When I added power to go around, I reached for what, in my limited experience, was the throttle, and I pushed in the big black knob in the middle of the panel. This is where things got less than pleasant. I sat through all three bounces with the power at idle and the side stick aft just like I was told to. However, I bounced it just like he said I would. The approach was steady and the rate of descent was looking quite good. ![]() I flew quite a long downwind in order to prepare for a long final to give me time to sort things out. Just sit there with the stick back, and it’ll bounce twice more and settle on. Two: If you bounce it, don’t do anything. In fact do at least three touch-and-goes. One: Do not try a full-stop landing on the first pass. Bank left to get the canard out of the way, and you can see straight down.Īfter experimenting with climbs and descents, turns in both directions, and a little bit of slow flight, it was time to try landing this little beast. Visibility through the huge canopy was almost unlimited. Gentle banks and turns seemed to be accomplished merely by thinking about them. I found the Q-2 to be very responsive in all axes. As my heart rate got back to somewhere near normal, I figured that it was time to try some turns before I ended up in Los Angeles. In fact, at that point I was so afraid of overcontrolling that I didn’t do anything except climb straight ahead. I managed to sort that out without actually hitting the ground and then continued to climb out southbound. ![]() Even though I had been briefed on the sensitivity of the controls, I overcontrolled on liftoff by pulling back too hard on the stick and pitching up way too high and then overcorrecting, thus getting a terrific view of the runway immediately ahead. ![]() On my first flight, I took off southbound from Mojave airport, a former Marine Corps base located in the Mojave Desert near Palmdale and Edwards Air Force Base. This is positioned between the pilot and passenger seats, and one flies with the left hand on the throttle and the right hand on the side stick. The Q2 has a side stick controlling pitch and roll. The control knob was located in the centre of the instrument panel, right where the throttle is on a C150 (the Q2’s throttle is on the left side of the fuselage). This particular trim was a prototype installation using a Bowden cable to drive the tab. A powerful trim tab on the vertical fin provided assistance to the elevator. It had a fibreglass and epoxy structure and a canard layout with the elevators on the front and the ailerons inboard on the rear upper wings. This particular aircraft was the production prototype that had been built to “proof” the kit and was powered by a Revmaster 64-hp engine. Sort of a negative stagger biplane to stretch a point. The Q2 was a relatively high-performance two-seat composite plane with very responsive controls and an unusual layout. After about 70 hours total time and less than three hours on a CP65 Porterfield for taildragger experience, in my blissful state of ignorance, I undertook to fly a Quickie Q2. 1981 saw me at Skyways in Langley, British Columbia, working on a private licence. ![]() We built the first Quickie in Canada and eventually developed it into the two-seat model known as the Q2. March 2017 - In the late ’70s and early ’80s, I was working with the Canadian distributor of the Quickie and the Q2 and, in the earlier days, had no flying experience but lots of building time.
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