interesting topic.

the canard my father designed last year takes off fine - though it needs a longer run than a conventional planform because the foreplane is naturally more heavily loaded, and is operating at a lower Re than the aftplane...

however it does seem capable of an aft plane stall - It's like both wongs just go and the thing drops out the sky flat - the nose doesn't drop that much.... You are probably going to say that the CG is too far back - but that doesn't seem to be the case - e.g. in low speed cruise I can hold in full up elevator and it does an impression of "having non-circular wheels on the front" - the nose bobs up and down alternately stalling mildly and recovering. It's just in very slow flight that the full both wing stall can occur and very rarely.

The reason why I bring this up is that an aft wing stall is highly undesirable on landing approach! Adding flaps to the canard only could introduce a situation where the stalling speed of the canard is below that of the aft wing - of course dependent on relative incidences, airfoil selection, reynolds number.

JohnG's leading edge flap concept on the aft plane might be just the thing to increase max alpha, max Cl and also aftplane stall speed.

Remember flaps increase camber and decrease the max alpha of stall on a given wing. I have a model which cruises on third power with the body 5 degrees below horizontal in level flight with flaps down and stalls with the body horizontal - the visual cue of body angle as an indicator of airspeed is v. misleading with flaps deployed.

I'd build aft leading edge flaps, standard foreplane flap/elevators (using computer mixing). Another option would be to build oversized ailerons on the aftplane with 2 servos and use mixing to dial in aft plane standard flaps.

Build in fleixibility with your design - and use radio mixing to use whatever works.

Good luck! - and would really like to hear how you get on....