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The prototype N10736 in flight displays its elegant lines

Paul Lee's N416 showing off its fully retractable undercarriage

David Hanson's SQ2000 at various stages of construction

David Hanson's is the most recently certified SQ2000 in the US

N440DH, David Hanson's beautiful SQ2000, has fixed main gear

Builder/design owner : Stan Montgomery
Kit manufacturer: Glassic Composites, LLC

Type: four-seat canard pusher sportsplane

Program:

Powerplant: 1 x 200 hp 4-cylinder Lycoming IO-360-C1A piston engine

Significant date: 1997

Initially referred to as the Speed Queen SQ2000, the SQ2000 was a new design following the lines of the Velocity etc., but with more rounded fuselage lines. The SQ2000 was designed by Stan Montgomery, and the prototype (which had the undercarriage of an Infinity) made its first flight in 1997 under the power of one 200hp Lycoming IO-360-C1A engine. The basic SQ2000 could be completed as a 2-seater with as very large baggage compartment or as a 4-seater. Several examples had been completed and flown by 2005, including one by Mr. Paul Lee with one 200 hp Franklin 6A-350-C2 engine and one by Mr. David Kanson with one 200 hp Lycoming IO-360 engine. SQ2000 aircraft were observed with Velocity style undercarriage (retracting into the fuselage) and with a KLS-developed undercarriage, which had straight undercarriage members retracting inwards into the wings.

One particular SQ2000 was christened the Rotor-EZ by its builder, Paul Conner, who fitted one Mazda 13B rotary engine instead of the typical Lycoming, and a one-piece wooden propeller. The aircraft made its first flight on 11 December 2004, but was sadly lost in a fatal accident in May of the following year.

Several models were planned for amateur construction and available from Glassic Composites, LLC, which planned various models : the SQ2000 XP, similar to the SQ2000, but with lower empty weight and suited for 150-200hp engines such as one Lycoming O-320 or Lycoming O-360 series (one example seems to have been built but probably not completed); the SQ2001, a three-seater with a passenger in the rear of the cabin; and the SQ2002, a so called 2+2 version with children’s seats. Yet none of these variants was built, and when Glassic Composites ceased its activities and as of 1999, these were taken over by KLS Composites, a company formed by SQ2000 builders Messrs. Keith Register and Stan Montgomery.

What advantage is there to built an SQ2000 over its most similar competitor, the Velocity? Owner Joel Conard comments: "Well, it flew as well as, or better than the Velocity. It may not have been a fair comparison since I flew the Velocity 173, which is their big wing version with a lower wing loading, but the SQ2000 was much more sporty. With it's higher wing loading, plus the lack of flaps (like most low-end canard aircraft), it has a much higher landing speed as well, but I'm sure I can adjust to that without too much worry. Although the overall cabin height of the SQ2000 is about 1" less than the Velocity, I found I had more headroom since the seats are mounted lower. Since I'm 6'2", headroom was a prime concern. The SQ2000 is also a couple inches wider, which is nice. I also didn't really like the Velocity center stick. As the pilot sitting in the left seat, having a center control stick forces you to use your right hand to control the aircraft. To change radio or transponder settings, therefore, I would have to let go of the stick. Another big plus that swayed me to choose the SQ2000 was the lower construction time. The kit is much more complete than the Velocity since it uses molded wings and canards. The Velocity uses moldless construction which means I would be doing major fiberglass layups of the flying surfaces followed by countless hours of sanding and surface preparation. To top it all off, the SQ2000-XP kit cost the same as a Velocity 173 RG Elite kit.".

Despite these convincing arguments, despite its attractive lines and safe behavior, the SQ2000 is quite a rare variation on the Long-EZ concept, with less than a dozen aircraft either completed or in construction in 12 years, and only eight so far on the US civil register. One reason probably lies in Glassic's lack of credentials and the subsequent takeovers of the company's assets. Indeed, even KLS Composites itself was eventually succeeded in 2005 by Advanced Composite Design or ACD, with Mr. Stan Montgomery acting as chief designer. When choosing a kitbuilt airplane, the longevity and reputation of a company are most decisive factors. Besides, when an experienced pilot kills himself in a crash involving one of the very first frames, it certainly cannot add to an aircraft's power of attraction, even though the type's qualities do not seem to be put in question.

Population: approximately 9 completed
- SQ2000 : 7 completed so far [N10736 (prototype), N416, N330DW, N2396M, N2366R, N206SQ, N440DH]
- SQ2000 XP : 1 [N971CL]
- Rotor-EZ : 1 [N2992P, crashed]

Specifications (prototype):
Maximum speed : 258 mph
Cruise speed : 225 mph
ICR : 2,.200 ft./minute
Ceiling : 25,000 ft.
Range : 800 miles
Wingspan :27.8 ft.
Length : 16.85 ft.
Height : 7.83 ft.

Specifications (typical) :

Additional specifications (Paul Lee's N416):
(The following are at 1850 lbs. & 117 CG)
Empty weight : 1410 lbs. (1394 lbs. without 9 qt. oil)
Engine : rebuilt 6A-350-C2 Franklin 6 block, approximately 200 hp
Propeller : 66" 3 blade, IVO magnum in-flight adjustable
Fuel Capacity : 35 gal. (includes 2.25 gal. in supplementary tank)
Landing gear: all-three wheels retractable
Climb: 2000 ft./min (105kts, 2000 dens alt.)
Ceiling: 18,000+ ft. (still doing 200+ ft./min)
Best glide ratio : @ 19:1 (105 kts., 3000 dens alt.)
Fuel efficiency : best about 5 gal. per hour near 120 kts.
Canard stall : 66 kts.
Takeoff distance : @ 1500 ft., rotate at 80 kts. (IVO electric adjustable prop.)
Landing rollout distance: approx 2000ft (about best I can do and prefer 4000ft + runways)
Speed: 180 kias (3000 dens alt., 2800 rpm)

Crew/passengers: 2-4

Main sources:
- Paul Lee's SQ2000 page
- Joel Conard's Vonsquid website
- Rotor-EZ accident evaluation

Many thanks to Walter van Tilborg for providing the basis for this article.

A picture of the SQ2000 prototype from the manual's cover

Paul Conner's Rotor-EZ during construction

Rear view of Rotor-EZ shows the atypical engine and propeller

Conner was an experienced pilot whose death came as a shock