With the -42/41 our empty weight is hopefully going to be somewhere near 2800 lbs (give or take). It's a lofty goal, but we believe it can be done since the airplane will be composite (even though the airframe isn't the heaviest part of the bird) and keeping an eye on all of the nuts and bolts (literally and figuratively) that are used, making sure that you are putting in the strongest and lightest components available.

Gerry,

How long before you are fully committed to this?

Best,

Gerry,

How long before you are fully committed to this?

Best,

Flew the Velocity V-Twin this week.

1. Canards are amazing .. In a full stall .. single engine .. 30 degree bank the airplane just did a bit of "falling leaf" ... that was the extent of the action.

2. Before you test an airplane, do yourself a favor and fly a B55 Baron. Since those are perfect handling characteristics in my mind, I like to compare the B55 Baron handling to other aircraft.
The Velocity controls were stiff ... fly w trim and 2 hands when necessary.

3. Fantastic looking Bert Rutan roots in this airplane. Love the look of the aircraft, the low cost and low operating cost.

4. Great visibility.

Mike,

Add to the thread I started a while back.

viewtopic.php?f=7&t=87179

Tim

I heard that canard designs are poor for icing. Anyone have any insight on this?

I'm building a Berkut and live in the Northeast so this is a topic I want to learn a lot about. Any canard flyers with actual icing experience?

I'm building a Berkut and live in the Northeast so this is a topic I want to learn a lot about. Any canard flyers with actual icing experience?

From what I have researched on canards and icing the issue has become larger then it probably is.

As a general rule, the canard is a small sharp edge airfoil which will pick up ice faster before anything else on the plane. It is nice that you can see it in front of you, but since the canard traditionally caries about 10% of the lift of the plane versus a few percent of a traditional tail the effect of ice is felt first.

Tim

From what I have researched on canards and icing the issue has become larger then it probably is.

As a general rule, the canard is a small sharp edge airfoil which will pick up ice faster before anything else on the plane. It is nice that you can see it in front of you, but since the canard traditionally caries about 10% of the lift of the plane versus a few percent of a traditional tail the effect of ice is felt first.

Tim

My VariEze doesn't handle ice too well. I've had 1/8" on the leading edges a couple of times and it's noticeable but not the end of the world. I've had 1/4" once, and it was quite scary.

Yes, the fact that the canard loses lift causing a downward pitch moment is a factor (although generally correctible by trim). Another major factor is that I only have a little O-200, with a cruise prop, with which I can cruise at 165 KTAS due to the extremely low drag and high efficiency of the airframe. i.e. it is fast because it is slick + clean, not because it has a big motor like a Bo or C-210. Ice makes it decidedly un-slick, significantly increasing Cd and reducing Cl, and there's no power reserve to make up for it. To make matters worse, as I go slower, because of the fixed-pitch cruise prop the engine can no longer make full RPM and so puts out less power.

This might not be true to the same extent for the V-twin, because as a twin it presumably has plenty of power to spare (assuming both engines are running).

Oh and at least in the Rutan canards and their derivatives, the canard carries considerably more than 10% of the weight. I think up to 30% or so depending on c.g.

Interesting, thank you for the first hand account.

The Escape, I believe, was sold to a Chinese company and they are going to produce it soon, but as a 6 seat. I do sometimes wonder why they decided to not produce it.

I can tell you this. I just loaded 90 lbs of bags and 5:30 fuel in my Glasair III. Shot an approach in Anderson, SC at 220 knots indicated in IMC in somewhat rough weather. Slowed down from IAF to FAF to 150 just like on rails. Dodged thunderstorms all through Florida with 30:1 wing loading indicating nearly 250 knots in The Descent of over 4k per minute in the bumps and felt very solid. There is not a certified piston since around that will handle bumpy IFR like the Glasair. By the way: 62 gallons total for over 850 NM averaging 212 knots true at 13k. Best airplane I have ever owned.