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Marc Zeitlin

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Marc Zeitlin last won the day on August 24

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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

Flying Information

  • Flying Status
    Flying - 1600 hrs.
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  • Airport Base

Project/Build Information

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

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    United States
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  1. I recommended to Izzy that Evan take a look at Tom's plane (N40TD). It is NOT flyable and it needs an engine rebuild (and it wouldn't hurt it to rip out the panel and electrical system), but it looked like a structurally sound plane that could be turned into a nice plane with some elbow grease and TLC.
  2. Vertical antennae are either COM or ELT. ( or very poorly installed VOR). No reason for external COM antennae on a Long-EZ.
  3. You know, you're not the first person in 30 years to think of putting a Long-EZ or COZY MKIV into 3D CAD - I was one of them, in 1995. But everyone who tries - who's not just in it for the fun of building a 3D model but thinks that they're going to obtain some advantage by having a 3D model - quickly comes to the realization that it's a total waste of time, and ADDS work to the build, rather than making it go faster. But hey - CAD away, and let us know if you come to a different conclusion from everyone else. There have been one or two Rotax Long-EZs, but all but the largest turbo'd version (the 915iS at 141 HP) are a bit anemic for a Long-EZ, and totally inadequate for a COZY MKIV. And given that Rotax's cost as much as Lycomings, I don't know why you'd want one. If all you want is auto gas compatibility, use a Lycoming with 8.5:1 or lower compression cylinders - STC's are available (not that you need one, but it indicates that it's been tested and approved). Then find a sealant for the inside of the strake tanks (polysulfides are preferred) and use that to seal the tanks. Numerous folks use mogas in their COZYs and Long-EZs. If you can find mogas without ethanol, you don't need the fancy sealant. Put an SDS EFII/EI system on a Lycoming and the BSFC is as good as any available gas engine, and it's almost FADEC.
  4. Bill's LE has a Wilksch Diesel - NOT a Deltahawk. It's been years, and still not successfully operational. http://www.longezediesel.com/ Note that the Wilksch webpage does not even indicate engines for sale, after 26 years of development: http://www.wilksch.aero/aboutus
  5. To whose Subaru powered COZY are you referring? I know of three - Al Wick (165 HP version - hasn't flown in 7 years or more, never went cross country, maybe had a couple hundred hours on it [agreed trouble free, but hardly "flies a lot"]), Keith Spreuer (220 HP version - flew a LOT, but had MANY failures, and has swapped it out for a Lycoming) and Phillip Johnson (also a 220 HP version - unless something has changed recently, doesn't fly much and doesn't have a lot of time on it). Non-Lycoming powered canard aircraft have been few and far between, with only a couple that could be considered successful. Perry Mick's Mazda could be considered successful, and Gary/Char Spencer's direct drive V8 could be considered successful, both within narrow definitions of the word "successful". You want to tinker? Use an auto conversion. You want to fly? Use a Lycoming. And Deltahawk has bee saying they're just about ready to fly since 1995. So there's that. You NEVER want to be an early adopter of an auto conversion engine - the E-AB world is littered with people that have been duped and lost a lot of time and $$$ chasing that chimera.
  6. Welcome, John. I don't want to pick on you (because I've seen many cases where someone purchased an airplane thinking they would be able to mold it into what they wanted and weren't able to do so), but this is where I'll throw in my plug for a reputable Pre-Buy examination from one of a number of canard experts who have seen, worked on and inspected many canard aircraft - not just the one they built. It can save you (the generic you) a lot of heartache down the road. Particularly with weight - it's almost impossible to take weight out of a plane unless there's something very obvious, like big metal accessories that aren't required, or that can be substantially reduced in size. And you can. Even a heavy Long-EZ may be a fine plane, as long as you don't want to carry another person and much fuel at the same time. Depending upon engine, many Long-EZ's use 1600 lb as the MGW, rather than the book value of 1325 lb. This reduces the size of the V-N diagram and maximum "G" load (as well as maximum landing vertical velocity), but hardly makes the plane a basket case or unusable. Depending upon your engine and empty weight, this might still be a perfectly useful plane for 90% of your missions. Yeah, well, all I can say to that is that even the Pope is only infallible in a very specific set of circumstances. No one's written (or oral) guidance should be accepted as divine truth, least of all mine. Are some folks right most of the time? Sure. But verification and validation, or at least asking for explanations of WHY someone holds the position they do, is necessary. Let's figure out how to make your plane as usable as possible.
  7. Here are a couple. This is a VERY simple diffuser - not 7 degree angles, and not very wide. It's got cutouts for hoses, throttle cable, and air filter, and yet, up to 13% more pressure at the oil cooler - never measured the pressure across the cylinders (as my CHT's were always fine).
  8. I won't comment on the shown diffuser, but I will say that when I added a NACA diffuser, similar to that shown, to my cowl, I increased the pressure drop accross my oil cooler by anywhere from 5% to 13%, depending upon IAS.
  9. On an updraft cooled engine, if you put the distribution block and the FI lines on the top, they tend to get hot and cause vapor lock and very hard starting, as well as poor running when hot at low RPM/fuel flow. I've had customers have noticeably better engine running after installing insulation on the FI lines when they're on top of the engine. If you install the DB and FI lines on the bottom, as is recommended for updraft cooling, those issues don't exist (at least any more than they ever do on mechanical FI lycomings).
  10. Marc Zeitlin

    H-250 Foam

    I figured that since you knew that COZY's were using it, and mentioned that, that the solution was clear. I didn't think it was necessary to point out that if 800 COZY's had been built with something, it was probably OK to use.
  11. Marc Zeitlin

    H-250 Foam

    You guys are wasting an awful lot of time and effort on this. Just use P/N 01-14400 Last-A-Foam from ACS for the bulkheads in question (IP and a couple others) and call it a day. Cheaper and available without any special ordering.
  12. Marc Zeitlin

    West 105/209

    Any of the approved epoxies are by definition "strong enough" and "recommended". I do not know anyone who USED the 105/209 combination to build a plane, but it is an approved combination. Personally, I'd use the MGS or Pro-Set (and have used them both on projects), with the EZ10-87 for anything that touches fuel. But they all work.
  13. Marc Zeitlin

    West 105/209

    This is an incorrect interpretation of reality. "WEST Systems" is a brand name. The 105 is the resin, and 205 / 206 / 207 / 209 are the hardeners. Only the 209 hardener, in concert with the 105 resin, is approved for structural layups - the 205/206 hardeners are great for micro/finishing.
  14. Smaller and infinitely more comfortable. I sit in a C-172 and after 2 hours, I'm miserable and my butt hurts. After 5 hours in a COZY MKIV, I'm fine.
  15. Folks: I've downloaded Russ' recording of last Friday's Zoom presentation about my electrical system and IP. I've put it up on Dropbox at: which is also the directory that holds all the IP and interior pictures, as well as the documentation of the electrical system. The video is BIG - almost 1 GB.

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