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 alphasim1@alphasim.co.uk
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

alphasim1@alphasim.co.uk
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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 12
th
, 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: 94.8ft
2
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.
47 | P a g e
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
48 | P a g e
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

49 | P a g e

50 | P a g e
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
51 | P a g e
[ ] 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

RICH
[ ] 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
52 | P a g e
[ ] 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
53 | P a g e
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

54 | P a g e
AFTER LANDING

[ ] Speed brake UP

SECURING AIRPLANE

[ ] Parking Brake

SET
(press CTRL+PERIOD)
[ ] Avionics Master Switch, Electrical
Equipment, Autopilot
OFF

[ ] Mixture IDLE CUT OFF
[ ] Ignition Switch OFF
[ ] Master Switch OFF
[ ] Fuel Selector Valve OFF

55 | P a g e
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

RICH
[ ] Propeller Area CLEAR
[ ] Master Switch ON
[ ] Auxiliary Fuel Pump Switch ON
56 | P a g e
[ ] 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

RICH
[ ] 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
57 | P a g e
[ ] 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
58 | P a g e
[ ] 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

59 | P a g e
AFTER LANDING

[ ] Speed brake UP

SECURING AIRPLANE

[ ] Parking Brake

SET
(press CTRL+PERIOD)
[ ] 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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AlphaSim Rutan 61 Long-EZ Manual

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