I didn't have time earlier to expand on the spin characteristics of a canard, but I want to give some more data points because I think some are getting into an area of complacency about a canard and not being able to spin it. I assure you they will spin.
I'm not an aero eng, just an EE so please forgive me if I mangle some of the details. My only experience is with VariEze sn78-2, which was an early model, plans built VariEze. It was one of three produced under plans SN 78 (we were cheap bastards).
First, the VariEze was generally a delight to fly. My prev experience was in a Citabria, and some in a Pitts S2. Of course, being an acro dude I wanted to explore the limits of the EZ, and put some of the details to my own test envelope. One could find the early copies of The Canard Pusher somewhere online and verify that even Burt himself never said the plane was 'spin proof'. The best we could get is that it was 'highly resistant to a departure of lift from the main wing'(mid 70s, I don't know the issue).
Anyway, the first set of EZ plans out had a fairly long canard. After a time, there were three important changes made to the plans, and a suggested retrofit for planes already flying. The first thing they recommended was to cut of about 5-6" from the tips of the canard. This reduced elevator authority with a shorter span, but made the landing profile a bit flatter and faster. I can't recall if we lopped off the canard or not but I know we built to to the long plan to start with, and we had lots of elevator authority which I preferred.
Next, and I think directly as a result of a visit from several pilots to the Rutan factory, the plans were modified and included a set of leading edge cuffs. The reasoning as I came to understand it is that builders/owners were doing what they normally do, and increasing the weight of the engine, prop, accessories. I know my plane had a starter, alt, and a vac pump which Burt always recommended against. He didn't mind those little 12 amp pancake alternators, and a small motorcycle batt up in the nose, but a starter, bigger batt, and a vac system were beyond the design goals of the VariEze(were later incorporated in the LongEZ). Anyway, the cuffs were intended to partially offset the rear CG situation that was developing with bigger engines/acc and heavy rear seat pax with full fuel. This would put the plane at or above gross weight, right at the absolute back of the CG envelope. The cuffs provided some much needed lift to the double tapered and well swept back wing of the VariEze. Later LongEZ had a smaller chord taper ratio, and also quite a bit less sweep, and a bit less anhedral(on the ground anyway). Finally, the last major change was the big P-51 like air scoop on the bottom of the fuselage, to a NACA type duct for cooling. It wasn't that the big scoop was inefficient in bringing in air to the engine, it's that the big scoop was blanking part of the intake air for the lower section of the prop, thus producing a lopsided thrust plane with more thrust being produced during the top revolution of the arc than the bottom. This was not as pronounced at low speeds and power settings because of the higher AOA tended to equal things out. But, at higher speeds and higher power settings the thrust line difference was notable with the big scoop on the plane. It would be like a change in pitch with a pylon mounted engine of an amphib.
So, there we were, with a plane with the long canard, and nearly full span elevator, no leading edge cuffs, the big air scoop underneath, and full rudder travel which was later reduced because pilots were over-controlling the planes with the rudders. I put two 90Lb sacks of dry sand in the back seat, sealed in garbage bags, added full 24 gal of fuel, and I was about 160Lbs back then up front. Fully within the weight and CG envelope, I could take off on a warm day, climb to about 6-7000' and reproduce a nice little whip stall/spin with high bank angles, full aft stick, hard left rudder, and feed in some throttle. It would not burble like a normal GA high lift type wing found on a Cherokee, but it would depart from lifting moment rather quickly. The left wing would generally tuck under, and aileron had no effect. Depending on the deck angle of entry, it would take about 3/4 of a turn for the nose to pitch down at least 60deg, and more likely ~75deg down. If you didn't reduce power and rudder quickly, the plane would pick up speed so fast it would exceed Vne, which I did once by a few MPH.
I guess you could argue that it was more accurately a 'death spiral' but it was a very tight, and very fast rotating spiral, and the ailerons still had no effect, so I go ahead and call it a spin. Once the power and elevator were reduced, the plane would fly right out, and recovery was a normal mode ~3.5G pull out to level flight.
Later mods also offered a big belly plate that would come out and down at about 40deg angle and provide some descent control. I never fitted it to my plane, and I sold the plane after about a year flying it around San Diego and SoCal.
Bottom line, through a series of pilot actions, within the parameters of the original envelope of the designer, the VariEze could be made to spin repeatably. The mods including the NACA inlet, cuffs, and smaller canard probably took much of the authority needed to get into this realm, but it also reduced the pilot input as well. The LongEZ was a much more stable plane to fly, although I have only about 45 minutes in the back seat of one and it was long ago. The wing taper was less, the sweep was less, and the anhedral was less, and I believe they increased the winglets quite a bit as well.