PlaneFox tracks 1 Long-EZ aircraft for sale and re-reads every one of them from the broker and dealer sites it watches, so the figures below move when the market moves. Every number on this page is measured from those live listings, not taken from a published price guide.
A Rutan Long-EZ flies about 1,750 nm, roughly 3,241 km, which is about 14 h in still air at typical cruise.
A Rutan Long-EZ costs about EUR 1,393 a month to run, or about EUR 139 for every flight hour when it is flown 150 hours a year.
The Rutan Long-EZ is a two-seat, plans-built experimental aircraft designed by Burt Rutan and sold through Rutan Aircraft Factory. It first flew in 1979, with plans released in the early 1980s and many examples completed by amateur builders over subsequent decades. The aircraft is a canard, pusher-propeller design with tandem seating, composite construction and retractable nose gear. It matters in the used market because it remains one of the most recognized Rutan designs, valued for efficient cross-country performance, distinctive handling and a large base of builder knowledge.
Performance varies significantly with engine choice, propeller, empty weight and build quality. Typical Long-EZ examples cruise in the region of 140 to 160 knots, with economical fuel burn compared with many conventional two-seat aircraft. Range can exceed 1,000 nautical miles in well-equipped aircraft with the standard wing fuel capacity, although practical range depends on reserves, fuel system details and loading. Useful load is commonly in the several-hundred-pound range and should be checked against the individual aircraft weight and balance data rather than assumed from generic figures. The design is commonly powered by a Lycoming O-235, with some aircraft using O-320 installations or other experimental-approved configurations. Published service ceiling figures are high for the class, but real-world capability depends strongly on engine installation and cooling.
The Long-EZ seats two in tandem under a compact canopy, with the pilot in front and passenger behind. Cabin width is limited, baggage space is modest and entry requires stepping over the fuselage side into a reclined seating position. Visibility is good forward and laterally, while ground handling and taxi sightlines reflect the canard layout and nose-low parked attitude.
There is no standard factory avionics suite such as Garmin Perspective or G1000. Installed panels range from basic analog instruments and handheld GPS support to modern experimental glass panels from Garmin, Dynon, Advanced Flight Systems or similar suppliers. Buyers should evaluate electrical system design, antenna placement in composite structure, ADS-B compliance and documentation of any panel rewiring.
Condition and workmanship drive Long-EZ value more than model year. Important checks include composite structure, main spar areas, fuel tank sealing, landing gear bow condition, nose gear mechanism, control system rigging, cooling effectiveness, engine mount condition and complete builder logs. Canard type is also important, as many aircraft were upgraded from the original canard to the Roncz canard to improve rain handling characteristics.
Common upgrades include O-320 power, electronic ignition, constant-speed or composite propellers where appropriate, electric nose lift systems, improved brakes, modern EFIS avionics and refined cooling inlets. In the used market, the Long-EZ typically sits as a specialized, efficient experimental cross-country aircraft rather than a general-purpose trainer or utility airplane.