Vance W Jaqua wrote:

This is where a reduction drive with offset from the engine centerline
provides a benefit, Each inch of offset buys you two inches of prop
diameter. - (Gee! would this make an EZ in side profile look like
the famous BD5?)   :)   - Vance

Good idea. Get one of Ken's tried and true 3:1 cog belt reduction units and have
Ken lengthen the output shaft by about a foot. Ken could use something like this four
inch output shaft without the planetary to stiffen the output shaft in torsion.

That will make one hell of a pusher PSRU. Could help with the prop-in-wing-wake
problem.

Paul Lamar

At this time the EZ's and the like have no pitch change under power, one of the really bad

characteristics of the 'viggen, which

I believed lead to more than one crash.
Canards are very pitch sensetive to begin with. If moving the C/L of the engine up to use

a bigger prop or get more ground

clearance was a no brainer they'd all be doing it anyway.
...Chrissi

You can't extend the gear and you can't raise the thrust line so Burt
has designed you into a box.

Well you will just have to bear the canard cross then.

Paul Lamar

How far aft do you want to put that prop?

Just go with a slightly smaller diameter prop and higher rpm.
When you compare big slow props to small fast ones, the difference
in performance is mostly at the static and low speed end.
The performance curves converge in cruise.

Perry

I totally agree. There are two canard airplanes that prove this point.
Gary Spencer's direct drive Ford V8 running about 3600 RPM and going
242 MPH and Charlie Airesman Soob powered Varieze going about 230 MPH.

Paul Lamar
 
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