The Q-tour team is taking a rest this month. That is all. Sam

David, thank you for taking time to throughly explain the process. Sam

Eugen, Additional to my last note, see page 10-5. The aft “elevator slot cores” are also removed along the line 33-F-G-H-I-32 for the remainder of the canard beyond the center section, but

Eugen, Read the plans as though the following image is a single page. The first paragraph shown here refers to the LAST drawing shown here and a drawing not shown here that is at the bottom of

I believe they have you wrap that with fiberglass sheet to create a spar and shear web.

Hello Q-Groupe, we are just about to cut the canard out of the foam. What is not clear to me at the moment is why the separation of the rear segments in the middle segment has to take place along line

Laminar flow separation bubble, VG’s disrupt this and are less drag than the separation bubble. Unsteady laminar separation bubble (#2)

That’s some great info. Thanks Chris! Brent

Brent---------------  If you google " VGs placement on a Dragonfly"  you should get some good information.  We had a fellow named Nathan Rambo that did some good testing on VGs. They apply to the

I had a few interesting conversations when I trailered the dismantled aircraft back to Oklahoma from Northern Alabama. A few of the curious at the benzine stations wanting to know about "that Cub" and

Another interesting tuft test, vortilators vs regular, singular VG’s… That’s a nice looking Maple Leaf, I may need something like that on my tail! Brent

Camera angles?...but I agree, Jay. Charlie you and Brent locations do look the same or close to the same chord line position. The vortex generators on Brents canard are from another supplier that I

Looks like your along-the-chord placement is not too different from Brent’s. I think the two-sided ones, like on Brent’s canard are referred to as vortilators, but someone (Vern?) can correct me

Ok my memory failed here is my VG’s in flight. Single alternating angles worked fine in light rain. Never sought out heavy rain to test that. I like the small plastic ones Home

Here’s my VG’s, they are definitely aft of the curvature peak. Judging by the tuft testing that Jay shared, I suspect they’d be in dirty air by the time I’m close to stall and not doing

Interesting. I’ve checked and rechecked the sensors but I just didn’t think the numbers were believable, but maybe they’re accurate after all. I spoke to a tech at MGL avionics this week and

Ok..I'll follow suit. Thank you, Charlie

Vern, I had VG’s root to tip. I tried to avoid them but got tired of moisture affects. They did not slow me down and do not add profile drag at 50% chord. I have not flown the replacement canard and

Charlie..do you have your generators root to tip? Chris..I too have the GU canard so I am questioning only in order to know the minimum limits. Something the John Roncz said to me one day kinda stuck

Brent I think 300 degree cht is very possible looking at the work that you did on the engine baffles. I see chts of 340 degrees..... I only monitor the #3 cylinder and I have the twisted cht probe