Long Ez Aircraft - More than 40 years ago, Brett Rutten introduced the aviation ear design in 1976 with the unique VariEze design. From the canard planplane tail to the powder-free fiberglass construction, the little Eze broke new ground in the age of built-in furniture.
Rotten was not the first to build and fly a tail-forward thruster, but he addressed the inherent weaknesses of the concept, a flaw that plagued the Curtiss XP-55 Ascender. Rotten's strength as a designer has always been to find new ways to achieve good or limited goals. For example, when it became clear that the empty CG of the VariEze would cause the power-heavy rear fuselage to fall to the ground, its response was to cause the nose to retract. By collapsing after takeoff, thus stopping the plane in a single, praying position, the problem of poor storage was solved.
Long Ez Aircraft
Michael Beasley's nearly complete Long-EZ cockpit, with two Dynon HDX speakers. The stick is on the right, the throttle square and the latopy clip on the left.
Long Ez Diy Rc Aircraft Kit
Burt Rutan's Long-EZ, as the name suggests, was introduced in 1980 as a longer version of the original VariEze, but it was actually a full design, not a simple one. The little VariEze started out as a simple Volkswagen-powered plane, but was soon adapted to the O-200 Continental pusher configuration. It didn't take long for builders to look for bigger engines.
Based on the Lycoming O-235 engine, the Long-EZ not only had a longer fuselage, but also a larger wing with fewer sides. The wing roots were larger, providing more space for fuel and cargo, and the cockpit was wider. With 52 liters of fuel, the Long-EZ can stay aloft for up to 10 hours. The easiest way to spot a Double EZ is to look at the wings; The VariEzes have short bumps under the wings, under the rudders, something you rarely see on a Long-EZ.
Custom assembly tools are not yet available for Rutan Aircraft. The plans and instructions were sold exclusively to the Royal Air Force, and the bill of materials was provided by the main building. Therefore, the contractor is responsible for most of the work on the Long-EZ for sale, and it is important to have a knowledgeable EZ builder/owner to help evaluate the purchase.
Like the VariEze, the Long-EZ uses Rotten's compost-free construction method, an efficient and easy-to-modify construction method by cutting or hot-extruding the profile from multi-layer poly foam, sanding it to size and layering it. On fiberglass and epoxy on top of foam, as is done with surfboards. The result is lighter and lighter air, which makes for better flight.
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The forward lift, which includes pitch control, means that trim drag is reduced compared to conventional trailing tailplanes. The suspension is also reinforced, offering excellent off-road characteristics, and the EZ is very stable and anti-roll, flexing gently forward when taken into a strong attack line. The Long-EZ aircraft originally used an airfoil like the VariEze, but a new airfoil was introduced in 1985 that allowed the airfoil to be lowered and largely eliminated the finish changes sometimes experienced when flying in the rain with the earlier aircraft.
The trade-off, of course, is the limitations imposed by the thruster engine setup and tailless design. Rotten solved the stability problems by installing tip sails and an independent motor at the tip of the wing. The wheels can also turn simultaneously, acting like air brakes, by braking one pedal at a time. Because of the intentionally low lift capability of the canard, required to prevent the main wing from stalling on takeoff, reducing the effective EZ to stall requires reversing the belly drag. Flaps are not available because a trailing lift/drag device would upset the well-designed balance between the main wing and canard.
As with any model/hobby built aircraft, the construction process can vary greatly, so research and seeking help from Air Canada staff is essential. Since the Long-EZ is not assembled with factory-built gear, although many pre-owned kits are available from home dealers in good time, you should have some hands-on experience looking at your lures before you fall for them.
Midwest's futuristic information brand, the long-range media you love and shares how to build magic planes and flyers. CSA is now part of the Canard Owners and Builders Association.
Caracas To Lakeland In A Long Ez
Terry Schubert, retired editor of the Central States Association (CSA now part of the Canard Owners and Builders Association as it used to be a regional group), gave us a lot of advice on EZ reviews. He says to consider the free weight carefully; Excess weight cannot be corrected. Added weight affects performance and compromises safety at G load. He says the O-235 powered by the Long-EZ should be 850 pounds, without a starter, and he won't consider one that weighs 1,000 pounds because it will be the same airplane in many places. One with an O-320 engine should weigh 1,050 pounds.
Then look at the plane in good light, but don't look at the bright sun that hides the flaws. Look for swirls in the finish that may indicate separation of the glass from the foam, which can only be worse under the plane. With reverse gear, stand back and look under both wings; The dimensions of the visible parts must match, and if not there may be a problem on one side of the board. There should be no exposed glass on top of the sun, which invites UV damage. The paint should not come off, this is probably the result of poor priming and may need to be removed and reapplied to correct it. EZ is best painted white or dark yellow due to the room temperature curing process; Dark colors filled with brown reduce the texture.
Nylon brake lines should be checked for replacement, even if they are insulated and protected from heat, as they age. Schubert likes to stick with a two-component engine for durability, efficiency and a third less susceptible to FOD. According to him, it is important that the fuel avoids metal chains, both on the static electricity and in order to avoid loss in the plane, and then back to the engine.
Schubert warns against purchasing any aircraft that runs on alcohol-based fuel, which attacks the tanks in a strake. Look for minor cracks and gouges in the tank structure, which are difficult to repair. Later the mod changed the system from two internet channels to four; If there is more than 15 gallons in the tank with the original air, there will be a fuel blast at the top of the expansion with the nose parked down. The answer is to boost your energy before you go. The Long-EZ long range fuel gauges are the standard gauges for fuel gauges.
Long Ez Flight To Santa Ynez
Like all aircraft, the engine had to be serviced several times to bring the oil up to 180°F to prevent rust; Schubert says to pull the stick and look under the hood for signs of rust. He also wants to see the four pipelines out of the reservoirs and the oil reservoirs. Cylinder head gaskets must be installed and operated to ensure the proper life of the engine's cooling system, and the cap must be properly installed to prevent loss of cooling air. Check if a heating system is installed in the cabin; Not all EZ's have it because the park atmosphere requires a lot of heat, but one would be needed at 10,000,000 feet up.
Check the flexibility of the control systems, including the return springs, and note that the elevators are balanced in the books. There should be no additional design for the elevator or other controls if it is built correctly. Angles come in sizes, half and full length; Later called "high performance" steering wheel.
The Kennard form is a debate between knowledgeable and uninformed EZ "experts". The original Long-EZ plan called for the GU25-5(11)8 aircraft used in the VariEze, which could show a change in descent when raining and required a few extra knots to take off and approach if there was rain. In 1985, a cantilever design was introduced with the John Roncz R1145MS aircraft, which largely eliminated the modifications. The EZ long section has an additional vortex motor for the top as an option. As Schubert points out, some of the original cartons may not have been properly aligned and therefore lacked laminar flow disrupted by rain, thus showing none.
If you're looking for maximum performance, the Long-EZ builder will opt for the Lycoming O-320, or the O-360 for another 12 pounds of weight. As the aircraft is designed for the light O-235, larger engines and associated systems are required
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