Hello out there, as a keen canard-designer I usually follow ”conventional canard wisdom” which goes something like this: ”...the canard foreplane MUST stall before the main wing to avoid the airplane to enter a superstall….” and further….” …usually the foreplane area loading of a canard should be about 150% of the main wing loading…”
Fair enough - this works pretty well if your canard relies solely on the foreplane flap to achieve pitch control. The backside of the coin is that with that high foreplane loading the prop wash of a tractor engine is instrumental in keeping the nose up. As soon as you approach for landing and shut down the engine the nose drops at a critical moment. Ask me, I have bent quite a few nose gear legs before learning the technique to land such a ship.
OK, after this little “lecture in canardology” I come to my real purpose of this thread which is to get your input on my new canard design taking shape in my shop (see pics) This is a different bird resembling the famous X-29 or Su-47 Berkut and having both a front and a rear flap for pitch control. In addition to that of course the possibility to use elevon mixing on the ailerons for additional pitch control.
Now to my question to you: What foreplane loading would you use on a machine like this and how would you configure the different flaps to achieve an airplane with a large speed envelope, good turning performance, no bent nose gears and no superstalls…???
Please let me “pick your brains” on this one before I decide and set her up for the maiden flight….Thank you…Cheers/Harald

PS...Moderator: maybe I misplaced this thread and it fits better under "Aerodynamics" if you agree, please move it...thanks..!..DS