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Rutan Quickie
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The Rutan Model 54 Quickie is a lightweight single-seat taildragger aircraft of composite construction, configured with tandem wings.
Key Information
The Quickie was primarily designed by Burt Rutan[1] as a low-powered, highly efficient kit-plane. Its tandem wing design has one anhedral forward wing and one slightly larger dihedral rear wing. The forward wing has full-span control surfaces and is thus similar to a canard wing, but is considerably larger. The aircraft has unusual landing gear, with the main wheels located at the tips of the forward wing.
Design and development
[edit]The Quickie Aircraft Corporation was formed to produce and market the Quickie in kit form after 1978. Two years later a two-seater variant of the same layout followed as the Q2. The original Quickie (Model 54 in Rutan's design series) is one of several unconventional aircraft penned by Rutan for the general aviation market.[2]
The Quickie followed from Jewett and Sheehan's intention in 1975 for a low-cost, low-power, single-seat homebuilt aircraft. The first element to be found by Jewett and Sheehan was the engine, which – although low-powered (they had anticipated 12 hp) – had to be reliable for aviation work. With the help of Onan, a manufacturer of industrial four-stroke engines, they were able to procure a 70 lb (32 kg) engine that would deliver 18 hp (14 kW) at 3,600 rpm.[3]
Rutan was then involved with the design; Sheehan and Jewett suggesting a scaled-down Vari-Eze. After a preliminary pusher canard configuration design (Rutan Model 49) had been discarded,[2] his solution to the design issues of low drag without retractable undercarriage and a workable center of gravity travel, was a tractor engine/tandem wing layout.[4] Conversely to canard layout, the conventional front engine location put the pilot close to the center of gravity, a key point for a light aircraft. The wheels were incorporated into wingtip fairings without much drag penalty and the tandem layout gave safe stalling characteristics.[3] Rutan produced the first drawings in May 1977 and thereafter the three of them worked on the design drawings over the next two months with construction beginning in August.[5] After the first flights, Rutan spent more time with his Defiant design and other projects, and it was Jewett and Sheehan who continued development of the design and market it for home-build use.[6] An agreement was reached that Rutan would fund the development and testing and once the design was complete they would pay Rutan back from future sales of the designs and kits.[7]
Configuration
[edit]The Quickie is a tandem wing taildragger, having one forward wing and one rear wing (instead of the more usual main wing and tailplane). According to Rutan this layout was not new, having previously been used in aircraft such as the Mignet "Flying Flea".[2]
As with other Rutan designs, the Quickie is constructed of glass fibre and resin over a foam core. The wings are foam blanks cut to shape with a hot wire before covering, and the fuselage made up of 1 inch-thick (25.4 mm) foam slabs.
The forward wing provides around 60% of the lift.[citation needed] The full-span control surfaces on the forward wing serve as combined elevators and flaps. Ailerons are located inboard on the rear wing which is shoulder-mounted just aft of the pilot. The tandem layout[8] provides positive lift from both pairs of wings; whereas on a conventional aircraft, the tailplane mostly provides negative lift.
The Quickie has fixed (non-retractable) main wheels faired into spats located at the tips of the forward wing. The absence of separate landing gear helps to reduce both weight and drag,[3] such savings allowing a smaller engine and a smaller fuel tank. Even though the propeller is of small diameter, propeller clearance remains limited and the Quickie is rather vulnerable to ground strikes.[citation needed]
Pilot controls include a side-stick on the right and a throttle on the left. Rudder pedals are linked to the steerable tailwheel. The rather crude cable-operated brake comprises a cockpit lever operating steel tire-scrubbers on each main wheel.[9]
Construction and flight tests
[edit]Construction of the prototype commenced in August 1977 at the Rutan Aircraft Factory;[2] Gene did the majority of the construction work and the prototype was completed in about 400 hours.[6] The prototype Quickie registered "N77Q" (77 for 1977, Q for Quickie.) started its flight test program in November 1977. All three of the designers flew it on the first day. The prototype was modified during its test program. The span of both the canard and main wing were increased to improve lifting ability. These reduced stall speed and shortened takeoff and landing distances;[3] its attitude on the ground was also adjusted for optimal takeoff and landing.[10] Originally designed with a fixed fin and only the faired tailwheel acting as the rudder, a conventional rudder was substituted. The steerable tailwheel allows directional control up to the point of liftoff, as the Quickie does not lift its tail during the takeoff run. Although it takes off at around 55 mph and its maximum speed of 126 mph is impressive for its engine power, the rate of climb is "modest".[6] The flight test program was completed in mid-April 1978, five months after its first flight.[10]
Recognition and records
[edit]In June 1978 a Quickie prototype was flown to the Experimental Aircraft Association's annual gathering at EAA AirVenture Oshkosh at Oshkosh, Wisconsin, where the aircraft drew intense public interest and won the Outstanding New Design Award.[11]
Production
[edit]In June 1978, only two months after the prototype's first flight, Jewett and Sheehan formed the Quickie Aircraft Corporation to produce and sell complete aircraft kits. Production began in June 1978, and by 1980 the Corporation had sold 350 kits. Other firms were granted marketing rights, and ultimately some 1,000 Quickie kits were sold.[citation needed] The Corporation closed its doors in the mid 1980s.
Aircraft on display
[edit]Specifications (Prototype N77Q)
[edit]Data from Flight International[6] The Canard Pusher No. 16
General characteristics
- Crew: One pilot
- Capacity: 236.5 lb (108 kg) useful load, pilots up to 6'5" 210lb, maximum luggage capacity 30 lb (9.1 kg)
- Length: 17 ft 4 in (5.28 m)
- Upper wingspan: 16 ft 8 in (5.08 m) main wing (rear)
- Lower wingspan: 15 ft 4 in (4.67 m) canard (forward)
- Height: 4 ft 5 in (1.35 m)
- Wing area: 53.8 sq ft (5.00 m2)
- Empty weight: 243.5 lb (110 kg)
- Gross weight: 480 lb (218 kg)
- Max takeoff weight: 485 lb (220 kg)
- Powerplant: 1 × Onan B48M opposed four-stroke piston engine, 18 hp (13 kW) at 3,600 rpm
Performance
- Maximum speed: 126 mph (203 km/h, 109 kn)
- Cruise speed: 121 mph (195 km/h, 105 kn)
- Stall speed: 47 mph (76 km/h, 41 kn) power on, 53mph power off
- Never exceed speed: 150 mph (240 km/h, 130 kn)
- Minimum control speed: 58 mph (93 km/h, 50 kn) "pitch bucking" occurs below this speed, ailerons remain effective.
- Range: 490–720 mi (790–1,160 km, 430–630 nmi) 121mph at 6,500' or 75mph at 10,500'
- Rate of climb: 425 ft/min (2.16 m/s)
See also
[edit]- Quickie Aircraft Corporation
- Quickie Free Enterprise
Related development
- QAC Quickie Q2, two seater-variant by Quickie Aircraft Corporation
Aircraft of comparable role, configuration, and era
- Viking Dragonfly, two seater-variant by Viking Aircraft Company
- Rutan Amsoil racer, single-seat racer
References
[edit]Notes
[edit]- ^ Tom Jewett (November 1981). "Point CounterPoint". Sport Aviation.
- ^ a b c d Burt Rutan (October 1981). "Quickie-Type Aircraft Design Origins". Sport Aviation.
- ^ a b c d Flight International p1161
- ^ in "Quickie-Type Aircraft Design Origins", Rutan wrote : "While the Model 49 appeared feasible, it had potential shortcomings : very low Reynolds number on the fins and canard wing and excessive CG travel with pilot weight variation."
- ^ The Canard Pusher N°15, page 11
- ^ a b c d Flight International p1162
- ^ Rutan Sport Aviation p63
- ^ "Canard Advantages and Disadvantages". Desktop.aero. Archived from the original on July 22, 2012. Retrieved June 13, 2012.
- ^ Twombly, Mark, Quickie Archived 2015-06-10 at the Wayback Machine, aeroresourcesinc.com
- ^ a b The Canard Pusher N°16
- ^ Canard Pusher n°17, page 2
- ^ British Columbia Aviation Museum. "The Modern Era (1970 – )".
- ^ Canada Aviation and Space Museum (August 30, 2016). "Quickie". Aviation.technomuses.ca. Retrieved October 16, 2016.
- ^ Canadian Museum of Flight (2023). "Canadian Quickie 1". www.canadianflight.org. Archived from the original on May 16, 2023. Retrieved May 16, 2023.
- ^ Deutsches Museum (January 2013). "Liste der auf der Museumsinsel in München ausgestellten Luftfahrzeuge" (PDF). Retrieved May 7, 2014.
- ^ "Rutan-Herron Quickie". Airventuremuseum.org. Retrieved November 17, 2013.
- ^ "Aircraft Collection". NEAM. Retrieved March 29, 2013.
Bibliography
[edit]- Barnett, Cliff (February 14, 1979), "Quickie - Lightweight Extraordinary", Flight International: 1160–1162
- "Quickie", The Canard Pusher, no. 16, Rutan Aircraft Factory, April 1978, archived from the original on July 31, 2013, retrieved May 15, 2013
- "RAF Activity", The Canard Pusher, no. 15, Rutan Aircraft Factory, January 1978, archived from the original on July 31, 2013, retrieved May 15, 2013
External links
[edit]
Wikimedia Commons has media related to Rutan Quickie.
- Original Quickie photo
- "Flight test reports", The Canard Pusher, no. 17, p. 2, archived from the original on July 31, 2013, retrieved May 15, 2013
- Burt Rutan (October 1981), "Quickie-type aircraft design origins" (PDF), Sport Aviation, archived from the original (PDF) on December 4, 2010
- Quickie Rutan model 54
- The Complete Guide to Rutan Aircraft-Chapter 6
Rutan Quickie
View on Grokipediafrom Grokipedia
Design and Development
Origins and Goals
The Rutan Quickie originated in the mid-1970s as a collaborative effort among aviation enthusiasts seeking to democratize personal flight through innovative homebuilt designs. The project began in 1974, led by Tom Jewett and Gene Sheehan, who enlisted the assistance of Burt Rutan, renowned for his pioneering work in composite aircraft. Jewett and Sheehan provided critical input on engine integration and practical buildability, formalizing the effort under what would become Quickie Aircraft Corporation. Design work began in 1974, with prototype construction starting in May 1977 at Rutan's Rutan Aircraft Factory (RAF) in Mojave, California. The team produced the prototype, registered as N77Q, which completed its first flight in November 1977 after approximately 400 hours of construction.[8][9][1] The primary objectives centered on developing a low-cost kit plane that maximized fuel efficiency and accessibility for amateur builders and recreational pilots. The design targeted a modest powerplant, initially powered by an 18-horsepower Onan industrial generator engine—a two-cylinder, four-stroke unit adapted for aviation—with a 22-horsepower version later standardized—to achieve exceptional economy, with cruise speeds of 90 to 100 knots on just 1.5 gallons per hour using automotive gasoline. Key performance goals included short takeoff and landing (STOL) capabilities for operations from small fields, low stall speeds for enhanced safety, and straightforward assembly estimated at under 400 hours, making it feasible for builders without advanced skills. These features were intended to deliver "more flying enjoyment for less money" compared to traditional homebuilts, emphasizing simplicity and affordability in materials and labor.[1][8][2] Building on Rutan's prior innovations, the Quickie incorporated composite materials and a canard layout inspired by his earlier VariEze, which had popularized moldless fiberglass-over-foam construction for lightweight strength and inherent stability. The VariEze's success in achieving low drag and safe handling at low speeds directly influenced the Quickie's tandem-wing configuration, promoting stall resistance and efficient aerodynamics without conventional tails. This approach allowed the Quickie to prioritize conceptual efficiency over complexity, aligning with the era's push toward sustainable aviation.[9][10] The project's timing reflected the broader economic pressures of the 1970s fuel crises, particularly the 1973 oil embargo, which spiked aviation fuel costs and spurred demand for economical alternatives to high-consumption general aviation aircraft. Amid rising prices that strained recreational flying, the Quickie was positioned as an antidote for pilots seeking affordable entry into the skies, with kit prices starting under $5,000 in the late 1970s—far below comparable production planes—while promising operating costs as low as 1 cent per mile. This focus on thrift and efficiency resonated with a growing community of homebuilders navigating post-crisis realities.[11][8]Configuration and Innovations
The Rutan Quickie employs a tandem wing configuration consisting of a forward canard and a rear main wing of nearly equal area, enabling efficient lift distribution and enhanced stability. The canard, which generates approximately 60% of the total lift, features full-span elevators for primary pitch control, while the rear wing provides the remaining 40% of lift and incorporates inboard ailerons for roll control. This setup eliminates the need for a conventional horizontal stabilizer, relying instead on the aerodynamic interaction between the wings for longitudinal stability.[12][13] The airframe utilizes composite construction with a foam-core sandwich structure bonded using epoxy resin and fiberglass cloth, resulting in an exceptionally lightweight design with an empty weight of approximately 246 pounds. This moldless "sandwich" technique, pioneered by designer Burt Rutan, allows for rapid assembly while maintaining structural integrity and minimizing weight, contributing to the aircraft's overall efficiency.[1][12] The landing gear is fixed and unconventional, with main wheels mounted at the tips of the forward canard wing within streamlined fairings to reduce drag, configured as a taildragger with a steerable tailwheel added after initial prototyping. Complementing this is a pusher propeller arrangement, which positions the engine behind the pilot and avoids interference with the forward wing, further optimizing airflow over the lifting surfaces.[14][13] Key innovations include the use of a reflexed airfoil on the canard, which provides inherent pitch stability without a dedicated horizontal tail surface by ensuring the wing's trailing edge reflex counters any destabilizing moments. Additionally, the swept wing planform on both surfaces improves aerodynamic efficiency, particularly at low speeds, by delaying stall and enhancing handling characteristics in the Quickie's intended low-power flight regime.[12]Prototype Construction and Flight Testing
The prototype of the Rutan Quickie, registered as N77Q, was built at the Rutan Aircraft Factory (RAF) in Mojave, California, employing moldless composite construction techniques that utilized foam cores encased in fiberglass and epoxy resin.[3][1] Construction began in May 1977 and required approximately 400 hours of labor by the RAF team.[3][15] The aircraft achieved its first flight on November 12, 1977, piloted by Burt Rutan from Mojave.[16] During this initial sortie, a pitch control linkage failure occurred at about 2 feet altitude, resulting in a hard landing but no structural damage; subsequent low-hour flights confirmed basic airworthiness.[16] Early testing emphasized stability characteristics, stall recovery, and control harmony, leveraging the canard and tandem wing configuration for inherent pitch stability.[17][1] Over the ensuing five months, the prototype accumulated flight time while undergoing iterative refinements to enhance handling and performance.[17] Key modifications included the addition of a steerable tailwheel to improve ground handling and directional control, wing incidence adjustments to optimize lift distribution and stall behavior by April 1978, and engine tuning on the 18-horsepower Onan powerplant to boost reliability during prolonged operations. Note that a 22-horsepower version was later developed for production aircraft.[18][17] The comprehensive flight test program concluded on April 14, 1978, validating the design's efficiency and safety margins with minimal maintenance needs.[17] N77Q made its public debut at the Experimental Aircraft Association's AirVenture Oshkosh in July 1978, where it showcased exceptional short-field capabilities as the lowest-powered and lightest aircraft to complete the journey to the event.[1][18] Demonstrations highlighted takeoff distances around 660 feet at sea level, underscoring the prototype's low-speed handling prowess.[18]Production and Commercialization
Kit Production Process
Following the successful flight testing of the prototype in 1977, Tom Jewett and Gene Sheehan established the Quickie Aircraft Corporation (QAC) in Mojave, California, in June 1978 to manage the production and distribution of Rutan Quickie kits, operating independently from Burt Rutan's Rutan Aircraft Factory (RAF).[1][19][14] The kits comprised detailed plans, assembly instructions, and pre-fabricated composite components such as foam-cored wings and fuselage sections, allowing homebuilders to complete the aircraft using standard moldless techniques involving hot-wire shaping of foam and fiberglass layups.[20][21] QAC's facility in Mojave utilized foam molds and vacuum bagging processes to manufacture the lightweight composite parts, with each kit designed to weigh under 100 pounds for efficient shipping via standard carriers.[5][22] Full kits became available starting in June 1978, priced at approximately $2,900 (not including the engine package), which covered about 70-80% pre-fabricated elements to streamline assembly and reduce total build time to around 400 hours for most builders.[23] To support kit assembly, QAC provided ongoing resources including the quarterly Q-Talk newsletter with construction tips and troubleshooting advice, as well as builder workshops held at the Mojave factory.[24] Production scaled up rapidly, reaching a peak of over 350 kits sold by 1980, before declining in the mid-1980s amid financial pressures and legal disputes that led to the company's filing for Chapter 11 bankruptcy protection in January 1985, later converted to Chapter 7 liquidation in 1986.[1][14][25][26]Sales, Marketing, and Market Impact
The Quickie Aircraft Corporation (QAC) launched marketing efforts for the Quickie kit shortly after its first flight, focusing on the aircraft's exceptional fuel economy and ease of assembly to appeal to cost-conscious homebuilders. The prototype was showcased at the 1978 Experimental Aircraft Association (EAA) Convention in Oshkosh, Wisconsin, where it garnered the Outstanding New Design award and generated significant interest for its ability to cruise at 100 miles per gallon while burning as little as 1.2 gallons per hour at 100 mph.[25][4] Promotional materials highlighted the design's simplicity, with molded composite components that reduced build time to around 400 hours and emphasized low operating costs, including compatibility with automotive gasoline.[1] Sales began strongly following the EAA debut, with QAC selling approximately 350 kits by 1980, driven by the aircraft's reputation for efficiency and innovative tandem-wing layout.[25] By the mid-1980s, total sales reached about 1,000 kits, reflecting sustained demand among builders seeking affordable entry into composite construction.[1] However, growth slowed in the early 1980s amid the broader economic recession affecting general aviation and rising competition from other kit producers offering similar low-power designs.[27] Legal disputes, including a high-profile product liability lawsuit stemming from a 1980 crash, further strained resources and led to QAC's filing for Chapter 11 bankruptcy protection in January 1985, later converted to Chapter 7 liquidation in 1986, halting official production and support services.[26][28] The Quickie's commercial success helped popularize canard-configured composite kits in the homebuilt sector, demonstrating that advanced materials like fiberglass could be accessible to amateur builders and inspiring subsequent designs with pusher propulsion and efficient aerodynamics.[9] This shift broadened the experimental aircraft market, encouraging innovation in low-drag, fuel-efficient homebuilts beyond traditional metal constructions. The model's influence extended to the builder community, where the formation of the Quickie Builders Association in 1982 provided a forum for owners to exchange modifications, flight tips, and safety improvements, fostering ongoing support after QAC's closure.[14]Variants and Derivatives
QAC Quickie Q2
The QAC Quickie Q2 was introduced in 1979 by the Quickie Aircraft Corporation (QAC) as a stretched, side-by-side two-seater derived from the original single-seat Rutan Quickie, employing the same canard configuration and composite construction techniques using fiberglass and epoxy.[29] Designed by a team including Eugene Sheehan, John T. Jewett, and Gary LeGare, it aimed to provide affordable two-place capability while maintaining the lightweight, efficient characteristics of its predecessor.[29] The prototype achieved its first flight on July 1, 1980, powered by a 64-hp Revmaster 2100-DQ engine adapted from a 1,600-cc Volkswagen base.[29] Key modifications to accommodate tandem seating included a main wingspan of 16 ft 8 in (5.08 m) and canard wingspan of approximately 15 ft (4.57 m), increasing the overall gross weight to 1,100 lb to support the additional passenger and fuel. Powerplant options centered on the 64-hp Revmaster or an 80-hp converted Volkswagen engine, enabling improved climb rates around 1,200 ft per minute compared to the single-seater.[29] These changes addressed the need for greater payload and stability in a side-by-side arrangement, while preserving the negative-stagger biplane layout with elevators on the canard and ailerons on the rear wing.[30] In terms of performance, the Q2 offered a cruise speed of approximately 170 mph (148 knots) at 75% power and a range of approximately 550 mi (885 km), making it suitable for short touring flights. A notable addition was a vertical fin with rudder for enhanced yaw stability, essential for the two-seat configuration's altered aerodynamics and crosswind handling.[31] Over 2,000 kits were sold prior to QAC's closure in the mid-1980s amid financial challenges, including bankruptcy proceedings.[29] Marketed primarily for pilot training and recreational touring due to its responsive controls, low operating costs, and spin-resistant canard design, the Q2 appealed to homebuilders seeking an accessible entry into composite aircraft construction.[30] Its side stick controls and fixed tricycle landing gear further simplified operations for novice pilots transitioning from the single-seat Quickie.[13]Viking Dragonfly
The Viking Dragonfly is an amateur-built aircraft designed by Bob Walters and introduced by Viking Aircraft LLC of Elkhorn, Wisconsin, as a Quickie-inspired design in 1980. Its development began with the prototype's first flight on June 16, 1980, near San Diego, California, followed by an "Outstanding New Design" award at the EAA AirVenture Oshkosh later that year.[32][33] The aircraft was conceived as a low-cost, easy-to-build option for recreational pilots, drawing on canard principles for enhanced safety and performance while adapting the Quickie's tandem-wing layout for broader appeal.[34] Key features of the Dragonfly include simplified composite construction using foam core and fiberglass skins, enabling builders to complete major components like the single-piece wing and canard in a standard two-car garage. It accommodates side-by-side seating for two under a bubble canopy, with an empty weight of approximately 590 lb and options for foldable wings to aid storage and trailering. Powered typically by a 60 hp modified Volkswagen engine, it achieves cruise speeds of 140 mph and fuel efficiency around 45 mpg, while its 97 sq ft wing area provides low wing loading for short takeoffs and landings. The design's motorglider qualities are highlighted by a glide ratio of 14.5:1, supporting extended soaring when the engine is shut down.[34][32] Compared to the original Rutan Quickie, the Dragonfly is larger overall, with greater wing area for reduced stall speeds and improved handling at low altitudes, but it omits the tailwheel in favor of taildragger or tricycle gear variants for easier ground operations. Cost-reduction options include partial fabric covering on control surfaces instead of full composites, though the core structure remains foam-and-fiberglass for strength and lightness. These adaptations emphasize recreational utility over the Quickie's speed-focused single-seat profile.[32][34] Kits and plans became available starting in 1982, with over 2,000 sold worldwide through Viking Aircraft, fostering a dedicated builder community. More than 500 complete aircraft had been finished as of 2003, prized for their versatility in local flying and cross-country trips. The design's enduring appeal lies in its balance of performance, affordability, and the canard influence from the Quickie for pitch stability.[33][32][35]Operational History and Legacy
Achievements and Records
The Rutan Quickie garnered significant recognition shortly after its debut, winning the Outstanding New Design award at the Experimental Aircraft Association's EAA AirVenture Oshkosh in June 1978, where the prototype was flown in and attracted substantial public interest for its innovative lightweight construction and efficiency.[1] This accolade highlighted the aircraft's role in advancing affordable homebuilt aviation, as noted in contemporary accounts from the event.[36] In terms of performance records, the Quickie set benchmarks for fuel economy in the homebuilt category, with documented flights achieving up to 100 miles per gallon at cruise speeds around 121 mph, demonstrating its design emphasis on low power and high efficiency using an 18-horsepower Onan engine.[4] One notable efficiency record came during a 2,025-mile cross-country flight in 1978, completed in approximately 19 hours against headwinds while averaging 65.1 miles per gallon from startup to shutdown, underscoring the aircraft's reliability for long-distance travel.[18] These metrics established the Quickie as a pioneer in economical sport aviation, influencing subsequent Rutan designs like the Long-EZ through shared composite fabrication techniques.[36] The aircraft's notable flights further exemplified its capabilities, including the prototype's delivery to Oshkosh, which was the lightest and lowest-horsepower plane to complete the journey that year, proving the tandem-wing configuration's practicality for cross-country tours.[18] Early builders also conducted demonstrations showcasing composite technology at airshows, contributing to the adoption of moldless construction in the experimental aircraft community during the late 1970s and 1980s.[1] As a legacy achievement, the Quickie bolstered the homebuilt aircraft movement by enabling accessible entry into aviation, with Quickie Aircraft Corporation selling 350 kits by 1980 and inspiring modified variants like the Quickie Free Enterprise, which attempted a non-stop, unrefueled round-the-world flight in the early 1980s to push efficiency boundaries further.[1] Although the Free Enterprise project ended in a fatal crash during testing, it exemplified how Quickie builders extended the design's principles to ambitious global endeavors, cementing the type's impact on innovative experimental flying.[37]Owner Experiences and Community Use
Owners of the Rutan Quickie have primarily utilized the aircraft for local recreational flying, short cross-country trips, and introductory aerobatics, valuing its lightweight construction and fuel efficiency for economical personal use. The canard configuration provides forgiving handling characteristics, with the forward wing stalling before the main wing to prevent deep stalls, making it suitable for pilots transitioning to composite homebuilts. In Experimental Aircraft Association (EAA) chapters, the Quickie is popular for demonstration flights and young eagle programs due to its responsive controls and visibility, allowing steep banked turns without excessive effort.[30][14] Common modifications among owners include engine upgrades from the original 18-hp Onan to more reliable options like 30- to 36-hp Volkswagen conversions or Rotax units for improved performance and climb rates, as the stock engine was often deemed underpowered for practical flying. Extended fuel tanks increasing range to over 500 miles and basic avionics suites for instrument flight rules (IFR) operations are also frequent, enabling longer trips while maintaining the aircraft's simplicity. These upgrades, often shared through builder manuals and association resources, allow owners to customize the Quickie for varied missions without compromising its fast-build ethos.[14][38] The Quickie community has been supported by the original Quickie Aircraft Corporation newsletters from 1978 to 1985, which provided build guidance and early flight reports, followed by the Quickie Builders Association's Q-Talk newsletter spanning 1982 to 2014 with over 160 issues detailing owner tips and modifications. Post-2000, online forums and email lists like the Q-List have facilitated discussions on maintenance and parts sourcing, while annual fly-ins at events such as EAA AirVenture and Sun 'n Fun enable builders to exchange experiences in person, including group flights and technical workshops.[39][14][40] As of January 2008, 343 Rutan Quickie aircraft were registered in the United States, cherished for their vintage appeal in airshows and heritage flights where their unique tandem-wing design draws crowds. Owners source parts from aftermarket suppliers and community members, such as updated composites and hardware from dedicated vendors, ensuring continued airworthiness despite the cessation of factory kits. This ongoing enthusiasm underscores the Quickie's enduring role in experimental aviation circles.[41][40]Safety Record and Incidents
The Rutan Quickie has experienced accidents primarily due to pilot error, loss of control, or powerplant issues, similar to other experimental amateur-built aircraft. A 2008 analysis of NTSB data identified approximately 25-30 accidents between December 1997 and January 2008, with the majority attributed to ground handling and pilot miscontrol rather than structural failures. National Transportation Safety Board (NTSB) analyses of experimental amateur-built aircraft, which encompass the Quickie, indicate that such designs generally exhibit lower fatal accident rates compared to certified general aviation aircraft when properly constructed and operated, though early operational phases show elevated risks due to builder and pilot transition challenges.[41][42] Common failure modes in Quickie operations stem primarily from its high landing approach and touchdown speeds, typically 65-70 mph, which demand precise pilot technique to avoid propeller strikes given the aircraft's limited ground clearance of about 8 inches. Propeller strikes have occurred frequently during hard landings or gear collapses, often linked to the taildragger configuration's ground handling sensitivities, as noted in pilot reports and NTSB incident summaries. The canard forewing design inherently provides stall warnings by pitching nose-down before the main wing stalls, a feature emphasized in builder manuals and flight training to mitigate inadvertent stalls, though improper weight and balance can reduce this margin.[30][43][41] Safety enhancements for aging Quickie airframes include post-1985 builder modifications such as stall fences on the canard leading edges to improve airflow and delay tip stalls, as recommended in Quickie Builders Association newsletters. The Federal Aviation Administration has issued general advisories on composite structure inspections, applicable to the Quickie's fiberglass construction, stressing regular non-destructive testing for delamination and moisture ingress in high-time airframes to prevent fatigue-related failures. These measures, combined with enhanced transition training programs, have contributed to declining incident rates in later years.[44][45]Preservation and Specifications
Surviving Examples and Displays
The prototype Rutan Quickie, registered N77Q, is preserved and displayed at the Museum of Flight in Seattle, Washington, where it serves as a key exhibit highlighting early composite homebuilt aviation innovations.[46] Another example, registration C-GGLC, built around 1983 and first flown in October 1984, is held in the reserve collection of the Canada Aviation and Space Museum in Ottawa, Ontario, after being donated in 1990 following 135 hours of flight time.[5] At the British Columbia Aviation Museum in Vancouver, a 1978 homebuilt Quickie Q1, registration C-GTDV and constructed by Fran Benton in Victoria, British Columbia, was donated in 1995 and remains on static display.[47] Several Quickie aircraft survive in private hands, with active examples registered in the United States and Europe, including ongoing flights by owners such as Keith Welsh, who has operated an Onan-powered variant for over 35 years.[48] Preservation activities in the 2020s have focused on community-driven restorations, supported by archived plans and parts documentation from the original Quickie Aircraft Corporation, enabling repairs to composite structures for remaining airworthy examples.[49] Quickie examples occasionally appear at airshows, such as the 2024 EAA AirVenture in Oshkosh, Wisconsin, where flying variants participated in Rutan design reunions and demonstrations.[48]Technical Specifications
The Rutan Quickie prototype is a single-seat, lightweight, tandem-wing aircraft optimized for fuel efficiency and short takeoff and landing capabilities, constructed primarily from composite materials such as foam and fiberglass. Its design emphasizes minimal weight and drag to achieve high performance from a small powerplant.[1] Key general characteristics include a crew of one, overall length of 17 ft 4 in (5.28 m), rear wingspan of 16 ft 8 in (5.08 m) and forward wingspan of 15 ft 4 in (4.67 m), height of 4 ft 5 in (1.35 m), and total wing area of 53.8 sq ft (5.00 m²). The empty weight is 243.5 lb (110.5 kg), gross weight is 480 lb (217.7 kg), and useful load is 236.5 lb (107.3 kg). The powerplant consists of an 18 hp (13 kW) Onan CCK two-cylinder, four-stroke industrial engine mounted in pusher configuration, driving a two-blade fixed-pitch propeller. Fuel capacity is 8 US gal (30.3 L), with a typical burn rate of 4 gph (15.1 L/h) at cruise.[4] Performance data for the prototype encompasses a maximum speed of 126 mph (203 km/h), cruise speed of 121 mph (195 km/h), stall speed of 49 mph (79 km/h), range of 550 mi (885 km), service ceiling of 12,300 ft (3,749 m), and takeoff ground roll of 660 ft (201 m) and landing roll of 835 ft (255 m) under standard conditions.[4]| Category | Specification |
|---|---|
| Crew | 1 |
| Length | 17 ft 4 in (5.28 m) |
| Wingspan (rear/forward) | 16 ft 8 in / 15 ft 4 in (5.08 m / 4.67 m) |
| Height | 4 ft 5 in (1.35 m) |
| Wing area | 53.8 sq ft (5.00 m²) |
| Empty weight | 243.5 lb (110.5 kg) |
| Gross weight | 480 lb (217.7 kg) |
| Useful load | 236.5 lb (107.3 kg) |
| Powerplant | 18 hp Onan CCK, 2-blade fixed-pitch pusher propeller |
| Fuel capacity | 8 US gal (30.3 L) |
| Fuel burn rate | 4 gph (15.1 L/h) |
| Max speed | 126 mph (203 km/h) |
| Cruise speed | 121 mph (195 km/h) |
| Stall speed | 49 mph (79 km/h) |
| Range | 550 mi (885 km) |
| Service ceiling | 12,300 ft (3,749 m) |
| Takeoff | 660 ft (201 m) |
| Landing | 835 ft (255 m) |