Newsletter# 65 / April 1999
Dear Nat,
You know I am an instructor and have taught my friend BARJOM, who wasn't a pilot, how
to fly, and he is 64 years old!. He wanted to learn in his Cozy Mark IV. My opinion was
that it wasn't a good idea, but he insisted very hard and I agreed. I permitted him to fly
solo after 116 landings with me because the airfield is a little difficult (there is a
little town near the beginning of the runway, and the final is very short). My friend has
now more than 400 landings and is very happy with his aircraft (he is like a child with a
new toy).
I taught him a classic good pattern with these speeds: climbing 90 kts, downwind 100
kts, base leg, 90 kts, and short final 80 kts. In climbing after rotation, gear up. On
downwind, gear down and fuel pump on (no carb heat because it is summer) and on final,
landing brake. My goal was to automate his behavior pattern. No problem. You and your wife
have a good year.
Gerard MAUREL
Quissac, France 1/19/99
Newsletter# 67 / October 1999
Hello Nat, I'm flying LN-USA (that's my call sign) serial #112, a Cozy MKIII built
originally by Rune Rostrup and first flown in Dec '89. I live in Norway and have
accumulated some winter operating experience. I bought it from Rune in '96, and 2 months
later my friend crashed it (an ex F-16 instructor and Airline Chief Pilot) and removed the
landing gear, scrubbed winglets, etc. I have spent 1600 hrs rebuilding it and had my first
flight 3/25/98. Accumulated flying hours now passing 150, and only minor squawks. It flies
great and guess what? The plane ended up 40 lbs. lighter after rebuilding! 20 lbs was
oversized electrical connections, extra battery cables, etc. Empty weight is now 880 lbs.!
I'm 35 yrs old and from the "old school" - keep it light and simple and 100%
strictly by the drawings! I have an 0-235 but still get a max cruise of 148 kts (172mph)
without wheelpants. I will upgrade the plane with an 0-320 engine, since I'm operating
mostly out of 800 meter (2600ft) runways. I took my license in 1984 and put a lot of time
flight testing LN-USA. The best flight testing program ever performed in Norway, the EAA
folks told me. The test program was built around NASA documents and Test Flight Cards,
etc. Have a lot of info if anyone is interested. I do agree 100% on your attitude on
changing the specs, as people tend to do in the US. Here, it is not tolerated by CAA. Some
of the builders worry too much and should complete their babies per drawings and not
incorporate all the smart-brain changes they can come up with. LN-USA is a 100% built Cozy
III as per plans. It is warm in the winter and oil cooling has never been an issue. Some
tips to other Cozy / canard flyers: Never takeoff with the plane if there are any remains
of snow, water, etc on the wings. I have the GU canard. Rain increases takeoff distance by
10%. Canards do not accumulate ice as easy as C-172s and the like, BUT never ever fly in
icing conditions. You will experience pitch down trim changes (GU) even after minimal ice
accumulation. Ice builds on the canard first. Oil cooler mounted low and aft in the
cowling always give good cooling. Battery should be mounted on the centersection spar, BUT
I recommend the sealed battery type to avoid acid leaks. Cabin heat is provided from a
muff around the exhaust pipes. Works great and never cold on my feet even in -25 deg.
Cent. Oil vent should not come out in clear air during cold weather operations. It will
ice and finally be closed due to ice. This is a well known problem with arctic flyers.
Make a small hole in top of the oil vent line to secure for this. Then you will not have a
problem losing you crankshaft oil seal, and all your oil. Forget all electric trim
gadgets. Electrical trim is a waste of money. The plans manual type is 100% sufficient.
One million thanks for your conservative attitude toward changes, from the only Cozy
driver in Scandinavia, so far....... Morten Brandtzaeg
Norway 6/17/99