Thanks, guys! My Tri-Q200 has been ready to fly for some time but its
pilot still has few more weeks before I'll be ready (hopefully) for
that, especially in light of recent incidents. I've been digging
through the archives to attempt writing up proper procedures for my
reflexor use, and this discussion added dramatically.

As I understand it (from reading only), the reflexor affects:
-elevator trim position
-elevator authority (via fore/aft lift bias)
-pitch attitude (and visibility)
-NOT airspeed (or only minorly)

T/O: requires slight (maybe 1/4 travel at most) positive reflexor
(aileron TE down UP), but IAS must be above stall before rotation,
else pitch up rotation will take place suddenly as the canard starts
working.

Approach: Slight more positive reflexor than takeoff. If I understand
correctly, airspeed isn't much affected, but it's mostly set for
visibility over the nose here.

Flare: not used, leave set in approach configuration and flare with
elevator.

Go around: return to T/O position?

Cruise: set some combination of trim and reflexor for IAS.

I'm practicing in a Diamond DA20, Cherokee Warrior, and Arrow. I
expect to use tho DA20 most, since it's the closest in speed, at
130kts, small, and fairly slick, and the other two just for
variety/complexity.

My practice program so far includes:
at least 10 hrs training towards a flight test in the preceding 30
days spread amongst 3 airplanes, which includes
at least 20 landings without flaps
at least 6-10 unusual attitude recoveries
at least 7 simulated engine outs from varying locations (noflaps, no
slips)
at least 2 "impossible turn" demos
at least 1 takeoff aborted for a mechanical issue
at least 2 go arounds
simulated systems failures response
slow flight and stalls.

I'd like to add reflexor drills. I don't think there is a great way to
simulate reflexor application. My current plan is having a copilot set
the flaps or trim at unknown (but fixed) locations.

Also, depending on your location, I'd be willing to head your way and
buy gas for your next flight in return hauling my 145 lb frame along.

PPL ASEL, a few hours in Sonerais but new to Q's

--- In Q-LIST@... <mailto:Q-LIST%40yahoogroups.com>,
JMasal@... wrote:

Phil C.

We Q guys do not consider Dflyers as outsiders. Never have. They

have been welcomed since day 1. In fact the Dfly newsletter editor was
a major organizer of our field of dreams events and at one point we
would often have a handful of Dflys show up

Jerry B's death is tragic. Dont fret unduly about the "risks" of

your first flight. What we can say so far is dont make an approach low
enough to snag an approach light, dont go for the numbers and realize
the whole runway is yours. The vast majority of these aircraft dont
end up in a pile. Focus your mind on the successes not the failures.

j.


-----Original Message-----
From: rxforfun51 <rxforfun51@...>
To: Q-LIST <Q-LIST@... <mailto:Q-LIST%40yahoogroups.com>>
Sent: Wed, Oct 12, 2011 10:15 pm
Subject: [Q-LIST] Q-Flight Counselor




I am probably what you would consider an outsider on the Q-List

because I'm a Dragonfly builder. But I learned a long time ago the two
planes are similar enough that I can listen in on this group and still
learn something about the flight characteristics of my own plane. I
haven't said anything to date about Jerry's tragic accident because it
hit home pretty hard with me. While I just met Jerry at a recent
fly-in, I immediately came to like him. I'm very saddened by his loss
and the pain his family must be going through. But I'm also now a
little more frightened about my own first flight which is on the near
horizon. That's not to say I haven't had concerns about my own first
flight previously, but Jerry's passing makes my own risks seem much
more real and tangible now somehow. I've attended a number of fly-ins
when able in hopes of getting some experience by rubbing elbows with
actual tandem wing flyers. I've hoped for more participation from
Dragonfly owner s at these events, but I've found that the Quickie
group has been more active in the events I attended. So, I go and
listen and hope that maybe someone might offer me a ride so I can get
some flight time in an "in-type" sort of plane such as my Dragonfly.
To date, I've ridden as a passenger on two flights with a total time
of about 30 minutes. I've gotten to take the controls once for about 5
minutes which merely heightened my awareness about how different these
planes are from anything else I've flown. So rather than continue to
ramble on as I now seem to be doing, I'll get to my point. I think the
idea of a flight counselor is a great one. I can only hope that our
Dragonfly community follows a similar pathway. But if not, would the
Q-List consider taking some of us Dragonfly builders under your wing
as well? If so, how does one address the lack of "in-type" air time
for individuals such as myself? I'm not a small guy by any means and
while not as tall as Jerry was, my build is somewhat similar. As such,
I sense a lot of reluctance by current owners to offer rides to us
"beefier" guys. And probably rightfully so due to weight and balance
concerns. So while I can study and listen to everyone describe the
flight characteristics of the tandem wing birds, my actual flight time
in one may well come down to a matter of minutes before my first
flight in my own plane. Any suggestions on how one might address this?
My choices for an "alternative" aircraft to practice in are probably
limited. Our flying club owns Cessna 172's and Cherokee's. I'm
building a tri-gear Dragonfly so tailwheel time isn't the issue. It's
more of a "high performance plane" issue with approaches and landing
from what I can gather. So how best can someone in my situation
prepare for a first flight? Sorry for rambling on so and thanks for
listening.

Phil Christiansen
Dragonfly Mark III (Tri-Fly) Builder