Newsletter# 44 / January 1994
11/11/93
Dear Nat,
Enclosed is a check for the newsletter. One of these days I expect to
see N24DL published in Sport Aviation and Kitplanes. I submitted photos a
while ago.
June and I have enjoyed the airplane tremendously in this first year that
it has been flying. We traveled to Oshkosh, Lakeland, Rough River and
the Bahamas, as well as dozens of other short trips. I've got 180 hours
flying in the first 12 months. This year we plan to see Nova Scotia and
to make a trip from coast to coast also.
The airplane has been performing great. Recently I added a Performance
3-bladed prop and an LSE electronic ignition. I'm very happy with the
prop; it certainly runs smoother and the top speed is as good or better
than my old prop, though take off acceleration seems slightly lower. The
electronic ignition has given mixed results. It does start the engine
much easier and it idles smoother, and it probably burns less fuel at
altitude. But it didn't add any horsepower at the top end and the
cylinder head temperatures are up about 25 deg now (though EGT is reduced
at least 50 deg., which I like a lot; gotta protect those exhaust
valves!)
One of my winter projects is to design and build a high- accuracy engine
monitor. Most of the commercial instruments for measuring CHT, EGT, etc.
are either very inaccurate or very expensive (or both). I think I can
make a digital unit, with internal thermocouple temperature compensation,
that will be accurate to + 2 deg. regardless of cabin temp or OAT. Then
I'll know what is really going on in the engine compartment. I'll let
you know how it works out.
Regards,
Dewey Davis
Warrenton, VA
Newsletter# 45 / April 1994
Dec. 26,1993
Dear Nat,
I just received newsletter #44 and read with great interest about aft-CG
testmg. The info on the lower winglets was particularly timely as I was
just about to remove mine at the next annual "since they didn't do
anything". They'll remain a permanent part of my aircraft now.
I now have about 100 hours on the aircraft, the limited time being
reflective of the cost of avgas ($4.00 per gallon) here (Chuuk Atoll,
Micronesia). The Cozy was shipped out to Chuuk (Truk) and arrived in
August 1993. I put it together in about a week and was flying here
shortly afterwards. It was shipped in a standard 20 foot ocean shipping
container with the fuselage tilted sideways and the nose gear retracted
so the nose rested on one corner of the container. The right main gear,
which was up in the air (the left was on the floor of the container) was
supported by a wooden platform. This worked quite well and the airplane
arrived relatively intact. There was some scuffing of one strake where
I had inadequate padding against the side of the container, and one
lower winglet was slightly crushed by excessive weight placed on top of
the wing (probably about 1000 lbs of stuff.). If anyone wants more
detailed information about how the plane was packed, please write me.
I am writing an article for SPORT AVIATION about converting a Long EZ to
a Cozy, as that is what I did in this case. It is just about done and I
need to shoot only a few more pictures to finish it off.
Cheers,
Pat Colin, Box 70
Weno, Chuuk State 96942
Dec. 13, 1993
Dear Nat & Shirley,
I thoroughly enjoyed reading the Mark IV flight test update in the last
newsletter. I had heard that the lower winglets were not necessary and
intended to ask you about them. Never mind!
My Mark IV #200 is proceeding well. After 260 hours, I have completed
through half of chapter 8. My only mistake so far (which I am aware of)
was not making the fuel sight gauge depressions large enough for Vance's
gauges. The challenge so far has been building it in my single car
garage.
In August I met Gai Cadwell and flew in his three place Cozy out at
Chino, CA. Any reservations I may have had about building the Cozy were
laid to rest that day. It was incredibly comfortable (I'm 6'0') and fun
to fly. What a great plane!
Shortly thereafter I met fellow builder
Chuck Wolcott,
whose Mark IV is nearing completion. He's done a really nice job with
it, but seeing his made me realize how much work I have ahead of me. I
hoped to catch a glimpse of Todd Morgan's Cozy at the San Diego EAA open
house, but unfortunately, Todd was out of town at the time. I did,
however, meet some very knowlegeable composite builders there. Have a
great '94.
Sincerely,
Paul Stowitts
12/10/93
Dear Nat,
Just a short note to accompany my newsletter renewal. I now have 400
hours on my Cozy, and she continues to perform well. I made several
nice trips this year. A couple to Florida as well as Oshkosh. About 6
months ago I removed the left (impulse) mag and installed a Jeff Rose
electronic ignition system. It is really great. At altitude and full
throttle, there is no rpm drop when I shut down the remaining mag! At
run up, I get only a 5 rpm drop. I have gained about a gallon per hour
reduction in fuel burn (0-320 160 hp). I am still troubled by a higher
oil temp than I would like. I get 210 deg. at full throttle cruise,
using a semi synthetic oil. Do you have any suggestions?
I am about ready to re-paint the airframe. I never was too pleased with
the original job. One should not teach themselves to paint on their
airplane! Have you any suggestions on the best way to remove the old
paint? It is Deltron urethane with clear coat, and is hard as a rock.
I don't relish the thought of completely sanding the whole airframe
down!
I have my wheel pants off as I am installing taxi and landing lights in
them. I have been working on this for a year (obviously, not with much
energy). I made plaster molds and drape molded plexiglas lenses to
replace the forward 6" of the wheelpants. I mounted a 500,000 candle
power halogen lamp into a bulkhead in each pant. One is aimed straight
ahead for taxi and the other slightly down for landing. Tney are done,
but need to be repainted and mounted. I hope all is well with you and
Shirley. Have a great '94.
Ron Kidd
Dec. 7, 1993
Dear Nat,
N89CZ is now 4 years old and has over 600 hours flying. I had a few
thoughts that, based on my experiences, might help someone.
Builders using acrobatic brake cylinders with separate reservoirs should
make sure that the reservoirs are adequately vented. Failure to do this
will result in stuck, spongy, or no brakes. An AN822 elbow is adequate
for this. If you have a concern for spilling fluid because the opening
is too large, epoxy the end shut and then drill a 1/16' hole thru the
end.
If any frost forms on the Roncz canard (such as might happen while
loading the airplane out of the hanger in the early morning) it will
significantly decrease lift and extend the takeoff run. Make sure it is
absolutely clean!
When the elevator is reflexed upward (such as at high speeds and
relatively aft c.g.) the pitch stability of the Cozy is remarkable.
However, expect that control stick forces needed to change pitch also
increase greatly.
I have removed my MT constant speed propellor. At 400 hours, it is due
for overhaul. Since this can only be done in Germany, it involves a lot
of expense that I cannot justify.
Lastly, check the rudder stops during preflight. Wear can allow the
rudder to move inboard, and at low airspeeds, it might vibrate or
flutter. This can be very scary.
(Editor.- No one else has ever reported experiencing this).
Conservatively, my airplane has flown 100,000 miles. If it was a car,
it would be worn out by now.
Sincerely,
Michael Marshall
April 20, 1994
Dear Nat,
It's been awhile since I have written to let you know what is going on in
the upper midwest. My Cozy 3-place has been performing in its usual very
excellent way, even though I don't get a chance to fly it as much as I'd
like. It's been a wonderful way to meet some very interesting people.
Since last summer, I've been working with several builders. Tim Merril,
from Ft Atkinson IA is doing the finishing work on his Mark IV, and will
be at Oshkosh this year if all goes well. The Merrils have been really
making a family project out of the building. Debbie, his wife, has been
getting her hands in the goo while Tim is gone during the week. Along
with their 2 teenage sons, Jerrimie and Oliver, their progress has been
excellent. It's great to see a family working together like diat.
I've also had the opportunity to get to know a young fellow ftom the
Chicago area, Doug Koster,who needed some help building his MK IV. We
have been working together for over a year, and have become the best of
fnends. His MK IV is of Todd Morgan quality. Doug says he'fl also be on
the flight line this year. This is really exciting to see such nice
examples of the MK IV.
I've been busy myself installing a retractable landing gear in a once
fixed gear Velocity. This gave me the opportunity to see the way a
Velocity was put together, oppossed to a MK IV, and to determine which
aircraft were better, lighter, and stronger. Well, here's my opinion for
what it is worth. I feel the MK IV is a better airplane because it's
much lighter when finished, around 260 lbs. on the same hp and passenger
configuration. It's much simpler. I don't feel that the weight and
complexity of a retractable gear on a canard aircraft is worth the
expense for the little speed gained. Although it's kind of impressive to
see the wheels come up, you can't see em when you're flying. And for the
extra risk involved (no wheels) I wouldn't do a retract in a canard
design. Keep it simple!!!
Dennis Oelmann
Waterloo, IA