Rutan 61 Long EZ - Manual

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AlphaSim Rutan 61 Long-EZ Manual

Rutan 61

Long-EZ Manual

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Contents Introduction Introduction 4

Installation 5

Thanks & Credits 5

Support information 6

Copyright information 6

Package information RealGauge technology & the 2D Panel 7

Paint variants 7

Model variants 8

Paint variant images 9

Extras 10

FSX Camera views 11

Operations Aircraft general arrangement 14

Information & specifications 17

Cockpit general arrangement 18

Forward-left panel 19

Forward-right panel 20

Main switch panel 22

Left wall 23

Rear cockpit 24

Individual gauge diagrams 25

Digital gauge pop-ups 30

Avionics Miniflo-L fuel computer 31

Bendix/King KFC225 Autopilot 32

Bendix/King KX155A TSO Nav/Comm. 34

Bendix/King KT67A Transponder 35

Bendix/King KN52A TSO DME 36

O-235 Powered aircraft references

37

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O-320 Powered aircraft references

42

O-235 Powered aircraft checklists

47

O-320 Powered aircraft checklists

52

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Notes on sim limitations & odd features Whilst the Long-EZ has been made to take full advantage of every current technology available to the

sim, we at AlphaSim have still had to contend with the hard coded limitations of the sim engine. The

product also features a few odd animations, which are completely true to life. We thought we ought to

list them here, to save customers getting confused.

Odd features:

Whilst the Long-EZ has a ventral mounted spoiler, the brakes can also be depressed in order to

deflect both rudders outwards. With the parking brake on, both rudders will deflect

automatically.

At first it may appear so, but the canard-mounted elevator is NOT actually animated incorrectly.

Due to the elevator being in front of the centre of gravity, the directions in which the surface

should move are reversed.

Limitations in FS9:

The GPS arm cannot be extended or retracted due to parts inheriting the functions of their

parents. This meant that if we made the arm clickable, ALL GPS buttons acted as an extension

of the arm. Instead of having a moveable arm and no functions, we decided to cut the

animation, and keep the full functionality of the GPS.

The cockpit & 2D camera will not move with the aircraft when knelt.

The NAV/GS needles on the VOR gauge are subject to draw issues. Different graphics cards will

handle this issue in different ways. Some testers reported that the needles were drawn over the

fascia, instead of behind it. This appears to be a hard-coded issue to do with the way FS9 draws

cockpit gauges.

Limitations in FSX:

The cockpit & 2D camera will not move with the aircraft when knelt.

Lights can appear to differ in position when viewed from different viewpoints, such as the tower

view. This is a known FSX issue, and not an issue with the model.

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Introduction

Introduction The Rutan 61 Long-EZ is AlphaSims debut Civilian release. The Long-EZ features some of our most

advanced technology yet, including a full avionics suite, our new RealGauge technology, and an aurally

stunning sound set by Turbine Sound Studios. The package aims to depict a number of Long-EZ over the

long life of the aircraft, featuring old style airframes right through to the latest O-320 powered hot-rods.

The product contains versions for both Flight Simulator 9 and Flight Simulator X. The FSX version is a full-

featured FSX release, including all of our now standard technologies such as cockpit self shadowing, HDR

bloom effects, and bump mapping.

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Installation

An easy installation is provided by way of installer. Simply double click the installer exe file, and follow

the on screen prompts. The Rutan will be installed to the default FSX or FS9 directory.

Extras will be installed into the root FS directory/AlphaSim. A start menu entry will also be made,

containing links to the paint kit, help and support, and an uninstaller should you ever wish to remove

the product.

Please see the Package section for more details on what is included in this package.

Thanks & credits

AlphaSim would like to thank the following people for their help with this project:

William kiwikat Mayr

Tyler ufofreek Hatzenbuhler

.. And real-world Long-EZ pilots Allen Mutt Crowder & Steve Austin.

Without the involvement of the above people, this project would not have been possible!

The visual model, textures, cockpit and flight model were created by AlphaSim.

The sounds were expertly crafted by Turbine Sound Studios.

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Support information

Product support is available 24/7 by either email or internet.

For email support, please email [email protected]

For internet support, please visit the AlphaSim forums at http://www.alphasim3.com/forums .

Copyright information

These files are a commercial product and should NOT be treated as freeware.

These files may not be copied (other than for backup purposes), transmitted or passed to third parties

or altered in any way without the prior permission of the publisher. Any breach of the aforementioned

copyright will result in the full force of law being brought to bear on those responsible.

The source code for this product is closed. No modifications or reverse engineering may be carried out

without prior consent from ALPHASIM.

All rights reserved copyright AlphaSim Ltd 2008

HTTP://WWW.ALPHASIM.CO.UK

[email protected]

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Package Information

RealGauge Technology & the 2D panel RealGauge is AlphaSims own version of the little used, but very impressive 3D gauge technology. Each

gauge is crafted in 3D and uses high resolution textures in order to create a level of immersion not

possible with conventional 2D gauges. RealGauge creates very little overhead in the sim, allowing both

your processor and graphics card to concentrate on proving a totally fluid sim experience. FPS with

RealGauge technology is often higher than with less detailed conventional 2d cockpits.

Due to the complexity of the RealGauge technology, and the guaranteed frame rate increase, this

product is designed to be completely flown from the Virtual Cockpit. A basic 2D panel is included with

GPS and avionics stack pop-ups.

Paint and model variants In total there are SIX different model variants, TEN paint schemes, and THREE different flight models

included in the Long-EZ package. The models and paints are documented below.

Model variants:

Lycoming O-235 powered versions

- Small rudders, straight canard, 2 bladed prop

- Small rudders, straight canard, 2 bladed prop & transit pods

- Large rudders, wing strakes, tapered canard, 2 bladed prop

- Large rudders, wing strakes, tapered canard, 2 bladed prop & transit pods

Lycoming O-320 powered versions

- Small rudders, straight canard, 3 bladed prop, racing spinner, racing pants

- Large rudders, straight canard, 3 bladed prop, racing spinner, racing pants

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Paint variants

O-235 powered aircraft

- HB-YCG

- N76AB

- N701DS

o This is the personal aircraft of Allen Mutt Crowder, one of the instrumental

people involved with this project

- N977JT

- N7999H

- N146SP

o This was the personal aircraft of Steve Austin, another key person involved in

the Long-EZ project

- SE-XRS

O-320 powered aircraft

- G-WILY

- N27PM

- N38JD

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Extras

The Long EZ comes with a number of extras, all of which are installed by default to:

%your sim directory%\AlphaSim\

Extras include:

- An easy to use paint kit in PSD (Photoshop) format

- Two videos demonstrating landing practice for the Long-EZ

- Graphs, references, and checklists based upon the real-world Long EZ operating

procedures.

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FSX camera views Camera views are unique to the FSX version of this product. They allow the virtual pilot to move the

viewpoint into a number of unique and helpful viewpoints. To change camera mode, use the S key. To

change cameras, use the A key. Alternatively, clicking the main Flight Simulator window will bring up a

quick and easy to use menu system.

Exterior Cameras

Camera 1 Right wing

Camera 2 Left wing

Camera 3 Rear view

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Interior Cameras

Camera 1 Virtual cockpit

Camera 2 Rear cockpit

Camera 3 Switch panel

Camera 4 Avionics stack

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Camera 5 Left fuel tank gauge

Camera 6 Right fuel tank gauge

Camera 7 RealGauge

Basic 2D Panel

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Operations Aircraft general arrangement

The small-rudder O-235 powered Long EZ (early generation aircraft)

Notable differences include:

Small rudder

Larger wheel pants

Two-bladed prop

Short spinner

Straight-edged canards

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The large-rudder O-235 powered Long EZ (late generation/ current aircraft)


Large rudder

Larger wheel pants

Two-bladed prop

Short spinner

Tapered canards

Wing leading-edge strakes

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The O-320 powered Long EZ (high-performance type)


Streamlined wheel pants

Three-bladed prop

Tapered spinner

Tapered canards

Wing leading-edge strakes

Increased performance

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Aircraft information and specifications

The Rutan model 61 Long-EZ is a small, lightweight, home-build aeroplane designed by Burt

Rutans Rutan Aircraft Factory. The prototype Long-EZ first flew on June 12th

, 1979. The Long-EZ

is a two place, tandem seat, Experimental class aircraft.

Unique features include composite construction, a nose mounted canard for pitch control, and

a mid-wing high aspect ratio Eppler swept airfoil with wing-tip mounted winglets. The

aeroplane also features tricycle landing gear (with a retractable nose wheel) and a landing

airbrake.

Propulsion is provided by a rear-mounted Lycoming O-235 or O-320 engine.

Specifications

(Taken from the O-235 reference card)

Wing span: 26.1ft

Total wing area: 94.8ft2

Length: 5.12m

Height: 2.4m

Fuel capacity: 50 U.S. gal (200L)

Maximum range: 1200 nautical miles (2222 km)

Typical empty weight: 760lbs

MTOW: 1307lbs

Never exceed speed: 190KIAS

General stall speed: 60KIAS

Cruise speed: 160KIAS

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Cockpit general arrangement

Below are several diagrams designed to aid in cockpit familiarisation. Whilst the exterior

aeroplane may differ in configuration, the cockpit is uniform throughout.

All systems that are labelled may be operated by clicking them with your mouse. Please read

the descriptions carefully in order to fully understand what each switch, button, or lever, does.

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Forward cockpit

Forward-left panel

Key

1) RPM gauge

2) Throttle quadrant

a) Carburettor heat lever

b) Throttle lever

c) Mixture lever

3) Speed brake switch

4) HSI

5) IVSI

6) Altitude gauge

7) Artificial horizon

8) Lift/ kneel toggle switch

9) Hobbs meter

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Forward-right panel

Key

1) Gear/ canopy warning light

a) This will illuminate if the canopy is open, or the landing gear is down. The visual

identification window below the main panel allows you to see the position of the

landing gear.

2) Miniflo-L fuel computer

a) Please see the Miniflo-L section for more details

3) Autopilot track switch

a) Toggles between NAV and GPS follow modes

4) Panel lights dimmer switch

a) Toggles the panel lights

5) Air Speed Indicator

6) VOR1 display

7) Turn & Slip indicator

8) Avionics stack

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a) Bendix/ King KFC225 Autopilot

b) Bendix/ King KX155A NAV/COMM radio unit

c) Bendix/ King KT67A Transponder

d) Bendix/ King KN52A DME unit

9) Digital EGT/ CHT gauge

10) Low oil pressure light

11) N-number identification placard

a) Dynamically changes based upon the current selected aircrafts N-number

12) Suction gauge

13) Analogue fuel flow gauge

14) Oil pressure gauge

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Main switch panel

Key

1) Landing light switch

2) Navigation lights switch

3) Pitot heat switch

4) Master battery switch

5) Master avionics switch

6) Backup fuel pump switch

7) Magneto/ starter system

a) Magnetos OFF

b) Magnetos LEFT

c) Magnetos RIGHT

d) Magnetos BOTH

e) Engine start

8) Push-to-talk switch (toggles ATC window)

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Left-wall

Key

1) Elevator trim control

2) Map reference board (click to toggle map display)

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Rear cockpit

Key

1) Left fuel tank contents gauge

2) Right fuel tank contents gauge

3) Canopy latch (clicking this will open/close the canopy)

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Individual gauge diagrams

Altitude indicator

Altitude measured in feet

Pressure (mb) on left

Pressure (inHG) on right

Kohlsman knob on lower left

Airspeed indicator

Speed measured in knots (outer)

Speed measured in mph (inner)

Attitude indicator

Wing calibration knob in centre

Wings cannot be calibrated in FS9.

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EGT, CHT, Ammeter

Engine temp gauge in degrees

Fahrenheit

Cylinder heat temp in degrees

Fahrenheit

Ammeter measured in Amps

Typical fuel gauge

Individual tank capacity measured

in Gallons

Hobbs meter

Measures the time the engine has

been running, in hours and tenths

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HSI

Autopilot heading knob on right

Gyro drift knob on left

IVSI

Vertical speed measured in 100 feet

per minute

Suction, Fuel flow, Oil pressure

Fuel flow in gallons per hour

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Tachometer

Shows the engine RPM state (x100)

Turn & slip indicator

VOR1 indicator

Outer ring controlled by OBS knob

Yellow triangles show to/from

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GPS unit

To operate, use the left mouse

button on the GPS arm to drag it

outwards. Right mouse button &

dragging retracts the arm. The

mouse wheel can be used for both

functions.

To power the GPS up, click the

antenna

To display the GPS 2d pop-up, click

the unit behind the fascia area

In FS9, the GPS unit arm is always

extended. It cannot be retracted.

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Digital-readout pop ups

The altimeter, ASI, HSI, IVSI, RPM and Vor1 gauge are all fitted with a digital readout pop-up

utility. Click the areas highlighted in the following image in order to toggle the display.

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Avionics

Miniflo-L fuel computer The Miniflo-L fuel computer is located on the top right of the panel. The Miniflo has four modes of

operation, all of which are detailed below. Fuel flow, pph, is ALWAYS shown on the left screen.

Mode 1, standard

Mode 1 displays fuel remaining, in lbs.

Modes 1 and 2 can be toggled using the LB

Rem/ LB used button.

Mode 2, fuel used

Mode 2 displays fuel used, in lbs.

Modes 1 and 2 can be toggled using the LB

Rem/ LB used button.

Mode 3, endurance

Mode 3 displays aircraft endurance at the

current fuel flow rate, in hours: minutes.

Modes 3 and 4 can be toggled using the

selector knob.

Mode 4, fuel economy

Mode 4 displays fuel economy, in NM per

10lbs.

Modes 3 and 4 can be toggled using the

selector knob.

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KFC225 Autopilot The KFC225 Autopilot is located at the top of the avionics stack. The AP has seven modes of operation,

all of which are detailed below.

Mode 1, AP off

Mode 1, AP on

The AP can be turned on by pressing the AP button. By default, the AP light is lit, and the selected

altitude is displayed, along with the FT label. ROL and current altitude hold are also enabled when on.

Mode 2, ALT hold mode

Altitude hold can be turned on by pressing the ALT button. Altitude is selected using the knob on the

right of the unit. For VS operation, see the VS description.

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Mode 3, HDG hold mode

Heading hold mode can be selected by pressing HDG. Heading is set using the knob on the HSI.

Mode 4, NAV hold mode

Nav hold mode can be selected by pressing the NAV button. NAV/GPS mode can be toggled using the

switch on the panel.

Mode 5, Wing leveller mode

Wing leveller can be toggled by pressing the ROL button.

Mode 6, Vertical speed select/display mode

Vertical speed can be displayed by clicking the VS button. VS is set using the up/down buttons.

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KX155 TSO Nav/ Comm. The KX155 TSO Nav/ Comm. unit is located second in the avionics stack. The unit has two main modes of

operation, all of which are detailed below.

Mode 1, Power off

The unit can be powered on or off using the power switch on the left of the fascia.

Mode 2, Power on

Frequencies can be selected using the relevant knobs. Frequencies can be switched using the button.

Stand-by frequencies are displayed on the right of each section, and current on the left.

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KT67A Transponder The KT67A Transponder unit is located third in the avionics stack. The unit has two main modes of


Mode 1, Power off

Power can be toggled using the knob on the left of the unit.

Mode 2, Power on/ Ident

The transponder code can be set using the relevant knobs.

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KN52A TSO DME The KN52A TSO DME unit is located fourth in the avionics stack. The unit has four main modes of


Mode 1, Power off

The DME unit can be powered on or off using the slider switch. The switch above can be dragged to

select the mode of operation.

Mode 2, RMT

When set to RMT [Remote], the DME unit uses the NAV1 active frequency to display Nautical miles,

current speed, and minutes to source.

Mode 3, FREQ

When set to FREQ, the DME can be set to track a NAV2 frequency, set using the knob on the right.

Mode 4, GS/T

When set to GS/T, the DME unit uses the NAV2 active frequency to display Nautical miles, current

speed, and minutes to source.

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References O-235 powered aircraft ALPHASIM RUTAN LONG EZ 0-235 REFERENCE INFORMATION

For standard procedures, see the Checklists tab.

Total Flight Simulator aircraft weight with full fuel 1307 lbs

Maximum normal takeoff weight 1325 lbs

Maximum special takeoff weight 1425 lbs

NOTE: To adjust fuel load, on the Aircraft menu, click Fuel and Load.

DO NOT DELETE the engine payload; this plane has been created with the engine as an active part of the weight and balance dynamics.

VNE - Never Exceed Speed 190 KIAS

VS - Stalling Speed (max weight, airbrake in) 61 KIAS

VSO - Stalling Speed in Landing Configuration 60 KIAS

VX - Best Angle-of-Climb Speed (sea level) 70 KIAS

VY - Best Rate-of-Climb Speed (sea level) 90 KIAS

Best Glide Speed 75 KIAS

Maximum crosswind, takeoff 15 knots

Maximum crosswind, landing 20 knots

Maximum Speed brake and Landing Gear Placard Speeds

KIAS Speed brake 90 Nose Gear 120

NOTE: For explanations of speeds used on this tab, see "V-speeds" in the Learning Center Glossary.

AMPLIFIED PROCEDURES

FIRST FLIGHT

Before your first flight in the Long EZ, you should be aware of some important points where the Long EZ differs from sluggish training aircraft such as a Cessna 150 or Piper Cub.

First, the aircraft is much cleaner and will accelerate and develop speed with amazing rapidity if you are not prepared for it. Everything happens MUCH faster in a Long EZ. Be ready.

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Second, the novice Long EZ pilot will by force of habit expect the Long EZ to handle like the sluggish conventional trainers he or she last flew. This always leads to pitch over-controlling. The experienced pilot will know of this in advance and adapt quickly. Practice controlling pitch at a fast taxi in order to get the feel of the side stick control. Never exceed the attitude where the canard is above the horizon, and even better, keep it a couple of degrees below, when taking off.

In short, do NOT horse the plane around or ham-hand the stick. The plane will be all over the sky and you will be very frustrated. This flight model is extremely accurate and will reward the patient pilot who takes the time to learn to fly it.

TAKEOFF

Set the trim control for a substantial amount of nose-up trim to allow for adequate canard control. Use full back stick at 40 knots, and lift the nose as soon as possible thereafter to the point where the canard is level with the horizon. NEVER exceed this attitude on takeoff. Allow the plane to fly itself off the runway and raise the nose wheel as soon as a positive rate of climb is achieved.

Takeoff distance for this aircraft at 1324 pounds is 990 feet to liftoff at a speed of 70 KIAS. The aircraft is normally limited to a gross weight of 1325 pounds for all takeoff operations, but can be operated at a takeoff weight of up to 1425 pounds provided sufficient runway length is available, weight and balance information is checked, and the landing is expected to be after sufficient fuel is consumed to reduce the weight to 1325 pounds or less.

CLIMB

Climb at 90 KIAS. Adjust trim as required. Adjust mixture as required if not set to auto mixture. Climb at 110 KIAS for better visibility, engine cooling, and to extend the distance traveled during the climb.

Climb Performance Chart

Elapsed Time Distance, NM Rate of Climb, fpm Altitude, MSL KIAS -- -- 1116 500 89 1:53 3 1072 2000 90 5:06 9 807 5000 90 13:42 24 431 10000 90 23:24 47 265 14000 90

TRIM

The Long EZ is designed to be able to be trimmed for hands-off flight between about 80-150 KIAS when the center of gravity is in the normal range. The plane is designed so that it wants to be trimmed for a particular airspeed, rather than a specific attitude, which is a very desirable trait in this kind of plane. If you have the plane trimmed for 90 KIAS, for example, as during the climb, and you reduce power, the nose will fall until the plane attains a speed of 90 KIAS, and it will stabilize at this speed in a new attitude. Likewise with cruise; you can trim the Long EZ to fly stick-free at a specified speed. Reducing or increase power will cause the aircraft to seek the attitude where the trimmed airspeed is regained. Thus, adding power will cause the plane to climb, and reducing power will cause it to descend, if the trim control is not adjusted.

The trim characteristics of this plane in the roll axis are the opposite of what would be expected in a tractor aircraft; as more power is applied, you will need to add trim to bring the left wing down. On takeoff, the LEFT rudder will need to be applied to keep the aircraft rolling straight, although this is quite mild. This is, of course, because the torque and P-factor effects on the Long EZ are the opposite of a normal, tractor airplane.

The plane will seem quite sensitive to trim for pilots not used to this type of light, responsive plane, and must be flown with one hand constantly on the trim if the airspeeds and power are varying, as during maneuvering. This is not difficult and becomes second-nature rather quickly.

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When the nose gear and speed brake are deployed, very desirable nose-up trim results. This reduces the amount of pitch trim needed to maintain a stick-free approach. Observe placard limitations for extension of the brake and gear.

MANEUVERING

The Long EZ is a very agile aircraft but exhibits excellent stability about all three axes. The maximum roll rate is about 60 degrees per second. Pitch control is excellent but not overly sensitive, but will seem so to pilots transitioning to this type of aircraft. In time this sensation will go away and the Long EZs superb agility and control characteristics will seem natural, and more traditional aircraft will begin to feel like sluggish and truck-like.

SPEED AND PERFORMANCE

The Long EZ is a very clean airplane with a very low base drag value. It accelerates very quickly and decelerates slowly. This makes it quite responsive to power and pitch changes, and also requires more planning when maneuvering, especially for final approach and landing. The landing rollout for this plane will be substantially longer than for similar, conventional planes.

CRUISE

The Long EZ has astonishing range due to its large fuel capacity, clean aerodynamic design, and low fuel consumption. Cruise fuel flows will range from 2.5 to 7 gallons per hour. The gas mileage is far better than most of the automobiles in operation today, including many of the so-called green hybrid autos. Review the following charts for actual, in-game aircraft performance. These charts are identical to the ones for the real aircraft.

A good cruise configuration is at 8,000 feet and full throttle. Pay close attention to your propeller RPM so as not to exceed the maximum of 2800. Some overrun is acceptable, up to 100-200 RPM at cruising altitudes where power is limited by the pressure altitude.

LANDING

Landing the aircraft is much the same as with any small training plane, with some exceptions. Because the aircraft is so clean, it takes much longer to slow down. The speed brake is provided to assist with this. Also, the absence of landing flaps will cause the approach to be shallower and the approach speed will be necessarily faster than a conventional aircraft of similar weight with landing flaps, such as a C152. The landing roll can be doubled if the touchdown speed is increased by as little as 10-15 knots, so speed management is critical. Until you are completely familiar with the aircraft, give yourself plenty of room and avoid the temptation to fly a tight pattern. Because there is neither stall warning nor landing flaps, its recommended to land a bit faster than you normally would at first to avoid stalling the aircraft above the runway and suffering a sharp bump due the sudden sink rate. The winglets and lack of flaps reduce ground effect substantially, so when the plane stalls, it sinks rapidly. So use a longer runway when transitioning to this plane and give yourself plenty of extra room.

A normal pattern speed is 75-80 KIAS, with final approach at about 65-70 KIAS and touchdown at 55-60 KIAS, depending on aircraft weight. As with any tricycle gear, hold the nose off and brake as lightly as possible.

STALLS

The stall in the Long EZ is exceptionally benign. There is no tendency to roll off or spin; the plane simply mushes along in level flight. Roll control remains good even in the stall. In fact, you cannot even really term a stall in the Long EZ a traditional stall as the plane provides none of the normal warning signs or bad behavior associated with a conventional training plane. You can hold the stick full back and still retain good rudder and aileron authority, and the plane will not respond adversely to any power change, whether it be full throttle or a cut to idle. The plane has no tendency to spin and is in fact nearly impossible to spin even when the attempt is made. The plane will rotate when stalled, but this cannot really be called a spin as it remains in full control of the pilot and can be restored to a normal flying attitude immediately.

ACROBATICS

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No acrobatic maneuvers are allowed except the following:

Chandelles Lazy Eights Steep Turns

The entry speed for the above maneuvers is 130 KIAS.

Stalls: decelerate slowly Accelerated Stalls: enter at 110 KIAS

The abrupt use of the controls is prohibited at indicated airspeeds above 120 knots. Intentional spins are prohibited.

STEERING

This flight model has been equipped with nose wheel steering, to make the job of taxiing easier for those without rudder pedals and differential brakes. To set up your Long EZ to have a fully-castoring nose wheel and differential brake steering, as the real one, open your aircraft.cfg file and find the [contact_points] section. The first contact point, point.0, is the nose gear. There are two entries for the first point. The first entry has been remarked out with the // characters. Delete these two characters and place them in front of the second entry. This will enable the fully-swiveling nose wheel and differential-brake taxiing.

Be sure to back up any files before attempting to modify them.

FLIGHT PERFORMANCE CHARTS

The following charts are the measured, in-game, real-time performance of the AlphaSim Long EZ. The performance is a mirror-image of the charts in the pilots manual for the actual aircraft. The aircraft equipped with external pods will have slightly less performance due to a bit more drag.

Long EZ, O-235 Engine, Climb Propeller, mixture set to best power

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References O-320 powered aircraft ALPHASIM RUTAN LONG EZ 0-320 REFERENCE INFORMATION

For standard procedures, see the Checklists tab.

Total Flight Simulator aircraft weight with full fuel 1325 lbs

Maximum normal takeoff weight 1325 lbs

Maximum special takeoff weight 1425 lbs

NOTE: To adjust fuel load, on the Aircraft menu, click Fuel and Load.

DO NOT DELETE the engine payload; this plane has been created with the engine as an active part of the weight and balance dynamics.

VNE - Never Exceed Speed 190 KIAS

VS - Stalling Speed (max weight, airbrake in) 61 KIAS

VSO - Stalling Speed in Landing Configuration 60 KIAS

VX - Best Angle-of-Climb Speed (sea level) 70 KIAS

VY - Best Rate-of-Climb Speed (sea level) 90 KIAS

Best Glide Speed 75 KIAS

Maximum crosswind, takeoff 15 knots

Maximum crosswind, landing 20 knots

Maximum Speed brake and Landing Gear Placard Speeds

KIAS Speed brake 90 Nose Gear 120

NOTE: For explanations of speeds used on this tab, see "V-speeds" in the Learning Center Glossary.

AMPLIFIED PROCEDURES

FIRST FLIGHT

Before your first flight in the Long EZ, you should be aware of some important points where the Long EZ differs from sluggish training aircraft such as a Cessna 150 or Piper Cub.

First, the aircraft is much cleaner and will accelerate and develop speed with amazing rapidity if you are not prepared for it. Everything happens MUCH faster in a Long EZ. Be ready.

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Second, the novice Long EZ pilot will by force of habit expect the Long EZ to handle like the sluggish conventional trainers he or she last flew. This always leads to pitch over-controlling. The experienced pilot will know of this in advance and adapt quickly. Practice controlling pitch at a fast taxi in order to get the feel of the side stick control. Never exceed the attitude where the canard is above the horizon, and even better, keep it a couple of degrees below, when taking off.

Finally, the Long EZ with the 160 HP engine is much faster than the standard version. It is no problem to exceed placarded maximum speeds IN LEVEL FLIGHT. Use more caution and take your time getting used to the power.

In short, do NOT horse the plane around or ham-hand the stick. The plane will be all over the sky and you will be very frustrated. This flight model is extremely accurate and will reward the patient pilot who takes the time to learn to fly it.

TAKEOFF

Set the trim control for a substantial amount of nose-up trim to allow for adequate canard control. Use full back stick at 40 knots, and lift the nose as soon as possible thereafter to the point where the canard is level with the horizon. NEVER exceed this attitude on takeoff. Allow the plane to fly itself off the runway and raise the nose wheel as soon as a positive rate of climb is achieved.

Takeoff distance for this aircraft at 1324 pounds is 698 feet to liftoff at a speed of 72 KIAS. The aircraft is normally limited to a gross weight of 1325 pounds for all takeoff operations, but can be operated at a takeoff weight of up to 1425 pounds provided sufficient runway length is available, weight and balance information is checked, and the landing is expected to be after sufficient fuel is consumed to reduce the weight to 1325 pounds or less.

CLIMB

Climb at 90 KIAS. Adjust trim as required. Adjust mixture as required if not set to auto mixture. Climb at 110 KIAS for better visibility, engine cooling, and to extend the distance traveled during the climb.

Climb Performance Chart, 1324 lbs, O-320 Engine

Elapsed Time Distance, NM Rate of Climb, fpm Altitude, MSL KIAS 1:10 2 1869 1730 91 3:07 6 1600 5000 92 7:20 14 1000 10000 93 12:05 24 630 14000 89

TRIM

The Long EZ is designed to be able to be trimmed for hands-off flight between about 80-150 KIAS when the center of gravity is in the normal range. The plane is designed so that it wants to be trimmed for a particular airspeed, rather than a specific attitude, which is a very desirable trait in this kind of plane. If you have the plane trimmed for 90 KIAS, for example, as during the climb, and you reduce power, the nose will fall until the plane attains a speed of 90 KIAS, and it will stabilize at this speed in a new attitude. Likewise with cruise; you can trim the Long EZ to fly stick-free at a specified speed. Reducing or increase power will cause the aircraft to seek the attitude where the trimmed airspeed is regained. Thus, adding power will cause the plane to climb, and reducing power will cause it to descend, if the trim control is not adjusted.

The trim characteristics of this plane in the roll axis are the opposite of what would be expected in a tractor aircraft; as more power is applied, you will need to add trim to bring the left wing down. On takeoff, the LEFT rudder will need to be applied to keep the aircraft rolling straight, although this is quite mild. This is, of course, because the torque and P-factor effects on the Long EZ are the opposite of a normal, tractor airplane.

The plane will seem quite sensitive to trim for pilots not used to this type of light, responsive plane, and must be flown with one hand constantly on the trim if the airspeeds and power are varying, as during maneuvering. This is not difficult and becomes second-nature rather quickly.

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When the nose gear and speed brake are deployed, very desirable nose-up trim results. This reduces the amount of pitch trim needed to maintain a stick-free approach. Observe placard limitations for extension of the brake and gear.

MANEUVERING

The Long EZ is a very agile aircraft but exhibits excellent stability about all three axes. The maximum roll rate is about 60 degrees per second. Pitch control is excellent but not overly sensitive, but will seem so to pilots transitioning to this type of aircraft. In time this sensation will go away and the Long EZs superb agility and control characteristics will seem natural, and more traditional aircraft will begin to feel like sluggish and truck-like.

SPEED AND PERFORMANCE

The Long EZ is a very clean airplane with a very low base drag value. It accelerates very quickly and decelerates slowly. This makes it quite responsive to power and pitch changes, and also requires more planning when maneuvering, especially for final approach and landing. The landing rollout for this plane will be substantially longer than for similar, conventional planes.

CRUISE

The Long EZ has astonishing range due to its large fuel capacity, clean aerodynamic design, and low fuel consumption. Cruise fuel flows will range from 2.5 to 7 gallons per hour. The gas mileage is far better than most of the automobiles in operation today, including many of the so-called green hybrid autos. Review the following charts for actual, in-game aircraft performance. These charts are identical to the ones for the real aircraft.

A good cruise configuration is at 9,000 feet and full throttle. Pay close attention to your propeller RPM so as not to exceed the maximum of 2700. Some overrun is acceptable, up to 100-200 RPM at cruising altitudes.

LANDING

Landing the aircraft is much the same as with any small training plane, with some exceptions. Because the aircraft is so clean, it takes much longer to slow down. The speed brake is provided to assist with this. Also, the absence of landing flaps will cause the approach to be shallower and the approach speed will be necessarily faster than a conventional aircraft of similar weight with landing flaps, such as a C152. The landing roll can be doubled if the touchdown speed is increased by as little as 10-15 knots, so speed management is critical. Until you are completely familiar with the aircraft, give yourself plenty of room and avoid the temptation to fly a tight pattern. Because there is neither stall warning nor landing flaps, its recommended to land a bit faster than you normally would at first to avoid stalling the aircraft above the runway and suffering a sharp bump due the sudden sink rate. The winglets and lack of flaps reduce ground effect substantially, so when the plane stalls, it sinks rapidly. So use a longer runway when transitioning to this plane and give yourself plenty of extra room.

A normal pattern speed is 75-80 KIAS, with final approach at about 65-70 KIAS and touchdown at 55-60 KIAS, depending on aircraft weight. As with any tricycle gear, hold the nose off and brake as lightly as possible.

STALLS

The stall in the Long EZ is exceptionally benign. There is no tendency to roll off or spin; the plane simply mushes along in level flight. Roll control remains good even in the stall. In fact, you cannot even really term a stall in the Long EZ a traditional stall as the plane provides none of the normal warning signs or bad behavior associated with a conventional training plane. You can hold the stick full back and still retain good rudder and aileron authority, and the plane will not respond adversely to any power change, whether it be full throttle or a cut to idle. The plane has no tendency to spin and is in fact nearly impossible to spin even when the attempt is made. The plane will rotate when stalled, but this cannot really be called a spin as it remains in full control of the pilot and can be restored to a normal flying attitude immediately.

ACROBATICS

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No acrobatic maneuvers are allowed except the following:

Chandelles Lazy Eights Steep Turns

The entry speed for the above maneuvers is 130 KIAS.

Stalls: decelerate slowly Accelerated Stalls: enter at 110 KIAS

The abrupt use of the controls is prohibited at indicated airspeeds above 120 knots. Intentional spins are prohibited.

STEERING

This flight model has been equipped with nose wheel steering, to make the job of taxiing easier for those without rudder pedals and differential brakes. To set up your Long EZ to have a fully-castoring nose wheel and differential brake steering, as the real one, open your aircraft.cfg file and find the [contact_points] section. The first contact point, point.0, is the nose gear. There are two entries for the first point. The first entry has been remarked out with the // characters. Delete these two characters and place them in front of the second entry. This will enable the fully-swiveling nose wheel and differential-brake taxiing.

Be sure to back up any files before attempting to modify them.

FLIGHT PERFORMANCE CHARTS

The following charts are the measured, in-game, real-time performance of the AlphaSim Long EZ.

Long EZ, O-320 Engine, Climb Propeller, mixture set to best power

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Checklists O-235 powered aircraft ALPHASIM RUTAN LONG EZ 0-235 COCKPIT PROCEDURES QUICK START

The simulation of Burt Rutans world-famous Long-EZ you are about to fly is as accurate as the Microsoft Flight Simulator game engine will allow. In every way possible, it performs precisely as the real aircraft, particularly with respect to engine and flight performance. It is so accurate, you can and should use the actual Long-EZ pilots operating handbook to fly it. Here, we provide an abbreviated version of the checklist procedures, modified for Flight Simulator. We have followed the standard Flight Simulator format so you can get started flying right away; amplified procedures will be found in the Reference document. Please read the Reference carefully for more details about the Long EZ and how to fly it.

BEFORE STARTING ENGINE

[ ] Brakes TEST

[ ] Electrical Equipment, Autopilot OFF

[ ] Avionics Master Switch OFF

[ ] Fuel Selector Valve FULLEST TANK

[ ] Speed brake RETRACTED

[ ] Weight and Balance CHECKED

ENGINE START

Press CTRL+E to initiate engine auto start sequence, or:

[ ] Throttle OPEN 1/4 INCH

[ ] Mixture

RICH (press CTRL+SHIFT+F4)

[ ] Carburettor Heat OFF

[ ] Propeller Area CLEAR

[ ] Master Switch ON

[ ] Auxiliary Fuel Pump Switch ON

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[ ] Ignition Switch START

Then:

[ ] Oil Pressure CHECK

[ ] Auxiliary Fuel Pump OFF

[ ] Flashing Beacon and Nav Lights ON as required

[ ] Avionics Master Switch ON

BEFORE TAKEOFF

[ ] Parking Brake

SET (press CTRL+PERIOD)

[ ] Flight Controls FREE AND CORRECT

[ ] Flight Instruments CHECK and SET

[ ] Fuel Quantity CHECK

[ ] Mixture


[ ] Fuel Selector Valve RECHECK BOTH

[ ] Elevator Trim

SET for takeoff; about halfway back for nose-up trim.

[ ] Throttle 1800 RPM

[ ] Magnetos CHECK

[ ] Suction Gauge CHECK

[ ] Engine Instruments and Ammeter CHECK

[ ] Instrument Panel CHECK

[ ] Throttle 1000 RPM or less

[ ] Lights AS DESIRED

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[ ] Radios and Avionics SET

[ ] Autopilot OFF

[ ] Brakes RELEASE

TAKEOFF

[ ] Throttle FULL OPEN

[ ] Mixture RICH

[ ] Elevator Control

LIFT NOSE WHEEL (at 50 KIAS) Note: NEVER RAISE CANARD ABOVE THE LEVEL OF THE HORIZON

[ ] Nose Gear RETRACT

[ ] Climb Speed 90 KIAS

EN ROUTE CLIMB

[ ] Airspeed 90 KIAS

[ ] Throttle FULL OPEN SMOOTHLY

[ ] Mixture

USE AUTOMIXTURE OR SET TO RICH; LEAN GRADUALLY ABOVE 3,000 FEET TO MAINTAIN BEST POWER

CRUISE

[ ] Power 2000-2800 RPM

[ ] Elevator Trim ADJUST

[ ] Mixture USE AUTOMIXTURE OR LEAN AS

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DESIRED

DESCENT

[ ] Power AS DESIRED

[ ] Mixture

USE AUTOMIXTURE OR ADJUST AS DESIRED

[ ] Fuel Selector Valve BEST TANK

BEFORE LANDING

[ ] Fuel Selector Valve BEST

[ ] Mixture RICH

[ ] Landing/Taxi Lights ON

[ ] Autopilot OFF

[ ] Nose Gear DOWN

[ ] Carburettor Heat CHECK

LANDING

[ ] Airspeed Less than 90 KIAS

[ ] Speed brake EXTENDED

[ ] Over the fence airspeed 80 KIAS

[ ] Touchdown 70 KIAS, MAIN WHEELS FIRST

[ ] Landing Roll LOWER NOSE WHEEL GENTLY

[ ] Braking MINIMUM REQUIRED

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AFTER LANDING

[ ] Speed brake UP

SECURING AIRPLANE

[ ] Parking Brake


[ ] Avionics Master Switch, Electrical Equipment, Autopilot

OFF

[ ] Mixture IDLE CUT OFF

[ ] Ignition Switch OFF

[ ] Master Switch OFF

[ ] Fuel Selector Valve OFF

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Checklists O-320 powered aircraft ALPHASIM RUTAN LONG EZ 0-320 COCKPIT PROCEDURES QUICK START

The simulation of Burt Rutans world-famous Long-EZ you are about to fly is as accurate as the Microsoft Flight Simulator game engine will allow. In every way possible, it performs precisely as the real aircraft, particularly with respect to engine and flight performance. It is so accurate, you can and should use the actual Long-EZ pilots operating handbook to fly it. Here, we provide an abbreviated version of the checklist procedures, modified for Flight Simulator. We have followed the standard Flight Simulator format so you can get started flying right away; amplified procedures will be found in the Reference document. Please read the Reference carefully for more details about the Long EZ and how to fly it.

BEFORE STARTING ENGINE

[ ] Brakes TEST

[ ] Electrical Equipment, Autopilot OFF

[ ] Avionics Master Switch OFF

[ ] Fuel Selector Valve FULLEST TANK

[ ] Speed brake RETRACTED

[ ] Weight and Balance CHECKED

ENGINE START

Press CTRL+E to initiate engine auto start sequence, or:

[ ] Throttle

OPEN 1/4 INCH

[ ] Mixture


[ ] Propeller Area CLEAR

[ ] Master Switch ON

[ ] Auxiliary Fuel Pump Switch ON

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[ ] Ignition Switch START

Then:

[ ] Oil Pressure CHECK

[ ] Auxiliary Fuel Pump OFF

[ ] Flashing Beacon and Nav Lights ON as required

[ ] Avionics Master Switch ON

BEFORE TAKEOFF

[ ] Parking Brake


[ ] Flight Controls FREE AND CORRECT

[ ] Flight Instruments CHECK and SET

[ ] Fuel Quantity CHECK

[ ] Mixture


[ ] Fuel Selector Valve RECHECK BOTH

[ ] Elevator Trim

SET for takeoff; about 2/3 of the way back for nose-up.

[ ] Throttle 1800 RPM

[ ] Magnetos CHECK

[ ] Suction Gauge CHECK

[ ] Engine Instruments and Ammeter CHECK

[ ] Instrument Panel CHECK

[ ] Throttle 1000 RPM or less

[ ] Lights AS DESIRED

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[ ] Radios and Avionics SET

[ ] Autopilot OFF

[ ] Brakes RELEASE

TAKEOFF

[ ] Throttle FULL OPEN

[ ] Mixture RICH

[ ] Elevator Control

LIFT NOSE WHEEL (at 50 KIAS) Note: NEVER RAISE CANARD ABOVE THE LEVEL OF THE HORIZON

[ ] Nose Gear RETRACT

[ ] Climb Speed 90 KIAS

EN ROUTE CLIMB

[ ] Airspeed 90 KIAS

[ ] Throttle

FULL OPEN (press F3 as necessary)

[ ] Mixture

USE AUTOMIXTURE OR SET TO RICH; LEAN GRADUALLY ABOVE 3,000 FEET TO MAINTAIN BEST POWER

CRUISE

[ ] Power 1800-2700 RPM

[ ] Elevator Trim ADJUST

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[ ] Mixture

USE AUTOMIXTURE OR LEAN AS DESIRED

DESCENT

[ ] Power AS DESIRED

[ ] Mixture

USE AUTOMIXTURE OR ADJUST AS DESIRED

[ ] Fuel Selector Valve BEST TANK

BEFORE LANDING

[ ] Fuel Selector Valve BEST

[ ] Mixture RICH

[ ] Landing/Taxi Lights ON

[ ] Autopilot OFF

[ ] Nose Gear DOWN

LANDING

[ ] Airspeed Less than 90 KIAS

[ ] Speed brake EXTENDED

[ ] Over the fence airspeed 75 KIAS

[ ] Touchdown 60 KIAS, MAIN WHEELS FIRST

[ ] Landing Roll LOWER NOSE WHEEL GENTLY

[ ] Braking MINIMUM REQUIRED

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AFTER LANDING

[ ] Speed brake UP

SECURING AIRPLANE

[ ] Parking Brake


[ ] Avionics Master Switch, Electrical Equipment, Autopilot

OFF

[ ] Mixture IDLE CUT OFF

[ ] Ignition Switch OFF

[ ] Master Switch OFF

[ ] Fuel Selector Valve OFF

Rutan 61 Long EZ - Manual

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