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Cozyman

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About Cozyman

  • Rank
    Member
  • Birthday 03/14/1960

Flying Information

  • Flying Status
    Velocity 173FG

Personal Information

  • Real Name (Public)
    Tim Walsh
  • Location (Public)
    Alexandria, VA

Project/Build Information

  • Plane
    Velocity (173/SE/XL/SUV/Twin)
  • Plane (Other/Details)
    Velocity 173FG

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  1. I am in the process of updating my panel with the Dynon Skyview. I had the Dynon EFIS and Engine monitor, AP74, HS34 (HSI interface/control ARINC), and I kept my autopilot servos. The Skyview takes the place of all the above (the ARINC - HS34 input will probably be another separate device). I was thrilled with the EFIS and EMS, both were "slaved" to each other. I typically flew with the EFIS, and the HSI mode. (HSI was located in the DG slot). I was also thrilled with the autopilot, which followed my GPS in a rock solid fashion. The altitude hold was great in smooth air, but porpoised in rough air. The other day I turned on the Skyview and had the WOW factor. The screen configuration is quite flexible, and will eventually have lots of future capability (Weather, Approach Plates, etc). Installation was also quite ez. I did not build my Velocity, and the process was straight fwd for both the EFIS and engine module now on my firewall (previously, the engine wires from EMS went directly from the probe/CHT/EGT to the monitor). This is the first release, and there are some bugs. The autopilot software has not ben released yet. The next upgrade should get the Skyview up to the same capabilities as the EFIS and EMS I sold. It is a little frustrating, but worth it, in my opinion. I like the 10" so much, I will probably purchase the 7" for my pilot to be wife. I did look at the EFIS products on the market and feel Dynon is a great value for the price (I would not be able to afford otherwise :-) I have put my IFR training on hold until upgrade complete. This panel will really assist in my SA. I have included some photos of my old panel: http://gallery.me.com/timfwalsh#100024 Check out their video on the Dynon website. Hope this helps. Tim
  2. Chris, I fired up my Skyview today - WOW!! Truly, it rocks. I am very happy. I have not configured all the settings, but am very happy with what I have seen. If Dynon can have weather, approach plates, and safe taxi on one system, truly awesome. Will keep you amused. Another kid - you darn cops Happy New Year!! Tim
  3. I would agree, I am now on my fourth panel upgrade/project. I have learned my lesson with my current Velocity. I am now upgrading to the Dynon Skyview and Approach makes this process so simple. I really like and highly recommend the product. Tim
  4. SOLD!! Thanks to all that responded!! Tim
  5. Folks, I have elected to upgrade my panel to the Dynon Skyview. I will be selling my current Dynon package (which I really enjoy). Software version 5.5.1. EFIS - D10A 2,200 EMS - D10 1,700 HS34 650 AP74 450 EDC-D10 100 (Remote Compass, with AOT probe/harness) Back up Battery 130 Encoder Converter 80 Cost for New $5,310 I will sell the above for $3,310, a $2,000 savings. Thanks Safe flying. Tim
  6. Guys, Sorry I will not be able to make the Culpepper Fly-in I will not be leaving Sana'a, Yemen until late Saturday night. Hope there is a good turnout. Will link up at another time. Tim
  7. Guys, I got an email from Don Burton, based out of Culpepper, concercning a fly-in in on 11 October. There should be a couple of canard aircraft (4) in attendance. Don recently completed a gorgeous Long Eze. Don also pointed out - "I saw this article on the EAA email. The first privately owned Harrier is supposed to be at the show." See link: http://www.eaa.org/news/2008/2008-10-01_nalls.asp Hope to see you guys there as well. (If I am back in time). Tim
  8. Steve, I know Wayne well, he was kind enough to take care of my plane while I was assigned overseas. Wayne took great care of my Cozy and made some great improvements. He has been a great source for adult supervision. Nice having a rocket scientist look after the plane :-) Over the years I have been blessed with some great canard adult supervision at the Manassas airport. I have learned alot from them!! I am happy to come by, fly, and of course visit Wayne's Cozy IV project. I am currently overseas, and hope to be back soon. My email address: timfwalsh01@comcast.net Thanks for the reply - Tim
  9. Folks, I am a fairly new Velocity 173/FG owner based out of Manassas, VA (HEF). I previously owned/flew a Cozy III for 12 years (I cheated I bought it). I am happy to offer local Velocity builders time in the plane to help with the motivation process. Also nice to be able to look at the finished product to get an idea of what it is suppose to look like. I am also willing to provide manual labor, if I am not traveling. This give me better insight into the construction of the Velocity. Tim
  10. My Cozy III had the fuel valve, per plans, in between the front seats. During cross country flights, I planned to switch tanks every 30 minutes, primarily over an airport. With two people up front it was not difficult, nor dangerous, but I believe there is an easier way. I agree with Wayne (when have I ever disagreed that if I were building, I would place the fuel valve where Wayne has it now. The key issue, if I were in the initial building phase, I would not necessarily do a major rebuild. I come from a very anal, non-flying, military background (that may be redundant), training is key. As long as you follow consistent procedures, as long as it is safe, you are fine. That being said, I recently purchased a Velocity with the fuel valve in the cockpit by my right leg. It also has the "both valve." Having about 600 hours in the Cozy, I can tell you, I like this setup so much better. I basically exchanged/traded my Cozy for my current Velocity. Ironically, the new Cozy owner was not comfortable, based on his Velocity experience, with the location of the fuel valve in the Cozy, and is having it moved up front. Wayne - when I get back from my latest excellent overseas adventure, we will come visit (yup, with your schedule - I will call ahead of time). Just my opinion flying both styles. Tim
  11. Brett, Once I return from my overseas trip, I will keep everyone informed with my progress. Tim
  12. Chris, Sent you a private reply. Bottom line, I am happy to help in any way!! Tim
  13. Folks, This is an interesting thread for several reasons. I will post this in the taxiing thread, and Cozy vs Velocity thread. First some background: I owned a Cozy III for 12 years, and absolutely loved it. I put about 600 hours on it. I did not build it, I cheated and bought it. My only complaint - it was Cozy!! I am now 5'10', 200lbs. OK, 12 years ago I weighed less :-) This is a great cross country plane for two people who are smaller than me. It also has lots of space in the back for two individuals. It appears most of my friends are retired fighter pilots and not petit!! I know, I should get smaller friends I significantly upgraded the panel in the Cozy (GNS 430, Dynon D10, Dynon D10A). I recently traded up my Cozy III for a Velocity 173FG. It was a unique circumstance, and I am quite happy. I currently only have about 15 hours in the Velocity. My initial taxi of the Velocity was horrible. It was not like my Cozy which after 600 hours, I was very comfortable with. Granted, the Cozy at times would "catch" and want to pull left or right with only minor adjustments to keep it straight. Clearly there were problems with this aircraft. The mechanics contacted Velocity to get the technical specifications. After painstaking work, they made sure the toe in measurements, and landing gear calibration was correct. It taxied significantly better. This would have been a deal breaker if this was the normal taxiing characteristics. I was thrilled with the flight characteristics during my Velocity insurance "check out," and purchased it. After flying the aircraft back from Florida to Virginia (what a great cross country aircraft - did I mention how much more room there is!!), I encountered two separate events when I overheated the left brake, to the point of failure. I was not using the left brake aggressivley - thus it was a bit surprising when this happened. After a period of cooling off, no problem. The flight characteristics are very similar between the two aircraft. The one noticeable difference is the roll rate. The Cozy roll rate is much quicker, more responsive. From my experience, the Cozy is a BMW sports car, and the Velocity is a BMW station wagon. This is what I was looking for. I also encountered a problem during a takeoff role which was significantly increased due to the need to use the right brake to keep on the center line. (Again, I have 600 hours in the Cozy. I encountered this in the Cozy, but strong crosswinds were the cause). This lead me to look into this in more detail. I am currently in Beijing, China and will not have physical access until I return. (This is the reason I have time to research this topic on the internet). What I learned: This is not a highly unusual event (taxiing issues) for the Velocity. There is a thread of this on the Velocity forum as well. (I agree with the postings, when the differential braking works, it works exceptionally well). I do "feel" there is a difference with the Velocity. The overall weight of the aircraft, and more importatnly the weight resting on the nose gear). I will look into: Ensure Nose Gear is physically installed correctly (worn washers, nut is tightened properly……….) The new Fixed Gear Nose Replacement Bumber Brake Pedal System Misler Nosewheel lock (A pin locks in place to keep the nose gear straight at appropriate times) Steerable Nosewheel I will post my findings as I work through the problem solution process. I am very lucky, there is an incredibly helpful canard community at Manassas. These guys have been my adult supervision for 13 years. I am also in the process of upgrading the panel. I will install the same Garmin/Dynon avionics pacakge I had in my Cozy. My intent is to have a comfortable IFR aircraft for pleasure flying. I will not fly in hard IFR. My plan is to have a safe comfortable aircraft. Safe Flying. Tim
  14. Folks, This is an interesting thread for several reasons. I will post this in the taxiing thread, and Cozy vs Velocity thread. First some background: I owned a Cozy III for 12 years, and absolutely loved it. I put about 600 hours on it. I did not build it, I cheated and bought it. My only complaint - it was Cozy!! I am now 5'10', 200lbs. OK, 12 years ago I weighed less :-) This is a great cross country plane for two people who are smaller than me. It also has lots of space in the back for two individuals. It appears most of my friends are retired fighter pilots and not petit!! I know, I should get smaller friends :-) I significantly upgraded the panel (GNS 430, Dynon D10, Dynon D10A). I recently traded up my Cozy III for a Velocity 173FG. It was a unique circumstance, and I am quite happy. I currently only have about 15 hours in the Velocity. My initial taxi of the Velocity was horrible. It was not like my Cozy which after 600 hours, I was very comfortable with. Granted, the Cozy at times would "catch" and want to pull left or right with only minor adjustments to keep it straight. Clearly there were problems with this aircraft. The mechanics contacted Velocity to get the technical specifications. After painstaking work, they made sure the toe in measurements, and landing gear calibration was correct. It taxied significantly better. This would have been a deal breaker if this was the normal taxiing characteristics. I was thrilled with the flight characteristics during my Velocity insurance "check out," and purchased it. After flying the aircraft back from Florida to Virginia (what a great cross country aircraft - did I mention how much more room there is!!), I encountered two separate events when I overheated the left brake, to the point of failure. I was not using the left brake aggressivley - thus it was a bit surprising when this happened. After a period of cooling off, no problem. I also encountered a problem during a takeoff roll which was significantly increased due to the need to use the right brake to keep on the center line. (Again, I have 600 hours in the Cozy. I encountered this in the Cozy, but strong crosswinds were the usual cause). This lead me to look into this in more detail. I am currently in Beijing, China and will not have physical access until I return. (This is the reason I have time to research this topic). What I learned: This is not a highly unusual event (taxiing issues) for the Velocity. There is a thread of this on the Velocity forum as well. (I agree with the postings, when the differential braking works, it works exceptionally well). I do "feel" there is a difference with the Velocity. The overall weight of the aircraft, and more importatnly the weight resting on the nose gear). I will look into: Ensure Nose Gear is physically installed correctly (worn washers, nut is tightened properly……….) The new Fixed Gear Nose Replacement Bumber Brake Pedal System Mishler Nosewheel lock (A pin locks in place to keep the nose gear straight at appropriate times) Steerable Nosewheel I will post my findings as I work through the problem solution process. I am very lucky, there is an incredibly helpful canard community at Manassas. These guys have been my adult supervision for 13 years. Safe Flying. Tim

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