 27 lb. travel bag had slipped back into the tail cone causing an extreme aft c.g. condition which became worse as fuel was burned. Mistake number 2, never place baggage where it can move. Place tie downs or a cargo net arrangement to ensure your bags can’t move. These two gentlemen are extremely lucky.

     The standard we use to determine cruise performance of the Q2 and Q200 is full throttle at a density altitude of 7500’. If you have a prop that allows your engine to turn rated RPM under these conditions your engine will be delivering 75% power. With the Revmaster you should see 3200 RPM and with the 0-200 Continental 2750 RPM. Both engines can run continuously at these power settings.
     This brings up an interesting point regarding claimed performance and engines. Continental and Lycoming engines are normally nowhere near their peak power ability at rated RPM (2700-2800) as a matter of fact 0-200’s are used in formula 1 racers where they are turned up to 4100 RPM and produce over 150 h.p.
     In the Varieze pilots manual it calls out about 3000 RPM at 8000’ as 75% power. This is incorrect, at 3000 RPM they are getting about 85 hp at that altitude. If the Q200’s cruise performance were based on the Varieze criteria, we would be 8 MPH faster.
     Most pilots don’t like the idea of turning their engines faster than red line (for good reason) which is one reason most EZE drivers can’t equal the claimed performance.
     At Quickie, we do not recommend overreving your engine we don’t do it ourselves because we don’t consider it ethical and we can’t afford the increased maintenance.
     The various races we enter separate the men from the boys. The only other company which competes in both the CAFE 400 and the Oshkosh 500 is Stoddard Hamilton makers of the Glassair. They, like we, are not afraid of demonstrating their performance under controlled conditions. So when people ask us why do we race? We say - why don’t the others in this business if their products are so superior?

     The drain for the oil separator (the small tube at the bottom) can be run to a tube welded or brazed into the filler neck of the oil pan. Another place is on the rear accessory case of the 0-200 towards the bottom on the left side. Most O-200’s have a pipe plug located there. You can install a tube fitting here for the drain.
     The oil separator is essential on the O-200 as the Continental really pukes oil without it.
     On a related subject, after break- in, use Bel-Ray Aero 1 synthetic. The Continental runs relatively low oil pressure which drops even lower when the oil temp goes up and thins out. Bel-Ray is so temperature stable you will see virtually no change from 70° to 220° oil temp. It will run cooler as well. Aircraft Spruce is stocking Bel-Ray.

     Some builders have in misplaced springs used on the Q-200 exhaust. They are readily available from your local Yamaha dealer. The Yamaha part No. is 90506-12029.


     The belly board is proving to be our most popular option, so much so that we have had a difficult time filling all the orders. Now we are in stock and all hack- orders have been cleared. The belly hoard will be standard on all kits sold after September 30th. Please note that the price will be increased from $205.00 to $255.00 nit titan dare.

Q200 Belly Board