P&M Aviation QUIK User manual

Quik & Quik GT450 Maintenance Manual
29th March 2007
Issue 1 Page 1 of 54
QUIK & QUIK GT450
Aircraft Maintenance Manual – Issue 1
P&M Aviation Ltd,Unit B, Crawford St, Rochdale, Lancashire OL16 5NU
Great Britain
Tel: [phone] Fax: [phone]
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SERIAL NO:

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TABLE OF CONTENTS
PAGE
1. Preparation for Safe LSA Operation 10
1.1. Training 10
1.2. Modifications 10
1.3. Pre-flight Checks 10
1.4. Safety Harness 10
1.5. Ground Handling 11
1.6. Airstrip Criteria 11
1.7. Special Hazards 11
2. General Description 13
2.1. General Arrangement Drawing 14
3. General Information 16
3.1. Empty Weight 16
3.2. Fuel Loads 16
3.3. Centre of Gravity 17
3.4. Dimensions 17
3.5. Powerplant Specifications 18
3.6. Running Gear 18
3.7. Placards, Decals and Locations 18
4. Maintenance 19
4.1. General 19
4.2. Inspection and Servicing Schedules 20
4.3. Fatigue life 24
4.4. Primary Structures and Systems - The Trike 26
4.5. Trike 26
4.6. Lubrication 26
4.7. Secondary Structures and Systems - Engine Controls 29
4.8. Secondary Structures and Systems - Braking System 30
4.9. Secondary Structures and Systems - Fuel System 30
4.10. Secondary Structures and Systems - Seat Belts 31
4.11. Secondary Structures and Systems - Cockpit and Fairing 31
4.12. Secondary Structures and Systems - Electrical System 31
4.13. Secondary Structures and Systems - Carburettor Heat 33
4.14. Secondary Structures and Systems - Radiator Covers 33
4.15 Secondary Structures and Systems – Trim System 35
4.16. Primary Structures and Systems - The Wing 36
4.17. Wing 37
5. Repairs 40
5.1. Wing 40
5.2. Trike 40
5.3. Engine Repair and Overhaul 40
6. Rigging the Aircraft 41
6.1. General 41
6.2. Wing Rigging 42
6.3. Preparing the Trike 46
6.4. Connecting the Wing to the Trike 46

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7. De-Rigging the Aircraft 49
7.1. De-Rigging 49
7.2. Rigged Wing Storage 50
7.3. Wing Overnight Parking 50
APPENDIX A Wiring Diagrams

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NOTICE
This product has been manufactured for use in a
reasonable and prudent manner by a qualified operator.
The minimum qualification for flying this aircraft is a
formal certificate or license following successful
completion and assessment of the BMAA flexwing
microlight syllabus, Sport Pilot Certificate for Weight-Shift
Control or equivalent, or under authorization from a
qualified Instructor whilst training for your License or
certificate. In addition, it is your personal responsibility to
ensure that you are qualified to fly in the state/country
where you intend to operate the aircraft.
For your personal safety, the safety of others and the safe
operation of the aircraft, it is very important that this
operator’s manual is read in full before operating or flying
the aircraft for the first time, and that the relevant sections
are understood before any trimming or maintenance work
is undertaken. Should you not understand any of the
Aviation terms to be found in this manual, then ask your
instructor for clarification.
If you have just acquired this aircraft then it is important
that you register as the new owner/operator with your
nearest P&M Aviation Distributor, or with P&M Aviation
direct at the following address:
P&M Aviation Ltd
Unit B,
Crawford St,
Rochdale
Lancashire
OL16 5NU
Great Britain
www.pmaviation.co.uk
[email protected]
Failure to register will mean that you may
not get important safety information issued
by the company in support of its products.
WARNING
!

Quik & Quik GT450 Maintenance Manual
29th March 2007
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IMPORTANT!
Wherever you see the symbols shown below, heed their instructions! Always
follow safe operating and maintenance procedures and practices.
NOTE
•This NOTE symbol indicates points of particular
interest for more efficient and convenient operation.
This WARNING symbol identi
fies special
instructions or procedures which if not
correctly followed, could result in personal
injury or loss of life.
CAUTION
This CAUTION symbol identifies special
instructions or procedures which, if not
strictly observed, could result in
personal
injury, damage to or destruction of
equipment.
WARNING
!

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Microlight/Light Sport Aircraft flying and all other airsports can be
dangerous even when practised under ideal circumstances. Pilot
error, component failure, adverse meteorological con
ditions or
sheer bad luck can, as in all aviation, result in injury or death.
Every customer purchasing goods or services whether directly or
indirectly from the Company is warned that Microlight/
Light Sport
Aircraft flying and similar air sports are not
controlled in the same
way that are other forms of aviation. As a result Microlight/
Light
Sport Aircraft components and related equipment are
manufactured from commercially available materials and
components and some of these materials and components a
re
not designed specifically for aviation use. Every purchaser must
ensure that he inspects fully every primary product (part or
service) item upon delivery and before every flight thereafter and
he must make himself aware of all trends or changes which m
ay
make a particular item unsuitable for the use for which it was
originally purchased. He must also satisfy himself totally that a
purchased item is suitable for the use to which he intends to
employ it. The Company can offer advice but the final
respons
ibility for the use of the goods purchased, primary product
(part or service) rests solely with the purchaser (whether direct or
indirect) or other user who employs such goods at his own risk.
This Warning applies to every part, item or service offered by
the
Company and acceptance of or payment for goods is an implicit
acceptance of this Warning.
The Quik and Quik GT450 Microlight/
Light Sport Aircraft must
only be flown where the following conditions apply:
1. The aircraft must not be flown over any terr
ain except where it
may be landed safely and without harm to occupants or third
parties in the event of a power reduction or failure of the engine at
any stage of the flight.
2. The pilot of the aircraft is competent and has been trained to
land the aircra
ft safely and without harm to occupants or third
parties in the event of a power reduction or failure of the engine at
any stage of the flight and is in current practice of forced landing
procedures.
WARNING
!

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FOREWORD
We wish to thank you for choosing this P&M Aircraft.
Read this Operator’s Manual before flying your aircraft so you will be thoroughly familiar with the
proper operation of your P&M Aviation LSA controls, its features, capabilities and limitations. This
manual offers many safe operating and flying tips, but its purpose is not to provide instruction in all
the techniques and skills required to maintain and fly this flexwing weight shift controlled aircraft
safely. All operators of this LSA aircraft must qualify in a pilot training programme, to the minimum
standard of the Sport Pilot Certificate with weight-shift control rating, to attain awareness of the
mental and physical requirements necessary for weight shift control LSA operation.
To ensure a long and trouble free life from your P&M Aviation LSA, give it the proper care and
maintenance described in the Aircraft Operating Instructions, Aircraft Maintenance Manual &
Flight Training Supplement. For Engine Information and Service & Maintenance schedules,
please refer to the relevant Engine Manufacturers Manual.
Note
Manuals are liable to be revised in the future and pages or sections re-issued. Amendments will
be available from the website at www.pmaviation.co.uk
Amended pages should be printed and replaced in the manual at the earliest possible time, and
the amendment details entered in the amendment pages by the owner.
Issue 1 – Introduction of P&M Aviation Quik and Quik GT450 with Rotax 912 and 912-S engines.
Amendment
No
Date Sections/Pages Changed Date Inserted Signature

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Abbreviations:
AOI Aircraft Operating Instructions
FTS Flight Training Supplement
MIP Maintenance and Inspection Procedures
PIC Pilot In Command
C Celsius
CAS Calibrated air speed
F Fahrenheit
Hg Mercury
IAS Indicated Air Speed
ISA International Standard Atmosphere
Kg Kilogram
km/hr Kilometers per hour
MPH Miles per hour
kt(s) Nautical Mile per Hour (knot) (1 nautical mph = (1852/3600) m/s)
lb(s) Pound(s) (1 lb = 0.4539 kg)
mm Millimeter
cm Centimeter
m Metre
in Inch
ft Feet
sq. m Square Metre
sq. ft Square Feet
cu. in Cubic Inches
cm
3
Centimeter Cube
mb Millibars
N Newton
Nm Newton Meter
kW KiloWatt
HP Horse Power
RPM Revolutions Per Minute
ft. lbs Foot Pounds
in. lbs Inch Pounds
psi Pounds per Square Inch gage pressure
s Second
min Minute(s)
hr(s) Hour(s)
SI International System of units
VA Maneuvering Speed
VC Operating Cruising Speed
VDF Demonstrated Flight Diving Speed
VH Maximum Sustainable Speed in straight and level flight
VNE Never Exceed Speed
VS0 Stalling Speed, or the minimum steady flight speed in the landing
configuration
VS1 Stalling Speed, or the minimum steady flight speed in a specific
configuration
Vx Speed at which Best Angle of Climb is achieved
Vy Speed at which Best Rate of Climb is achieved
VT Maximum Glider Towing Speed

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Wsusp Highest Trike Carriage Weight suspended under the wing
Wwing Wing Weight
Wtkmt Trike Carriage Empty Weight (including required minimum equipment,
unusable fuel, maximum oil, and where appropriate, engine coolant, hangbolt and
hydraulic fluid)
WMAX Maximum Design Weight (Wwing + Wsusp)
WSC Weight Shift Control (aircraft)
Max Maximum
Min Minimum
Units
Speed
Kts (Knots) = 1.15 mph (miles per hour) = 1.84 km/hr
1 km/hr = 1.6 MPH
Pressure
PSI = Pounds per Square Inch
in Hg = inches of Mercury
mb = millibar
Distances
in. = inches = 25.4 millimeters
ft = foot (feet) = .305 meters
Weights
Kg = kilograms = 2.2 lbs = 2.2 pounds
Misc
1 Pound (Ib) = 0.4536 Kilogram (kg)
1 Pound per sq in (psi) = 6.895 Kilopascal (kPa)
1 Inch (in) = 25.4 Millimeters (mm)
1 Foot (ft) = 0.3048 Meter (m)
1 Statute mile = 1.609 Kilometres (km)
1 Nautical mile (NM) = 1.852 Kilometres (km)
1 Millibar (mb) = 1 Hectopascal (hPa)
1 Millibar (mb) = 0.1 Kilopascal (kPa)
1 Imperial gallon = 4.546 Liters (I)
1 US gallon = 3.785 Liters (I)
1 US quart = 0.946 Liter (I)
1 Cubic foot (ft3) = 28.317 Liters (I)
1 Degree Fahrenheit (F) = (1.8 X C)+32
1 Inch Pound (in Ib) = 0.113 Newton Meters (Nm)
1 Foot Pound (ft Ib) = 1.356 Newton Meters (Nm)
Tooling
There are no specialised tools needed for the maintenance described in this manual, following is a
list of the type of tools that may be required.
Open Ended Imperial Spanner Set
Open Ended Metric Spanner Set
Torque Wrench
Foot Pump
Screw Drivers Flat & Cross Head
Hex Key Set
Pliers
Tie Wire & Tooling
Note: This list may not be comprehensive.

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1. PREPARATION FOR SAFE LSA OPERATION
1.1. TRAINING
Safety is no accident. The safe operation of an aircraft stems from many factors, but one of the most
important is pilot training. Please ensure that the following conditions always apply:
Qualifications
Before taking command of your Quik or Quik GT450, you must hold a pilot’s licence valid for microlight
aircraft issued by the national or state aviation authority, or be under instruction towards your licence. You
must have gained your licence on flexwing aircraft, or have passed a flexwing alternative controls test to the
satisfaction of a qualified flexwing microlight instructor. The training standards must be at least equivalent to
the BMAA microlight pilot’s syllabus for flexwings.
Type Conversion
Conversion to the Quik or Quik GT450 by a qualified instructor or experienced Quik or Quik GT450 owner is
essential unless you are very experienced on flexwings ( 200+ hours as a guide) and current. First flights
must be in smooth conditions with less than 5kt cross wind and at least 400m clear unobstructed runway.
The Quik and Quik GT450 are easy to fly, but have a very wide trimmable speed range. It is essential that
proper control of speed is exercised for different phases of flight, especially landing approaches.
Currency
If you have not flown within the previous 3 months, take a refresher lesson with a Qualified Instructor before
flying as Pilot in Command, and do not operate the aircraft until the Instructor is satisfied with your ability.
1.2. MODIFICATIONS
You must not carry out unauthorised modification to the aircraft. It is illegal and for the most part unsafe to
carry out unauthorised modifications to your aircraft.
1.3. PRE-FLIGHT CHECKS
It is essential that rigorous checks are carried out daily before flight, exactly to the schedule in the Aircraft
Operating instructions.
In addition to the full daily inspection and preflight checks detailed in the Aircraft Operating instructions
ensure that:
SERVICING: the engine and airframe are within Service limits (see Section 4.2).
LIFED COMPONENTS: the engine and airframe are within lifing limits (see Section 4.3).
If there are any grounds for suspicion about any element of your aircraft's safe operation, do not fly.
1.4. SAFETY HARNESSES
P&M aircraft are equipped with a 3 point harness for the pilot, and a four point harness for the passenger.
These should be worn at all times; it is particularly important for the safety of the pilot in an accident that the
passenger should wear the shoulder straps provided. Double check that both harnesses are secure as part
of the Pre-take-off check (See Aircraft Operating Instructions). If flying solo, ensure the rear seat harness is
secured so that the straps and in particular the shoulder straps cannot flap around in the wind and get into
the engine magneto or catch the hot exhaust pipe, which may cause them to melt and lose some or all of
their strength.
Do not attempt to operate the aircraft wit
hout having carried
out the full training syllabus and having satisfied a qualified
instructor/examiner of your competence to do so and having
been issued with a certificate of competency. Without proper
instruction the Quik and Quik GT450 aircraft are no
t safe to
operate and almost certainly will cause injury or death.
WARNING
!

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1.5. GROUND HANDLING
A flight has not been successfully and safely concluded until the engine has been stopped, the aircraft has
been securely parked and picketed or hangared, and the pilot and passenger have disembarked. Do not
make the mistake of losing concentration just because you have landed safely. Never taxi at more than
walking pace. Use the brakes gently. Remember to make sufficient allowance for the span of the aircraft
when manoeuvring in confined spaces. Always be ready to switch off the engine in the event of any
problem. Respect ground handling limitations and avoid taxiing in strong winds and gusty conditions. For
fixed wing pilots: remember the nose-wheel steering operates in the opposite direction to that which you are
used to. See section Aircraft Operating Instructions for further information
1.6 AIRSTRIP CRITERIA
Your airstrip should be smooth, flat, devoid of obstructions, clear of stones and other obstacles which may
damage the aircraft and more particularly the propeller. Short cut grass or tarmac are ideal surfaces. The
strip should be sufficiently long to allow for a straight ahead landing in the event of an engine failure on climb
out. Both the approach and the climb out zones should be free of any high obstructions like trees, pylons &
buildings, and ideally there should be some alternate landing fields in these zones to allow for safe landings
in the event of engine problems when landing or taking off. Airstrips surrounded by trees or other obstacles
should be avoided, particularly in windy conditions, since low-level turbulence and rotor are likely to be
present. Exercise great care when visiting other airstrips for the first time, since it is quite possible that they
are not suitable for safe Microlight operation.
1.7. SPECIAL HAZARDS
You should be aware of the following special hazards and it is your duty to point them out to passengers and
spectators:
Propellers
Rotating, and indeed even stationary propellers pose potential dangers. Rotating propellers are very hard to
see, so special attention should be made to keep persons, and especially children and pets, clear of the
aircraft once it has been started. Persons should never stand either in line with the arc of the propeller or
behind it since there is always a possibility that stones or other objects can be picked up and hurled at great
speed in any direction. In the event of a propeller strike close down the engine immediately and do not re-
start until you are satisfied that no structural damage has been done to the propeller or airframe. If any
damage is visible, do not fly until the damaged blade has been repaired or replaced and the engine has been
inspected for shock load damage.
If you do not wear a harness it could be
hazardous and failure to do so may result in
injury or death.
THE EXHAUST SYSTEM: Do not touch the exhaust while the engin
e is running or directly after it has been
shut down. It will be very hot and will inflict serious burns if touched. Keep items of clothing and the
aircraft's seat belts clear also. Inspect the entire exhaust system for cracks and damage before and afte
r
each flight. Do not fly if there is any damage.
WARNING
!
WARNING
!

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Running up and testing the engine on the ground, with or without the wing attached
Whenever you need to perform an engine check of any sort, particular care must be taken to observe the
following procedures:
1. Move the aircraft to an area clear of people, animals etc. ALWAYS LEAVE AMPLE ROOM AHEAD IN
CASE THE AIRCRAFT BREAKS FREE WHILE RUNNING UP.
2. Check the ground around the propeller area for loose stones etc. and remove any such objects.
3. Tie the aircraft to a solid object - a large and sound tree, a car with its parking brake applied, a concrete
post etc - using webbing or rope which is sufficiently strong to take a load of 225 kilos (500lbs) minimum.
Securely attach both ends of the rope/webbing to the rear axles of theQuik or Quik GT450 just inboard of the
wheels. Then, ensuring that the V bridle is long enough to give sufficient clearance from the propeller, attach
it to your chosen solid object. Make sure that the bridle can not ride up the object when under load.
4. DOUBLE CHECK all knots and attachments before starting.
5. Carry out a proper inspection before starting. See Aircraft Operating Instructions.
6. Do a full pre-start security check as described in the Aircraft Operating Instructions.
7. Make sure there is a qualified pilot on board, properly strapped in and with his/her fingers on the ignition
switches at all times when the engine is running
8. Maintain an adequate look-out while conducting tests; adults, children & animals may approach from
behind.
9. Wear a helmet and ear defenders when in the vicinity of an engine being tested. If you choose to wear a
headset then ensure that the connecting cables cannot get near the propeller or rotating parts of the engine.
THE OIL SYSTEM: engine oil is stored in the reservoir underneath the left side of the engine. This
becomes very hot in use and will inflict serious burns if it comes into contact with human skin.
THE RADIATOR SYSTEM: The cooling system is pressurised when the engine is warm, so you should
never open the cap until the engine has cooled down. The coolant in the system is very hot and wi
ll inflict
serious burns if it comes into contact with human skin.
The coolant contains Ethylene Glycol which is harmful if swallowed. Do not attempt to syphon or drain the
coolant system by sucking on a tube.
Failure to observe this Warning could result in injury or death.
Unprote
cted exposure to engine noise on test will cause long or
short term hearing loss. Wear ear defenders or appropriate ear
defending headset at all times when in the vicinity of a running
engine. Ensure that the headset connecting cables cannot get near
the propeller or rotating parts of the engine.
WARNING
!
WARNING
!
WARNING
!

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2. GENERAL DESCRIPTION
The Quik is an advanced weight-shift controlled aircraft. It may be flown solo or dual without ballast. The
aircraft has been developed for advanced cross-country touring performance; a stable hands-off cruise of 75
to 80 mph makes long cross-country trips very practicable. Using appropriate airfields and the instructor
control bars, it can also be used as a safe and reliable training machine.
The Quik GT450 was introduced in 2005 with Rotax 912 and 912-S engine options and 1.72m 3 bladed
Warp Drive Propeller. It features a 65L tank, disk or drum brakes and electric trim.
The GT450 is designed for up to 450kg AUW, giving approximately 232kg of payload (fuel, occupants,
baggage). The total maximum seat loading is 220kg, 110kg per seat. The aircraft has been designed with a
wide speed range enabling slow speed flight at very low fuel consumption, short takeoff and landing as well
as cruising speeds up to 95mph. The electric trim system gives precise fingertip control of hands-off trim
speeds from approximately 50 to 80 mph.
A roll augmentation system has been developed for the GT450 wing, which actuates the wing trailing edge
and keel pocket when a roll input is made. The system noticeably lightens roll control. The wing planform and
twist are designed to improve L/D performance. The wing is also equipped with tip fins to improve directional
stability at high speed as well as low speed sink rate and glide. They are vented to control internal wing
pressure.
Both the Quik and Quik GT450 have been designed for easy single-person rigging. The pylon hinges for
folding independently of the engine and undercarriage mountings, which allows for better undercarriage
geometry and structural rigidity.
These features make the aircraft capable in a multitude of roles including long distance touring, competitions
and training.
Optional equipment includes low-drag panniers, a pod bag and instructor control bars.

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2.1. GENERAL ARRANGEMENT DRAWINGS

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3. GENERAL INFORMATION
3.1. EMPTY WEIGHT
Typical empty weights for the Quik and Quik GT450 are as follows:
Quik
912 912 S
206kg 207kg
453lbs 455lbs
Quik GT450
912 912 S
214kg 217kg
470lbs 477lbs
Following modification, repair or at any time required by the FAA or other Airworthiness Authority, the
aeroplane must be weighed so that the composition of useful load can be determined. The aeroplane must
be dry, clean and in calm conditions for accurate weighing. The empty weight must be recorded below and
on the main cockpit placard after each weighing. The aeroplane empty weight must under no circumstances
exceed 240kg (528lbs).
The P&M Aviation Quik/Quik GT450 912/912S, registration mark......................, engine
type..............................., has been weighed empty, including full oil, electrolight and unusable fuel:
WEIGHT MODIFICATION STATE DATE
3.2. FUEL LOADS
FUEL LOADS – QUIK
The fuel tank is 65 litres capacity, including 1.6 litres unuseable, giving 63.4 litres useable. The weight of
the fuel is 0.718 x 65 = 46.7 kg (102lb). The fuel load limitations for the range of allowable cockpit loads and
aircraft empty weights are placarded in the cockpit as follows:
EMPTY WEIGHT COCKPIT LOAD MAX FUEL LEVEL
205kg (451lbs) Up to 157kg (345lbs) 65 litres (full)
205kg (451lbs) 200kg (440lbs) - max. load 5 litres
220kg (484lbs) - max. empty weight 172kg (379lbs) 23 litres (1/3 full)
220kg (484lbs) - max. empty weight Up to 142kg (312lbs) 65 litres (full)
Example loading problem: Aircraft empty weight: 202kg (445lbs)
Pilot 1: 90kg (198lbs)
Pilot 2: 90kg (198lbs)
Total: 382kg (841lbs)
Max AUW = 409kg, therefore (409 - 382)kg = 27kg or (900 - 841)lbs = 59lbs

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The specific gravity of fuel is taken to be 0.718 g/cc (1.58lbs/cc)
Therefore maximum fuel = 27/0.718 = 37 litres or 59/1.58 = 37 litres.
FUEL LOADS – QUIK GT450
The fuel tank is 65 litres capacity, including 1.6 litres unusable, giving 63.4 litres useable. The weight of the
fuel is 0.718 x 65 = 46.7 kg (102lb). The fuel load limitations for the range of allowable cockpit loads and
aircraft empty weights are placarded in the cockpit as follows:
EMPTY WEIGHT COCKPIT LOAD MAX FUEL LEVEL
217kg (477lbs) Up to 186kg (409lbs) 65 litres (full)
226kg (497lbs) 220kg (484lbs) - max. load 5 litres
265kg (583lbs) - max. empty weight 168kg (370lbs) 23 litres (1/3 full)
265kg (583lbs) - max. empty weight Up to 138kg (304lbs) 65 litres (full)
Example loading problem: Aircraft empty weight: 217kg (477lbs)
Pilot 1: 90kg (198lbs)
Pilot 2: 110kg (242lbs)
Total: 417kg (917lbs)
Max AUW = 450kg, therefore (450 - 417)kg = 33kg or (990 - 917)lbs = 73lbs
The specific gravity of fuel is taken to be 0.718 g/cc (1.58lbs/cc)
Therefore maximum fuel = 33/0.718 = 46 litres.
PLACARDS:
The fuel capacity placard near the fuel filler neck must be marked with 65 litres.
A pilot weight/fuel weight placard must be filled in showing the trade-off between fuel load and cockpit load,
calculated according to the actual empty weight of the aeroplane.
3.3. CENTRE OF GRAVITY
Trike
The centre of gravity (CG) of the trike is not very critical - it only affects the range of pitch control movement,
not the trim speed. The CG of both the rear seat occupant and the fuel are as close as possible to the hang
point with the trike in the suspended attitude, so the suspended attitude is little affected with load variation.
Solo flight is from the front seat only.
Wing
The CG of the wing is critical. Due to the materials used and the quality control in manufacture, the CG of
the GT450 wing does not vary significantly in production. Items should not be attached to the wing which
significantly change the CG. The hang point position on the wing keel must not be moved from the designed
and tested position.
3.4. AIRCRAFT DIMENSIONS
Quik Wing Data
Wing Span: 27.4 ft. 8.35 m.
Sail Area: 114 sq ft. 10.6 sq. m.
Aspect Ratio: 6.57
Quik GT450 Wing Data
Wing Span: 30 ft 6in 9.3 m.
Sail Area: 140 sq ft. 13 sq. m.
Aspect Ratio: 6.65
Trike Data Length (erect): 111.0 ins 290.0 cm
Length (fold down): 114.0 ins 290.0 cm
Width: 72.0 ins 83.0 cm
Track: 65.0 ins 165.0 cm
Height (erect): 98.0 ins 230.0 cm
Height (fold down): 61.0 ins 140.0 cm

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3.5 POWERPLANT SPECIFICATIONS
The trike unit is fitted with either the Rotax 912UL or the Rotax 912ULS engine, the specifications are as
shown on the table below.
MODEL 912 912S
Type 4 stroke 4 stroke
CC 1211 1352
Power 80 bhp 100 bhp
Ignition system Dual CDI Dual CDI
Cylinders 4 4
Reduction ratio 2.27:1 2.43:1
Overload Clutch No Yes
Min fuel rating 95 RON 95 RON
Prop manufacturer Warp Drive Warp Drive
Prop type Warp Drive,
1.72m,90mm
parallel chord
Warp Drive,
1.72m,90mm
parallel chord
Prop pitch 11O 16O
Measured @ radius Tip u/surface Tip u/surface
NOTE
•For all other engine data refer to the engine manufacturers handbook supplied as a supplement to the
Aircraft Operators Handbook. See also Section 4.
•For 912-S engines, an overload clutch with “lost motion friction damping torsional vibration absorber” is
recommended to be fitted for smoother startup/shutdown.
•For 912 engines, the overload clutch with special damper is not necessary, saving 1.7kg. It may be fitted
as a customer option. The modification specification and empty weight of your aircraft appears in section 3.1.
3.6. RUNNING GEAR
Tyre Pressures - front and rear 22.0 psi 1.5 bar
3.7. PLACARDS, DECALS AND LOCATIONS
Title Location
Flight Limitations: On port upright
Engine Limitations: On panel
Aircraft Weights: On basetube
Baggage Limitations: On baggage container
Fuel Type, Capacity and Mix Ratio: On rear suspension leg
Fuel Cock On/Off Positions: On seat
Ignition Switch On/Off Positions: On ignition switch bracket
Propeller Pitch Setting: On airbox or radiator
Hand Throttle: On throttle unit
Wiring Loom Disconnection Warning: On airbox or carb covers
Trimmer Setting: On trim switch ( electric trim) On trim display (electric trim)
Tip Turn Adjusters: On leading edge tube tips
Latch Locking: On seat next to latch
Oil Type and Quantity: On oil cap
Loose Hair or Clothing: On rear of seat
Propeller Pitch: On oil cooler
Fuel Load Limitations: In the cockpit
Warning Placard On cockpit dash
Warning: folded pylon On pylon fairing
Warning: Loose hair On seat rear left
Warning: Hot Engine On rear of cowling
Warning: hand throttle closed. On seat next to hand throttle
Operating Instructions On cockpit dash

Quik & Quik GT450 Maintenance Manual
29th March 2007
Issue 1 Page 19 of 54
4. MAINTENANCE
4.1. GENERAL
Apart from the consequences of heavy landing, or of exceeding flight limitations, the major factors for
attention are corrosion, fatigue and UV light. There are no inherent fatigue problem with the Quik or Quik
GT450, but excessive loads and vibration can weaken the structure, and a regular watch for hair-line cracks,
most likely in areas under high stress, such as around bolt holes, should be carried out. All components can
be replaced without difficulty. Repairs should be undertaken by a P&M Aviation Ltd. approved repair agency.
Aluminium Tubework
Care and consideration in de-rigging and transportation will pay huge dividends in airframe life. Any damage
to any one of the structural members is serious and can usually only be repaired by replacement. Tubes
suffer from abrasion or indentation, the first accelerating fatigue fracture and the second reducing the
strength of the part. If you bend, dent or damage the tubular members in any way, seek immediate
professional advice before flying again and have replacement parts fitted. See inspection schedule 12.5. xxx
Fasteners
Only fasteners purchased from P&M Aviation Ltd either direct or through an Approved Stockist should be
used for replacement. Any fastener which is bent or shows sign of wear or corrosion should be immediately
replaced.
Rigging Cables
The main danger with the rigging lies in kinking the cable, usually caused by careless rigging and de-rigging.
Once a cable has a kink, the strands are damaged and replacement is the only cure. The side cables are
particularly important and should receive a frequent detailed inspection. Check for cable damage along the
length but the main failure area lies immediately adjacent to the swaged fitting. Look carefully for signs of
strand fracture at this position. Corrosion is a serious problem particularly in coastal areas and shows itself
as a white powdery deposit. Corrosion cannot be cured and replacement is the only answer. Only
replacement cables supplied by P&M Aviation should be used.
Fittings
Many fittings on P&M aircraft are manufactured from aluminium alloy and then anodised. Damage can occur
through scratching or by the stress of an unduly heavy landing or crash, or by general wear. Look for
elongated holes and stress lines in the aluminium. Damaged items should be replaced.
Nyloc nuts should only be used once. Re-
using
worn nyloc nuts could cause structural failure,
injury or death.
Ki
nked, corroded or damaged cables should be
changed at once with new factory supplied
items. Flying with damaged cables could cause
structural failure, resulting in injury or death.
Never fly an aircraft with dented or damaged
components.
WARNING
!
WARNING
!
WARNING
!

Quik & Quik GT450 Maintenance Manual
29th March 2007
Issue 1 Page 20 of 54
4.2. INSPECTION & SERVICING SCHEDULES
It is essential that the following Servicing & Inspection schedules be followed. In addition, it is important that
your Quik or Quik GT450 is visually inspected, assessed by an LSA Repairman with Inspection or
Maintenance rating and test flown by a check pilot every 12 months. Any repairs should be carried out as
outlined in Section 5 and entered in to the aircraft Technical Log. Any problems highlighted at an inspection
should be dealt with immediately.
Key: Line Maintenance (LM) Heavy Maintenance (HM)
TRIKE - GENERAL Pre-
flight
First 10
hrs
Every
25 hrs
Every
50 hrs
100 hrs Other
ENGINE MOUNTING: Check steel sub
frame for cracking and wear. Check engine
rubber mounts for security. Check all bolts
for security. (LM)
Inspect Inspect
THROTTLE & CHOKE CABLES: Check that
the cables are correctly adjusted and that full
throttle opening is possible. Check that the
carburettors are synchronized in operation.
Check the cable inner and outers for wear
and damage. Any broken strands will require
changing the cable assembly. (LM)
Service Inspect
BRAKE SYSTEM: Check for operation of the
brakes. Check for fluid leaks and the level of
fluid. Use only DOT 4 brake fluid. Check the
brake cable for chaffing or damage. (LM)
Service Inspect
ELECTRICAL CONNECTIONS: Check all
connections are tight and that no corrosion
is visible. Check all cables for chaffing. (LM)
Inspect
AIRFILTERS: Check the condition of the air
filters. Clean and re-oil as recommended by
engine manufacturer. Clean and re-oil with
only with K&N fluids. (LM)
Inspect
RADIATOR: Check coolant levels and
confirm 80 – 100% antifreeze mix. (LM)
Inspect
RADIATOR: Darin and flush the radiator.
Radiator can be drained by removing lower
radiator hose and draining fluid into a
bucket. Refit hose then refill radiator with
correct coolant mixture. (LM)
Service
200hrs
RADIATOR: Check all hose for security and
condition. There should be no signs of split
or perished hoses, any signs of fluid leakage
around any hose should be thoroughly
investigated and the cause rectified prior to
flight. Check the coolant level, the coolant
reservoir should be full with a small amount
of fluid in the overflow bottle. (LM)
Inspect Inspect
General – remove pylon & seat frame,
fatigue crack check & fastener inspection.
Any cracking found around the bolt holes
require component replacment. Any worn
fasteners also require replacing. (HM)
500
hours
ENGINE: please refer to Engine Operator’s
Manual for full service instructions
Pre-
flight
First 10
hrs
Every
25 hrs
Every
50 hrs
100 hrs Other
PLUGS: See Rotax Manual for instructions.
(LM)
Inspect Renew
912@
200hrs
912s@
100 hrs
OIL & FILTER: See Rotax Manual for
instructions. (LM)
Renew First 25
hours
FUEL SYSTEM Pre-
flight
First 10
hrs
Every
25 hrs
Every
50 hrs
Annually
/100 hrs
Other