So, he took a 240 hp auto engine and by timing his test runs people are estimating 225-250 hp? Color me shocked! I am not even going to bother to try to estimate it myself, I bet that guy is a lot closer than Peter’s BS 400 hp numbers.

Canard ignorance question: Why is the elevator trim on a spring? I that a canard design? Standard configured aircraft have a direct mechanical trim system, where airflow can't alter the trim tabs.

I know nothing about Peter's trim design, but The Cirrus SR series uses springs for elevator trim. No trim tabs. I don't really like that design, I think it contributes to the lack of feel.

I too think the takeoff acceleration is a little underwhelming for the numbers, it certainly seems to drop off more than I'd expect above around 50-60 knots (ground speed, which for this discussion of this airplane is a better comparison than the indicated airspeed- his IAS is subject to so much installation error), but without knowing a lot more about his propeller then I wouldn't be so dismissive of the power to weight.

The power to weight ratio is only a little better than (drumroll) a Travel Air. Travel Air and kick in the pants acceleration don't go together in the same sentence unless there's a punchline at the end.

And as I mentioned, propeller design can make a huge difference in takeoff performance. It's a lot more complicated than just assuming a constant speed prop works in all regimes just because.


I agree that he really really ought to put that engine on a dynamometer.

I'd like to see static thrust measurements too. Doing that with an old school "fish scale" is okay for a conventional airplane (tractor propeller) but it's impractical and difficult to rig in a pusher. But there is still inexpensive test equipment out there, using electronic accelerometers, that club racers use to test their acceleration runs. Seems it'd be a no-brainer to borrow one of those.

You said it right there: "trim tabs". Regular aircraft have them. Small canard aircraft (Long-EZ, Cozy, Velocity, etc.) don't have the space for a trim tab (the elevator is 6" and the canard is about 10"). So we bias the elevator position with a spring. Usually a leaf spring made out of fiberglass. The spring needs to be strong enough to not be overwhelmed by aerodynamic forces but not so strong that the pilot can't overcome it should the trim motor or switch fail.

Edit: added picture of trim spring and motor.

I too think the takeoff acceleration is a little underwhelming for the numbers, it certainly seems to drop off more than I'd expect above around 50-60 knots (ground speed, which for this discussion of this airplane is a better comparison than the indicated airspeed- his IAS is subject to so much installation error), but without knowing a lot more about his propeller then I wouldn't be so dismissive of the power to weight.

The power to weight ratio is only a little better than (drumroll) a Travel Air. Travel Air and kick in the pants acceleration don't go together in the same sentence unless there's a punchline at the end.

And as I mentioned, propeller design can make a huge difference in takeoff performance. It's a lot more complicated than just assuming a constant speed prop works in all regimes just because.


I agree that he really really ought to put that engine on a dynamometer.

I'd like to see static thrust measurements too. Doing that with an old school "fish scale" is okay for a conventional airplane (tractor propeller) but it's impractical and difficult to rig in a pusher. But there is still inexpensive test equipment out there, using electronic accelerometers, that club racers use to test their acceleration runs. Seems it'd be a no-brainer to borrow one of those.

Thanks- I missed that part.

Just over 800lbs is on the low side for 400~ish horsepower, but it's not unrealistic either. That said, if all those figures and measurements are accurate, then this thing had better make it up with good cruise performance.(!)

First (shortish) flight is a fact. It didn’t look too bad.

Nor the engineering degree he claimed.

Polar charts!

Except it looked like it was awful close to a prop strike.

Hope he gets a helmet and a parachute

Much more than the new flight suit would make him overweight; helmet, unthinkable without an O2 mask.

Didn’t look to good either. Hard to tell what is pilot vs plane, but at this point I am guessing the plane will fly OK...until something breaks...but, the performance looks to be well short of the design goals.

Agreed. Interestingly the airplane itself seems to want to fly pretty well. HP:Weight is a whole other issue, but I think it'll fly OK. I don't know how much I'd want Peter to be the test pilot but that looks like the hand that's been dealt.

Release the funds!
Right?