Nathan Gifford

Try checking the The Canard Builder & Fliers Map. They show several in Canada.

Is it can't or won't? The results may be the same...that is Garmin makes a few more bucks installing it. Looks like the s/n 97104749 I wonder if the item needs an export license or not? dadi.com from WhoIs Registration Service Provided By: BELIHOSTING.COM Contact: +62.81325800325 Website: www.belihosting.com Domain Name: DADI.COM Registrant: DADI Jim Carlson (sucakep@yahoo.com) Chg Arfg Center D 9 airlines Rd #04-05 Singapore SG,819827 SG Tel. +65.1222133 Administrative Contact: DADI Jim Carlson (sucakep@yahoo.com) Chg Arfg Center D 9 airlines Rd #04-05 Singapore SG,819827 SG Tel. +65.1222133 Technical Contact: DADI Jim Carlson (sucakep@yahoo.com) Chg Arfg Center D 9 airlines Rd #04-05 Singapore SG,819827 SG Tel. +65.1222133 Billing Contact: DADI Jim Carlson (sucakep@yahoo.com) Chg Arfg Center D 9 airlines Rd #04-05 Singapore SG,819827 SG Tel. +65.1222133 Creation Date: 08-Apr-2004 Expiration Date: 08-Apr-2006 Domain servers in listed order: ns2.unixbsd.info ns3.unixbsd.info Status:ACTIVE

Try sending a message to Kumaros on this board. He's the builder who has looked at a number of engines and is planning to build a test rig on sailboat. I think its 220 knots, but I don't have the book right now. The jet Cozy was Greg Richter's (Blue Mountain Avionics) creation. If memory serves, he converted his rotary powered Cozy III to turbo jet. Actually the Cozy is far more forgiving to weight additions in the rear seat area. In fact, when flying solo it is very important to have the ballast weights in the nose. Failing to do that can lead to some very nasty surprises. If you find it difficult to locate a Cozy, remember its the grandchild of the VariEZE. If you can locate either a Vari or LongEZE, they have very similar flight charateristics to the Cozy (the Cozy is mostly a widened LongEZE). The construction techniques are virtually identical. Also remember, the Cozy plans are cheaper!

No worries, mate. Most people have been there at one time or another. Yes you are just on the edge, but at least you are on the right side. Doing a few quick conversions: Cozy empty weight 477 Kg Max front seat 181 Kg Rear seat max 136 Kg This leaves about 137 Kg for fuel. That is very close to the max fuel load (141 Kg). I haven't heard of anyone flying the Deltahawk engine beside Velocity. It is still a pricey option. One Cozy Classic (3 seater) builder is thinking about experimenting with deisels but he has just picked up his project and has not had the time yet to work on the engine. One important thing to remember is that the powerplant and avionics will be among the last of your purchases. Depending on how much time you allocate to building your project, new engine solutions will likely be available by the time you are ready for them. At your stage, it is more important to make sure you want to build this project than to worry about a engine package. The Cozy is quite Cozy. As you note this is the general complaint. The first Cozy I sat in I found quite tight. However, when someone showed me what I was doing wrong, my opinion changed. Still most people are doing very small things to improve cockit space, but unless you are huge you should fit just fine. I think you are at the maximums. Nat Puffer, the designer, has indicated that the plane is not intended to be flown at gross all the time. On all canards the real concern is to stay within the CG range. While that's true for all aircraft, canards have particular problems when they exced their aft CG limit (remember its a limit, not a recommendation) and encounter a deep stall. Simply put you do not want to go into a deep stall. There are certainly other planes to consider. Still the Cozy has a great useful load with very high cruise speeds. What is more is that there are many average, run-of-the-mill Cozys built by average builders, cruising around in the 170 knot range. That's quick in anybody's book, especially for one that can be built for $45,000 USD (you will have to convert to euros). Let's see someone else build a ship with these specs for that money.

Marc, Thanks for your link. Here's another one I found after searching from the one you gave me: 51 % Rule. It says what you have been saying. However, it does appear that if you assume a project you may have more to prove to the DAR to get your repairman's certificate. This is probably because you did not build all of the aircraft so there may be room to question whether the builder has the requiste skills for a condition inspection. One other highlight is the importance of getting a complete set of builder's logs. I am assuming that the more the project is complete before the transfer, the more important the previous builders' logs are.

This is only a finishing technique. You should not use to build the laminating layers. Somebody correct me where I am wrong, but by adding micro you are making the epoxy lighter. I would think you would want this in the laminate since it would probably lead to a weaker bond.

Another enlightenment. Marc can you post a link or tell us where to look for that on EAA webpages? Thanks,

One of the best things to do is to find an experienced Cozy (or EZ) builder to inspect the project. Find out what the serial number of the plans used and make sure the proper updates have been completed. If you have to go back and retrofit anything that will likely take more time.

I think with your average size duck or maybe even a goose you'd be OK. Hitting a Condor might be a different story...

Depending on how nasty a hurricane season we have, there may be quite a few salvaged equipment available. If you are not going with cutting edge avionics, you can install everything for quite a bit less than $15K. Also if you think spending a 1/3 of the construction on avionics is too much, build something more expensive and drive down that percentage some more. A Cozy is a rather cheap animal to build.

John Slade's hangar mate has an EZ in it. He is in West Palm Beach.

The plane from the Bond movie is a BD-5J. There are a few of them flying around, including a few turboprops. The planes are expensive, short ranged, seats one, limited panel space, and needs a long runway for take-off. Some of the jet engines have electric start, but others require an air starter to get the turbine to light. All that aside, tubines are geek magnets and the plane looks really sharp (that's why they wanted it in a Bond movie!) At least one BD-5J pilot had a contract to act as cruise missle so that the Air Force could develop techniques to shoot them down. Must have been a trip to fly over the gunnery range through gulleys and over trees at 300 MPH on John/Jane Q Citizen's nickel.

Interesting read about a possible bird strike that took out most of the right winglet, damaged the right aileron, and left about a foot of his propellor. Sounds like he did a great.err good landing (great means you can fly the plane the next day. However, due to the bird hitting his bird, it will be a little while be it flies again!). Take a look at ez.org Bird Strike and think about what you would do.

You are in the same boat I was. I still haven't finagled a flight yet...John Slade taxied me around though...but I now have plans and will start building this month. For the most part, you will probably have problems getting a ride until you start building. Their are, I am sure, good reasons for this. Besides after you start building you will develop ties with other builders or flyers. As soon as they know you are serious, you will probably get a few rides especially as you get close to flight testing your bird. The only sure ride I know about is to go to the Velocity plant in Florida and pay for a prospective customer flight. It ain't a Cozy or LongEZ, but it will give you an idea of what flying a canard is like.

I think the problem is building a duct system that provides both high thrust and low drag. Add to that the amount of math required because eyeballing it just does not seem to make it work.

I think the Freebird is side-by-side seating while the Aeriks is tandem. As an aside, according to the specs (29.5 in) , a Cozy has more room in either of the front seat buckets than the Aeriks does. It is neat that it uses a rotary engine.

Can you give the group a link to the plane?

Looks like they have only one flying a/c. A lot of the pictures appear to have digitally enhanced. It would be interesting to see if it can attain those speed numbers with an O-235 or not and it looks a little more draggy than a LongEZ too. The prop jet version is relying on the Innodyn turbine...is it being delivered yet?

Maybe not. I will bet that the engine is not necessarily certified for a/c use. Getting it certified would probably cost very big bucks. The other thing we do not know and is a problem with all turbines is fuel consumption. I haven't seen what his fuel consumption figures are with this engine.

All this sounds neat, however: Why not use MGS instead of West? You wouldn't need to change the ratio of your epoxy pump. Is the difference in hardness (how much is it anyway) that significant in this application?Though most of these parts go through very little flexing, in the long-term having a slightly more flexible epoxy be a good thing?

Yeah, and Marc Zeitlen will be there too talking about flying across the USA in his Cozy. I wonder if he'll have more to say about working for Scaled?

But they are mine...once they arrive.

Check out Blue Mountain Avionics. He converted his Cozy III to turbojet.

If the CAD drawings don't exist by now, they never will (at least from the manufacturers). Its an expensive, time consuming thing to do and it would make all too dang easy to pirate. Now the other ugly aspect of doing this. It slows you down from building the plane! After talking to Nat at Sun-N-Fun, he really frowns on people moving away from the plans. Besides the fact that builders may make mods that are less than wise, these also increase the build time. Nat believes you can really build this plane in the time specified if you stick to building the plane and not putting in mods. Be aware, that Nat's own bird has an electric nose lift.

I think the Corvair engine has been surpassed by many of the engines today. In its heyday, it was a vastly superior engine to VW. Its greatest claim to fame in aviation is that it is aircooled. From all that I have read, the VariEze has a somewhat limited engine selection. This was one of the reasons the LongEze was developed. If I were planning an automotive to aviation engine installation, I would research first if there are any Subaru installations. Still I think Waiter's suggestion is quite a bit better.