[Cozy MKIV Information]
COZY NEWSLETTER #36
Table Of Contents
Last fall we made a basic decision that finishing the plans model Mark IV should be our top priority, and to concentrate on that before trying to publish Section II. There were some good reasons. First, we need to verify procedures and dimensions for the work in Section II, and also get more pictures. Secondly, we am having quite a few builders and prospective builders stopping in or asking to stop in to see the plans model Mark IV - In the meantime, if any of you complete everything in Section I and have run out of work and are chomping on the bit, send us pictures of your progress, and we will try to furnish you with xerox copies of additional chapters.
We took 10 days off, over Thanksgiving, to go back up to the cold country (and 3 ft. of snow) to visit our kids and grandkids. For the first time, we did not have someone in our house to answer the phone and mail. We were reluctant to explain on our answering machine that we would be gone so long. Instead we tried interrogating our answering machine from long distance each day and tried to answer as many of the calls as possible. If this inconvenienced anyone, we apologize. The plans model Mark IV is coming along quite well. The canard has been fitted to the fuselage and is in primer. The winglets are installed on the wings, the wings have been fitted to the centersection spar, the wings have been contoured with micro and are in primer. We have received all of the new parts from Ken Brock, except the canard torque tube offsets, but those should be available shortly. The fuselage is on the gear, all of the new nosegear parts are now installed, and we are very pleased with them. By way of reminder, the new parts can also be installed in the 3-place Cozy for anyone willing to make a few changes:
Their Programmable Ultimate Scanner is really an engine analyzer. It has two LED displays, one for EGTs and one for CHTS, and displays both simultaneously to a 1 deg. resolution, and scans up to eight cylinders. It has limits which can be set to assist or alert the pilot in managing engine operation. We will set ours up for 10 temperatures, i.e. 4 EGTS, 4 CHTS, I OAT, and 1 cowling exit air temperature. The latter will serve as our fire alarm.
Electronics International's tachometer is a real gem. RPM is displayed on an analog scale and digitally on an LED with a 10 RPM resolution. A red light appears if rated RPM is exceeded - It records engine hm cumumvely, starting when RPM reaches 1300, making a hobbs meter unnecessary. It also records flight time, starting when engine speed exceeds 2000 RPM and ending when it drops below 1200 rpm. Their Oil Pressure/Temp gage has analog scales with both high and low limit red lights as well as digital readout to 1 psig and 1 degree. Their Volt/Ammeter has a digital display with 0.1 volt and 0.1 amp resolution and a warning light to alert the pilot if the battery is discharging.
Electronics International appears to us to be state-of-the-art in engine instruments. Both Wicks and Aircraft Spruce carry these instruments.
My dad was flying on a trip to Colorado Springs in July with a friend. They just re-fueled in Gallup NM. The gross wt. was about 1520 lbs. It was about 100 deg. F and Gallup is 6469' MSL. This put the density alt. at just over 10,000' and the lift off ground speed at 88 KTAS (101 mph). There may have been a cross wind from the right which would have required left rudder application. We had just adjusted the brakes to increase the braking on the left pedal. If there was a cross wind this brake application would have slowed the acceleration. At any rate, my dad thought the acceleration was too slow and aborted the take- off, applying both brakes. The braking was not severe because the runway at Gallup is very long, but with the left brake already hot, a hot day, and a ground speed of 100 mph, hot brakes are to be expected. The heat generated radiated off the brake disc on to the tire. The gear leg did not overheat because it was protected by an 1/8" alum. heat shield. The heat, however, weakened the sidewall of the LAMB tire and it blew out. Once deflated, the tire contacted the hot disc and ignited. As soon as the tire blew, Dad stopped the airplane and got out. The fire started after they were out. They saw the fire and immediately got the fire extinguisher (which we carry on board) and put it out. By the time they got to it, the wheel pant and gear leg had burned and the NACA scoop was blistered. In another minute, the fuel tank directly over the tire would have been involved. The Gallup airport fire truck arrived about 10 minutes later. Needless to say, I feel a fire extinguisher is a mandatory piece of equipment. Ours was about 2 lbs. I think 3 lbs. is a minimum, since ours barely worked. There was no involvement of hydraulic fluid in this fire. This is because we installed a standard aircraft braided steel covered line from the caliper up the leg about 8". I also strongly recommend that. Inspection of the burned leg indicated that there was a ledge in one of the recesses where the caliper lobes nest into the gear leg. It appears that this ledge was caused by inadequate clearance for free caliper motion. Our wheel pants were not vented. I don't know if that would have avoided the problem or not, but my next set will be. The epoxy in the gear leg was burned out for the lowest 5" and the leg beat over until the tire contacted the upper leg. They cut off the lower 5" of the leg and brought it with the wheel and brakes home commercially. We had met Mike Melville a few weeks earlier and called to get his advice. He still had the steel splint that he used to ferry another Long EZ home with a crippled leg. We borrowed the splint and fit it to the piece we cut off our airplane. My dad and Morgan Dean flew back to Gallup and had it flyable in one day.
(Keith goes on to explain how they rebuilt the leg, making a mold and using S-glass rovings and epoxy resin. He reports the repair turned out very well, that their Cozy is back in service, and apparently no worse for wear.)
Many builders, and in fact we, are nervous about cutting into the gear leg far enough to meet the requirement. It is our opinion, and that of others as well, that the calipers are over-designed and have more metal around the pins than is necessary for installation on a Cozy. We have therefore trimmed some metal away from the lobes on the calipers so we wouldn't have to cut as deeply into the gear leg to achieve the 0.1" clearance.
While on the subject of calipers, we should point out that the calipers not only move in and out when the brakes are applied, but they also move farther inboard as the brake pads wear. You should make sure there is also clearance inside of the wheel pants. Also, be aware that the heavy duty wheels and brakes, because the discs, pads, and calipers are thicker than on the standard wheels and brakes, require the wheel to be mounted farther out on the axle, specifically, the inboard bearing should be positioned 1.250" from the outer face of the flange. This will require a 7/16" spacer (or a 1/4" + 3/16") when using axles supplied by Brock, Wicks, or Aircraft Spruce.
This is a Cleveland specification. Do not believe anyone who tells you this isn't necessary!
The cut out in Chap. 6 dimensions the recess in the bottom of the fuselage into which the landing brake retract. The cut out provides a 10" x .7" space in front of the brake to install the hard point LB-23 for mounting the hinge, so that the hinge pin will be 2-1/4" aft of the forward bottom edge of the ftont seat back. We thought it would be obvious that after filling up this l0" x .7" space with LB-23, it would be necessary to trim all or almost all of the 10" x .7" from the leading edge of the piece removed from the bottom before attaching it to the hinge, otherwise this piece (which becomes the brake) wouldn't fit into the recess. So we didn't specifically explain this, and some builders were confused. To avoid any misunderstanding, in Chap. 9, p. 6 of the 3-place plans, and Chap. 9, p. 9 of the Mark IV plans, add the instruction: "Before mounting the landing brake on LB-19 and the hinge, it will be necessary to trim away most or all of the 10" x .7" protrusion on the leading edge so the brake will retract into the depression flush with the fuselage bottom".
Keith also called to our attention that on the large fuselage cross section drawing (A-9 for the 3-place, M-13 for the Mark IV), we show the landing brake hinge mounted to LB-23 with AN3 bolts and nutplates, rather than the AN525 screws and aluminum slugs called for in Chap. 9 of the construction manual. Please make a note on the large drawing to install per instructions in Chap. 9.
I have my Cozy N5185Q up for sale because I want to build a Mark IV. I love to fly, but I also love to build and can't afford to do both. I would appreciate you passing the word.
I am a very experienced TIG welder on stainless steel and would like to talk to you about making Cozy exhaust pipes. Please keep me in mind if your other supplier doesn't come through for you.
I just received the newsletter and enjoyed all of the stories. The numerous photos are a real inspiration to keep working.
Last weekend I flew to Avon Park and met Charlie Larsen at the field. It was great to see another Cozy Mark IV builder, and a retired dentist too! He took me to his home and showed me his Cozy. Fuselage was looking good, and he was working on the gear. If possible every builder should have a close friend just a chapter ahead! Needless to say, I took a few photos for future reference.
My project is moving along. I took a two week break to completely clean my garage and paint the floor a light color, and add a few overhead lights. Then I shelved my epoxy balance (which worked fine) and spent a few hours cleaning up and repairing an epoxy pump. Now I'm ready for serious progress. My first milestone was reached today as I completed the fuselage bulkheads, and started the jig construction for the sides. Slow, but the quality is there.
Best wishes with the proof of plans model. By the way, I plan to attend Oshkosh '92 and will attend your Cozy dinner. Thanks for the newsletter and connecting me with Charlie.
N76PJ has flown off its 40 hours and has been jetting around quite a bit. We usually try and get over to Sedona or Prescott to see some friends quite often. I am having to add ballast to the rear starter pad in order to carry my wife along in the front seat. At my current A/C weight and cg. I can't get the cg. aft of center even at gross. Empty wt. 828# A/C cg. 109.9. Together my wife and I weigh in at around 310. Any thoughts on this other than go on a diet? (I sent some suggestions to Pat).
We've been having a ball in the Cozy and encourage all would be Cozy owners to hang in there cause it's all worth it. Hope to get over to see you soon.
The construction on of Cozy #501 plods along. I purposefully waited until after the price increase deadline to renew on the newsletter so I could give you more money (believe that and you may want to look at my swamp in the back yard on which to build a hangar). Actually, Nat, I think you let us get by too cheaply on the newsletters. The value is definately there and I wouldn't squawk if you uped the price by another $5.
Let me bounce a little idea off you. I've been thinking about a nationally maintained Cozy Data Base for a while. There have been a couple of guys that have made indexes on the newsletters and have been good enough to make them available and that is a step in the right direction. What I've got in mind is to take a compilation of those indexes and maintain it on an easily accessible information system like Compuserve for the ever increasing number of us who are somewhat computer literate. What we need is some Cozy builder who is also a computer whiz to work out the details and act as an editor. Maybe as a supplement to the newsletter, you could maintain commonly asked questions and answers. Who knows, might cut down your letter and phone traffic. Well, if you know anybody in the aforementioned pidgeonhole (Cozy builder/computer whiz) maybe pass the idea along to them.
In closing you'll find my check for 2 years of great newsletters and thanks for keeping the dream alive!
8146 Whistle Wing Court
Orlando, FL 32817
Editor: If anyone is interested is working with Doug, please feel free to contact him.
After nearly two years and 175 hours, N267CZ is still a thrill to fly. I still receive a lot of admiring comments from people locally at the airport as well as at fly-ins I've attended.
I've made most of the recommended modifications and like you, I'm considering installing a Navaid wing leveler. I agree that it's a good safety feature for non IFR pilots. We hope to see you at Sun N Fun next spring.
Editor: We don't think the plans model Mark IV will be done in time, but you can count on the following year.
Martine and I have finished Chap. 7 as of today. So far, so good.
As you know, I started out using Safe-T-Poxy, but soon ran into problems. Basically, my skin started to fall off my hands and fingers. I was using Series 8 hand cream. After consulting you and the local EZ squadron experts, I have switched to RAE with satisfactory results so far. After switching, it occurred to me that Series 8 is not water resistant, so that when you grab a cold one in the midst of a long, hot session of layups, the moisture on the glass washes off your protection. I have now gotten a sample of a product called Derma Shield, which is water resistant. It takes about 5 good washings to come off. I got it from Jim Newman at Infinity Aerospace, PO Box 12275, El Cajon, CA 92022-2275 (619) 448-5103. It is $9.95 for a 2 oz aerosol foam can, and $24.95 for a 12 oz can. It comes out like shaving cream, and seems to work very well. I am told the large size is good for about 370 applications.
Most people use epoxy pumps which cost $180 or so. They are metered for either RAE of Safe-T-Poxy. When I decided to switch to RAE, Dave, a local Cozy builder, came up with a slick way to convert the pump, and it works great. Simply drill one hole to move the pivot bolt along the operating handle to a point 3.5" from the far connecting link. This changes the ratio from 45: 100 to 1:4. An added advantage is, now you can convert it back just by moving the pivot bolt back to the original hole.
Martine and I enjoyed seeing you and Shirley, and the others, at Prescott. I am enclosing some snaps of our cozy gathering under the wing of 22CZ. I picked up my instrument rating the week before, and got to use it getting out on the way to Prescott.
We are working along very happily together. Many times we have remarked how lucky we are that both of us are tackling the project - it seems like it would be too much for one person to handle alone; sometimes it seems like too much for the two of us.
Very truly yours,
James M. Allen
All continues to go well with flight testing. I have 34 hours on N456DP now and it has performed flawlessly. I'm looking forward to getting out of the test area. I have been in no hurry to fly off restrictions. I've been trying to enjoy the time in addition to making it meaningful, allowing time between flights to about what was accomplished, analyse aspects of envelope expansion, both speed and weight, and looking for things that a rush test period would not allow time for.
The weather here in Homer has slowed down the process slightly - being a coastal community most of the weather heading into the state hits us first. I haven't been able to fly at all for about the last week due to weather, and am itching to wrap things up so that I can make my first trip to Anchorage, normally a 5 hour drive; in the Cozy, a 40 min flight. There is lots to see in the state and from are a surprising number of hard surfaced runways to allow me to see most of it. Its a big, big state, but the Cozy should cut it down to size.
One of the reasons I'm writing Nat, is to ask a favor of you. As designer I'm sure you personally know people that would like a Cozy or Mark IV who don't have the time or volition to build. I miss building terribly. I enjoy it immensely. If someone should ask you, would you mind giving them my name and address? I would be willing to fly to their location and do whatever they would like done for a reasonable cost. If I worked on a project full time, I could complete it in less than a year. You know my background in homebuilding. I'm 44 years old and have been in management in the grocery business for the last 10 years (until recendy-stepped down due to job dissatisfaction and wanting a career change).
I hope all is well with you and your wife. I look forward to meeting you at Oshkosh '92. I'll be flying down with a friend who has the only flying RV-6 in the state. We have been doing a lot of formation flying together. He has been flying off restrictions also. Enclosed is a snapshot. Mt. Redoubt is in the background.