Richard Schubert

Hi Herb I live in Allison Park, just down the turnpike from you. I am currently setting up a shop to start on my E-racer project after about 7 years of planning. There is another guy who lives north of me near Butler named Phil who is working on a Cozy Mk IV, I have e-mailed him a few times and he is a member of this forum. I believe he is a member of the Zelinople EAA chapter. Reading your Bio, I see you are interested in the Dyke Delta. I have a set of plans I will be happy to show you, hope you have some welding skills:) Feel free to PM me for my phone # Richard Schubert

Not going anywhere for a while???? Grab a Snickers!!!!

I wish I could afford this http://tappix.com/789823

Of course you can make the winglets with any planform and airfoil you desire. The real question is what will be the results. The answer is, Nobody Knows. Modifying the winglets will potentially change the wing bending moment, the yaw stability, the roll stability, the roll rate, the stall characteristics, rudder power, flutter characteristics of the wing, flutter characteristics of the winglet, and probably six other things that you or I have never heard of. As many have said before me, do it like the plans. You can always take the sawzall to the winglets later.

Sorry, Here is the correct link http://www.aircraftspruce.com/catalog/cmpages/divinycellfoam.php also My copy of cozy mk3 plans shows H45 PVC .35 in. thick for these parts. My e-copy of cozy Mk4 plans shows H45 PVC 3/8" thick I believe the 5mm (.196 in.) PVC has been discontinued except in the 18# weight,

Google "rutan variviggen"

I believe the stuff you want is the H45 3lb http://www.airchttp://www.aircraftspruce.com/catalog/cmpages/divinycellfoam.php It comes in the right sizes. The 3lb density is more flexible than the heavier stuff and will conform to the curves better when you bend it.

Try this link http://www.cozybuilders.org/Oshkosh_Presentations/2007_Blended_Winglet_Eracer.pdf

quote: Sorry, I couldn't find the sarcastic smiley I also agree that the appropriate materials and parts should be used. Being an E-racer builder, I reserve the right to nitpick NTSB factual Curious, since the designer used the same system (motorcycle throttle twist grip on center stick) on the prototype. The aluminum only serves as a protective shield for the fiberfrax, which is the actual firewall

For the actual reports see: http://www.ntsb.gov/ntsb/GenPDF.asp?id=LAX94LA177&rpt=fa http://www.ntsb.gov/ntsb/GenPDF.asp?id=LAX94LA177&rpt=fi I will add that nobody has ever been killed by a certified part

Guys that have built their own propellers have used this program with reported good success. Bates engineering prop optimizer http://www.geocities.com/aeroopt/index.html

If you examine the trailing edge of this airfoil, you will see the rear 30% is deflected downward almost like a built in flap. This will raise the CL at the expense of a high pitching moment. IIRC the modification to the eippler airfoil for the ez consisted of flattening the bottom to remove the curvature and, I have heard it said, to reduce the pitching moment.(speculation?). For canard aircraft, a low pitching moment main airfoil will reduce the amount of lift the canard must produce.

The natives are restless, must be the stress of the holidays:D

I think the correct phrase is "Drier than a popcorn fart":o

I'll be there with three other guys, from Pittsburgh. We plan to take turns driving, so the other three can, well.... Hope to meet you all there:D Richard Schubert

If the rotary is geared to produce exactly the same R.P.M. at the prop as the lycosaurus and both motors are producing exactly 180 H.P. at the prop, the torque "at the prop" will be exactly the same!!!! I.E. Torque x R.P.M. = H.P.

Or you could simply order the stuff from AS$S. Catalog page 72 Graphalite carbon fiber rod. Four sizes. Wick's has the same stuff. Richard Schubert

There is a book, written by andrew marshal that discusses this very subject. The main point he makes is that loads will always follow the path of greatest stiffness. On our canards, the load is taken by the spar in combination with the skin, thats why we use uni in the skin. Carbon fibre has a much greater stiffness than e-glass, therefore much more load will be taken by the spar. Marshal also says that the strength of carbon fibre is much more dependant on lack of waviness in the fibres in the layup than e-glass. A major northwest kit manufacturer had to redesign their carbon spar because it failed at 60% of its designed load, according to him. The problem with composites compared to structural materials like concrete and steel is that their mechanical properties are influenced to a very large extent by the manufacturer(you). Ten steel bars of the same dimensions may only vary by 1% in strength. Ten composite spars made by 10 different builders may vary by 10-15% in weight alone, let alone strength.(check cozy archives on builder reported center section spar weights). Thats why the canard is designed to fail at over 12 G's, to account for builder variations. If you decide to substitute carbon fibre for e-glass, you are redesigning your plane just as surely as if you were substituting aliminum for e-glass. If thats what you want to do, go for it! Just remember that unlike airplanes, buildings don't fly(except for that one second after the implosion) Richard Schubert

Well, it's been two weeks. I wondered when you cozy guys would start talking about this. I was at the forum, and you could have heard a pin drop after the announcement. You can order the plans from ACS$S, in the new catalog that I picked up at oshkosh they are already listed. There is so much builder support and technical information available from different sources that I sometimes wonder how anyone has time to build or fly. All you have to do is look for it. Richard Schubert

On a "normal" engine, the piston rings are lubricated by oil splash from the crankcase. In the rotary, the apex seals, which perform a similar function, also need lubrication. Because the wankel design precludes oil splash on the apex seals, oil needs to be somehow introduced into the combustion chamber to lubricate the seals. Mazda used several methods to do this, all of which take oil from the sump and inject it into the combustion chamber. This HIGH detergent motor oil does NOT burn cleanly and causes the problems you describe. By the time they got to the third generation RX-7, they were calling for a special grade of oil(SH 5w-30??) which was hard to find. Two stroke oil is designed to burn cleanly with minimal deposits. Probably Mazda marketing thought that a separate oil tank for two stroke oil would not go over well with customers. By removing the oil injection pump, you eliminate a failure point and some weight. If you really don't like the idea of premixing, there is a device available that feeds the oil injection pump from a separate tank that can contain two stroke oil. I also heard of one project where the stock oil injection was to be used and the sump filled with LOW detergent aircraft oil. It was claimed that because air cooled engines have a wide temperature range and large internal clearances, more oil than is desirable gets into the combustion chamber, so this oil is desiged to burn clean also. I think that needs to be verified by someone familiar with oil chemistry. One of the best resources is Tracy Crook's company, Real World Solutions. He has a conversion guide that should answer most other questions you may have

It's "Airventure 2003" if you want to be PC:p You need to get there early, preferably in time to hear the yodler. If you park in the lot closest to the main gate(where you buy your ticket)walk through the main gate. You will see four big buildings. Go to the second one on the left. You should see Nat's Cozy parked in front of the building. Continue toward the flight line and stop at the EAA store and buy your first Oshkosh/Airventure pin. Make a left and go past the fly market to the Forum buildings. Just on the far side you will find the canard parking area. Every year there is a race from Kitty Hawk to Oshkosh. This year there is talk of more than 30 canards competing because of the first flight anniversary. If they follow past practice, these planes should be parked at show center. As far as seeing everything, good luck!! I go all week with two other people. We split up and later report on things we know will be interesting to each other. I always miss something. Forums are an individual preference. 90% are worth sitting through IMHO. If you are 10 minutes early and there is standing room only, its a good one. Rutan has good forums, Gary Hunter has a good composite do's and don'ts forum, the composites 101 is good for hands on, and it runs every day. There is a cozy forum(and a cozy dinner!). If you are interested in alternative engines, there is a forum saturday morning for that.

The variable NACA scoop is in volume 23, July 1991 of the CSA newsletter. I believe back issues are available from CSA editor Terry Schubert(no relation)all the way back to 1990. You want to get them all.

There is a long discussion about the pros and cons of post curing at http://www.cozybuilders.org/mail_list/topics99/post_cure.txt

I am using the MGS 285 system. MGS has an excellent english language web site from which you can view and download the specifications on their products. Before ordering your epoxy, I would compare the two systems. Also keep in mind that both these systems require that you post-cure. I also keep my epoxy in a hot box. I tried 50-50 slow to fast ratio which was fine but a 66-33 slow to fast ratio gives me a little more working time. I bought a one gallon steel gas can and mix 2 slows to one fast. The containers should be sealed when not in use. I weigh epoxy with an electronic balance(personal preference) It don't smell bad and I like the purty blue color

The cozy is notorious for a lack of cargo space, however, a properly braced io-540 could probably be "placed" in the rear seat passenger compartment. Watch that gross weight!!