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belly-board speed brake. The rudder pedals were cable-linked directly to a steerable tailwheel bellcrank, and then via secondary cables to the rudder; this per-plans configuration led to multiple runway mishaps resulting from damage to the fiberglass tailspring that supported the tailwheel bellcrank and subsequent loss of directional control. Many builders addressed this tailwheel design weakness by the placement of a dedicated bellcrank within the aft fuselage and then splitting independent cables to the rudder and tailwheel individually. The Q2/Q200 series of aircraft were highly sensitive to builder variation and required special attention to the ground angle of attack and tailwheel hinge geometry; and, at this stage of
American kitplane development, prefabrication of critical components simply was not yet a feature. In flight, the aircraft exhibited Cooper-Harper level 3 flying qualities requiring some degree of pilot compensation during some maneuvers and phases of flight. The Q-200 could be noticeably sensitive in pitch. The recommended landing technique was via a backside approach to the runway threshold. Once on the ground, the aircraft was known to exhibit reversed stick steering if the ailerons were actuated at medium to high speed; this was typically corrected by a neutral control stick and normal rudder correction.
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was an effective ekranoplan and exhibited surface effect phenomenon when within a half wingspan distance from the ground. The absence of separate landing gear in the original configurations (e.g. Q-1 through Q-200) reduced both weight and drag; however, much of the configurational advantage was lost in the Tri-Q modification. Propeller ground clearance was a problem in the early
Quickie aircraft fabricated with highly flexible fiberglass spar caps... and those aircraft were susceptible to prop-strikes during hard landings. Subsequently, the use of full span, tapered, carbon fiber spars in the Q-200 added significant stiffness to the forward wing/canard. This development substantially reduced the tendency of the aircraft to porpoise and experience propeller damage.
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seating placement was close to the center of gravity, the integral wheel pants substantially reduced parasitic drag, and the tandem wing placement and decalage made for natural angle-of-attack limiting (i.e., natural stall recovery with a pitch buck onset). The aircraft was a point design, configured at a time of high fuel prices, increasing costs for the sport pilot, and in the wake of the
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wire, followed by microslurry and resin/fiberglass layup; the fuselage was made up of one inch-thick foam slabs with microslurry and resin/fiberglass layup. Subsequent Q-2/Q-200 kit aircraft included fully lofted and prefabricated fuselage shells. The fuselage shells were vacuum bagged in molds and made of inner and outer fiberglass facing with a 3/8 inch Clark foam core.
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engine and employed an LS-1 airfoil for the canard to avoid canard leading edge contamination issues. Q-200 aircraft have been powered with other engines, including Mazda, Subaru, Rotax, and
Corvair engines in the same horsepower range, with varying degrees of success. It can also be constructed as a
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In June 1978, only two months after the single-seat
Quickie prototype's first flight, Jewett and Sheehan had formed the Quickie Aircraft Corporation to produce and sell complete kits of Quickie layout, first single-seaters, then two-seaters. Kit production commenced in 1980, with over 2000 kits sold
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The prototype Q2 was constructed in Canada by Garry LeGare at his Leg-Air
Aviation, Ltd., facility in Langley, British Columbia. The airplane was constructed of fiberglass and resin over a foam core, similar to other Rutan designs; the wings essentially blue styrofoam billets cut to shape with a hot
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Q-2/Q-200 pilot controls included a central sidestick controlled by the right hand and a throttle controlled by the left hand. As the pitch and roll control linkages were via a pushrod, the aircraft was very responsive. Routine installations were the inclusion of an aileron reflexor and mid-fuselage
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The Q2 was configured as a "taildragger" with fixed (non-retractable) integral wheel pants at the tips of a forward wing with a noticeable adhedral. The wheel pants acted as endplates (increasing effective aspect ratio) and constraining spanwise flow. As a result, the original aircraft configuration
189:
Unlike the original single-seat
Quickie, Rutan was not involved with the design of the Q2, but it retains the Rutan tandem wing solution to the design challenges associated with low drag, high-efficiency design, with a fixed undercarriage and a useful center of gravity range. Pilot and passenger
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An amateur aircraft builder who had already built a Rutan VariEze, LeGare suggested a two-place side-by-side development of the
Quickie equipped with a larger Volkswagen derived engine. At the time, Sheehan and Jewett were not interested so LeGare fabricated a single proof of concept prototype.
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were located inboard on the aft wing, which was shoulder-mounted centrally, just aft of the pilot. This aileron placement reduced any tendency to aileron induced yaw; a properly built aircraft would enter a coordinated turn with the pilots feet off the rudder pedals. The canard layout provided
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from both pairs of wings, whereas a conventional tailplane supplies negative lift. However, the principal advantage to the Q2/Q200 configuration was probably the reduced size and, therefore, reduced flat plate, wetted area and drag associated with the airframe integration.
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design, having one forward wing (canard) and one rear wing (instead of the more usual main wing and horizontal stabilizer). The elevators are fitted to the forward wing so that all pitch control comes from the forward wing, similar to the
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configuration. The forward wing in this configuration provided about 60% of the lift. The close proximity of the engine/propeller to the forward wing made for a powered lift effect with instantaneous climb response to power inputs. The
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LeGare and
Quickie formed an agreement: While Quickie handled domestic sales within the United States, LeGare would handle export sales. In practice, the export sales were shipped directly from Quickie in California.
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configuration. The Q2 is a "taildragger" with fixed (non-retractable) main wheels incorporated into integral streamlined wheel pants located at the tips of the forward wing.
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Full-span elevators were fitted to the forward wing such that all pitch control came from the forward wing, similar to the
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Quickie
Aircraft Corporation Q-200 plans/Basic Fuselage Assembly sample page 8-1/2); (Martinez N557bm Shop Notes
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638:"How About A Quickie For Two?", by Peter Lert, QAC distributed Air Progress Article — April 1981
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This two-seat aircraft was substantially faster than the Q2, with a 100-horsepower (78 kW)
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The Q2 followed Jewett's and
Sheehan's intention to design a two-seat homebuilt aircraft.
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Martinez builder's log/shop notes & N557BM Q-200 Flight Test Summary,
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This two-seat aircraft employed a 64-horsepower (48 kW)
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converted auto-engine, 64 hp (47.7 kW) at 3,200 rpm
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with tricycle, rather than conventional landing gear.
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As efficient as the original Q1 design, the Q2 is of
155:. Canadian Garry LeGare was involved in the design.
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http://www.eaa1000.av.org/fltrpts/q200/testsumm.htm
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http://www.eaa1000.av.org/fltrpts/q200/testsumm.htm
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http://www.eaa1000.av.org/fltrpts/q200/testsumm.htm
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Aircraft of comparable role, configuration, and era
927:
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345:one passenger and 510 lb (231 kg) useful load
487:typical Q2 builder-designed instrument panel
742:Air Progress — April 1981, Peter Lert
956:1970s United States civil utility aircraft
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421:200 mph (322 km/h, 170 kn)
412:140 mph (225 km/h, 120 kn)
406:180 mph (290 km/h, 160 kn)
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866:"What are the specifications for a Q2?"
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427:550 mi (885 km, 480 nmi)
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858:
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680:"Canard Advantages and Disadvantages"
301:Evergreen Aviation & Space Museum
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143:is a two-seat version of the unique
351:19 ft 10 in (6.05 m)
13:
704:N557BM Q-200 Flight Test Summary,
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357:16 ft 8 in (5.08 m)
16:American homebuilt aircraft design
14:
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841:"Quickie Aircraft Corp Quickie 2"
433:1,200 ft/min (6.10 m/s)
363:4 ft 5 in (1.35 m)
572:Canada Aviation and Space Museum
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369:67 sq ft (6.22 m)
129:Canada Aviation and Space Museum
29:
961:Single-engined tractor aircraft
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900:Western Canada Aviation Museum
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682:. Desktop.aero. Archived from
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325:Western Canada Aviation Museum
253:and could be constructed as a
147:, produced in kit form by the
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227:
936:Aircraft first flown in 1980
870:Quickie Builders Association
744:How About A Quickie For Two?
615:Kocivar, Ben (August 1981).
251:Volkswagen air-cooled engine
149:Quickie Aircraft Corporation
60:Quickie Aircraft Corporation
7:
771:. July 11, 1981. p. 85
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381:1,000 lb (454 kg)
314:Specifications (Quickie Q2)
273:TriQ-200 with tricycle gear
240:
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729:December 30, 2019, at the
711:December 30, 2019, at the
666:December 30, 2019, at the
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151:founded by Tom Jewett and
375:490 lb (222 kg)
263:conventional landing gear
233:before production ended.
127:. This example is in the
91:kit production completed
37:
28:
23:
765:"Quickies catch on fast"
547:"Quickies catch on fast"
308:The Hangar Flight Museum
123:An original single-seat
820:www.evergreenmuseum.org
504:Quickie Free Enterprise
330:General characteristics
274:
178:Design and development
132:
47:amateur-built airplane
582:on September 26, 2008
272:
122:
951:Tandem-wing aircraft
876:on December 17, 2005
769:Flight International
600:: CS1 maint: year (
906:on January 18, 2006
379:Max takeoff weight:
295:Aircraft on display
941:Homebuilt aircraft
896:"Quickie 2 C-GIKP"
845:thehangarmuseum.ca
816:"General Aviation"
795:www.quickheads.com
618:180 MPH Kit Canard
417:Never exceed speed
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133:
509:Scaled Composites
389:Revmaster 2100-DQ
283:Continental O-200
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72:, Tom Jewett and
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578:. Archived from
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526:Viking Dragonfly
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321:QuickieBuilders
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50:Type of aircraft
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521:Rutan Quickie
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475:Q2, side view
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125:Rutan Quickie
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112:Rutan Quickie
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80:First flight
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908:. Retrieved
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825:December 31,
823:. Retrieved
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798:. Retrieved
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773:. Retrieved
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688:. Retrieved
684:the original
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622:. Retrieved
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584:. Retrieved
580:the original
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556:December 31,
554:. Retrieved
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499:AMSOIL Racer
451:Q2 in flight
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261:rather than
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184:
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158:The Q2 is a
157:
153:Gene Sheehan
140:
136:
134:
97:Number built
74:Gene Sheehan
70:Garry LeGare
18:
850:November 7,
397:Performance
385:Powerplant:
160:tandem wing
38:Quickie Q2
24:Quickie Q2
930:Categories
791:"Q2/Q-200"
586:October 1,
534:References
367:Wing area:
246:Quickie Q2
228:Production
137:Quickie Q2
83:July 1980
910:April 14,
880:April 14,
576:"Quickie"
355:Wingspan:
343:Capacity:
339:one pilot
319:Data from
211:positive
192:Bede BD-5
172:composite
66:Designer
727:Archived
709:Archived
690:June 13,
664:Archived
596:cite web
574:(n.d.).
493:See also
259:tricycle
241:Variants
208:ailerons
647:Rutan,
438:Gallery
361:Height:
349:Length:
88:Status
425:Range:
203:canard
165:canard
101:2000+
337:Crew:
288:Tri-Q
257:with
255:Tri-Q
43:Role
912:2006
882:2006
852:2022
827:2018
802:2018
777:2018
692:2012
626:2010
602:link
588:2008
558:2018
387:1 ×
278:Q200
213:lift
135:The
323:and
139:or
932::
898:.
868:.
843:.
818:.
793:.
767:.
598:}}
594:{{
549:.
194:.
141:Q2
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