HM Andersen

I have around 70 hours with the Dynon D100, and are very happy with it. It does not have to be any larger, all information is very easily read. Maybe I just havent figured it out yet,but somehow the compass is showing to much deviation. If you run a moving map along with the Dynon this is not an issue. Within the next week, if weather allows, I will pick up a CTSW in Berlin. This is equipped with the MGL Enigma. It is exiting to see if that screen is big enough for all the additional features. Reasently I have startet to fly a C172 Garmin 1000-this is a toy.You keep finding new features at least the first ten hours. This G1000 is absolutely the best EFIS I have tried, Naturally with that pricetag. Helge Andersen

AS I have special plans for my armrests it would be of great help to know how large the hole for the stick must be. Could someone inform me of the stick travel at the top of the armrests. thanks HM

Did you folks see the front hinged opus 3 in the "super cozy" thread HM

This plane is not really plans or kit build. Kai Christensen also made the design.This is his third homebuilt. The first I believe was a Jodel ,nr two was a Long Eze. I talked to him once at the Stauning fly in. It is not a Cozy but there are some similarity.The top longerons is lowered,the canopy he has pulled over a positive mold(and it is really great).It has a center stick,and he has altered the C of G to avoid ballast when flying solo. After this picture was taken he has added an angle of attack indicator. Believe it or not --it has got new paint. Right there is a gullwing for the rear seat. I heard it was built within one year. Helge

What Burt would do?????????? The most common mod. I think concerns the canopy. I noticed a 3 place in Denmark ,where the view has gained and the access has become better so has the shoulder space. www.kzclub.dk/Rally2000DS/planes/index_8.htm Seems like there is some tension in the fuselage side above the landing gear. Helge

You can find more on MT props on:www.mt-propeller.com Helge

Variable pitch has been used by Uli Wolters in Germany where a lot of nice props are being manufactured. Hope this works 1. time tried Helgeusers.sisna.com/dbmonk/nl24.htm

What Helge in Denmark is doing? I am suggesting you think twice before puring biodiesel on the strakes, it might get rancid in the summerheat before the economic diesel engine has emptied the tanks. I am still going for the D5.I have also considered to leave the reduction gear,but dicided to use a cogged belt reduction. Then I get the propellorshaft elevated to where it belongs,and I get the bearings that I know will hold the prop. I am not sure the crankshaft has got the pressure bearings needed for the longitudinal force. Also I believe I need max power (4000 rpm ) for takeoff on my grass runway. No4 if you want to use the V10 I suggest you build the main spar with a big -O- in the middle.This you can put your engine into and get your balance right.Thats what I would have done if it was the only way to fit the desired diesel. Hilsen Helge

I forgot to mention 23.963 to and included 23.999 just to get it complete. Cheers HA

In Denmark we have adopted some of the US regulations. Concerning the fuel system it must comply with FAR 23.1091 to and included 23.1105 for fixed wing aeroplanes and motorgliders. Sorry I can´t set up a link.Somehow I dont have any succes trying to find it on the net. Cheers HA

In My former life in the offshore buisness we used titanium in a plant for preparing seawater to be injected into the oilreservoir. Exept for some none fireproof plastictypes and gold it was the only material that was not corroded by sodium hypochloride (I think it was) I cant imagine that it would corrode when used in an aeroplane. Great material; light as aluminum, strong as steel, shiny like chrome.For welding you would need a special chamber.I never had the welding certificat for titanium,but you sure need to be skilled to do the job.For bolting must be used either titanium bolts or insulated bolts.(nylon washers and tube) HM

You might want to check this www.rospeller-aero.com . This is a german manufacturer.Claimed to be for rotax and others,they got diameters up to 70`.It might work with other engines at a price about 4000$. HM

I have been offered some composite parts which have been stored for some time. Now I would like to know if there is anyway to tell if the parts have been weakened by sunlight. Advise be appriciated HM

While I was working offshore on the oil installations in the north sea we started to use fibercast pipes from Amron for seawater service. In this line of business Quality is rated very high.After assambling pipes with epoxy, Heat treatment was a must before pressure test could be performed.There were no time limit between doing the assambly and the heat treatement. There were never problems with the quality.I believe when in doubt do the heat thing.My entire plane will be heated Helge

Sure retract is very tempting. I to was considering a solution where the retract was fixed like original.Could look a bit like the Velocity. On the other hand ,using the Infinity system you could redundant the original fix points and save some weight. As for reinfocrcements would`nt Infinity supply the data needed ? Regards Helge

Largeprime has a point. Usually when adding turbo to a gas engine the compression is lowered. Popular you can say that turbocharging redundants other tuning.You can just raise the boost until you have got enough power. The extra naca would sure be great for the intercooler.There might be some valvetiming that will need adjustment,to achive the most economical cruise.The entire breathing aerodynamics are involved. Suggest that to be solved with co analysis during engine check.

Hi Mike I really do not think you have to worry about the turbo unit getting to hot. Consider the air intake will take a lot of heat, that is why an intercooler is of good use.The oil will also take away some heat plus there will probably always be an airflow around the unit. The combiners as mentioned somewhere tends to work on the hottest possible days,they have no cooling arrangement. It is essential though that the engine run at idle for a couple of minutes before shutoff.RPM off the turbo can be around 120.000/min. And the turbo axle might go through the oil film,if not allowed to slowly slow down.

I have run my head into a brick wall,trying to find out the weight details on different engine installations. Could someone help me out,on complete weight data from the firewall and aft including the station for C of G. I´d be most greatful

If in doubt of the durability of the turbo charger unit.Then you might pick one for a tractor,or a combiner. I know by expirience that they work at 100% powersetting day and night for several thousand hours.Garret makes them and they would cost less than 1200$

Here is a little less ignorant Dane Answers has arrived from Sweden.The Volvo diesel 5244T(5 cylinder-2,4 liter-4 valves per cylinder,Turbo)was put on the weight including exhaust manifold and turbo.The standard weight is 352 pounds. This is without engine mount,starter ,alternator (toothwheel for the starter-dont know the proper name,not in the dictionary)reduction divice,radiator and water.Theese were the words. I assume a few pounds could be peeled off. Maybe by building the valve cover and the oil pan in kevlar. The length of the engine is 70cm-27,559 in. Couldnt this engine have a chance for a flight?I think I will go for it. HM

When I went to Arizona to meet Nat Puffer and had a ride with him in his Cozy prior to bying the plans , He suggested me to consider using the O-320.So talk to the man i think he knows. HM

An ignorant has no doubts and ask no questions.Everything is bound to be a success Every doubt or question makes the decision more reliable,allthough it consumes time and effort.There were a danish philosoper Piet Hein,him with the super ellipse,who said that experts are put on earth to tell why nothing is possible.Now it is up to us preferrably former ignorants,to show that if you put in the effort needed, everything can be accomplished. Still waiting for the weights from Sweden HM

This really proves the value of a forum like this. Here I am 5000 miles away from where a lot of interesting things happen.This is not meant ironically. I have seen only one Ivoprop ,it was placed on a norvegian Sky Arrow that along with two others visited my home airfield.The owner was happy with it,but the Sky Arrow which I tested was more of a STOL than a of fast plane

Well mr Slade don´t let yuor mind change because of the diesel talk . I understand that Greg Richter is happy with his rotary equipped Cozy.And it is actually flying.To my knowledge no diesel canard is in the air yet. As for the propeller, my mind is set on an Ivoprop magnum in-flight adjustabel, NOT with the constant speed option.I was thinking of taking advantage of the diesel torque to use the adjustment as kind of an overdrive,with reduced RPM. HM

To mr Slade By mistake I started a new Thread look at "torque" I finally managed to get in touch with the sweede flying PA 25 with a Volvo conversion.It showed to be a gasoline 6 cylinder in line out of a Volvo S80.He has clocked over 800hours mainly towing gliders without sirius problems.He uses a98,4 inches prop turning 1700 RPM and a cogged belt reduction 3: 1. He also told that there is a C 172 with a 2,5 liter volvo gas engine flying in sweden.But untill now no diesels.Nevertheless he has two brandnew 2,4 diesels laying around and is willing to sell one for svkr 35000 =us$ 7084.He sees no problem in increasing the power to 200hp He will now put an engine on the weight and return to me with the answer. As for the comparison of the O-320 and the thielert.Thielert claims: PA 28 O-320 118 KTAS FL 60 requires 115hp and 8,7 gph PA 28 Thielert 118 KTAS FL 60 requires 97 hp and 4,6 gph The Thielert using a CS prop HM