rpellicciotti

Yes, the hydraulic pump, actuating cylinder and basic design and operation of the gear is the same as the Velocity. As a matter of fact, I ordered a hydraulic cylinder overhaul kit from Velocity for my airplane. I have conflicting information about the gear legs themselves. Some say they are identical to the Velocity SE/RG gear legs. Others say they knew that Steve was molding his own gear legs and they are not velocity legs. There is a Velocity SE/RG at EZ Jet, Inc. right now and we measured the gear and they do appear to be the same in dimension. They may be different in the number of plies, wraps, etc. The other part that is unique is the "over-center" device that actuates the gear legs and locks them in the down position. This device works the same as the velocity unit but it is sized to fit in the hell hole of the Long. It is a fairly simple device and will be easy to duplicate. I am going to Florida in January. I will try to go by and visit with the Swings while I am down there. Perhaps we can solve the mystery then. In the meantime, I don't see why anyone could not order the gear legs, well wells, gear doors, pump and cylinder from Velocity and install it in a Long. The over-center device is the only custom part and I am sure if I sent one to the Girrrrls, they could make them. I have located a Drybread kit that is installed in a Long that is unfinished. I am negotiating with the owner to "borrow" his over center device so that I don't have to dismantle my aircraft. This may work out as this unfinished long is about to get inverted for bottom fill and sand work. While it is upside down would be the time to do it.

Saturday was textbook perfect. 68 degrees, clear, smooth. The only thing that would make it better would be a fast plane and a pretty girl.

There's one right here on this forum: http://www.canardzone.com/forum/showthread.php?t=1856

What happened? Based on your previous posts, I thought you were getting a good start.

There's a lot to be said for that "2nd project". Let's face it, a lot more airplane projects get started than are ever finished. The amateur-built airplane exists solely because it was sold to the FAA as "educational". No one who has every actully built an airplane would argue with this. You learn a lot by doing it. When I embarked on my airplane building education (back in 1983), I had stars in my eyes. I had my mind set on a scaled down, WWII fighter. This airplane posed all sorts of challenges: Size and parts count of a Bonanza complex systems such as hydraulic flaps and landing gear liquid cooled engine with radiators, plumbing, etc. Add to that, everyone in my family telling me that I couldn't build an airplane and actually fly it. Truth is, if I had actually started that ambitious project, I probably would not have finished it. Cooler heads prevailed and I started with a much simpler airplane, the RANS S-9 Chaos. This airplane came in a complete kit, was a simple tube-and-fabric airplane with fixed gear and no flaps. Building it, I gained a tremendous amount of experience and demonstrated to myself and others that I could do it. In fact, I enjoyed building that airplane so much that I went on to build 4 more RANS airplanes of different models. With each one, I learned more and I had a great time. Now that I had proven that I could build a simple airplane, it was time to move on to something more complex. I discovered the E-Racer about this time and it had everything I needed: Auto engine power, composites, retractable gear. This would be the next step and complete my education so that I could build my fighter. I ordered the E-Racer plans and got started. I had the good fortune to get to know Shirl Dickey and he taught me a lot. I even had a small hand in a Nissan TV commercial that featured the E-Racer. I had also met Robert and Valerie Harris at The EZ Hangar (now EZ Jet). They were great to me and taught me a lot as well. RealLife kicked in and several job layoffs and other things caused me to have to sell my incomplete E-Racer. I have fooled around with several different airplanes since and I am enjoying my Long-EZ very much. I still have not started that fighter but I have been working on a P-40 replica that a friend is building. I have also had the chance to work on and fly some actual warbirds (T-6, Stearman, Sea Fury) so I am content to have my high performance EZ and the fighter may never get built. My point to this long story is that few of us are prepared to build a complex airplane with mods that no one has ever done, as our first airplane. Building something simple, with support from the manufacturer or a great community like this one should be the first step. Most of the highly modified airplanes out there are 2nd or 3rd projects.

Folks, Some of us in the Memphis area are talking about having a fly-in in the spring specifically for canard aircraft. It would probably be at NQA or M04. We could have some folks like Robert and Valerie Harris and Herb Sanders there. We might have some workshops on composites and engines. We would have a flying tour of the Tennessee country side. These tours would be timed so that the participants could know how long it took them to complete the 100 mile tour. If there is any interest in this, please let me know and we will press on with the planning. Regards,

Tuesday and Wednesday, the EAA's B-17, "Aluminum Overcast" will be here in Memphis (at NQA). It will be in Little Rock on the weekend. I have taken tomorrow off and the wife and I will go up there in the Long and help the staff with the B-17 rides. Should be fun.

I think Bill is just hangaring his airplane under the Harris' care until he comes back for it around Christmas time. Ken had stopped in to visit on his way back home to Texas. There's always something going on there.

We typically have the best flying weather in October. Yesterday was good and the visit to EZ Jet, Inc. was great. Today was even better. Clear, cool and dead calm. Absolutely smooth air, good power. Life is good at 180KIAS: http://www.rocket-boys.com/shows/1008flight.MOV

I flew up to Covington, TN yesterday to visit Robert and Valerie Harris at EZ Jet, Inc. When I taxied in, there were a couple of Long's visible that I recognized from the internet. Ken Miller was there and I got to meet him and look at his airplane. Very nice. Bill Allen's, trans-atlantic, Long-Ez was there as well. I had a chance to look at his ferry tank setup and some other interesting features on his aircraft. A nice visit and some interesting folks/aircraft can always be had there. Oh, and the two jets that are under construction were cool too.

I know the jets they are building at EZ Jet, Inc. have been professionally engineered for 2200 lbs gross weight and 275KIAS. The main spar, wing spar and canard layup schedules are all different from the Long-EZ. For what its worth, I have had my EZrg up to 200KIAS, doing "stick raps" at each 5 knot interval. No problems indicated. My aircraft is not a good comparison though. It has retract mains, carbon fiber ailerons, no lower winglets and a canard that is 20 inches shorter than stock.

I supposed that could be correct especially if the exhaust is brought out well upsteam of the prop. I think Nick U. is pondering a turbine installation (Allison/Rolls Royce) on his project. It will be interesting. Of course, if turbine exhaust on the prop is a problem, you could always eliminate the prop: http://www.ezjetinc.com

Sorry, I didn't have time to do this query before. Looks like he is in Idaho now: -------------------------------------------------------------------------------- FAA Registry N-Number Inquiry Results -------------------------------------------------------------------------------- N35SQ is Assigned Aircraft Description Serial Number 259 Type Registration Individual Manufacturer Name SOLAN THOMAS A Certificate Issue Date 08/18/1986 Model QUICKIE Status Valid Type Aircraft Fixed Wing Single-Engine Type Engine Reciprocating Pending Number Change None Dealer No Date Change Authorized None Mode S Code 50762023 MFR Year None Fractional Owner NO -------------------------------------------------------------------------------- Registered Owner Name SOLAN THOMAS A Street 2060 W CANFIELD AVE City COEUR D ALENE State IDAHO Zip Code 83815-0422 County KOOTENAI Country UNITED STATES

From http://www.quickiebuilders.org : Tom Solan - Q-1 - 1835 VW - Flying - Marietta, GA - 770-924-5800 - SuperQuickie

You are considered to be the manufactuer of the aircraft as far as the FAA is concerned. When you register your airplane, you can call it a "Yankee EZ Flyer" and give it a serial number like "1" or whatever you want to give it. When you file your registration, you will be issued a tail number ("N" number). You can also request a special tail number if you like. The only reason for having a plans serial number would be to get support directly from Rutan Aircraft Factory. Not really necessary in today's world with such a large community of builders.

You beat me to it. I was going to say that I am pretty sure no one has hung one of these engines on anything except the prototype and 1 customer installed unit. Long history of promises and taking money with nothing delivered. Reminds me of Jim Bede. That said, there might be some CG issues with this engine on a stock Long-EZ. The other problem is that the hot exhaust from the turbine has to go through the prop. It takes some exotic materials, I believe, on the props of the Starship and Piaggio in order to accomplish this.

Just a quick comment on templates. I have had a chance to examine several sets of plans over the years. All of the template sets that I have seen (from RAF) have distortions in them. We have to remember that these plans were drawn and duplicated using late 70's technology. Thousands of airplanes have been built from these templates without problems. What most builders do is that they "adjust" or "straighten" the lines when they transfer the templates to the material. This is an accepted practice. One suggestion that I would make to the group is that a set of hard templates could be made and these could be shared among the group of builders. You only use your templates once (hopefully). At EZ Jets, Inc., where I have the priveledge to work from time to time, there is a set of templates that I know have been used to build 10 or 12 airplanes. Maybe more. Jon has a great idea here, creating an open project where everyone with their diverse skills can contribute.

I would start with Valerie Harris at EZ Jets, Inc. If she doesn't have one, she will know where one is more than likely. 1-901-475-3686 Regards,

Those of us in the Memphis area are getting ready to do just this thing. Wicks is having a big sale in November. A lot of their stuff will be 30 to 50% off and anything ordered ahead of time and picked up at their place will be discounted 10%. If you combine the 10% discount on epoxy with not having to pay the hazardous shipping charges, this is the cheapest that you will ever be able to buy it. We are combining our orders, making a master list, placing the orders and taking two trucks with trailers up there to pick the stuff up.

I am looking to purchase Steve Drybread's retractable gear kits for the Long-EZ. Someone has a kit in their shop out there somewhere.

I've been running some numbers and have come up with about the same thing that you have. One thing that is a given is that canard aircraft are not STOL airplanes. It can be easily demonstrated that for a given wing area and weight, the stall speed or minimum speed for a canard configuration will be higher than a conventional configuration aircraft. This is due, of course, to the canard airplane's inability to get the maximum lift that is available from the main wing. I think it is significant to note that most all of Burt's follow on designs were fairly conventional in configuration or they were 3-surface designs. I like the 3-surface designs as it retains the "stall fuse" feature of a canard airplane but is able to perform more like a conventional airplane. For a good comparison between the two configurations, look at the Starship and the Piaggio Avanti. Both aircraft are about the same size but the Avanti out performs the Starship in most every respect. There is no doubt that our canard airplanes are efficient and get high speed from the available horsepower (I run with the 200hp RV's around here with no problems in my IO-320 powered Long), but the RV can certainly land slower and take off in 1/3rd the distance of my airplane. I also have a very broad C.G. range compared to the RV. It is simply a case of a design that is optimized for one particular mode of flight (long distance cruise at high speed) versus STOL with moderate speed/efficiency.

I'm curious about what you replaced your brakes with? Did you find a different mfg/model that is better?

Jon, I have already written to you about the OPEN-EZ project and what a great idea I think it is. I have been getting some files together to send you that will go along with what you have already posted. Things like CP newsletters, a collection of drawings from people that have made mods to the airplane, etc. At some point, I will burn a CD and send it to you. Based on my activitiy in the LSA world, I can tell you that there has been a lot of push back from people on the price of the new S-LSA airplanes. At the same time though, there doesn't seem to be much interest in kit LSA planes or homebuilts that are LSA compliant. It could be that the "right" airplane just hasn't come a LONG yet. A lightly built, long-ez looking, airplane with generous wing area, fixed gear, a modern engine (rotax 912 or Jabiru 3300), and modest runway requirements would be COOL.

Online is fine with me, Jon. I just wasn't sure if it was an appropriate topic for your forum. I will dig out some of my references and we can get started! Rick

It is certainly possible to design a canard aircraft that can land slow and have STOL characteristics. The Rutan Grizzly and the Colin Chapman/Lotus Microlight come to mind. It would basically have to be a new aircraft design. Modifying a Long-EZ is probably not the best route to take. The construction methods (moldless composite) could be used. I am not familiar with the Sport Pilot rules in OZ but the US rules say, maximum 2 place, max gross 1320 pounds (not much different than the original Long-EZ gross weight). fixed gear and a stall speed of 51mph (45 knots). For practical purposes, the empty weight needs to be around 750 pounds in order to accomodate 2 people, some baggage and fuel. Again, this is not too far from the original Long-Ez design empty weight. I would enjoy discussing this further as I have a lot of experience with both Long-EZ's and LSA aircraft. Either on the forum or offline. Regards,