This is the right front cockpit console.

The wires are on the back of the circuit breaker panel. There also were some empty radio boxes under the front instrument panel just forward of the control stick.

     All of the instruments were broken or missing in the front cockpit. The

complete panel was missing in the rear

cockpit. A copy of the front instrument panel was made for the rear cockpit.

     Looking forward and back in the fuselage from

the rear cockpit. Access to the rear fuselage area

when doing an inspection is through the luggage

door. One needs to climb in, then climb in some more, and then crawl down the tail cone.

    The batteries (two twelve volt in series) are easily accessible under the floor of the luggage area. Half of the floor is hinged and lifts up.

     This is the radio rack just forward of the luggage door. The tube in front of the King radios is for moving the plane around on the ground. It is inserted through the tail cone so as to lift and push the tail. There are dual nav/com’s, marker beacons, ADF (inop). and transponder. The radio control box is in the front cockpit right side console.

     Rear Cockpit Panel

              Front Cockpit

   Front Right Console

     The right fuselage wheel well. In

that the center section was de-mated

from the fuselage, it was a chore to rig the landing gear retraction system. Each gear has a separate electric screw jack.

The left wheel well

     The original Lycoming R 680-13 was junk, but the accessories were good for rebuilding. A 1943 military rebuilt R 680-13 replaced it that has recently been overhauled by Radial Engines in Guthrie, Oklahoma.

Hot Pass

On top of the world

Selected Articles

“USAF Decides on Fairchild T-31” Aviation Week, December 11, 1950, p. 18.

“The Fairchild XNQ/T-31 Trainer” AAHS Journal, Spring, 1977, pp. 48-55

“The Fairchild XNQ-1” (History and Development) Sport Aviation, April, 1993, pp. 25-32.

“The Fairchild XNQ-1” (Restoration and Flight), Sport Aviation, May 1993, pp. 37-45.

“ The T-31, T-34, and the T-35 Competition” AAHS Journal, Winter 1995, pp. 134-137.

“Forgotten Fairchild” Air Classics, May 2005, pp. 16-19.

     The big Q is easy to fly. Burning about 15 gallons per hour, it is big, noisy, and impressive. The view forward for take-off and landing is excellent. The wide gear tread and the locking tailwheel make it easier to fly than a Cub. The tailwheel is locked until you provide full forward stick. With no one in the back seat, she likes to do wheel landings rather than full stall ones.

     In the air, she flies like all Fairchilds, easy. The controls take little pressure, and only on high speed passes do the ailerons become a little stiff. Stalls are a joke. A friend told me the stall, around 50 clean, is “more gentle than a C-150.” With 1950 RPM and 23 inches of MP, she indicates around 135-140 MPH. A 3 1/2 hour flight leaves a good reserve. Being a little older then the big Q, I do loops, rolls, and hammerheads infrequently. Compared to a Christian Eagle or a Rose Parrakeet, she is a dog in this area.

     The big Q is based and hangared at Fairview Airport (7ts0) on Texas. Most of her life has been on grass air strips. Inspection with my tools, jacks, and your mechanic could be done in one day. She is a proven flying warbird that only needs the usual maintainence. It would be nice if the new caretaker had a regular mechanic for maintaining her.

                                                 contact owner



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