Pusher

An aircraft constructed with a pusher configuration has the engine mounted with the propeller facing backwards such that the aircraft is "pushed" through the air, as opposed to the tractor configuration in which the aircraft is "pulled" through the air.

Many early aircraft were pushers, including the Wright Flyer and the Curtiss plane used by Eugene Ely for the first ship take-off. In the early years of the First World War pushers were favoured by the British because they enabled a forward-firing gun to be used without being obstructed by the arc of the propeller. Such aircraft included the Vickers F.B.5 Gunbus, the Royal Aircraft Factory F.E.2 and the Airco DH.2. (Germany did not have the same requirement due to the early development of Fokker's interrupter gear.)

Single-engine pushers usually had the engine mounted on the centreline at the rear of the aircraft's nacelle. Such aircraft had no fuselage, the tail section being mounted on a framework that cleared the propeller.

With the widespread adoption of interrupter gear, most benefits of the pusher configuration were lost and the tractor configuration was favoured. Pushers did not become extinct after the war but were a minority of new aircraft designs. The 1930s Supermarine Walrus was a seaplane with a single pusher engine. Large multi-engine aircraft, such as the Short Singapore, continued to be built with a push-pull configuration, combining the tractor and pusher configuration. Possibly the most extreme example of the type is the Convair B-36, the largest bomber ever operated by the United States, which wing-mounted six 3,800 hp Pratt & Whitney Wasp Major radial engines in a pusher configuration, augmented in the B-36D by four General Electric J47 turbojets. The Saab 21 was also initially built as a pusher since jet engines were not be available. Arguably the most common ultralight, the Quad City Challenger, also has a pusher configuration.

Advantages

Efficiency can be gained by mounting a propeller behind the fuselage, because it re-energizes the boundary layer developed on the body, and reduces the form drag by keeping the flow attached. However, this effect is not nearly as pronounced on a small airplane as it is on a submarine or ship, where it is quite important due to the much higher Reynolds number at which they operate.

Wing efficiency increases due to the absence of prop-wash over any section of the wing.

Rear thrust is somewhat less stable in flight than with a tractor configuration. This has the potential to make an aircraft more maneuverable.

Visibility of a single-engined airplane is improved because the engine does not block forward vision. Consequently, this configuration was widely used for early combat reconnaissance aircraft, and remains popular today among ultralight aircraft.

The propeller of a single-engined airplane can be placed closer to the elevators and rudder as illustrated in the picture of the Royal Aircraft Factory F.E.2 above. This increases the speed of the air flowing over the control surfaces, improving pitch and yaw control at low speed, particularly during takeoff when the engine is at full power. This can be beneficial while bush flying, especially when taking off and landing on airstrips bounded by obstacles that must be avoided while the airplane is moving slowly.

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