CAN I FLY EZ?

One of the more common questions I receive; "Can I Fly an EZ?"

If you're a competent pilot, and can fly a Cessna or a Cherokee or any other aircraft, you should be able to transition into a LongEZ without any difficulty.

Here are the steps I recommend to a Pilot who has acquired a flying LongEZ.

A) Download and print the POH (Pilots Operating Handbook). Review the POH.

B) If able, get a little stick time in an EZ. Back seat time is better than nothing. Most EZ pilots will accommodate you, don't forget to fill their tanks with fuel.

Visual Cues from the back seat won't be helpful, but the feeling of the controls should be educational. Ask the Pilot where the CG is on this particular aircraft.

As the CG moves aft, the aircraft becomes much more responsive.

C) If this is your plane, perform a weight and balance. I rarely accept the W&B on a new plane and often find it has errors. I like to see it performed and review all the dimensional readings.

These procedures are outlined in the POH and on the web site www.iflyez.com. A W&B will take a couple hours, but will be the first step in building confidence in the aircraft and its structure. The W&B is the most important aspect of the aircraft.

D) Perform the "First Flight" procedures as outlined in the POH. Although the airworthiness of the aircraft is most likely proven, the Pilot Isn't. These "First Flight procedures provides the pilot with a "step by Step" procedure to learn how to fly this plane.

Start out with slow speed taxi testing, don't continue with the next step until you feel confident with the previous step.

Spend 1/2 hour or so when you get to the "Nose Wheel Liftoffs". This is where you are learning to fly the plane, without ever leaving the ground.

VERY, VERY, IMPORTANT - DO NOT ALLOW THE CANARD TO GO ABOVE THE HORIZON.

This will be a normal precaution anytime the aircraft is in close proximity to the ground (i.e. takeoff, landing, etc.)

A High angle (canard above the horizon) WILL result in the propeller contacting the runway. This will ruin your whole day.

E) After performing a "First Flight" I recommend performing an abbreviated flight test program. This will mainly involve slow speed response, AND high speed flutter test.

Slow speed response should be performed to show how the aircraft responds at slow speeds. Does the aircraft Dutch roll, does it diverge (get worst). I normally do this test with power on, and in a climb.

Flutter test. Wear a parachute while performing this test. Do not exceed 130 kts until this test is performed, I don't take anyone's word that this test was performed. Perform the test as outlined in the POH. Placard the Vne according to the test results. DO NOT ASSUME these tests were performed, Your life (and the life of a person in the back seat) may depend on the results of this test.

ZERO TIME IN TYPE

Most LongEZ aircraft will present a New Pilot (zero time in type) with a couple challenges;

1) Ground handling (Parking)

2) Differential Braking

3) Takeoff and Landing speeds

4) Pusher Configuration

Ground Handling

NEVER, NEVER, leave a LongEZ unattended with the nose gear extended. It WILL fall back on its tail.

Extending or retracting the nose gear. I stand behind the canard on the left side. Using my left hand, I lift the canard to a "balanced" or slight nose heavy condition. Then, with my right arm draped over the side of the fuselage, I Reach in and raise/lower the nose gear as needed.

Use caution while moving the plane.

If I need to move the plane any distance, I extend the nose gear and keep my right arm draped over the fuselage edge while "leaning" on the fuselage to weigh it down. This way if I trip or something happens, I can literally "hang" from the fuselage.

If its just a short distance, I generally stand in front of the canard, pick up the canard to about my waist level, and push the plane backwards.

Use caution if accepting help. I generally don't allow people to assist with picking up the canard. If I do need help, I generally will push the plane with the nose extended and get my helpers to push on the prop blades.

Differential Braking

The rudders/brakes are tied together and adjusted so that transition from aerodynamic control (rudder) to frictional control (brakes) is automatic and intuitive.

Rudder pedals should be adjusted so that leaving you toes on the rudders for any length of time is somewhat uncomfortable, You toes will be almost straight up. During flight, when the rudders aren't used, your toes will rest comfortably in front of the rudders.

When taxing in strong crosswinds, don't try and hold the plane straight, instead, use jabs on the brake to turn into the wind, then allow the wind to blow you back past center., repeat the process.

If you ride the brake in an attempt to hold straight, you run the risk of overheating, and subsequently loosing that brake.

Takeoff and Landing Speeds

When compared to "Spam Cans" LongEZ takeoff and landing speeds are substantially higher. Review the speeds in the POH.

Takeoff - Remember the "Nose wheel Liftoff" exercises? You should have noted that speed. Hold the aircraft in the nose high attitude and allow it to fly off. This will happen around 70-75 kts.

DO NOT ALLOW THE CANARD TO GO ABOVE THE HORIZON.

Takeoff roll will be substantially longer than what your used to. Most LongEZs are equipped with a "Cruise" propeller. These props are cut to optimize efficiency at high speed and RPM settings. Simply put, take-off performance is traded off for cruise performance.

Landing - Approach and landing speeds will be higher, use the Landing Brake (Often called a speed brake) to dirty up the plane. Do not attempt a stall type landing that many "Spam Cans" perform. Perform a mild flare, but remember:

DO NOT ALLOW THE CANARD TO GO ABOVE THE HORIZON.

Pusher Configuration

Being a pusher presents a couple

a) Anything that falls off the plane, or gets kicked up by the tires is going to go through the propeller.

b) You can't "Cheat" the airfoils. On a Tractor, simply applying power "blows" the airfoil and aids with lift and control. Not So on a pusher. If your not at flying speed, your not going to fly.

c) This is of particular consequence when attempting to operate from turf.

d) and of course, DO NOT ALLOW THE CANARD TO GO ABOVE THE HORIZON.

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