Hangar Flying

Congrats on your Long EZ.
I believe the rudders are intended to be installed vertical,
positioned for optimal operation during landing or maneuvering rather than comfort.  
During the restricted period i adjusted the rudder cables away from the initial position
some and arrived at a good comprimise for me.

While one would assume your rudder pedals are correct,
for a good starting point you might become more familiar with the intended design
versus your installation and consider an adjustment. Minimal labor and the price is right  

I believe you described the two position options we are all familiar with, either on or through the pedals.
For consideration by new builders, I have a third option of pulling my knees up aft of the instrument panel.
I built the leg openings two inches higher with the top of the instrument panel also built two inches higher.

As for seating in cruise, i have a lower two inch false bottom floor under my upholstery, and an upper wedge made of the
console foam and glass that makes the actual seat back angle 37 degrees rather than the plans' steeper angle.
It is about two inches thick at the top and goes to nothing about 4 inches above the fuselage floor,
above the protective tail bone hard point opposite the speed brake bulkhead.

My main offering here- at least one person reported getting his shoestring caught on the rudder,
 and only after significant effort getting the foot loose and back in position for landing.
I keep lightweight slip-on shoes in the plane and use them most flights.
Good flying-

Interestingly, the answer to your initial question about lowering landing speed is yes. This has been done.

A main wing has been modified to provide slower landing speed, successfully, with no change to the canard.

So the answer to my question,
>>If the main wing is modified to provide improved
characteristics and would reduce landing speed significantly, say ten mph,
is a corresponding and equal modification required to the canard?<<
in at least one example,

-- is no.

Howdy Marc-

A few more thoughts on your reduced approach speeds,

http://www.ezchronicles.com/blogger.html

A Christmas note from EZ Chronicles at http://www.blogger.com/post-edit.g?blogID=31577742&postID=5687145190613267551

Each year during the VariEze annual inspection process i figure out a way to have 2 or 3 A&Ps stop by
for 30 minutes or so each. At least.
In the course of something basic like adjusting the valves, I often learn something again,
or learn something different from whatever he is actually doing.
A little time and money well spent.

So i am intrigued as to indications, and what Snappy and his A&P would
do to check out this motor for damage from a high heat shutdown.
Thanks,
Good flying-

Tires sold
Thanks for the inquiry

Looking through your full wing fence notes some more brings several wonderings to mind.
The proven vortelons and trailing edge fences are certainly effective, each on their own end of the cord. For one thing, you wonder if the full fences as in your picture would be even more effective in taming spanwise flow. Second, you wonder about the net result of the added drag. So many things going on out there!

Three, it has occurred to me that if installed on the wing root or cowl the full fences might also help in directing the air into the prop better.

Forth, if some larger fatter TE fences work better, how about the full fences?

Maybe minus one, at the same time its interesting and prudent to notice that the Ezes have flown with these smooth wings for about thirty years. Success works.

Another wondering is triggered, related to the effects of the wing being in the canard's airflow. The full fences would certainly be somewhat influenced. Again, the net effect would be interesting. Hope you have a sharp eye and pencil.

I once heard that the Eze wings worked better because of the canard's special influence. The value of that comment was worth at least what i paid for it. I think there is a sliver of truth in that pie that would need to be picked out delicately.
Some have raised the canard tips. On the other hand, in the NASA VariEze wind tunnel testing seems i read that they remounted a canard on the lower side of the fuselage and it made little difference.
On my VariEze, visible with yarn, the curved canard tips produce a relatively small three inch vortex back to the wing. Surely that's good, and resulted in at least another 5 extra knots!
Of the various efforts to effect or minimize or recover from the canard flow, they all seem to have worked. Aren't we all smart  

Thanks for triggering our interest. Will look forward to hearing about what you learn.

Howdy Barney
Used tow layers BID for the fences. The outside shape was trimmed using parallel straightedges laid on top of and under the wing alongside the fences. So the fences begin just aft of the thickest part of the wing cord. The aft edge of the fence is the depth of the cord. Heard they should extend aft of the wing trailing edge a couple of inches.

For a mounting flange, consider laying up one or two layers BID in place on the protected wing covered with a layer of Peel Ply. After cure, remove from wing. Remove the peel ply and install the flange base with corner tapes. Don't have to stand on your head to do lower flange this way. Replace on the protected wing for cure.

Far as i know there is no published location demension. Equa-distant seems to work fine. Instead of putting one right next to the winglet, I considered the winglet as a 4th fence. Great idea to get perpendicular installation using the string and newspaper technique.
Good flying