March 17th, 2005
began life way back on 4/21/81 in West Palm Beach, FL. This is the date
that I originally sent away my money to RAF for a set of plans. Since
I lived in an apartment at the time, I rented a warehouse space in Lantana,
FL, in the fall of 1981 in which to build the Long-EZ. There was a germinal
“Florida EZE Builders Club” in South Florida at the time headed
up by Charlie Gray (who went on to build and sell two Long-EZ’s).
I spent a good amount of time seeking out and visiting other EZ builders.
On 9/30/81 I sent to Aircraft Spruce & Specialty for the Long-EZ materials
“kit.” I then got to work building a very sturdy and dead
level work table, hot-box to store my Saf-T-Poxy, storage shelves, lighting,
fall of 1981 and 1985 I spent much of my free time working on building
the Long-EZ. I moved my shop two more times during that time, both times
moving in with other EZ builders. I spoke frequently with either Mike
Melville or Burt Rutan, whoever answered RAF’s phone when I had
questions. (I also met with Burt and Mike on several occasions, which
thrills me to this day.) I bought a house in 1985 which slowed me down
considerably. From 1986 to mid 1988 I worked on the EZ from time to time
when I got motivated. In 1988 I purchased a Cessna 150 with a partner.
It was ratty but very sound. My first partner moved away so he sold his
half to a neighbor (they lived in a fly-in community with a 5,000 foot
sod runway in their backyards. My second partner was a seasoned A&P
mechanic, owned a North American T-6, was President of the Florida Valiant
Air Command, was a CFII, had somewhere over 20,000 flying hours, many
in DC-3’s and Beech 18’s, and was an absolute dream come true
for me. With a free place to tie down the 150, a free instructor, an A&P
who enjoyed showing me how to do all kinds of work on the Cessna, I was
in hog heaven. The Long-EZ could wait while we completely restored our
little 150 to like new condition.
In 1982 I
purchased a factory rebuilt Lycoming 0-235 L2C engine from my first Cessna
150 partner (and Long-EZ builder), when he decided that this engine wasn’t
big enough for his large frame. That engine is still in my garage in Duluth,
GA. The cylinders were never pickled, though desiccator plugs and a crankcase
desiccant system were installed from day one of the rebuild in 1981. Desiccant
has been changed on a regular basis over the years.
was built by me to potentially win “best construction” prizes
at local or regional fly-ins. My father was the best cabinetmaker / craftsman
that I have ever known, and he instilled a “build it right”
mentality in me that I applied to this Long-EZ. I feel that the results
are evident in all aspects of the construction of this EZ. I took extra
time forming and shaping foam parts, and the fiberglass work is very exacting.
Every part that I built had to meet the exact dimensions in the plans,
and had to fit perfectly or I would reject it. I am especially happy with
the construction of the original canard and the canopy, though all of
the parts of the airframe structure have turned out extremely well. Most
of the metal parts used to date are from Ken Brock Manufacturing, though
I spent extra time removing tooling and manufacturing marks and generally
“prettying up” the metal.
a point in my life where I would have stepped in front of a bullet to
protect this aircraft. With a wife and young daughter my priorities in
life have changed and I have at long last come to the conclusion that
it is time to part with my beloved Long-EZ. The aircraft has rarely seen
sunlight or daylight (and then for only minutes or hours, never as long
as a day), and hence has been protected from harmful ultraviolet light.
I have spent over 1,500 hours working on this aircraft to date.
are the parts and assemblies that I have built, along with parts, plans,
extras, etc., that are included with Long-EZ #814:
Complete fuselage on landing gear:
10” extended nose to move battery forward for better weight and
balance and for better esthetics. Included are blueprints that I utilized
from builder Cliff Cady. Battery access hatch built and installed.
Standard air brake and hardware installed and functioning properly. (Tension
on the springs has always been minimal so that spring “stretch”
is minimized in storage.)
Avionics access hatch designed and built on top of fuselage just forward
Separate “turtle deck” cover fabricated to afford a bit more
storage area and potential noise suppression at aft end of canopy.
Landing gear fabricated with “tube in tube” brake line modification
on aft edge of gear bow. 5.00 X 5 tires on 5” wheels. Cleveland
disc brakes were sent away for hard chroming to last longer and prevent
rust. Particular attention was paid to exact alignments when the axles
were installed on the gear.
Landing gear weighed 24 lbs. 14 oz. when installed.
Bottom fuselage landing gear cover with access hatch completed.
Clear canopy covered in Spraylat for protection. Pressurized piston “stop”
to hold canopy open. Double-safe canopy opening mechanism to prevent accidental
opening in flight. Access to latching system via a small door in fuselage.
Consoles have not been fabricated or installed in fuselage.
Toe brake slave cylinder modification mounted in the nose.
Weight: 64 lbs. 6 oz.
Very close attention paid to contouring foam cores so that less finish
contouring and sanding will have to be done.
Ailerons have not been cut out yet.
Mounting holes for attachment to spar have not been bored yet.
Center section spar complete:
Excellent workmanship throughout.
Mounting holes for attachment to wing have not been bored yet.
Weight: 30 lbs. 11 oz.
Canard and elevators complete:
Original per plans canard.
“New canard” (Roncz) plans included.
Contouring and construction of the canard is excellent. Trailing edges
Trial mounting to fuselage nearly perfect in all dimensions.
Elevators perfectly balanced per plans, with dead straight trailing edges.
Simple copper DME antenna buried in the canard.
Canard weight, no hardware or elevator: 15 lbs. 13 oz.
Left elevator weight, no hinges or counterweights: 2 lbs. 0 oz.
Left elevator weight, ready to finish: 3 lbs. 4.5 oz.
Right elevator weight, no hinges or counterweights: 1 lb. 12.8 oz.
Right elevator weight, ready to finish: 3 lbs. 0 oz.
Not included / completed:
Winglets and rudders
Included with the aircraft:
Complete set of Long-EZ plans with most plans changes photocopied and
pasted into the appropriate section of the plans.
Original engine installation plans from RAF.
Templates and drawings in good shape
Roncz canard plans
Large rudder plans
All Canard Pusher newsletters in a binder
Several labeled drawers of hardware
Several prefabricated metal parts from Ken Brock
Glass sight gauges
Nose shimmy damper
Miscellaneous metal tubes and aircraft sheet metal from the original ASSC
Foam for completing winglets and strakes
Long-EZ project location: Northeast suburb of Atlanta, GA
for Long-EZ Plans #814 as described above:$8,000
Purchased in 1982 as a zero time, factory remanufactured engine. Overhauled
to zero time in 1979.
Cylinders are nitride hardened, though were never pickled for long term
Spark plug desiccator plugs and a crankcase desiccator system were installed
in 1979 and have remained in place since that time. Desiccant has been
dried or replaced at regular intervals.
Includes log book and other factory documentation.
Includes Prestolite alternator, factory starter, starter gear, Marvel
Shebler overhauled carburetors still in the box, Slick mags, several sparkplugs,
for engine: $10,000
3055 Abbotts Pointe Drive
Duluth, GA 30097