Practiced rejected takeoffs.
started slow and worked up to right where the tail lifts. The prop rotates opposite of most aircraft so with power it has a right turning tendency. Cutting power causes it to go left as expected. Just a slight swerve. The turning tendencies are less than a 160hp citabria.

took it up to 52 mph ground speed. Winds were calm so just enough to bring the tail up as I cut power. The plane went slightly left but was fully controllable. I did anticipate it so already fed in slight left rudder.

​the tests were accomplished over two days with 30 minutes of ground runs adding 5 mph each time. Next weekend might be the first flight if the weather cooperates.

Finished flight training March 15th. Really had a blast learning some more advanced techniques and certainly feel like I have the confidence to fly this thing. As the whole world is aware the Coronavirus is running rampant Around the globe. So for me right now I am again patiently waiting until I can get within 6 feet of someone to get the required dual time...still doing fast taxis though...I’m certainly ready to fly.

First bit of flight training at the beginning of January didn’t go too well. Just couldn’t get it together.
The last time went very well though I’m just going back some more to be sure of my abilities.

also have been getting a better feel for the planes ground handling. Haven’t been overcorrecting. Giving the plane just what it needs to do what I want.

Engine runs good, but I’ve started a conversation with Revmaster about their heads.. the material makes it so valve adjustments aren’t needed. A bit pricy though...$995 for the pair

Made a few changes. Replaced the fuel vent tubing. Changed the passenger seat cushion to 1” thick foam and trimmed the panel about half an inch to make a bit of room for the passenger. At 6ft tall I now fit in the right seat.

​also still getting training in the citabria. Hoping this weekend goes well.

Got a couple hours of training in a citabria over the weekend. Really gave me the confidence boost I needed. I’m going to get another 4 hours working on wheel landings, then I think I will have improved enough to fly the dragonfly.

I’ve been incredibly busy with all sorts of life stuff. Hurricane prep, real estate investing, family stuff.. Last weekend was probably the first weekend I had off in 8 months, but no flight training. My instructor is overseas for September and we are going overseas in October. So for now it has finally been tucked away in a hangar at the beginning of the month.

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The prop arrived Wednesday. I’ve been taxi testing at relatively slow speeds since. Went back and double checked the torque on all the bolts in the airplane. This week I’ll taxi test some more after work. Then re-torque and safety the prop bolts again. The engine is running well within limits so far.

​I’ve taken it up to about 30 mph. Because of insurance I can’t fly it without an instructor the first ten hours.

So here’s a picture of the airport at night.

Dragonflies come in a few flavors when it comes to landing gear configurations:

MkI - main gear on the canard tips
mkII - main gear inboard on the canard
mkIIh - hoop main gear connected to the fuselage, probably the most desireable configuration and the one I searched out.
mkIII - tricycle gear

My dragonfly specs are:
MKIIH
engine - limbach l2000 80hp
dual side sticks
center throttle
basic instruments
radio
transponder
nav and strobe lights
reflexors
antiservo tabs - think power steering for roll control
cruise - 140mph indicated
empty weight - 746 could save 25 pounds with a lipo battery and avionics upgrades
gross - 1250 pounds

This particular plane was purchased from Jeff LeTempt and is an excellent example of a very well built dragonfly.