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@...>
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

Phil Christiansen
Dragonfly Mark III (Tri-Fly) Builder







[Non-text portions of this message have been removed]

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@...>
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

Phil Christiansen
Dragonfly Mark III (Tri-Fly) Builder







[Non-text portions of this message have been removed]

**




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) Please read earlier posts again ITS THE OTHER WAY aileron
trailing edge up ( like a conventional tail plane on this end of the tandem,
to aid understanding, they could have connected the stick conventionally to
the ailerons and used them as a normal elevator and flown it with what we
now call the reflexor. Of course I am not suggesting anybody does), but
IAS must be above stall before rotation, correct else pitch up rotation
will take place suddenly as the canard starts working. NOT SO, the faster
it is going before rotation the quicker the pitch up when it finally decides
to lift the nose.

Approach: Slight more positive (ideally reflexor control lever aft of
centre but again that means trailing edge up) reflexor than takeoff. If I
understand correctly, airspeed isn't much affected, but it's mostly set for
visibility over the nose here. Correct but the visibility at take off and
landing attitude will be just like the tail dragger Q nose high and not so
good.

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

Go around: return to T/O position? Maybe but if your sparrow strainers are
in the propeller wake it may do this nose up all on its own-power on pitch
up. This was too powerful an effect on a Q235 I tested and so me moved them
outside the prop wake and solved the excessive zoom climb on go around
tendancy.

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@..., 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@...>
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







[Non-text portions of this message have been removed]

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@...>
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

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







[Non-text portions of this message have been removed]

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@...>
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

Phil Christiansen
Dragonfly Mark III (Tri-Fly) Builder







[Non-text portions of this message have been removed]

**




Thank you for the correction. I think my confusion was from inadequate
differentiation between a TriQ and Q takeoff, which you'd already pointed
out.

If I'm now correct, the essential difference: while a taildragger levitates
off the ground in its ground attitude, a Q must be rotated to that attitude.


The rotation comes from some combination of elevator/reflexor, however, the
progression of controls and arrangement of ground+thrust forces means that
upon lifting airborne, the nose up pitch moment must rapidly be reduced. The
procedure you described sounds much more like a soft field takeoff in a spam
can (full backpressure to start, reduce pressure once nosewheel lifts,
release more pressure once mains lift, accelerate to Vx or Vy in ground
effect).

It sounds like the "soft field takeoff" is what everyone is using. I'm
guessing this is because trimming for near neutral and attempting to "fly
the plane" off the ground (with some gradually increasing elevator pressure)
consumes an excessive amount of runway--or potentially never lifts, if the
ground angle of incidence isn't enough.

I'll add more soft field T/O's to the list and think about what this means
for landing.

-imraan

PPL ASEL, nervously staring at my completed TriQ200


--- In Q-LIST@..., jnmarstall <jnmarstall@...> wrote:

Phil, you want the aileron TE _*UP*_.
jerry M

On 10/13/2011 10:06 PM, quickieaircraft wrote:

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







[Non-text portions of this message have been removed]

[Non-text portions of this message have been removed]

All of the posts have been spot on for the TRI-Q, the only thing I
would add is that you must be cognasant of the weight change on each
flight. I once took off with 2 people full fuel and luggage on board
and had the reflex set for just the pilot and full fuel. At rotation
it quickly over rotated. I was able to catch it with elevators but it
nearly put a smudge in my shorts. After that I was very careful about
checking trim settings on takeoff.

Thank you for the correction. I think my confusion was from inadequate
differentiation between a TriQ and Q takeoff, which you'd already
pointed out.

If I'm now correct, the essential difference: while a taildragger
levitates off the ground in its ground attitude, a Q must be rotated
to that attitude.

The rotation comes from some combination of elevator/reflexor,
however, the progression of controls and arrangement of ground+thrust
forces means that upon lifting airborne, the nose up pitch moment must
rapidly be reduced. The procedure you described sounds much more like
a soft field takeoff in a spam can (full backpressure to start, reduce
pressure once nosewheel lifts, release more pressure once mains lift,
accelerate to Vx or Vy in ground effect).

It sounds like the "soft field takeoff" is what everyone is using. I'm
guessing this is because trimming for near neutral and attempting to
"fly the plane" off the ground (with some gradually increasing
elevator pressure) consumes an excessive amount of runway--or
potentially never lifts, if the ground angle of incidence isn't enough.

I'll add more soft field T/O's to the list and think about what this
means for landing.

-imraan