Dan Cullman said:
Stay away from deep stalls in that aircraft. They are about 80% fatal. Trade it for a Cub or Champ!
would be interested in reading any info you have on that statistic as the more educated the pilot the safer the aircraft.
I like so many different airplanes I feel like I need a fleet sometimes. But since I don't have that sort of budget I have 2 fun aircraft. 1956 Bellanca CruiseAir (4 place ... can go slow but has an ok cruise .. gets lots of attention after landing, has great flight and landing characteristics.
and Varieze (2place) which I can fly at 170 mph on about 5 gph, also gets alot of attention, greeser landings but long ones, 20 - 1 glide ratio.
and I can use the EAA Plane (aronica Champ) for low and slow.
I do like a cub or champ. I flew the aronica last week. I also Like gong 170 mph on about 5 gph. I have only heard good thing about the varieze stalls. although i have read that it can get into a deep stall with extreme aft cg. I believe that as long as you stay within proper weight and balance it has better stall characteristics than most all aircraft. I have some info that follows if interested.
INFO ON VARIEZE deep stalls: http://www.berkutengineering.com/pages/articles/news_art_kitplanes.html
Bucking Convention
The original premise behind the canard airplane wasn't to have people stand in awe at the sight of a row of odd-looking, awkwardly parked aircraft. No, the main reason for these designs was to design an aircraft that did not stall as conventional aircraft do, and also to use the canard's aerodynamic strengths to increase performance. Because safety is always first in most pilots' minds, and since a canard airplane's main wing doesn't stall, the canard airplane won't spin, making all who fly in them breathe easier.
The canard airplane does this via aerodynamics and geometry. The canard wing is the horizontal stabilizer and elevator mounted up front. Its airfoil, and the angle of incidence at which the canard is mounted, determine the critical angle of attack, or stall speed of the canard wing. This is all set so the canard stalls before the main wing does. For example, when the nose of the aircraft is pitched up and reaches the canard's critical angle of attack, it will stall while the main wing is still flying. At the stall, the canard's elevator no longer produces pitch input, so pulling back on the stick does nothing. The nose then drops slightly, which reattaches flow to the elevator.
Keeping the stick back starts a safe, stable, rocking-horse motion where the nose of the aircraft bobs up and down slightly, but the main wing never stalls. But there can be problems. Some pilots cite the canard' s potential to enter a deep stall as a major fault of these aircraft and a reason to never fly in one. A deep stall is a non-recoverable stall of the main wing. How can this occur in a canard aircraft if the canard stalls first and there is no elevator authority to continue to the nose-up attitude? The answer is to load the aircraft aft of its critical c.g.
Early Long-EZs using an 0-320 or O-360 have to watch the flight envelope carefully, and weight often must be added in the nose. This is why EZs and other related tandem canard aircraft are flown solo from the front seat. But deep stalls are not just limited to canard airplanes. Conventional aircraft are subject to similar unrecoverable modes when loaded with a too-far-aft c.g.
