RAFE has both a Cozy and a standard category dual-control tandem canard, the Gyroflug Speed Canard.  I trained the Speed Canard with Ryszard Zadow of RAFE before my first flight in my VariEze.  I was only a 350-hour pilot and transitioned without issue.

https://www.rutanaircraftflyingexperience.org/canard-flight-academy

I have seen insurance companies accept time in a Cozy with an experienced Cozy owner.  They are very similar and the dual controls are helpful.  Worth asking the insurance broker.  A vanilla CFI might not want to fly in the back of an EZ with no throttles or rudders.

22 minutes ago, Marc Zeitlin said:

they don't compromise the integrity of the Trailing Edge in high winds, as the rope over the whole wing/winglet area do. They don't put bending point loads on the wing, as a wingtip tie-down does. They have no extra drag or aerodynamic affect, and are aesthetically invisible.

And with an airplane that can rock side to side, the closer to the fuselage the tiedown is, the lower the force on the ground attachment will be.

I agree about the rope-over-the wing/winglet but not the last statement.  EZ/Cozys  on the nose are pretty stable but it would seem that an EZ in a windstorm with winds blowing from the tail-quarter could lift a wing and the lifting force would have 10 or 12 feet of leverage on a ground tie-down at the wing bolt.  I doubt the part on the airplane would fail but it might pull out a ground tiedown.    I do not find any standard dimensions for airport-installed tie downs but they are often pretty far apart especially if sized for larger aircraft.  I would rather have my ropes close over the tiedown point.    I use the hole-in-the-spar&winglet-overlaps with a steel insert in the hole and large washers on top. 

To whom it may concern:

I may be purchasing a long ez and my insurance company is requiring a CFI check out. I’m an ATP/CFI-III with 4000 hours located in MA. 

 Any suggestions would be greatly appreciated.

sincerely,

Barry

404-788-5041

2 hours ago, Kent Ashton said:

From the catalog of bad ideas:  Saw an EZ heavily damaged when the wind ripped tiedowns out of winglets.  It appears there was nothing really holding them in the winglet.

While I have seen decent implementations of tie downs embedded in the lower winglet, this was obviously not one of those.

2 hours ago, Kent Ashton said:

I do not like the tiedowns which hinge down from a wing attach bolt.  It seems to me that wind-under-the-wing could exert a lot of leverage at that point and rip out what was put in the ground.

The wing attach bolt tiedowns (colloquially known as "DuBois style", after the first implementer), are the most robust of all the tiedown schemes. They attach to the most structurally robust point in the whole airplane - the point where the wings attach to the strake. They do not compromise the wing spar or winglet attach area, as the holes through the spar near the tip do (and that's from the LE (and maybe VE) plans - Nat did not invent it) and they don't compromise the integrity of the Trailing Edge in high winds, as the rope over the whole wing/winglet area do. They don't put bending point loads on the wing, as a wingtip tie-down does. They have no extra drag or aerodynamic affect, and are aesthetically invisible. And with an airplane that can rock side to side, the closer to the fuselage the tiedown is, the lower the force on the ground attachment will be.

All in all, the best solution. IMNSHO, of course.