|LongEZ Plan Changes|
|CAUTION - This summary of plan and safety related changes for the LongEZ was extracted from Canard Pusher||.|
|†issues 24 through 82.||issues 24 through 82.† There are 150 plans changes given in this file (posted 9/2/2003)|
|There is no guarantee the list is complete or accurate. If errors or omissions are discovered,|
|please contact Marc Borom at:||firstname.lastname@example.org|
|and the list will be corrected.|
|This list extends the efforts of Joe Masone and Marc Borom through the addition of later CPs.†|
|Contributions were also made by Tim Crawford (sadly, now deceased)|
|The file may be copied into Excel and sorted by Chapter|
|Other useful links|
|The complete Canard Pusher Index as a web searchable file|
|1||MAN-GRD||24||Section I||21||8||The Bendix fuel pump called out does not have a means of safetying the bottom cap.† This is done on certified aircraft as follows: Bend the small tab shown 90 degrees, drill a #50 hole in it, safety with .032 stainless safety wire, tied to the fitting.|
|2||MEO||24||Section I||19||10||Oops!† We forgot to include the tie downs in the Long-EZ plans.† Drill a 3/8" hole through the wings,
13" inboard along the leading edge, and 9.5" aft of the leading
edge.† This will assure that you do
not drill through the shear web, but will be just aft of the shear web.† Now flox a piece of aluminum tube into
each wing, so that the tube is flush with the skins top and bottom.† 3/8 O.D. x .049w† 2024T3.† Obtain two AN4
bolts and make up a couple of removable tie downs as shown.† These can be stored in the centersection
spar when not in use.
|3||MEO||24||Section I||Sect VI See landing brake
bushing revision below under VariEze plans change.
|4||DES||24||Section I||21||Chap 7 & 21 See Safe-T-Poxy
recommendation below for fuel.
|5||MEO||25||Section I||5||1||Spacing between dimension on
fuselage sides is 10", aft dimension is 3".
|6||MEO||25||Section I||20||2||Add A,B,C, dimensions: A =
102.15"†† B = 108.35" C =
|7||MEO||25||Section I||BACK COVER||Wing root leading edge should be
113.9", not 113.4"
|8||MEO||25||Section I||19||9||Step 9.† Second line should read "form the
0.7" rib by removing foam with a rotary file".
|9||MEO||25||Section I||19||6||Step 6.† Third line down LWA7 should be LWA2.
|10||MEO||25||Section I||19||6||Lower right paragraph, LWA7
should be LWA2.
|11||MEO||25||Section I||19||7||Bottom right, 3 lines up, LWA7
should be LWA2.
|12||MEO||25||Section I||19||8||Bottom left, 2 lines up, LWA8
should be LWA7.
|13||MEO||25||Section I||20||1||Step 1.† Third line down, Add page A3 and
|14||MEO||25||Section I||2||2||Airframe bolts AN3-11 should be
|15||MEO||25||Section I||2||1||Tools.† Change "2 pcs 16 x 48" to "One piece 1/16"
or 1/8" thick x 24" x 48"
|16||MEO||25||Section I||10||2||Clarification:† Remove the word "centerline" two
places, W.L. 19.4 is correct, but is not centered on the shear web.
|17||MEO||25||Section I||4||2||Bottom right:† Clarification:† "both sides" means "left and right, on the
forward face only"!† The foam
doubler goes on aft face, with no additional plies at this time.† See Section A-A, B-B and C-C on page
|18||MEO||25||Section I||3||3||Jig table size omitted - add 3
ft x 11 ft.
|19||MEO||25||A4||Engine mount extrusions
"Chapter 6" should be "Chapter 14", 2 places.
|20||MEO||25||A5||Clarification:† The 15 ply BID pad for the aft gear attach
angle should stop at W.L. 12.35 (Don't glass above 12.35)(Chap 5).
|21||MEO||25||Section I||2||4||Metal. "3 ft of 1.8 x
1" x 1" should be "3 ft of 1/8" x 1" x 1"
|22||MEO||25||Section I||A3||Correction.† Hole for gear retract drive tube should be
1" to the right of CL.
|23||MEO||25||Section I||13||6||NG 31 is called out of R45 dark
blue foam, should be R100 1/4" red foam, see page 2-3.† Also note on page 2-3 that F28 can easily
be cut in one piece from the instrument panel foam sheet.
|24||MEO||25||Section I||BACK COVER||Back Cover Nose gear CL is a
W.L. -22 not -23.
|25||DES||25||Section I||4||3||Aluminum can be substituted for
the steel firewall, don't install fiberfrax now.† Wait until after cowling installation.† This allows you to wrap the fuselage skin
around onto plywood and allows you to layup the 1 ply inside lip on the cowl
You will then have to remove things bolted to the firewall to install the fiberfrax and aluminum.† Install fiberfrax with silicone rubber, not epoxy.
|25||a||DES||25||Section I||2||2||See changes for page 4-3
|26||OPT||25||Section I||To save work and weight
substitute UND for BID on centersection spar as shown on page 4 of this
|27||DES||25||Section I||For rough or grass fields and to
relieve stress on nosegear components, install the spring assembly (page 8)
in place of the NG 9/10A rod.
|28||MEO||25||Section I||14||2||Step 4.† Outboard LWA 1 (sketch on left center of
page) 1.0" dimension should be to outside of CS 5 and 8, not
inside.† Change inside dimension to
0.75".† Be sure to transition
edges of all metal parts with flox.
|29||MEO||26||Section I||16||3||CS119 should be 4.1" not
|30||MEO||26||Section I||10||3||Upper right drawing #3 holes
should be 1/4".
|31||MEO||26||Section I||19||5||Lower left paragraph, 3 plies
should be 2 plies.
|32||MEO||26||Section I||19||3||Last paragraph, third sentence
between "at" and "12" add "the correct place at the
wing top.† Hot wire "0"
|33||MEO||26||Section I||11||2||Lower left side, 3 lines up -
should be 2 strips, not 3 strips.
|34||MEO||26||Section I||2||1||LMGA is used in Chapter 5 not
|35||MEO||26||Section I||9||1||Landing brake paragraph - after
the word "installation" add the words "and other important
landing brake details".
|36||MEO||26||Section I||19||15||Clarification:† CS127 can be made from the drawings on
these two pages.† Use .032"
|36||MEO||26||Section I||19||16||Clarification:† CS127 can be made from the drawings on
these two pages.† Use .032"
|37||MEO||26||Section I||8||1||Sides of roll over structure
should be 13" not 12.7".
|38||MEO||26||Section I||10||3||Two places, cut 12 pcs. UND
should be, cut 6 pcs. UND.
|39||MEO||26||Section I||26||1||VariEze canopy (Chapter 22)
should be "Long-EZ canopy (Chapter 10)".
|40||MEO||26||Section I||16||3||The AN 315-3 jamb nut shown is
not supplied in the bill of materials.†
It is satisfactory to substitute a MS21042-3 nut.† Run a 10-32 tap through the MS nut before
|41||MAN-GRD||26||Owners Manual||33||After "70 to 80 psi"
add "75 to 85 psi for 6-ply tires".
|42||OPT||27||Section I||4||2||Add "alternate the BID and
UND plies that reinforce the sides of the forward face of F-22".† Note:†
Modification is not required if you have already installed these without
|43||MEO||27||Section I||18||7||Lower right "to firewall
bulkhead" should be "to aft end of canopy frame FS 117" (two
places).† See page 18-5.
|44||MEO||27||Section I||10||1||Step 1 paragraph two Refers to
two 7 x 14 x 41 blocks (two places), change this to one block.
|45||27||Section I||9||3||Move the 3/8" holes in all
four extrusions up 0.4".† Also
modify outlines to maintain original edge distances around the 3/8"
hole.† This moves the entire main gear
up 0.4", resulting in an improved gear-fuselage juncture reducing
|46||OPT||27||Section I||Revise F28 bulkhead by moving
the longeron notch down 0.25".†
This raises F28, for better fit to canopy.
|47||DES||27||Section I||Due to a probable rubbing of the
rudder cable on the aileron pushrod, the left hand rudder pulley bracket
should be moved up 0.6".† If you
have already mounted the 3 bolts in the firewall such that you cannot make
this change, you can provide cable clearance by carefully bending the rudder
pulley bracket to move the pulley aft approximately 0.2".† Bend as shown below.
|48||DES||27||A4||Increase size of firewall at top
as shown to assure adequate height to fit cowling.
|49||MEO||27||Section I||22||6||On circuit breakers, change
"roll trim" to "fuel pump".
|50||MEO||27||Section I||7||1||Section A-A.† This sketch is not accurate.† See page A2 for the correct full size
drawing.† Also note LPC #46 in this
|51||MEO||27||Section I||10||1||Step 1 Refers to Chapter 13 for
winglets, should be Chapter 20.
|52||MEO||27||Section I||8||1||Roll over structure assembly
4.5" should be 4.0", moving shoulder harness insert outboard
|53||MEO||27||Section I||2||1||Add CLI and NG5 to Brock
|54||MEO||28||Section I||24||1||Step 1, 3rd paragraph, glass
with one ply of BID.
|55||MEO||28||2||2||Bill of Materials AN970-4
Washers, should be 11 not 5.
|56||MAN-GRD† Clarification CP #25†||28||Section I||Page 6† Lower right corner.†
Long-EZ spar cap thickness.†
This box must be complied with.†
Several builders have ignored this.†
Do not omit this, you must have the prescribed amount of glass in the
spar caps, in both the centersection spar and the wings.
|57||MEO||28||Section I||3||23||Wet out Delete this paragraph
entirely and add the following:† WET
OUT - Squeegee cloth from center outward aligning the the fibers straight and
removing wrinkles.† Pull the outside
edges to straighten any wrinkles.†
Brush or stipple epoxy into any dry areas or pour on additional epoxy
and squeegee out uniformly.† Check for
excess epoxy "ridge" with the squeegee.† (page 3-11).
|58||MEO||28||A5||On the main gear mounting pads
bottom of page, two places shows only 1 ply.†
Should be 15 plies of BID.
|59||MEO||28||Section I||21||6||Section F-F† The outside strips of UND glass, the third
ply in layup #7 and #9 (shown on Page 21-4) has been omitted.† This should be shown on Section F-F (on
the outside of the tanks, directly above layup #4 directly below #3).
|60||MEO||28||Section I||21||3||Fifth paragraph.† 1/4 - 27 NTP should be 1/8 - 27 NTP
|61||MEO||28||Section IIL||37||Lycoming Engine Installation,
bill of materials.† Engine mount
hardware - under 8 #71032 rubber bushings, add:† OR 8 #6083 rubber bushings.†
This choice will depend on the size hole machined into your engine.#71032 for 1" diameter hole and #6083 for 7/8" diameter hole.
|62||MEO||28||Owners Manual||24||Add maximum landing brake
extension speed - 95 kts.
|63||MEO||28||Section IIC||3||Lycoming Engine
Installation.† Third paragraph on the
right.† MA3-SPA should be
|64||DES||28||Section I||19||17||Snub the aileron hinge pins per
instructions in this newsletter.
|65||MAN-GRD||29||Section I||There are indications that the
back injury noted on accidents (pg 3) may have been caused by the center
speed brake diagonal bulkhead being forced through the seat back after
failure of the landing gear and the airplane's belly impacted the ground.† Refer to the sketch and remove the portion
of the plywood bulkhead (part #LB9) shown to allow it to collapse without
piercing the seat bulkhead.† Double
check that the speed brake arm (#LB20 & #LB2) does not go over center
with speed brake down - recheck the 40 lb. closure force.
|67||MEO||29||Section I||5||3||Nuts on the AN6-80A bolt should
be AN363-624, not MS21042-6.
|68||MEO||29||Section I||4||1||Note at the foot of the
page.† Remove "NOT" so that
it reads, "micro slurry is used on this type R45 foam.† We do recommend slurry to be used on all
of the various foams in a Long-EZ.
|69||MEO||29||Section IIL||14||Conical engine mount.† The 7/8" O.D. x .049 cross brace tube
must be moved down in order to clear the fuel pump.† It is shown in the correct position on page 15.
|70||MEO||29||CP#28||8||Under builder hints, UND layups
on the fuselage sides should be + 30 not + 45.† This is shown correctly in the plans.
|71||MEO||29||Section I||2||1||Add to Ken Brock parts list - 4
spacers A4-84 and 2 nuts J1.25 (axle spacers and nuts).
|72||MEO||29||Section VI||2||Landing Brake - part number LB10
should be changed to make the "ear" 1/2" longer to avoid
interference with LB3.† If you bought
this LB10 part from Ken Brock, this change has already been accomplished.
|73||29||Owners Manual||66||checklist - After
"canopy-locked" add "visually confirm proper canopy latch
engagement and proper safety catch engagement".
|74||29||Owners Manual||47||Add, CAUTION prop bolts -
recheck torque (180 in.-lbs.) before next flight when a transition is made
from a wet climate (high humidity) to dry conditions.† Wood shrinkage in dry environment can
loosen prop bolts and result in flight loss of the entire propeller.
axle bolt location in the sketch on the lower left is not accurate.† See sketch below.† Warning - Note that the 1/16"
clearance between the main gear strut and the brake caliper is a mandatory
requirement.† The caliper must not be
able to touch the strut or the wheel pant or you could have an intermittent
brake or even a brake failure.† The caliper
must not be able to touch the strut or the wheel pant or you could have an
intermittent brake or even a brake failure.
LPC #75 Ensure a minimum of 1/16" clearance between gear strut and brake caliper.†
|76||30||Section I||11||5||See detail page 5.4 should read
"see detail page 11-4".
|77||30||Section I||19||18||Step 11. "Refer to chapter
6 and 7" should be "refer to pages 14-8 and 14-9".
|78||30||Section I||?||?||Antennas.†† Nav. antenna DES should be cut into two
equal lengths from a 48" piece.†
Change the length to 22.8" long, not 24".
|79||30||Section I||2||4||Chapter 13 material list. SC
fiberglass strut cover is listed twice.
|80||30||A5||2" x 2" x 1/4"
aluminum ext. shown full size page 18-3, should be page 9-3.
|81||MAN-GRD||30||Section I||19||14||Section E-E. Detail A shows the
rodend bolt on the CS 132L belhorn reversed.†
Anytime a rodend is cantilevered off one side of a belhorn, the bolt
head must be on the belhorn side, see sketches below:
LPC #86, MAN/10HRS Reinforcement of top tab welded to the rudder pedal.
|82||30||Section I||5||2||Step 2.† One ply of BID extend entire 103"
length, this ply of BID should be at 45 degree and can be in several
|82||a||Clarification||35||Section I||5||2||Plans Change LPC #82, CP 30,
page 9.† This has been causing some
confusion.† This change was simply to
clarify the orientation of the one ply BID called out in Section I, page 5-2.† This ply is not an addition.† It goes full span along the longerons and
|83||30||Section I||9||4||The AN960-1018 washers called
out should be AN960-1016 and are not called out in the bill of materials on
page 2-4.† Add 4 more AN960-1016 to
the 2 washers called out.
|84||a||MEO||30||Section I||21||5||Step 10. We omitted to tell you
to micro a urethane foam block (2 lbs.ft3 green) to the 'flat' leading edges
of the strakes, see page 21-7, cure, then carve to match proper leading edge
contour (ribs R23, R45 and the wing).
Slurry the foam and lay up two plies of UND crossing each other at 45 degrees to the leading edge of the strakes.† Lap this layup 1/2" onto the strakes top and bottom.
|85||MEO||30||A5||To right. "shown full size,
page 18.3" should be "page 9-3".
|86||MAN 10hrs||30||13||3||Rudder pedal weldments. Before
10 hours of flight the top tab welded to the rudder pedal (see section I,
page 13-3) must be reinforced per Figure 2, page 5 this newsletter.
Also change the full size drawings on page 13-3 to show the top tab per Figure 1, page 5 this CP.
|87||30||Section I||13||4||Change wall thickness on NG17 to
.188.† Change wire diameter of spring
|88||MEO||31||Section I||19||16||Part #CS127 is made from .032
|89||MEO||31||Section I||9||3||Sketch on lower left of page
shows brake line run between the gear strut and brake disc.† This is incorrect.† The brake line must run around the inboard
face of the strut.† This puts the
strut between the brake disc and the brake line.
|90||MEO||31||Section I||20||4||Step 6, says see Section III,
this should read, see page 22-3.
|91||MEO||31||Section I||19||?||Covers for the access holes,
three each side, for wing attachment can be fabricated out of .016 aluminum
sheet, painted to match you airplane.†
To install, stick over the hole using a small bead of RTV (silicone,
clear silicone rubber sealant by Dow Corning is best). The covers should be
taped or weighted into position and left to cure for at least 24 hours.† They are water-tight and keep the rain out
of the attach area.† If you need to
remove them later, a razor blade will easily cut them loose.
|92||MEO||31||Section IIL||Oops!† We neglected to cover installation of the ram inlet scoop.† This prefab part should be installed onto
the bottom cowl, permanently.† It is
floxed into place, and has a flush "pop" rivet approximately every
2" around the flange.
After cure, one ply of BID is layed up inside lapping 1" onto the cowl and the ram inlet.
|93||MEO||31||Section IIL||36||Bottom left. AN823-4D should be
AN816-4, also aeroquip 496-4 should be 491-4.
|94||MAN 25hr||31||Section IIL||36||Remove the following aluminum
fittings: AN822-6-2D† 2 ,† AN816-6D†
2,† AN823-6D† 1,†
AN912-1D† 1,† AN823-4D††
1 And -Install the following steel substitute fittings: AN822-6-2††† 2 , AN816-6† 2,† AN823-6† 1,†
AN912-1†† 1, AN823-4†† 1.
Refer to the adjacent circled items from Section IIL, page 36 to identify affected parts.† Make the appropriate changes to Section IIL, pages 13, 18 and 37.
|95||DES||32||Section I||16||2||Step 3, paragraph 1, last
sentence.† Pivot hole drilled to
23/64" (0.359).† This results in
an extremely tight interference fit,(0.016) and it would work better using a
letter "U" drill (0.368) & better yet if you then ran a
3/8" press fit reamer (approximately 0.373) through the hole.
|96||MEO||32||Section I||21||5||Drawing at lower left. Material
for fuel valve mounting bracket should be 0.062 2024-T3 aluminum.† The fuel valve handle should be trimmed
down to clear the instrument panel.
|97||MEO||32||A14||lower winglet, tip template. The
arrow pointing inboard is correct, the words, "this side for
lt......", etc. are reversed.†
The side shown is for the right winglet, transfer numbers to the other
side for left.
|98||OBS||32||Section I||22||6||Center drawing. Delete "yaw trim bracket".|
|99||DES||32||Section I||14||10||Sections E-E, F-F, G-G &
H-H.† The UND layup #3 & #4 are
incorrectly shown to lap onto the CS7 & CS8 bulkheads.† The words describing this layup on page
14-2 are correct.
Layup #3 & #4 are layed up onto CS2 & CS3 in Sections E-E & F-F and only onto CS1 in Sections G-G & H-H.† Applies also to 14-11
|101||MEO||32||Section IIL||37||Add to the Brock parts list -
two spacers, part #SP-5.† These
spacers are used as stand-offs to bolt the gascolator to the firewall.
|102||Clarification||32||Section IIL||37||CLARIFICATION.† Part #LL-4 is used to stand off the
mixture cable clamp, and is shown as a 5/8" long stand off tube on page
Part #LL-3 (page 37) is used inside the AN111-4 bushings in the throttle & mixture arms, and is shown as a 1/4" x 3/16" x .25" spacer on page 17.
|103||DES||34||Owners Manual||21||First paragraph, "carbon
dioxide-type" should be "dry type fire extinguisher".
|104||MEO||34||Section I||20||2||Second paragraph, "3rd ply
is on the upper surface only" change "surface" to
"winglet" to clarify.
|105||MEO||34||Section I||6||3||The 1" x .7" x 3" wood doubler should be glassed over with 1 ply BID at 45 degrees, lapping .4" onto F28, top longeron and fuselage side.|
|106||DES||34||Section I||22||3||System II with alternator.† The wiring diagram does not show an
alternator circuit breaker between the B plus alternator terminal and the
battery.† This protection is very important
and the circuit breaker should be sized to the maximum output of the
alternator.† For example a 35 amp
alternator should have a 40 amp breaker.
|107||MEO||34||Section I||19||8||Step 10 clarification.† The root of the aileron should be cut at
90 degrees to the trailing edge along the line on the top skin to the hinge
line defined by the 5.9 dimension.
This cut is a vertical plane and will not pass through the point on the bottom skin that is defined by the 7.6" dimension.
|108||MEO||35||Section IIL||7||†The brake master cylinder is shown mounted on the inboard side
of the CS73 bracket on Page 7, which is correct.† It is incorrectly shown outboard of CS73 on Page 13.
|109||MEO||35||Section I||2||1||Add the following to the parts
listed on page 2-1 of the Long-EZ plans under "custom prefab parts"
by Ken Brock Mfg.;† Lycoming exhaust
system, Dynafocal engine mounts,†
Conical engine mounts,† A484
back up rings (4 required 2 each), JI.25 axle nuts (2 required),† LE2-LL landing light mount kit,† LMBG1 forward main gear attach brackets
(2),† LMBG2 aft main gear attach
|110||35||Owners Manual||22||Add the following to the Owners
Manual, page 22 under "Engine Out" "A windmill start uses less
altitude if you initially dive steeply to rapidly attain 135
|111||MEO||36||Section I||16||4||Universal joint CS120, should be
MS20271-B10, not AN271-B10
|112||MEO||36||Section I||9||1||top right "Refer to Chapter
8" should read "refer to Chapter 14".
|113||MEO||36||Owners Manual||32||Aileron mass balance - it reads
"level to 10 degrees nose down", should read per Section I page
19-9 bottom left - "The aileron must hang between the angle that makes
the bottom surface level and the angle that makes the top surface level after
|114||MEO||36||Section I||22||3||Gear and canopy warning wiring
diagram.† For clarification add the
correct call outs for each connection to each switch, i.e. C (common), NO
(normally open), NC (normally closed).†
See sketch pg 9.
|115||MAN-GRD||36||Owners Manual||30||Bottom of the page add -
"Builder experience has indicated that it may be possible to spin a
Long-EZ when at or aft of the aft CG limit.†
Analysis indicates that the spin mode or recovery would not be
effected by power.†† Recovery should
be forward stick, rudder against rotation and ailerons neutral or with the
|116||a||37||Owners Manual||30||Change aft limit from 104 to
|116||b||Note a1||Section IIL||The engine installation plans
update and supercede information in Section I.† Do not do any work aft of the firewall without having Section
IIL in your hands.
|116||c||Note a2||Section IIL||Section IIL also has lots of
information on engines, which may help you to make your selection.
|116||d||MAN-GRD||39||Section I||23||3||CAUTION:† A number of builders have not installed
the metal shields in the wing root areas as called out in Section I, Page
23-3 of Long-EZ plans.
It is possible that exhaust system radiated heat can damage the foam in the root of the wing.† The metal shield eliminates this problem
|117||40||Section IIL||10||The Lycoming #STD 619 washer
should be replaced with an AN970-6 washer.†
The Lycoming washer has too large a hole allowing it to slip over the
1.84" long spacer.† This allows
the rubber bushings to be crushed more than they should be.
|118||41||High Perf. Rudder||R2||Top
left hand corner.† The sketch shows
the hinge attach screws and nutplates to be on the rudder and the rivets to
be on the winglet.† This is in fact
reversed as can be seen in Photos #23 and #24.
The hinge should be permanently mounted into the rudder with rivets and the attach screws and nutplates should be in the winglet.††† Clarification:† The dimensions shown are what we used to mount these rudders in 3 different Long-EZs and are correct.
The 39" dimension from the top of the rudder down to the "kink" in the rudder trailing edge is a reference dimension.† The "kink" in the rudder varies from plane to plane.
To lay out the rudders on your winglet, follow the instructions exactly as called out on Page R-1.
|119||43||Section I||14||7||parts #LWA4 and LWA5. Increase
the size on 8 LWA4 from 1 1/2" x 2" to 1 3/4" x 2" and on
two LWA5 from 2" x 2" to 2 1/4" x 2".† The increase is in the vertical dimension
and is to allow more leeway when drilling the 5/8" wing mounting
holes.† Several builders have come
very close to the edge of these parts, a couple have actually broken
out.† Breaking out is cause for
|120||43||Section IIL||6||Paragraph 2.† There should be 4 AN509-10R8 screws in
each top attach point.† LPC #100,
CP32, page 7 incorrectly called this out as 3 screws.
|121||45||High Perf. Rudder||For new construction only -
install the rudder cable conduit in the wing so that the conduit is 1.5"
aft of where it is shown on the full sized pattern on Page A-12 of the large
'A' drawings supplied with Section I of the plans.
|122||MEO||46||New Canard||B||top right, third paragraph
down.† AN2-21A bolt should be
AN4-21A.† Also the 2 1/2" long
spacer should be 1 3/4" long.
|123||MEO||46||New Canard||C1||right corner of the page - the
dimension 64" should be 65" and the dimension 10" should be
11".† The elevator lengths shown
are correct and should NOT be cut down.
|124||MEO||46||New Canard||C4||Shows 7 x 14 x 64 foam
block.† Clarification:† FB-1 should be 7" x 10" x
54", FB-2 should be 7" x 9 1/2" x 14" and FB-3 should be
4" x 7" x 54" - NOTE:†
Inboard cores (with spar troughs 54" long) are cut out of FB-1.
Outboard cores (no troughs) 11" long are cut from FB-2.† Elevators are cut out of FB-3.
|125||MEO||46||New Canard||C4||calls out the length of the
3/16" stainless hinge pins, NC-8R as 36".† This is correct.† On
page C, bottom right it is called out as 34", this is not correct but
will work ok if you have already cut the material.
|126||MAN-GRD||47||Vortilons on the leading edges
of each main wing are mandatory - see this CP, Page 15
|127||48||A mandatory inspection of your
nylon brake lines is required before next flight.† If these brake lines have been directly exposed to radiating
heat from the brake discs, or to sunlight (UV) they must be replaced.
|128||48||Main gear attach.† Inspect with a mirror and a flashlight to
determine if the gear attach tabs have slid aft on the LMGA steel tube.† We have received two reports of this from Long-EZ
flyers.† This is not a structural
problem, but may cause the nylon brake lines to be pinched between the
trailing edge of the main gear strut and the fuselage side where the gear
comes out of the fuselage.† If you
find any evidence of movement in this area, please let us know.† Pry the gear forward to its proper
position on the LMGA tube then fill the gap between the aft attach tab and
the aft aluminum extrusion on each side with flox.† Allow to cure for 24 hours before flying.
|129||48||†New Canard Roncz 1145MS||The NC-2 elevator hinge inserts
must be installed correctly as shown in the full size cross section drawing,
page C1.† The hinge pin hole should be
aft as shown.
|130||MAN-GRD||49||Owners Manual||16||Add to owners manual page
16.† "Clear" idling engine
every 15 seconds or so on the approach.†
Also, always fly final with the speed brake and at an altitude to
allow reaching the runway without the engine after retracting the speed
brake.† Accounting for deceleration to
the stall speed, this can be done from a 3 degree flight path at 1/2 mile
|131||MAN-GRD||49||Modify the roll and yaw control
systems between the firewall and the aluminum protective ribs at the wing
roots by substituting 4130 steel or any stainless steel for all aluminum
components with thickness less than 0.1 inches.† This includes tubes, pushrods (with inserts), pulley brackets
and bellcrank brackets.† Apply Ocean
No.1644 Flexibilized - Intumescent Fireproof Coating Compound to the engine-side
surface of the aluminum wing root shield ribs.
(cont'd. in next block below)
|131||MAN-GRD||49||Apply Ocean 1644 Intumescent to
the aft surface of the centersection spar including interior flange surfaces
between the existing firewall and the wing root rib.† If your Fiberfrax shield is aluminum
rather than the stainless steel option,†
coat its aft surface with Ocean 1644 Intumescent.† Inspect all fuel system plumbing and fuel
system components for approved fireproof components.† Substitute approved fireproof components
(steel or stainless) for any aluminum components and be sure that fireproof
sleeves are used on all hose components.†
Any exposed aluminum tubing or fittings should be corrected with
approved stainless steel or steel aircraft fitting.†
|132||MAN-GRD||51||If your gascolator bowl is aluminum, wrap it with approved fire sleeve material similar to the hose sleeves.|
|134||DES||55||Static ground for potential fire
problems. See CP for details.
|135||DES||57||Remove, inspect & if
necessary, replace the Facet fuel boost pump per page 11 in this
newsletter.† CP58 recomends Nylon foot
valve on the inlet side and a nylon plunger valve on the outlet side are
|136||MAN-GRD||57||Install in owner's manuals and
cockpit.† Also, assure that the other
placards in the owners manual (Pg 24) are installed.† WARNING! -- STATISTICS INDICATE THAT
AMATEUR BUILT AIRCRAFT ARE MORE LIKELY TO HAVE AN ACCIDENT, INCLUDING A FATAL
ACCIDENT, THAN FAA CERTIFICATED, MANUFACTURED TYPES.† WHILE STRICT ADHERENCE TO OPERATING
PROCEDURES CAN REDUCE THIS RISK, THE HAZARDS ARE SIGNIFICANT, PARTICULARLY
DURING INITIAL FLIGHT TESTING OR WHEN OPERATED IN A NON CONSERVATIVE
|136||MAN GRD||57||Conduct an inspection or provide
a certification that the elevator quality regarding correctness of laminate
schedule, orientation of plies, numbers of plies and workmanship relative to
the weight of the layup and straightness of the primary surface is correct
See pg 8† Above all, be certain that
your elevators meet the balance hanging angle of 12 to 20 degrees after
|137||MAN GRD||58||See Pg 8&9 on belhorn
failure.† Replace aileron belhorns
within the next 25 hours of†
flight.† If ailerons are
vibrating, you must re-balance.
|138||MAN GRD||62||7||Inspect exhaust system every
time cowl is removed or every 50 hours.
|139||MAN GRD||63||10||Always fuel aircraft in level
attitude when needing full fuel tanks.
|140||MAN GRD||65||Polyurethane fuel and vent
lines.† Mandatory Inspection before
next flight.† Mandatory inspection of
throttle/mixture springs.- See article this CP.
|141||MAN GRD||66||9||INSPECTION Inspect elevator
torque tubes for corrosion.
|142||MAN GRD||71||5||ADD TO THE
MAINTENANCE/INSPECTION SECTION OF MANUALS -- .
|143||MAN GRD||71||5a||PREFIGHT CHECKLIST† Check all skin surfaces of wings, canard,
winglets and control surfaces for cracks, dents, or bulges and for evidence
of interior foam damage (skin moves when you push on it or has a dull thud if
tapped with a coin).† Do not fly if
structure is damaged beyond the limits noted in the 25-hour inspection (page
|144||MAN GRD||71||5b||COMPOSITE STRUCTURE† WARNING - The foam core in composite
control surfaces, wings, canard and winglets is easily damaged by solvents,
including solvents found in paint primer, most cleaning products and, of
course, oils and fuel.† Never wash the
structure with anything but soap and water.†
The smallest invisible pinhole through the epoxy surface structure can
allow intrusion of liquids or vapors that will attack the styrofoam
core.† A void or dis-bond (separation
from the skin) will weaken the structure and can result in a fatal
accident.† The foam core can also be
damaged by local concentrated loads such as a dropped tool or by using your
shoulder to set the gear.† Never use a
wing as a workbench or to stack luggage.†
Treat all composite skins like eggshells.
|145||MAN GRD||71||5c||EACH 25 HOURS† Conduct a general inspection of all
composite structure.† Any visible
crack must be investigated to determine if it is only paint and filler damage
or if it extends into the fiberglass structure.† All paint and filler cracks should be repaired or sealed to
prevent water intrusion.† All
fiberglass damage must be re-painted before flight.† Check skin surfaces for evidence of depressions or bulges that
indicate a failure of the underlying foam core.† Note the integrity of the underlying core by pushing on the skin
and tapping with a 25-cent coin.† Good
core is indicated by a sharp "tap" or "knock" noise.† Bad core is indicated by a "dull
thud".† Listen carefully as you
tap and mark with a grease pen directly on the skin the boundary of any
suspected dis-bond area.† Ground the
aircraft if any core damage area is larger than the following:† Fuselage, wing/canard - 3"
diameter.††† Winglet, control surface
outboard wing - 2" diameter.†
Repair per instructions in the annual/100 hour below.
|146||MAN GRD||71||5d||ANNUAL/100 HOUR† Conduct a very careful 100% skin surface
coin tap, surface stiffness and contour smoothness inspection.† Include interior areas in fuselage, cowl
and wing with wings removed.† Repair
all suspect areas (even 1" diameter ones) by drilling #50 holes and
injecting epoxy in one side of the void/bulge/dent area until the epoxy vents
out the bulge (any divergence from the intended smooth contour) must also be
repaired and reinforced per the standard repair methods in the plans.
|147||MAN GRD||73||10||Engine mount weldment inspection
before next flight is required.† Using
a bright light, carefully examine the tubing close to each weld in the entire
weldment.† Look for hairline fractures
or cracks.† See page 1, this CP.† Please report any cracking or failures
found to RAF.† If at any time during
flight you should feel any unusual vibration, land and check the engine mount
|148||MAN GRD||79||10||If you use a 6" long or
longer prop extension, remove the cowling and spinner and carefully inspect
the prop extension using a strong light.†
Look for machine tool marks (chatter marks) in the two radii or a radius
smaller than 1/4" or hairline cracking in the anodized finish in the
radii.† This is particularly critical
if you have a Lycoming 0-360 engine.†
Discovery of any of these flaws is a ground-the-airplane problem.
|149||MAN GRD||82||14||Add High Density Altitude
Takeoffs information to pilotís handbook.
|150||MAN GRD||82||15||Check fuel pump and carb for
leaks which result in fire danger
|DES||Desired - strongly recommended but not requiring† grounding of the aircraft.|
|MAN-GRD||Mandatory.† Ground the aircraft.† Do not fly until the change has been accomplished.|
|MAN-XXHR||Mandatory.† Accomplish the change at next convenient† maintenance interval or within XX flight hours† whichever comes first.|
|MEO||Minor error or omission.|
|OBS||Obsolete by a later change.|
|OPT||Optional - does not effect flight safety.|