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Marc Zeitlin

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Marc Zeitlin last won the day on August 23

Marc Zeitlin had the most liked content!

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About Marc Zeitlin

  • Rank
    Flying Cozy MKIV N83MZ
  • Birthday 08/06/1957

Personal Information

  • Real Name (Public)
    Marc J. Zeitlin
  • Location (Public)
    Tehachapi, CA 93561
  • Occupation
    Principal - Burnside Aerospace
  • Bio
    www.mdzeitlin.com/Marc/bio.html

Flying Information

  • Flying Status
    Flying - 1300 hrs.
  • Registration Number
    N83MZ
  • Airport Base
    KTSP

Project/Build Information

  • Plane
    Cozy Mark IV
  • Plane (Other/Details)
    COZY MKIV
  • Plans Number
    386

Contact Methods

  • City
    Tehachapi
  • State/Province
    CA
  • Country
    United States
  • Email (Visible)
    marc_zeitlin@alum.mit.edu
  • Phone Number
    978-502-5251
  • Website URL
    http://www.cozybuilders.org/

Recent Profile Visitors

173 profile views
  1. Marc Zeitlin

    Sales I've seen

    With any pusher aircraft that has a CAP (Complete Aircraft Parachute), that concern exists. But many pushers (particularly light aircraft) have CAP's, and have been tested. BRS designs their lanyards to be able to withstand getting caught in the prop, but the recommendation is to shut off the engine prior to pulling the chute. What would actually happen in any particular incident? No one has a clue. This customer (and the Berkut customer for whom I also worked with FFC to install a BRS) did a lot of night flight over rough terrain, as well as IFR and night IFR over rough terrain. They felt that in those cases, coming straight down slowly would be safer than any type of flight into terrain, even if the plane was completely under control.
  2. Marc Zeitlin

    Sales I've seen

    The top of the turtleback was thinned so that the rocket could blast a hole - BRS gives recommendations for what it can get through. The red tube is the attach point for the forward lanyards, and the rear lanyards attach to the top interior engine mounts. Let's hope we never have to find out if it would work, because we obviously never tested it. There was substantial modification to the fuselage sides to take the deceleration loads, which BRS states can get to 9G's.
  3. Marc Zeitlin

    Sales I've seen

    I did the engineering for that chute install, and Burrall did the install. Interesting that it's for sale just a few years later.
  4. Marc Zeitlin

    Open-Ez wing spar-cap thickness (thicker than a Long?)

    Your point 1) above is exactly incorrect. It's MOST important to cut the cap troughs to the right dimensions and then fill them to the top with fiberglass, however many plies it takes. Since the tape thickness has varied substantially over the years, the overall thickness of the cap is what matters, not how many plies one put down to get there. The ONLY thing that matters is correct trough depth. Point 2) is correct, but apparently Cameron believes that they are not identical. I don't have either OE or LE "M" drawings/templates, so I can't settle this debate.
  5. Marc Zeitlin

    Who are you?

    Yes.
  6. Marc Zeitlin

    Engine out landings

    So I generally chop the power about midfield downwind, so all of my landings are "engine out", with idle thrust only. About 90% of the time I don't have to add power. My MO is to always be high and have a lot of excess energy - it's easy to get rid of with LB, rudders and slips. The accident you reference was a COZY MKIV (N795DB), not a Velocity, and the judgement errors there were many. Poor fuel management, WAY too wide on downwind, and trying to stretch the glide when a perfectly good field was right there - I think that it was way more than "possibly". Along with engineless landings, folks need to practice engine loss on takeoff - that's an eye opener, as was discussed on the mailing list 8 - 9 months ago.
  7. Marc Zeitlin

    Kent's Long-EZ project

    And I clearly understood it as such :-). While I'm happy to get a "happy customer report", it wasn't necessary to defend me. I particularly liked the paraffin soaked wick - reminded me of the old Lucas electrical system in English sports cars - an elaborate system of tallow candles, was how they were described.
  8. Marc Zeitlin

    Kent's Long-EZ project

    I'm sorry - what? I missed that - too busy here eating caviar and grapes that the servants have peeled for me. We roast the servants after they've outlived their usefulness using benjamins as the fuel for the BBQ fire. The riches I've obtained from this business fund all the Boeing Business Jets that Burnside Aerospace leases. Back to playing in my pile of jewels...
  9. Marc Zeitlin

    Kent's Long-EZ project

    With fuel injection and balanced EGT's, the CHT stay relatively even at a much wider range of power settings.
  10. Marc Zeitlin

    Kent's Long-EZ project

    The dams are per COZY MKIV plans.
  11. Marc Zeitlin

    Cutting 7075-T6 Aluminum

    Try a tighter radius. You're bending it at a radius of 3 - 5 times the thickness - go to 1 - 2 t and it'll start to crack.
  12. Marc Zeitlin

    Sales I've seen

    You had a good Pre-Buy examination from a canard knowledgeable expert, of course, yes? And read up on all the wing attach fitting corrosion issues associated with multiple Varieze aircraft, and the implications thereof? And understand that VE's are (per RAF) limited to 2.5G positive and 1.5G negative loading? And have sat in and flown VE's to make sure that you fit and like them?
  13. Marc Zeitlin

    New Winglets and Rudders

    OK, so new the forum software doesn't easily allow for reasonable in-line reply formatting. Or if it does, it's not clear how to do it. Great. Onward. First, why do you think you have to build a whole new winglet? From the single pic from a weird angle that you posted, it looks like the damage is concentrated only at the tip. If this is correct, then this is a few hours of non-structural repair work, and some cosmetics. Second, my cousin's step-sister told me something once, but I didn't believe it. What makes someone think that the winglets are causing "too much" drag, and what does someone think would be better, and what would the ramifications of any proposed change be? Aerodynamically, and structurally? If you're not a structural or aerodynamic engineer, it's probably a bad idea to be changing aerodynamics or structures. There are many drag reduction modifications for VE's, LE's, COZY's and the like, and none of them involve changing the winglets. Blending, maybe. But not changing... Third, what makes you think that the winglet needs to be stiffer? What problem are you trying to solve? What failures have occurred due to lack of stiffness?
  14. Marc Zeitlin

    Kent's Long-EZ project

    quarts per hour? In which case you're WAY over the Lycoming specification of 2 quarts/hour that no one in their right mind would fly with if their engine was using that much oil, or hours per quart, in which case you're certainly on the high side of usage but not crazy high. Units matter... With an Ellison, you will be lucky if you can get all four cylinders to lean out the same amount before the engine gets rough - I never could, with mine, no matter what I tried. Hence the move to FI, and now all four cylinders lean very nicely - always white inside all four pipes, and I can get from 2750 RPM to 2400 RPM at altitude merely by pulling back the mixture. Anything in between is doable, and anything less than about 2650 RPM is LOP.
  15. Marc Zeitlin

    New Facebook Group for Cozy Mk IV Pilots & Builders

    Because two mailing lists, two web fora, and multiple generic facebook pages (which are horrible places to attempt to actually collect information) aren't enough?
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