Canard Aircraft For Sale - More than 40 years ago in 1976, Burt Rutan set the homebuilt airplane movement on its ear with his unusual VariEze design. From the "tail" of the Foreplane Canard to the mold-free fiberglass construction, the little Eze set the bar in the pipe and rag house building era.
Rutan was not the first to build and fly a tail-forward thruster, but he addressed the concept's weaknesses, a flaw that crippled the similar World War II Curtiss XP-55 Ascender. Rutan's strength as a designer has always been in finding new ways to achieve goals or performance constraints. For example, when it became clear that emptying the VariEze's CG would cause the heavy rear derailleur to drop to the ground, his solution was to retract the nose wheel. By setting it up after landing and thus allowing the aircraft to park itself in an offset position, the awkward storage problem was solved.
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Michael Beasley's cockpit is a near perfect Long-EZ, with two Dynon HDX monitors working. The side stick is on the right, the throttle square and cowl knee are on the left.
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Burt Rutan's Long-EZ, as the name suggests, was introduced in 1980 as what appeared to be a longer version of the original VariEze, but was in fact a complete overhaul, not a simple extension. The VariEze began as a Volkswagen-powered light aircraft, but was recently optimized with a Continental O-200 thrust configuration. It doesn't take long for builders who need a large machine.
Based on the Lycoming O-235 engine, the Long-EZ not only has a longer, sleeker fuselage, but also a larger main wing with a lower yaw angle. The wing roots are larger, providing more space for fuel and luggage, and the cockpit is wider. With 52 liters of fuel, the Long-EZ can last up to 10 hours. The easiest way to spot two EZs is to look at the wingtips; The VariEzes have short bumps on the underside of the wings, under the tips of the rudders, which is often not the case with the Long-EZ.
A ready-made, easy-to-assemble kit has never been part of a Rutan aircraft factory offering. Plans and instructions are sold immediately by the RAF, and invoice packages are offered by major home supply houses. This is why the builder is responsible for most of the work we see in Long-EZ sales, and it is important to have a knowledgeable EZ builder/owner to help evaluate the purchase.
Like the VariEze, the Long-EZ uses Rutan's mold-free foam core construction method, a simple, beautiful way to optimize shape by cutting or hot-wiring a high-density poly foam structure, sanding to exact dimensions and. Place fiberglass and epoxy on top of the foam like you do with surfboards. The result is a light and elegant airframe that provides more efficient aerodynamics.
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Forward lift, which includes pitch control, means there is less trim drag compared to traditional tail-back aircraft. Stability has also been improved to provide pleasant ski cruising characteristics, and the EZs are stable and resistant to spin, leaning gently straight ahead when flying at the critical canard angle of attack. The Long-EZ canard originally used the same airfoil as the VariEze, but a redesigned airfoil was introduced in 1985 which allowed the canard span to be reduced and largely eliminated the attitude changes that sometimes occurred when flying in the rain with the earlier airfoil.
The trade-off, of course, is the limitations imposed by the thruster setup and tailless configuration. Rutan solves the stability problem by installing winglets (ends of sails) with independent rudders at the end of the swing wings. The rudders can also be disengaged at the same time and act as an airbrake by pressing both control pedals at the same time. Due to the purposefully limited lift capacity of the canard required to keep the main wing from stalling in flight, deceleration of the EZ for landing requires deflection of the belly of the dragboard. Flaps cannot be used because the trailing edge lift/drag device will upset the carefully engineered balance between the main wing and the canard.
As with pilot/homo aircraft, construction can vary greatly, so it is important to join and seek help from a Canard flying club. As Long-EZs are not assembled from a factory-built kit, although there are many pre-assembled components available from modern suppliers, it pays to have someone with experience take a look at your lure before you fall under its charms.
The future logo for the Mid-States Association Newsletter, the preferred and shared communication medium for aircraft and flyer manufacturers. CSA is now part of the Canard Owners and Builders Association.
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Terry Schubert, retired editor of the Central States Association newsletter (CSA is now part of the Canard Homeowners and Builders Association as it has become more than a regional group), offered several tips on EZ valuation. He said empty weight should be carefully considered; Excess weight cannot be corrected. The added weight affects performance and compromises the G-load safety margin. He said the O-235-powered Long-EZ should reach 850 pounds, no thrust, and that he wouldn't consider a 1,000-pound airplane because it would be a single-seat airplane all the time. One with the O-320 engine should weigh less than 1,050 pounds.
Next, look at the plane in a well-lit area, but not in strong sunlight, which hides imperfections. Look for rounded bumps in the finish, which may indicate delamination of the glass from the foam core, which can only worsen under the stress of flight. With the nose gear retracted, stand on your back and observe the underside of the wings on both sides; The number of exposed areas should match, and if it doesn't, it could be a problem with the angle of incidence. Surfaces exposed to sunlight should not have bare glass that causes UV damage. The paint should not be loose, which can be the result of a bad paint job and may need to be stripped and repainted to correct. EZs are better than white or pale yellow because of their construction to maintain room temperature; The heat absorbed by the dark color weakens the structure.
Nylon brake lines should be checked for flexibility, even if protected by insulation and heat shields, as they stiffen with age. Schubert prefers to stick with two-bladed hybrid propellers for durability, efficiency and less sensitivity than the one-third FOD. He said it was important for the fuel tank to have a containment metal chain, both for static electricity and to prevent loss in flight, back to the propeller.
Schubert warns against buying planes that run on alcohol-based fuel that attacks wheeled tanks. Watch for blisters and soft lumps in the structure of the tank, which are difficult to repair. A later modification changed the system from two ventilation lines to four; If there is more than 15 liters in the tank with the original exhaust, the fuel will leak out of the expansion tank when parked nose down. The solution is to refuel before departure. The Long-EZ direct reading gauge is a safe fuel level indicator.
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As with all aircraft, the engine should be run frequently to get the oil to 180°F to prevent rust; Schubert says to pull the dipstick and look under the hood for signs of rust. He also wanted to look at the four tailpipes for mismatched deposits and oil residue. The cylinder head temperature sensor should be installed and operated by carefully checking the health of the engine coolant, and the gasket should be tightened to prevent loss of cooling air. Check if the heating system is installed in the cabin; Not all EZs have them because greenhouses can hold a lot of heat, but one at 10,000 feet elevation would be required.
The steering system should be checked for flutter-causing looseness, including the rudder spring, and the logbook should note that the elevator is balanced. Elevators or other control devices should not have additional cutouts if they are properly constructed. Handlebars are available in two sizes, part length and full length; Later called "high performance" handlebars.
Canard style is a debate between knowledgeable and incompetent EZ experts. The original Long-EZ design called for the same GU25-5(11)8 airfoil used in the VariEze, which could exhibit a slight change in attitude if flown in the rain and require a few extra knots for takeoff and approach. Raining. In 1985, plans were introduced for the John Roncz R1145MS airfoil canard, which largely eliminated the trim changes. Some long EZs have a vortex generator added to the top as an alternative solution. As Schubert pointed out, some of the original canards may not have been well designed and therefore there was no laminar flow to be disturbed by the rain, so there was no tendency to fall.
If they're looking for maximum performance, Long-EZ builders will choose the Lycoming O-320 or even the O-360 for the extra 12 pounds of weight. Since the aircraft was designed for the lighter O-235, larger engines and related systems are required
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