Will do - I'll let you know when it's done, probably next week before I can get hold of a camera.
Allan

From what I understand it depends on how much filler is used on the glass-to-glass join at the trailing edge. If none is used, there is quite a lip. However even allowing for that, my elevators may not have been constructed totally accurately as otherwise flipping them over would have been a lot easier.
AF

Allan
I have sent you a few pix of your Q2 showing a side view. I'll do a CD of all the Pix I have of your A/C and post iot to you. Send me your address again.
neil



Allan Farr wrote:

Jeff,
Not all Q's are like the one described that would not lift a wing with
rudder. My plane easily lifts a wing with rudder. When I want to fold a map I
get on the rudder so my hands are free. A few years back, before I put my
pitch trim switch on the stick, I flew it for 30 minutes without touching the
stick using pitch trim and rudder. That was on an average summer day with
average turbulence. I could have done it all day but 30 minutes gave me the info I
wanted.
I don't know if not having anhedral on the canard makes a difference or
not. Maybe anhedral on the canard partially cancels the dihedral of the wing.
It's amazing how many differences we find in the same design with different
builders.

Earnest
Triq200 960 hrs

It is interesting to discover differences in the Q and Dragonfly as these
discussions come up. The Dragonfly's rudder is very effective, in fact the
rudder is way more effective than the ailerons in rolling my Dragonfly....of
course the Dragonfly probably has twice the rudder area. As the airspeed
builds in the Dragonfly the aileron controls forces get very heavy, this is
a problem that the Q does not seem to have. Lots of Dragonfly's have
aileron servo tabs to reduce the aileron stick pressure.

Like Jim's experience, my Dragonfly is more pitch sensitive with an aft CG.
I have adjustable sparrow strainers on my Dragonfly (GU canard) and a simple
2 spring elevator trim system. If I run out of up elevator trim I need to
put more AOA in the sparrow strainers. The faster the airspeed the more the
elevator wants to come up. Using a digital level; with the upper surface of
the elevator at 45 degrees down (not travel, just the static position) the
upper surface of my sparrow strainers are at 38 degrees down. A 2-3 degree
adjustment of the sparrow strainers makes a significant difference, in fact
I have been able to correct for a slight roll tendency with one sparrow
strainer that is set ever so slightly different that the other one.

This sparrow strainer setting works for my current cruise airspeed of about
140 MPH. My elevator trim system does not have a wide adjustment range and
I have found that the 5-7 MPH airspeed difference with my wheel pants
requires a sparrow strainer adjustment. I can adjust for hands-off with the
reflexor if I run out of elevator trim, but the elevator will not be in
trail. I can either install larger springs, install a different trim system
that has more travel, or make minor sparrow strainer adjustments when I make
aerodynamic adjustments that will effect my cruise airspeed. I will
probably opt for the minor sparrow strainer adjustments, but a trim system
with more range is the right answer (and there are even plans in an old
Dragonfly newsletter)....maybe I am getting lazy.

I know very little of this information could be directly applied to a Q, but
you never know. Obviously you should listen to what the experienced Q guys
have to say. Good luck.

Jeff

Hi Tim

As a matter of interest, all aircraft become increasingly pitch sensitive as the C of G travels aft, that is why there is an aft limit.
There is a safety factor built in, of course, but, generally speaking, to be behind that limit is dangerous.
The further forward the C of G is, the more pitch stable the aircraft is, at the expense of elevator authority, which is why there is a forward limit.

Would I be correct in thinking that you do not have any sparrow strainers installed?

Regards

Paul Buckley
Cheshire
England.

TriQ200....still building.

Hi Tim,

I tested your rudder during bank question this past weekend in my Tri-Q2
with an LS1 canard with anhedral and standard rudder. I was doing laps
around the pattern and building up landings and remembered your post.
So while banking to the left on crosswind to downwind, I applied right
rudder and the plane leveled off to the right as you were expecting. I
did it twice to make sure of the results. I did not get the sense that
I was yawing. It felt more like I had used the ailerons to roll out.

I hope that was the feedback you were looking for. I know Earnest
reported similar results as well.

Maybe you've got one of those dad'burn rudders that are too big! <grin>
All kidding aside, something must be up for you to get the results you
are describing.

I don't recall consciously using the rudder like that in a bank before.
It makes all the more sense now why the instructors harp on it so much
to fly coordinated especially in a bank and not be lazy on the rudders.
I was talking with Earnest about rudders at Emporia and how I noticed
during the ride out that it seems like you always have to keep an eye on
the ball. Any change in pitch or roll or throttle you make seems to
result in the ball being off center. One thing I also noticed was how
easy it was to hear when the ball was off center. I'm guessing it was
the sound of the air rushing in the NACA vents that I was noticing that
changed in intensity when I would be even slightly slipping or skidding.
The rudder on this plane seems like it is a one legged stool where you
just can't set and forget but you always have to keep on top of it.

Good luck tracking down your problems.

Dave Richardson
Tri-Q2 825DR