First, let me suggest that you post safety related questions of this (or any other) related nature on a forum that has more members, viewers and activity - you'll get far more response and from far more people.
Despite the aircraft having done three test pilot flights, I have to prove the safety aspects of the installation and the effects on 'stalling' speed - it nods at 50 kts.
At what CG does the nose bob at 50 KT (I assume KIAS - you don't state whether KIAS, KTAS or Kt GS). At what Gross Weight does it bob at 50 Kts (I'll assume IAS for expediency)? Have you tested the stall speeds at forward most CG (97") all the way back to aftmost CG (103"), and with weights from minimum achievable up to your proposed 1600 lb. MGW? At all intermediate combinations as well? And accelerated stalls, from 0 to 60 degrees of bank? Once you've done all that, you'll actually know the characteristics of your plane - until then, you don't.
I found that Micro Aerodynamics declare, and issue a placard, of airworthiness provided no more than 5 VGs are missing.
At least in the USA, there is no such thing as "airworthiness" for experimental aircraft - only type certificated aircraft can be "airworthy". Don't know if it's the same in the UK. In any case, Micro Aerodynamics can have no knowledge of and can make no categorical statements regarding the safety of a plans built, one off experimental amateur built aircraft - them saying "up to five missing VG's" is a good start at understanding the possibilities for your plane, but not particularly meaningful.
I can supply photos of the installation but am short of a suitable/professional diagram of placement and chord etc detail that would satisfy the scrutineers Can anyone point me in the right direction?
So here:
http://cozybuilders.org/cad_files/down near the bottom under "Miscellaneous" are some PDF's of VG size and placement used for COZY MKIV's. The Long-EZ would be essentially identical, measuring from the strake/wing intersection for the wing placement and from the fuselage side for the canard placement.
But whatever documents you provide, only a full test program and results presentation will show that the plane is, in fact, safe within the approved operating envelope under all circumstances.