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Published by donzqw8194
The Canard Pusher newsletter was published by the Rutan Aircraft Factory from 1974 till it was shutdown in 1992. The newsletters are numbered from 1 to 109.
The Canard Pusher newsletter was published by the Rutan Aircraft Factory from 1974 till it was shutdown in 1992. The newsletters are numbered from 1 to 109.

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10/01/2014

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THE
CANARD
PUSHER
No.23
JANUARY
1980
LONG-EZ
pLANS
The
Long-EZ
plans
have
our
number
one
priority
now
and
Burt
and
Mike
areburningthemidnight
oil
to
try
toget
them
outas
soon
as
possible.Considering
what
is
left
to
do
--typing,proofing.layout,
and
printing.the
bestguess
is
not
later
thanthemiddleof
March.
Publishedquarterly(Jan.
Apr.
RUTAN
AIRCRAFT
FACTORY
Bldg
13,Airport.
Mojave.
Ca
93501
(805)824-2645
.
U.S.
&
Canadian
subscriptionsOverseas(Airmail)
Back
Issues
Jly.
Oct)
by
$6.75$8.75$1.50
We
aretaking
names
foramailing
list
forthose
who
areinterestedinLong-Ez/P1ans.
We
should
have
a
flyer
intwo/three
weeks
which
willgivetheprice
and
availability
oftheplans.
If
you
would
like
to
be
notified,
send
a
self
addressed
slamped
env~lope.
The
new
tooling
was
completedinearlyJanuary
and
we
arecurrentlyevaluatingseveralbids
from
fiberglass
shops
formanufacturingthese
parts.
We
areattemptingtogetthese
made
at
as
low
aspossiblepricesconsistantwithacceptablequality.
We
should
have
the
new
manufacturer
identified.
includingprice
and
availability
schedule.
by
thetime
this
newsletterreachesyou.
FLASH
-
As
this
newsletter
is
goingto
print
the
new
~glass
vendor
hasbeen
identified.
The
parts
will
be
availablethroughAircraft
Spruce
and
Wicks
Aircraft
Supply
-seethe
flyer
in
this
newsletter
for
addresses.Contact
them
forprice
and
availability
schedule.
The
new
parts
are
CI
-
Cowl
Inlet,
NB
-
nosewheel
box,
SC
-
Strut
cover,
CLR
-
left
cowl
rib,
CRR
-
right
cowl
rib,
CCT
-
top
Continentalcowl.
CCB
-
bottom
Continental
Cowl,
LCT
-top
Lycoming
cowl
and
LCa
-
bottom
Lycoming
cowl.Later,
we
will
add
wheel
pants
and
prefab
Long-EZ
fueltanks.
~ARIEZE7LONG-EZ
PREFAB
MOLDED
FIBERGLASS
P~RTS
st
newsletter
youwere
told
that
the
new
fiberglassmanufacturer(forcowlings,nosegear
box
and
strut
cover)
would
be
inproduction
by
mid
December.
There
has
been
at
least
a6
week
delayin
this
schedul
e.
due
toourfa
il
ure
toobtainourtooling.
from
thepreviousmanufacturer.
Our
disputeconcerning
transfer
of
this
toolingappearedto
beone
that
woyld
takeconsiderabletime,
and
result
inthenon-availabilityoftheseimportantprefab
molded
parts.
So.
in
November
we
at
RAF
undertOOK
thejobofmanufacturingacompletely
new
set
oftooling.Thisallowed
us
toincoporate
some
improvements.(1)
The
strut
cover
was
deepened
to
accomodate
boththeold
and
the
new
(deeper)
nose
gear
strut.
(2)Additionalsize
was
added
totheContinental
cowl
where
some
builders
have
had
interferencewiththetopsparkplugs.
(3)
Additionalsize
was
added
tothe
bottom
ofboththeContinental
and
Lycoming
cowls
where
clearancewithexhaustsystem
bends
is
marginal
(4)
The
lower
bumps
and
entire
upper
mold
linesofthe
Lycoming
cowl
were
reducedinsize
and
recontouredtoreduce
aerodynamic
drag.(5)
The
Lycoming
oil-check
door
depression
wasmade
to
accomodate
asingle-contoura1
uminum
door.(6)
The
cowl
ribs
were
extendedtosealthecooling
air
leaks
at
the
trailing
edge.Finalmodifications
on
the
Long-EZ.
Completion
of
Long-EZ
flighttests
Development
of
new
equipment
and
production
method
formanufacturing
Long-EZ/VariEze
landinggear.
Manufacture
of
new
toolingfor
Long-EZ
VariEze
landinggear,cowling
and
otherprefabfiberglassparts.Settinga
new
worldsdistancerecordwiththe
Long-EZ.
Preparationofdrawingsforthe
Long-EZ.
Productionof
Long-EZ/VariEze
nose
and
main
landinggear
struts.
(5)
(6)
(7)
(4)
~RA~F~A~C~T~IV~I~T"'"Y
sincetheOctober'79newsletter
has
involved:
(1
)
(2)
(3)
NEW
VARIEZE
OWNERS
MANUAL
The
second
editionofthe
EZ
manual
is
over
two
yearsold.
We
have
just
updated
it
to
a
third
edition.
The
third
editionincludes
all
thenewsletteradditionssince
November
1977.
We
recommend
the
new
manual
for
all
your
VariEze
flyersunless
youhave
been
completeinwritingin
all
additions.
Note!
Priceincreaseforthe
Canard
PusherNewsletter.This
is
due
tothehighercostsofthe·paper.
printing.
and
buildersupport.This
is
our
first
increasesinceCPllin
1974.
If
you
arebUildinga
VariViggen
from
1st
Editionplans
you
must
have
newsletter1through
23.
If
you
arebuildinga
VariViggen
from
2nd
Editionplans
you
must
have
newsletter
18
through
23.
If
you
arebuildinga
VariEze
from
the
1st
Editionplans
you
must
have
newsletters
10
through
23.
If
you
arebuildinga
VariEze
from
the
2nd
Editionplans.
you
must
have
newsletter-s
16
through
23.
Acurrent
SUbscri~tion
forfutureissues
is
mandatory
for
bui
ders,as
thisis
theonly
formal
means
to
distribute
mandatory
changes.Reproduction
and
redistributionof
this
news-
.
letter
.h
approved
and
encouraged.
The
RAF
hangar
is
located
on
thewest
end
of
the
flight
line
at
the
Mojave
Airport,
Mojave,
Ca.,approximately
80
milesnorthof
Los
Angeles..
You
are
welcome
to
comeby
and
seeour
aircraft
or
to
bringin
any
partsforour
comments.
We
arenormally
open
from
8:00to12:00
and
1:00to5:00
Monday
throughSaturday.
If
you
areplanninga
trip
toseeus,pleasecall
first
toassure
that
someone
will
be
hereto
assist
you,sinceoccasionally
we
are
gone
to
fly-ins.
When
writingto
RAF
alwayssend
astamped.self-addressedenvelopealong
if
youhave
questions.
If
you
are:·making
an
order.
its
bestto
keep
it
se~arate
from
arequestfor
an
answer
toa
bui
derquestion.
Mark
theoutsideofyourenvelope"builderquestions".Thiswill
speed
yourreply.
 
NEW
FIRST
FLIGHTS
The
following
is
a
list
of
those
EZs
that
haveflown
sinceC.P.#22.
If
you
know
of
someone
who
shouldbeon
this
list,
contact
usso
theyareincludedshould
an
emergency
safetyadVisory
be
necessary.
If
youhave
an
EZ
flying
and
didnotgetaChristmascard
from
RAF,
contactus,giving
name,
address,
N-Number
and
date
of
first
flight.
Name
CitState
David
Richter
Ros~lle,
rw-
RickHimrich
San
Antonio
TX
Char1
ie
Richey
Los
Cruses
Nm
John
Pascarella
Milwaukee
Wi
John
Koskan
Wichita,
KsKev
Robey
Australia
Ray
Cole
Memphis,
Tn
John
JacksonJackson
Ms
SteveDarlington
Anderson
In
Bill
Keeher
AustraliaBill
Rice
Eureka
Ca
Don
Owens
Bedford
Tx
Performance
at
Solo
Weight
650
550
TakeoffDistance
ft.
660
S.L.
Cl
imbfpm
168019001750
Max
Cruise
Speed
mph.
175196186
DemonstratedCeiling
ft.
N.A.
25,30026,900Calibrated
Stall
speed
mph.6460
57
Landing
Speed
mph.
73
69
59
Landing
Distance.
N.A.
800
450
Performance
at
Gross
Weight
830
Take
off
Distance
ft.
N.A.860
S.L.C1imb
fpm
110015001350
Max
Cruise
Speed
mph
173
193
184
Ceiling
ft.
14,00020,50022,000
Range
at
75%
sm.
580780
1250
Range
at
40%
sm.
780
10501970
Calibrated
Stall
speed
mph
76
68
66
Landing
Speed
mph
8474
68
Landing
Distance.
ft.
N.A.
1000
680
Long-EZ
N79RA
100hp
Cont·108hp
Lyc.
22.226.366.6
94.1
10501325
585
750
with
electric
465
575796
961
28
52
100
ioo
22.224.2Designing
an
aircraft
for
longrange
a1
so
results
inexcellenthigh
altitude
performance.
Even
thoughthe
Long-EZ
has
afixedpitch
prop
and
no
turbocharger,
it
can
climbto18,000
feet
in1essthan
20
minutes
and
cruise
155
mph
true
at
23,000
feet
at
light
weights.
Maximum
ceiling
is
over27,000
feet.
Its
longrange
and
up
to
80
m~g
perseat
economy
are
more
than
welcome
withtodaysfuelprice
and
availability.
The
Long-EZ
is
now
the
recommended
airplane
for
the
0-200
Continental
and
0-235
Lycoming
engines.
Complete
electrical
systems,including
starter
and
night
lighting
will
be
approved.
The
fuelsystem
and
trimsystemare
different
from
theVariEze.
Its
142"
span
canard
and
elevatorsareidenticaltotheVariEze.
We
will
be
recommending
the
VariEze
only
for
the
75
and
85
horsepowerengines
and
of
course,
still
without
electrical
systems.
We
at
RAF
arecurrentlypreparing
Long-EZ
drawingsforrelease
to
homebuilder
by
early
March.
Distributionofmaterialswill
be
throughthe
same
suppliersasfortheVarize.
Most
oftheprefabpartsare
common.
The
new
wing
attachmentwillnot
be
availablefor
retrofit
on
astandardVariEze.
---
Long-EZflight
test
datawillbepubl1shedinfutureC.P.newsletters
where
room
permits.
The
followingtable
lists
specifications
and
measured
performationofbothtypes.
The
first
column
is
the
VW-powered
prototype,asmallerairplane
built
in
1975
butnevermarketed.
SPECIFICATIONS/PERFORMANCE
OF
RUTAN
PROTOTYPES
Prototype
VariEze
N7EZN4EZ
Engine
62'Wp
VW
Span
Ft.2
1.1
Tota
1
Wing
Area
Ft
59
Gross
Wei
ght1
b.
880
Empty
Wei
ght1b
399
bare
Useful
Load
lb.
481
Weight
-
$010
with1
hr
fuel
598
Normal
fuelcapacitygal.
14
·Cabin·lengthin
---95----
Cabin
Width
in.21.5
P~2.
However,
we
were
unableto
improve
the
stall
speed,landing
attitude
and
roll
rate
toa
satisfactorylevel.
By
August
we
were
convinced
that
togetthe
Long-EZ
we
really
wanted,
we
would
have
tobuild
an
entire
new
aft
wing.
The
new
aft
wing,
first
flown
inOctober'79,
had
thefollowing
improvements:
(l)
Less
sweep
(2)
More
area(3)A
new
Eppler
airfoil
similarto
that
on
theDefiant.(4)
Longer
ailerons.
(5)
Improved
wingletjuncturetoeliminateairflowseparation
at
wingtip.(6)Overlap-type
wing
attachmenttocentersectionspar,allowingincidenceadjustment
and
eliminatingtheexpensive
fittings.
The
new
wing
performedexcellentlyin
test.
Approach
and
stall
speeds
were
lowered.
The
lowerapproach
and
landing
attitudes
allowed
"full
stall"
landingswith
good
runway
visability.
Roll
rate
was
superb.Directional
stability
was
still
weak
and
rudder
power
at
the
new
lower
landingspeeds
was
inadequate.
We
then
built
new,
larger
wingletswithrudders
and
removed
the
"Rhino"
rudder
from
thenose.Thatconfigurationcompleted
flighttests
in
December
'79withveryexcellent
results
ineveryrespect..
It
has
been
shown
to
be
resistant
todepartureduringeveryconcievab1e
stall
entryincluding
tailslides.
Its
stabilityis
firm
even
at
max
aft
cg
(obtained·witha
120
lb
pilot
with
starter,
alternator,
vacuum
pump
installed
on
the0-235
Lycoming).
Even
though
it
has
a
wing
area
41%
greaterthanthe
VariEze
and
a
26%
greatergrossweight,
it
cruises
at
184
mph
at
75%
-only
10
mph
slowerthantheVariEze.
LONG-EZ
-
THE
WHOLE
STORY
In
late
1978
we
at
RAF
were
addressingthe
enormous
taskofdevelopment
and
certification
ofthetwinengineDefiant.
Knowing
that
once
started,that
job
would
preclude
further
work
on
homebuilts
for
some
time,
we
tookalook
back
at
the
VariEze
status
tosee
if"
it
was
really
what
we
wanted
tomarket.overthenextseveralyears.Afteraccessing
what
was
occurringwithalarge
number
of
EZ
projects,
we
decidedtoputtheDefiant
on
the
shelf
forawhile
and
develop
an
improved
EZ
that
would
solve
some
remainingproblems.
The
EZ,
designed
around
the
A-75
Continental,isgenerallytailheavy
when
using
an
0-200with
alternator.
·Also,alarge
number
of
builders
were
being,forcedintousingthe
0-235
Lycoming
enginebecause
of
thehighprice
and
scarcityoftheContinentals.
Even
with
no
engineaccessories,
their
EZ
is
tail
heavy
and
overweight.
They
desire
electrical
systems
andneed
a
greater
usefulload.
We
decidedtodesigna
new
aircraft
around
the
Lycoming
0-235
with
starter
and
alternator.
It
would
have
unusuaTTy
longrange,thusthe
name
"Long-EZ".
It
wouldhave
good
forwardvisabil
ity
on
landing
and
alowerapproach
and
landing
speed
thantheVariEze,
making
it
more
suitable
for
thelow-proficiency
pilot
and
shorter
airfields.
The
origionalconfiguration
of
the
Long-EZ
used
VariEze
wings
placedout
on
acentersectionspar
that
was
4
ft
longerthanaVariEze.
The
Wings
were
swept
more
thana
VariEze
to
sUPP9rt
theheavierengine.
It
had
"Rhino"
rudder
on
thenose
and
no
controlsurfaces
on
thewinglets.That
aircraft
79RA,
was
built
infour
months
inthespring
of
79
and
made
its
first
flight
on
June
12
'79.
It
didnot
fly
well.Directional
stability
was
weak.
Dihedral
effect
was
excessive.
Adverse
yawwas
high.Roll
rate
was
sluggish.Earlyairflowseparation
on
the
wing
causedpitch
instability
at
low
speeds.
The
stall
speed
was
toohigh.
During
thenextfiveweeks,
N7gRAmade
51.flights,
testing
the
effects
of
over
30
different
modifications.Modificationsincluded
many
configurationsof
wing
______
leading-edge-cuffs~~ing.feDcesand~ortex-generators
The
winglet"cant"angle
was
changed.
The
ailerons
were
rigged
to
variousneutralpositions.
Some
ofthechangesresultedin
improvements
inpitch
stabil
ity
and
lateral-directional
flyingqual
ities.
 
[ONG~EZ
BREAKS
WORLD
DISTANCE
RECORD
At
7:27
a.m.
December
15,
1979DickRutan
took
off
from
the
Mojave,
CaliforniaAirportinthe
new
Long-EZ
prototypein
an
attempttobreakadistancerecordheld
by
aCzechsolavkiansince
1959.
The
record
is
distanceinaclosedcourse
for
piston-engine
aircraft
weighing
between
SOO
and1000
kilograms
(1102
to
2204
lb).
The
oldrecord
was
held
by
Jiri
Kuncwho
flew2955.39milesina
L-40
Metsa
Sokal
aircraft
in
August1959.
When
Dick
landed
at
5:01
p.m.
thenextday,he
had
coveredadistanceofabout
4900
statute
m,les,4800.28of
it
creditedforthe
new
world'sdistancerecord,pending
FAI
approval.
The
crediteddistance
is
equivalenttoa
straight
line
flight
from
Seattle
to
London,
or
from
Hawaii
toWashington,
D.C.
Dick's0-235
Lycoming-powered
Long-EZ
was
modifiedtocarryextrafuelin
two
wing
tanks
and
a
74
gallonback-seattank.Takeofffuel
was
143.6gallons,loadingthe
Long-EZ600
pounds
over
its
normal1300
pound
grossweight.Inita1
rate
ofclimb
was
over
600
ft
perminuteallowing
Dick
topromptlyclimbtheheavily-laden
Long-EZ
tohis
cruise
altitude
of
11000
feet.
His
coursetook
him
15
completelaps
between
Mojave
Airport
and
theBishop,CaliforniaAirport.
The
entire
flight
was
blessedwithperfectweather,cloudless
visabi1ity,
smooth
air,
and
less
than5knotsaverage
wind
at
cruise
altitude.
However,
the
flight
includedover
14
hours
of
darknessoverasparcelypopulatedarearequiringextra
demands
on
the
pilot'for
attitude
orientation
and
navigation.
The
aircraft
didnot
havean
autopilot,
directional
gyro
nor
attitude
indicator.
The
solo
flight
lasted
33
hour
34
minutes.
The
average
speed
for
the
flight
was
145.7
mph.
The
averagefuel
flow
was
4.17gallonsper
hour
givingamileageof
35
milespergallon(
The
Long-EZ
can
attain
over
40
milespergallon
at
its
normal
grossweights).
Dick
landedwith3.75gallons
of
fuel
onboard
-
enough
for
an
additional
150
miles,butnot
enough
foranotherlapto
Bishop
and
return.
The
108
ho~sepower
Lycoming
engineperformedflawlesslydespite
its
1500-hour-since-overhau1condition.
It
burned
2.3quartsof
oil
duringthe
flight.
Note
that,
at
1900
1b
(300
1b
undertheallowed
maximum
for
C1B).
The
rangetodrytanks
was
over
5000
miles.Futureattempts,
ie,
straight
line
distance,
can
be
flown
at
1000
k,take
off
weight
(2205
1b)
and
achieveover
6500
milesrange!
Dick
reportedthecockpit
was
extremelycomfortable.theonlydiscomfortbeingsuppressingtheurgetosleep.
The
good
speed
stability
allowedextensivecruisingwithout
need
tomonitorairspeedor
altitude.
VARIEZE/LONG-EZ
LANDING
GEAR
As
notedinthe
last
newsletter,
we
were
required
to
locatea
new
manufacturerforthespecialS-glass
main
and
nose
struts
forthe
EZ
airplanes.
The
searchforamanufacturer
was
difficult
-the
normal
fiberglassproduction
shops
do
not
have
structural
rovingexperience
and
do
not
have
theneccessaryovens,instrtJllE!ntation
and
impregnationmachines
needed
for
this
work.
The
shops
that
do
have
theequipment
and
engineering
capability
to
produce
thesepartsarethose
who
only
make
expensive
aircraft
components
and
they
have
bidexcessiveprices
on
theseitems,tocoverthe
development
costs.
We
were
facedwith
either
no
landinggear,orapriceincrease.
We
felt
that
thepriceofthegear,having
been
raised
250%
since
1976.
was
alreadyexcessive.
In
early
November
we
deCided
totacklethejobourselves-theonly
alternative
availabletoprovideareasonablegearforthebuilders.
We
knew
this
job
would
result
indelaysinplanspreparation.for
Long-EZ
but
it
really
was
ouronlya1ternatlve.
Within
six
weeks
we
didthefollowing:producedpatterns
and
tooling
for
the
new
strenthened
nose
and
main
gear,developeda
new
production
method,
built
aconvection
ovenand
filamentwindingmachine,setupaqualitycontrolprocess,testeda
new
epoxy
system,
and
began
productionofthe
new
parts.
Our
new
method,
which
winds
roving
and
tapers
it
for
accurate
mold
filling,
requires
less
man-hours
and
results
in
more
uniformitythanthepreviousprocess.
Thus,
we
areableto
sell
thepartsforonly
70%
ofthepreviouspriceper
pound.
The
new
nosegear
strut
hasadeeper
cross-section,
increasing
its
strength
20%,
yet
allowinguse
of
the
same
NG3,NG4,
NG6
and
NG15A
parts.
A
gap
will
exist
between
NGlSA
and
theforward
plate.(ditto
for
NG6).
The
new
nose
gear
is
also
longer,
for
the
Long-EZ
-
VariEze
builderswill
saw
it
tolength.
The
NG-1L
strut;
being
thicker,
results
ininterference
at
therod-end
when
installing
NG4
and
NG3.
We
have
specifiedalengthened
NG4,
but
it
will
be
some
timebeforetheseareavailable.
In
the
mean
time
you
shouldtrim
NG3
and
the
strut
as
shown
to
clear
the
rod
end.
I
~
,
-.
~
The
new
main
gear
is
65%
strongerthantheold
VariEze
gear
and
shouldnot
be
susceptibletothelong-termcreep(spreading
and
lossof
camber)
experienced
on
some
oftheheavierVariEzes.
The
new
gear
is
3incheslonger
on
each
end
to
raise
the
prop
clearance
on
the
Long-EZ.
VariEze
buildersusingthe
new
gearwill
saw
off
the3inches.
The
old
main
gear
weighed
16
lb.
The
new
one
weighs
21
lb.
While
we
regret
~~ny
_in<:_r:.ease_~n_
empty
weighttheexperience
has
shown
that
many
VariEze
arebeingoperatedheavierthanexpected
andneed
theextrabeefinthegear.
We
have
completedChapter
18
of
the
Long-EZ
plans-4pagesplusa
new
A5
drawing,
thatdetails
the
installation
ofthe
new
main
gear-to-fuselageattachment.This
is
a
new,
wider-stancearrangement
that
mounts
a
permanent
steeltube
on
the
strut
and
providesaccurategear
installation
using
one
largethrough-boltperside.SinceseveralVariEzes
have
experiencedattachment
failure
due
togearvibration
and
rough
terrain,
we
have
incorporatedaconsiderable
amount
ofextrabeefinthe
new
attachment,
makin~
it
more
thantwiceasstrongasthepresentdesign.Since
many
have
expressedthedesireto
install
the
Long-EZ
gearorthe
Long-EZ
gearattachmentconfigurationin
their
VariEzes,
we
have
printedthe
Long-EZ
Chapter
18
separately
and
have
added
an
extra
page
detailing
how
to
install
it
inaVariEze.Thispackage,called"VariEze
Installation
Long-EZ
gear"will
be
includedin
VariEze
plans,sold
after
1st
Febuary1980.
If
you
want
this
package
to
retrofit
orincorporateinyour
VariEze
currently
under
construction
you
can
order
it
from
RAF.
Price
is
$7.50,
availability
is
immediate.Prices-
RAF
manufactured
Landing
Gear.
21
lb.
Main
Gear
part
#
MGI-L
-$277.952.6lb
Nose
Gear
part
#
NGI-L
$
49.75Pricesincludepackaging.
Nose
gears
can
be
shipped
UPS.
Main
gears
must
be
shippedvia
Greyhound
bus.Shipmentswill
be
sent
freight-collect.
Or.
better
yet,
pick
,them
up
here
at
RAF.
We
currently
have
a4
-week
backlog,butexpecttocatch
up
to
an
on-the-shelfbasis
by
mid-March.
c.
P2.3
p~
3

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