Quik & Quik GT450 Aircraft Operating Instructions
29
th
March 2007
Issue 1
Page 35 of 68
taking off from rough ground in turbulent air conditions could either result in a slower takeoff speed than is
desirable or in greater stress to the aircraft structure during a fast takeoff run. Therefore, consider carefully
the advisability of flying in such circumstances.
Crosswind takeoff
Set the wing at a neutral or small positive angle of attack (i.e. in the middle of the range of pitch movement
available)
Roll the into-wind wing down until there is neutral or small into-wind wing down tendency.
Check brakes off, accelerate at full power keeping straight with the nose wheel. Push out at 5-10mph faster
than normal (45-50mph) so as to leave the ground cleanly with no skipping. Apply a small amount of bank
into wind and allow the speed to build to 60mph.
Solo Flight Take-off
The aircraft is only to be flown solo from the front seat. No ballast is required if the pilot weight is above 55
kg. The initial rotation of the trike to a nose-up attitude will be more pronounced when flying solo. For the
initial 200 ft (61m) of climb, the attitude of the trike should be controlled to allow for the possibility of engine
failure and airspeed should be maintained at 60mph. The full-power setting may have to be reduced to
achieve a comfortable climb angle.
Climb - QUIK
The speed at which maximum climb rate is achieved is 57mph. Once established in the climb, the bar force
can be removed with the trimmer. See the table in Section 3.5 for performance. All climb rate figures were
taken at 409kgs (900lbs) Max AUW, sea level, 15
°
C (59
°
F) conditions (ISA). Beware of the effect of density
altitude on the climb performance. The climb rate will reduce to around 0.65 of the sea level figure at 4000 ft,
and if the temperature at 4000 ft is 32
°
C (90
°
F), the factor will be 0.52.
Climb – QUIK GT450
The speed at which maximum climb rate is achieved is 55mph. Once established in the climb, the bar force
can be removed with the trimmer. See the table in Section 3.5 for performance. All climb rate figures were
taken at 450kgs (990lbs) Max AUW, sea level, 15
°
C(59
°
F) conditions (ISA). Beware of the effect of density
altitude on the climb performance. The climb rate will reduce to around 0.65 of the sea level figure at 4000 ft,
and if the temperature at 4000 ft is 32
°
C (90
°
F), the factor will be 0.52.
7.5. EN-ROUTE
During all aspects of flight the aircraft should be flown so that in the event of engine failure or loss of power,
safe landing areas are always within reach. Providing the aircraft is being flown sensibly, the pilot has been
trained and is in current forced landing practice, an engine failure should not lead to an accident and any
competent and well-trained pilot will be able to cope.
Levelling off into the cruise, set the attitude then the power setting and finally trim out the bar force using the
trimmer knob or switch for pitch. The nose wheel steering can be used to provide some lateral trim, if
required. (Left steering gives a small left yaw, which translates into a slow right roll.) Once a steady cruise is
set at a constant altitude, power and speed, the mixture may be leaned out observing the EGT limit of 800C.
Monitor other engine limits before and after leaning. Revert to full rich before changing altitude, power or
speed.
DO NOT PERFORM STEEP CLIMB-OUTS. Allowing a steep climb to
develop at a slow airspeed immediately after takeoff is dangerous. If the
engine fails, the aircraft will pitch nose down through a large angle before
taking up a glide. Roll control is also impaired at low airspeed. If at low
level, there may not be enough time for recovery to landing mode, which
could result in injury or death.
Every 10 minutes check fuel, engine
temperatures, altitude & position.
WARNING
!
WARNING
!
