From my experience in fighters, GA, and centrifuges, 2-4 Gs are kind of fun to fly---you get that cool squished down feeling from gravity tugging on you. In the 6 G range---sustained (where Tomcats like to fly), it is pretty much a workout. The G-suit is squeezing the crap out of you, the G-straining maneuver (otherwise known as the Hook) is tiring---and after only a couple of minutes you are sweaty, out of breath, coughing (G-hack), etc. Nine Gs just plain hurts (never wore combat edge gear---so don't know how much that helps). I have never been to 9 Gs in a plane (even though I have 10 or more hours in a plane that can do it (F-16)-----but I have been to 9 in the centrifuge. Came out like everyone else----G-measles. Hundreds of little red dots (broken blood vessels) on my legs where the G-suit did not cover them----and on my arms.
The Longez and Cozy (Cozy rated to a little less Gs) have plenty of G to play with to have fun. And as you can see from prior posts, it is going to be hard for you to get there unless you purposely abuse the airplane. The canard has gone thru several static tests---and as you can read for yourself, it appears that it has a safety margin somewhere between 2-3----which is good. Don't pull beyond the stated value (5 Gs).
The allowable envelope may be -2 G. However, keep in mind that when you unload to less than 1 G----and get close zero------and feel your butt lift off the seat-----that is what your fuel is doing too----and your engine will stop. As soon as you put G back on the plane, the engine should start back up (should...)----but I am not big into having engines stop.
I was demonstrating stalls and pitch buck to the guy I sold my Longez to. My Longez at "stall" had a slight pitch buck and would keep climbing in the "stalled condition"----nice thing about an O320. When you are done with the stall and want to transition back to cruise, you just relax the stick a little. The new guy decided to not gently relax the pressure----but to shove the stick forward. Ok---I (we) hit the canopy. Whatever was in my lap was now somewhere else. We were now heading straight down----and with no motor noise------200 indicated coming up real quick. I called that I have the plane-----smooth pull on the nose back to the horizon----and the motor started back up.------Watch the negative Gs (or really anything less than 1).
In the Tomcat, we never really go to neg G operationally. We go to zero G all the time to extend and "bugout". When you unload to 0 G, you get rid of most of your drag due to lift---and can accelerate extra quick. Our engines can only take that maneuver for a certain amount of time at Military rated power (much less than a minute)----and even less in blower. The only time we would really go to neg G was for a maint flight. One of the checks is a neg G FOD check. It is neg 1 G (inverted flight)---not extremely comfortable-----sitting on your head rarely is---and you get to see all the dirt, crud, and loose parts hit the canopy
When you own your airplane---other considerations come into account. The engine sitting on the back is pretty expensive (at least it is to me). I pretty much baby it. I don't really like to put lots of G on the plane, nor put lots of gyroscopic forces on it. I never do descents less than 15 inches to prevent ring chatter, don't take off until the engine has good oil temp, etc.
The Longez and Cozy are fun cruising machines----lots of fun to fly formation in. If you want any more than some mild acrobatics like wingovers, you really need to get another plane.
So what am I trying to say... You have enough G on the plane to have some fun---don't hurt yourself. You are not missing anything in the neg G category. You are not missing anything beyond 4 Gs. The only thing you are missing is the 0 G---which I don't recommend in the Long or Cozy. Lots of fun in a plane like a P-3---get to "fly" across the tube---or hang out in mid air!
