Note: This POH is in teh process of being digitised and is not yet complete or reviewed. Please use the aircraft physical documents.

Contents

General Description

The Long-EZ is a modern, high performance, custom built long range aircraft featuring the latest advances in aerodynamics and structure to provide good utility, economy, comfort, simplicity and flight safety. The aircraft uses one of two proven certified aircraft engines, the continental O-200 (100 hp) and the Lycoming O-235 (115 hp.) It has an alternator powered electrical system and can be equipped with an electric engine starter. It’s cockpit layout is designed to compliment pilot work load with throttle, mixture, carb heat, pitch trim and landing controls on the left side console and a side stick controller on the right console. Seating provides correct armrest, lumbar, thigh and headrest support allowing “recliner chair” comfort not found in conventional aircraft seats. This allows long, fatigue free flights. The inboard portion of the large wing strakes are used as baggage areas accessible from the front and rear cockpit. These, combined with special suitcases and three other storage areas, provide nearly 10 cubic feet of baggage room.

The Long-EZ aircraft pioneers the use of the NASA developed winglet system which consists of an upper and lower cambered surface at each wing tip. These are designed to offset the wingtip vortex and reduce induced drag. The Long-EZ’s use of one way rudders in each winglet, makes use of the winglet camber to tailor the rudder forces. This results in low forces at low speeds where rudders are used, and higher forces at higher speeds where rudders are not needed.

Note

The Long-EZ is not suitable/recommended for operation from unprepared sur- faces, gravel, loose dirt or rough fields.

Dimensions

Wing Span/Area 26.1ft 7.9m 81.99ft2 7.6m2
Canard Span/Area 11.8ft 3.6m 12.8ft2 1.19m2
Total Wing Area 94.8ft2 8.81m2    
Length 201.4” 5.12m    
Height 94.5” 2.4m    
Cockpit Width (Front) 23” 0.58m    
Cockpit Width (Rear) 21” 0.53m    
Cockpit Height (Front) 36” .91m    
Cockpit Height (Rear) 35” 0.89m    
Cockpit Length (Front) 70” 1.78m    
Cockpit Length (Rear) 54” 1.37m    

Weights

The normal equipped empty weight is approximately 750 lbs. Actual weights for each airplane will vary according to installed equipment and builder workmanship. The maximum allowable gross weight for takeoff is 1325 lbs except as noted below. The strake baggage areas are structurally limited to 100 lbs on each side. The airplane can structurally accommodate pilots or passengers weighing up to 250 lbs. Actual limitations of each pilot area, each baggage area and fuel load depends on the empty weight and balance of the particular aircraft. See weight and balance section on page 27.

Note

A gross weight of up to 1425 lbs can be allowed for takeoff but only under certain conditions. See weight and balance section of this manual.

Engine & Propeller

The Lycoming O-235 and the Continental O-200 engines are currently approved for use in the Long-EZ. The standard accessories: alternator, starter and vacuum pump may be used. The Lycoming O-235, 100 octane dynafocal mount, is the most desirable engine. Both the Lycoming and Continental are suitable for pusher operations in this application. Both engines are currently in new production, however, the used/rebuilt engines are approximately one half the cost of a new one. A partially run-out engine is generally preferred due to the excessive cost of a zero-time engine. The Continental O-200 is being built in Europe and marketed in the U.S. under the “Rolls-Royce Continental” name.

Due to weight/balance and structural considerations, heavier or higher horsepower engines are not recommended. The Rolls O-240 (130 hp) and Lycoming O-235R (125 hp) engines will probably be satisfactory since they meet the weight restrictions, however, they have not been flight tested on a Long-EZ.

Only the light-weight fixed –pitch solid wood propellers are approved. Turbo charging and constant speed, variable pitch or metal propellers are not recommended. Extensive development/ testing would be required. To qualify a metal or variable pitch prop for pusher application due to aerodynamic-induced vibration.

The modern wood prop uses a plastic leading edge to minimize rain erosion and has an efficiency close to the best metal prop, while offering a solution to the fatigue problem. Climb and cruise props are listed below. Note that the climb prop does not limit maximum speed. Maximum speed is fastest with the climb prop, but the engine turns faster than rated RPM at max speed.

Prop Engine Prop Dis & Pitch Prop Efficiency (Cruise) Prop Efficiency (80 Kts)
Cruise O-200 58-70 84% 52%
Climb O-200 58-64 84% 60%
Cruise O-235 58-72 84% 52%
Climb O-235 58-66 84% 60%

We prefer the climb-prop to obtain the best takeoff performance. Cruise at 60% power is at about 95% of rated RPM – our most used cruise condition. Cruise at 75% power (max cruise) results in a RPM of 100 to 200 over the engines rated RPM. With these light wood props, this over-speed condition is not detrimental to the engine when operating at less than 75% power (above 8000 ft at full throttle.) The over-speed at max cruise can be eliminated by selecting a cruise prop, however takeoff performance and climb is affected by as much as 25%.

Note

All of the above sizes are for prop manufacturers who use the “flat bottom” as a pitch reference, which results in some “negative slip”. If your prop manufacturer used the “zero lift line” as a pitch reference, add about six inches to the above pitch values. Some variance in pitch occurs with different manufacturers to obtain the same prop load. Check with them before ordering.

Landing Gear

The Long-EZ features a tricycle landing gear with fixed mains and a retractable nose wheel. The main landing gear is a one piece , molded S-fiberglass/epoxy unit which gives exceptional energy absorption for bounce free landings. For minimum drag penalty with fixed main gear, the gear strut is molded into an airfoil shape, eliminating the need for superficial fairings. The main wheels can be streamlined with wheel pants. The retractable nose gear strut is also molded S-Glass and is mechanically actuated by a simple crank in the front cockpit. The nose gear is retracted in flight for optimum performance and also on the ground to provide nose- down parking. This stable, self chocking parking position allows for easy entry for the backseat passenger. Nose gear position is dis- played to the pilot through a Plexiglas window through which he views the nose gear directly.

The main landing gear uses Cleveland 5 inch wheels and brakes. A low profile3.40 x 5 industrial rib 6 ply tire is used. Larger 500 x 5 tires can also be used on the mains. The nose wheel is 4 inches in diameter and uses a 2.800-2.50-4 tire and tube.

The Long-EZ is equipped with a buzzer gear warning system which is actuated at low power settings with the gear up.

Cockpit

Both front and rear cockpits are exceptionally comfortable. Semi- supine (reclined) seating is provided for optimum crew comfort. Pilots up to 6ft 6in tall and 220lbs, and passengers up to 6ft 3in tall and 220lbs, will find the cockpit quite comfortable. Pilots 6ft 3in or less, find it easy to seat themselves first and then comfortably ex- tend their legs forward from the sitting position. The canard con- figuration provides a wide CG range which allows for a full length rear cockpit without the passenger having to straddle the pilot.

Full flight controls are provided in the front cockpit only. The wrists action control stick is positioned on the right side console enabling the pilot to relax and rest the weight of his arm on the side console, reducing his work load on long trips. Throttle, carburetor heat and mixture controls are found on the left console. The landing gear crank actuation knob is found in the center of the instrument panel.

A control stick is located in the rear seat area to allow the passen- ger to land if the pilot becomes incapacitated. The rear stick is re- movable to allow increased baggage room. The rear seat does not have rudder pedals due to the awkward foot position of the rear seat occupant. Also, the airplane is not intended for, nor recom- mended for flight training.

The inboard portion of the large strakes are used as baggage areas accessible from the front and rear cockpits. Small bag- gage, snacks, maps and navigation instruments may be stored in the front cockpit in two areas beneath the thigh support and in the pilot headrest/map case/rollover structure. Two custom made suitcases fit into the rear cockpit behind the pilot’s seat against each fuselage side. The two suitcases still allow full length leg room in the rear cockpit. Baggage areas inside the center section spar and behind the rear seat provide additional stowage.

Due to the highly insulated fuselage structure and long Plexi- glas canopy, the Long-EZ will maintain about 60° F inside tem- perature with an outside temperature of 10° F (vent closed, in sunny conditions.) Thus the requirement for cabin heat is far less than for conventional light planes. Due to the small cabin volume and good vent location the EZ is more comfortable on hot days than conventional light planes.

The airplane is equipped with an electrical buzzer which warns the pilot not to take off with the canopy unlocked. Also, a can- opy safety latch is installed as a backup, to catch the canopy if the pilot forgets to lock it for takeoff.

Fuel System

The fuel system consists of two 26 gallon, individually selected, wing tanks. A three way selector (left, right and off) is located in the thigh support center, just aft of the nose wheel position window. There is no provision for cross feed nor can fuel be used from both tanks simultaneously. Two fuel sump blisters located under each fuel tank at the fuselage junction assure fuel supply to the engine in all normal flight attitudes. Each tank is individually vented. Vent location is on the center fuselage just aft of the canopy. A mechanical (engine driven) fuel pump delivers fuel from the tanks to the carburetor. An auxiliary electric fuel pump provides backup for the engine driven pump. Fuel pressure is indicated on a gage in the cockpit. The electric pump should be turned on if the engine driven pump fails as noted by a loss of fuel pressure. The electric fuel pump should also be used to provide fuel pressure redundancy during any low altitude operation such as takeoff and landing.

There are three fuel drains on the airplane. One in the leading edge of each fuel tank strake and one on the gascolator mounted on the firewall. The gascolator is easily accessible through the air scoop under the cowling for draining during preflight. To prevent overfilling the fuel tanks, exceeding the gross weight limitations for two place, the tanks cannot be completely with the nose down parking. To fill the tanks to the full 52 gallon capacity, the nose wheel must be extended to level the aircraft. Be careful to hold the nose down during this operation. The nose can be lowered after full-up fueling with the caps on without leaking, however, heat expansion may force fuel out through the vents. Filling to full capacity should be done only when required for single place, extended range trips.

Caution

Fuel additives should be checked for compatibility prior to use. Some fuel additives such as MEK or deicing fluids like “canned heat”, auto gas, especially the high aeromatic content, no-lead, should never be used. They can dissolve the epoxy in the fuel tanks.

Control System

Pitch is controlled by a full-span canard slotted flap providing a large allowable CG range. Roll is controlled by conventional ailerons on the rear wing. The cockpit controls are similar to most aircraft with pitch and roll controlled by the side stick and two rudder pedals for yaw. The side stick controller is employed to give the pilot the smallest workload control arrangement possible. The rudders, located in the winglets at the wing tips, operate outboard only, providing two totally independent systems. The rudders are used simply for yaw control or can be deployed together as a mild speed brake.

Brake

Brakes are provided on the main wheels. They are used together for deceleration on the ground and individually for directional control at low speed on the ground. The brake actuating mechanism is the rudder pedal: After full rudder deflection is reached, the brakes are actuated. The brake master cylinder is the rudder stop. This system aids in keeping brake maintenance low by insuring that full aerodynamic control or braking is employed before the wheel brakes are applied.

The parking brake is provided by the rubber bumper on the nose gear (nose down parking.) For those aircraft not equipped with a starter there is a brief period, after the engine is hand prop started, while the pilot enters the cockpit that the aircraft could roll forward before he can get his feet on the brakes. Avoid parking downhill or downwind to keep the airplane from rolling. One solution is to use a small wheel chock on a tether that the pilot can pull in after reaching the brakes.

Trim Systems

Cockpit adjustable trim is provided for pitch and roll only. Yaw/ Rudder trim is ground adjustable only. Pitch and roll trim tabs are not used. The pitch trim handle is located on the left console inboard of the landing brake handle. The aileron trim handle is located on the right console. The pilot can safely override any trim setting even if it’s stuck in an extreme position. The pitch trim can trim to hands off flight from stall to maximum speed. This feature allows the pilot to land the aircraft using the pitch trim, rudders and throttle only. This is an excellent backup should a failure/disconnect occur in the normal control stick.

Landing Airbrake

A drag device is used to allow a steeper approach and to provide more deceleration in the flare. This belly-mounted “speed-brake” is deployed by a lever on the left console. It is normally extended on downwind after gear extension and left down until after landing. Maximum speed with the airbrake down is 90 knots (105 mph.) Above 95 knots (110 mph) the brake automatically closes. The brake does not affect trim, stability, stall speed or stall characteristics. The awkward position of the brake handle in the deployed position aids in reminding the pilot that the brake is down if he forgets it on his takeoff checklist. Climbs should be avoided with the brake down, as cooling and climb rate are reduced. The brake induces a mild buffet when down. During landing and taxi the landing brake down provides some prop protection from rocks being kicked up by the nose wheel.

Electrical Systems

Refer to the adjacent diagram that shows the basic electrical power distribution. NOTE: Any builder modifications should be noted on this diagram. Fill out the installed electrical equipment. Alternator system shown.

Normal Operations

This section covers the normal operating procedures for the Long-EZ. A summary checklist is provided at the end of this book for more conventional cockpit use. Detailed loading information and performance data are provided in later sections of this manual.

Pilot Position

The Long-EZ was designed to accommodate tall pilots up to 6’ 8”. Short pilots can fly the aircraft but they must sit on cushions to position their eyes in about the same position as the tall pilots in order to have adequate forward visibility. The adjustable rudder pedals should be set in the aft position for short pilots and they should use cushions under them, not behind them. If a short pilot uses a large cushion behind him, he will be positioned forward and down because of the windshield slant angle and have inadequate visibility during climb and landing flare. Confirm that your head is within 1 inch of touching the canopy before you take off.

Engine Start

Engine starting may be accomplished by hand propping. While you have doubtlessly been horrified by the accident statistics on hard-starting antique aircraft, remember that the Long-EZ is a totally different story. Antiques are generally tractor aircraft, which means that they tend to chase you, once started. The Long-EZ’s on the other hand, try to run away from you. The traditional hand-start airplane has to be chained down and main wheels blocked for marginal safety (the tractor prop still tries to suck you in.) The Long-EZ with nose down parking, chocks itself, and the pusher prop blows you away from danger. With modern, impulse coupled magnetos, it is not necessary (or desirable) to make a Hurculean pull of the propeller for starting. Just pull the engine up on compression and give it an EZ flip through. In the unlikely event does run away from you after starting (if you leave the throttle open,) it won’t carve the first thing it comes to into hamburger, but will give it a bump with the nose instead. Note also that on a tractor installation, you have to reach through to the back of the prop to grab it. On a pusher, you hold the prop on the face nearest you. For engine starting the aircraft should be parked nose down on the bumper.

Be sure your carburetor has an accelerator pump for automatic priming. Starting can be difficult without one. Even though the Long-EZ is much less susceptible to run away during hand propping, it is still a good practice to have someone tend to the throttle and switches during starting. Some engines have only one magneto equipped with an impulse. Be sure the non-impulse magneto is off for starting. If your Long-EZ is starter equipped use special care that the prop is clear before starting. Yell loudly and wait for a response or time for the person to get out of the way. Have an outside observer confirm that the prop area is clear prior to starting.

Cold Start

  • Pump throttle once or twice
  • Mag(s) OFF
  • Pull engine through four blades
  • Mag(s) ON
  • Grab prop about 1 ft from tip , pull down onto compression and give a smooth flip.
  • Repeat as necessary.
  • If the engine does not start after five or six pulls, see flooded start procedure or very cold conditions procedure.

Hot Start

  • Leave throttle at idle (do not pumpP
  • Mag(s) ON
  • Pull prop through gently. If the engine gives no indication of starting after three or four tries, use the flooded start procedure.

Flooded Start

  • Mag(s) OFF
  • Throttle OPEN or HALF OPEN
  • Turn prop BACKWARDS about 10 blades to clear manifold.
  • Throttle - .5 inch from closed
  • Mag(s) ON

A flooded engine will start easier if cranked with the throttle about half open. Do this only if you have someone standing by with his hand on the throttle to retard it to idle immediately when the engine starts running.

Very Cold Conditions

  • Very cold temperatures (below 25° F) will make the engine hard to start.
  • Pump throttle four times.
  • Mag(s) OFF
  • Pull prop through four blades
  • Mag(s) ON
  • Pull prop through gently.
  • When feasible, engine preheat or use of an oil dipstick heater is desirable.

After start, the engine should be idled at 1000 RPM. Oil pressure should rise within limits within 30 seconds.

Taxiing

Have your passenger board and strap in while the aircraft’s nose is still on the ground. Long-legged types may step directly into the rear cockpit. Shorter passengers can step into the front seat first, then into the rear cockpit. With your passenger aboard, raise the nose by lifting at the canard leading edge. Crank the nose gear into the extended position and enter the cockpit by swinging your leg over the side or using the step. Do not try to raise or lower the nose with the nose wheel crank with any weight on the gear.

Caution

Keep taxi speed slow on unprepared and/or loose surfaces. The Long- EZ is more susceptible to prop damage than a conventional aircraft.

Steering below 25 knots (30 mph) is accomplished by applying full rudder and brake as required in the direction you wish to go. As you accelerate, the single pedal control will automatically shift you to rudder steering as the rudders become increasingly effective. The nose gear will free swivel, enabling you to maneuver in very tight places with ease. At low speed, steering is accomplished through differential braking. The geometry of the Long-EZ makes it much less sensitive to upset than most aircraft. Comfortable taxiing operations have been demonstrated in 40 knot crosswind components. Be careful to hold the stick while taxiing downwind so that the “tailwind” won’t damage the ailerons.

Caution

When taxiing with the canopy open, be careful that the wind does not slam it closed on your fingers. Close and lock the can- opy during windy conditions.

Take-Off

Complete the pre-takeoff checklist. Check static RPM at full throttle. It must be at least 2450 for normal takeoff performance. Double check that your canopy is locked down. Taxi forward a few feet to straighten the nose gear. Set pitch trim for takeoff.

Normal

Apply full throttle smoothly. As the aircraft accelerates, use rudder and brake as necessary for directional control. Maintain slight aft stick pressure as you accelerate to relieve the nose wheel. Rotate the nose gear just clear of the ground as soon as possible (about 50-60 knots, 59-70 mph) and hold the nose wheel just clear as you accelerate to about 63 knots (72 mph.) As you pass through 63-65 knots (72-75 mph) rotate smoothly and you’ll be off and flying. Add 5 knots if operating at heavy gross weight.

Caution

Never rotate the nose beyond an angle that places the canard on the horizon.

Crosswind Take-Off

During takeoff ground roll, with a crosswind component greater than 10 knots, you will find that wheel braking may be required long into the ground roll for directional control. The best tech- nique is to hold full rudder but not to ride the brake continuously. Apply brake intermittently and allow the aircraft to accelerate between applications. The takeoff ground roll can be extended significantly (50% or more) by strong crosswind, especially at high gross weights and high density altitudes. The braking re- quirement for directional control is the reason for the takeoff limi- tation of a crosswind component of 15 knots. Landings can be made with a crosswind component of up to 20 knots.

Crosswind Take-Off Technique

Hold aileron into the wind as you rotate for liftoff. Let the aircraft accelerate above normal rotation speed and the rotate the nose abruptly to make a clean lift- off without side-skip. For crosswind components above 10 knots, add 5 knots plus one half the gust factor to the normal rotation speed. When clear of the ground, make a coordinated turn into the wind to correct for drift.

Short Field Obstacle Clearance

Reduce gross weight as much as feasible and check the CG to insure it is not so far forward as to delay rotation. Be sure the engine is thor- oughly warmed up and taxi to the very end of the runway. Align the aircraft with the runway, hold the brakes and apply full power. Re- lease the brakes and try to use minimum braking for directional con- trol. Rotate to lift-off at 56 knots (light weight) or 65 knots (heavy weight.) Maintain best angle of climb speed (70 knots or 80 mph) until the obstacle is cleared then accelerated to normal climb speed. See page 53 for distances.

Rough Field Caution

Although the Long-EZ may use the larger 500 x 5 tires, this does not make the aircraft totally suitable for rough, gravel or unprepared fields. Since the Long-EZ is a pusher, the aircraft cannot be rotated as easily as a conventional tractor aircraft. You still must accelerate to normal rotation speed (50 – 60 knots) depending on CG, before the nose wheel comes off and during this time the nose wheel can kick debris into the prop. The small nose wheel tire, high rotation speed and prop damage possibility makes the Long-EZ less suitable for unprepared field operation than a conventional aircraft.

If you must use an unprepared surface, reduce gross weight as much as feasible and adjust the CG as far aft as practical (within limits) to allow an early rotation. Do not use high power with the aircraft sta- tionary. Do the mag check on the roll if necessary. Hold full aft stick and apply power gradually to start the aircraft rolling before coming in with full power. This technique will help minimize prop damage. As the nose raises, the elevator should be eased forward so the nose wheel is held just clear of the ground. Accelerate and lift-off at the normal speed then accelerate to the desired climb speed. Don’t try to “jerk” the aircraft off prematurely as this only places the prop closer to the ground and increases the chance of damage.

Note

Rutan Aircraft Factory has developed a spring-loaded shock strut for the nose gear. This unit permits the nose wheel strut to deflect farther aft and up. This shock strut along with the larger 500 x 5 main tires will provide satisfactory operation from most grass fields and will al- low operation from rough fields. Because of the likelihood of prop

Stall Characteristics

Emergency Procedures

Limitations and Placards

Pilot Experience Requirements

Pilot Checkout

Weight and Balance

Appendix I : Initial Systems Checkout

Appendix II : Flight Test Procedures

Appendix III : Maintenance & Inspection

Appendix IV : Records

Appendix V : Performance Data

Airworthiness Directives and Equipment List

Checklist