Current turboprops do have less range, strangely, but that may be because of
a need to keep under 12,000 pounds, but I though there were ways around that
now. In any event, turboprops main selling point is that their cost of
operation is significantly lower than a jet for many operators. Although
slower than a bigger jet, they are close in speed to the smaller ones, and
for certain distances time isn't a big deal even if they are 200 MPH slower.
-----Original Message-----
From: Chris Trask
Sent: Wednesday, October 14, 2015 12:58 PM
To: Olympus Camera Discussion ; Ken Norton
Subject: Re: [OM] IMG: A Few Interesting Airplanes
And note that the Avanti has most of the fuselage on front of the wing
and
not much aft of it. So, a lot of structure and stuff in the front. I
would
assume that things like batteries are located closer to the nose.
One thing that makes the Avanti very unique is that it's not really a
canard up front as it is does not contain any control surfaces. It is
strictly a lifting surface equipped with flaps that deploy along with
the flaps on the main wing. So there are two lifting surfaces (plus
the fuselage itself) carrying the load. The tail, although claimed to
be another lifting surface, really isn't. The main wing is located
quite a bit behind the center of gravity. As is true with a Rutan
canard design, the forward wing has a higher stall speed than the main
wing.
They did a far better job of adapting Rutan's design concept than
Beechcraft did. I'm anxiously waiting for someone to use it in the design
of a commercial airliner to take advantage of the improved fuel economy
offered by the lower drag. Boeing had initially proposed it as the design
for the Dreamship, but later opted for a conventional design. Cowardice at
the drafting table!
Chris
When the going gets weird, the weird turn pro
- Hunter S. Thompson
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