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I was wrong! When I was in the fourth grade (IIRC) a teacher explained to the class that airplanes fly because the air hits the bottom of the wing and forces the airplane upward. I raised my hand and said, “No, actually … "I said, "The wing shape causes a low pressure area above the wing.”Now I feel like such an idiot.Curt
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Thanks Mark. Plenty to assimilate but the information helps answer some head scratchers I’ve had.
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That was excellent! Now, if only we could get every high-school science/physics teacher to teach this…. I have taught “ground school” sessions for our Young Eagles rallies for years, and have always tried to explain why the application of the Bernoulli theory does not completely account for lift. And I explained the fallousy of the top airflow speeding up to meet the bottom airflow, when in fact the top airflow gets to the back of the wing well in advance of the bottom airflow. I wish I could have had his slides to use in my classes to help illustrate this. My only criticism is that although he touched on flying inverted, he didn’t really show how that works.Thanks for sharing this!Phil Kriley
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Folks:Ran across this video - pretty good explanation of how wings work, with very little math and debunking of common misconceptions.Happy watching.--
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Great work Marc!
I think there is very little downside to having extra positive caster. I believe most of the nose wheel shimmy issues are because of too little. Not having a spring definitely helps prevent the caster from going away on landing at forward CG.
Del Schier
Cozy N197DL
Cannon Creek Airpark 15FL
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Marc,
Unprotected semiconductor components, including microcomputer inputs can be damaged by as little as a 2,000 volt Electrostatic Discharge. However, these inputs can be protected from 20,000 volt ESD with the addition of some or all of resistors, ferrite beads, capacitors and Transient Voltage Suppressors. It costs pennies to include these components in the original design of a product. Verifying that components added to an existing design actually improves ESD immunity requires tests performed by an Electro-Magnetic Compliance lab with their specialized equipment. (An oscilloscope is not a useful tool for evaluating ESD immunity of a product.)
For Reference: For more than twenty-five years, electronic products as complex as safety critical industrial control systems or as simple as an electronic paper towel dispenser are designed and tested to comply with ESD and RF immunity requirements to ensure the product is not damaged by typical ESD and RF events.
Jim Rodrian, BSEE
Defiant N403R
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Rick Hall wrote:So, does your new design back drive… at all?No. It is an ACME screw drive and will not back drive.Does it fit entirely within the NG-30 bulkheads? More specifically, is the form factor smaller than the first iteration of the ez-nose lift. Including height?I described this previously - yes - it fits entirely within the NG-30 bulkheads and while it is a bit taller than the EZNoselift (I had to very slightly modify my NG cover with a couple of bump-outs on top), the width is no greater than the NG-30s.Your actuator lift limits are a deal breaker for me, it is the same load capabilities as a manual nose actuator with two in the front seat… fully extended or fully retracted. I have no desire to haul a 5 gallon bucket on a string, like Nat did, to enter my plane.I'm fairly certain that you need to go back and re-read my previous email from yesterday, 2/25/2024, in which I stated:"Although the unit has a lower force level, with 1500 lb. capability, I can put 175 lb. in the front seat of my COZY MKIV and lift the nose from the bumper on the ground. With the nose starting at 18" off the ground (about 1/2 extended), I can lift 225 - 250 lb. in the front seat and with the nose starting at 24" off the ground, I can lift 275 - 300 lb. in the front seat. So the weight limitations are almost nil for VE/Long-EZs, and marginally restrictive for COZYs - raise the nose to 18", put in your right seater, then raise the nose fully and get in."--So this is HARDLY equivalent, or even vaguely resembling, the manual system. This is pretty much how most folks with electric NG actuators currently operate their systems.Lastly, do you plan on making NG-6?Since it was shown as available (NG-6B) in the list of parts in the email to which you replied, yes. But that's for VE/LE/COZY III aircraft, and you have a COZY MKIV.
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I have the new design actuator from Jack on my Cozy-4… it’s a long story. Not fond of it as it’s wider and taller than his first/second iteration, meaning my actuator cover no longer fits. I can send pix if you want. It also back drives like crazy when partially extended (normal ballast, or about 40lbs, when flying solo). So, does your new design back drive… at all?Does it fit entirely within the NG-30 bulkheads? More specifically, is the form factor smaller than the first iteration of the ez-nose lift. Including height?Your actuator lift limits are a deal breaker for me, it is the same load capabilities as a manual nose actuator with two in the front seat… fully extended or fully retracted. I have no desire to haul a 5 gallon bucket on a string, like Nat did, to enter my plane.Lastly, do you plan on making NG-6?RickSent from my intergalactic communicator.
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Andrew Anunson wrote:If we don't buy this system now, will we be able to get it from you in the future?The distribution arrangements haven't been figured out yet... I had a long response written and deleted it. The short answer is, I have no idea. What I can say is that _IF_ the design is not picked up for sale by a reputable vendor who's already in the business of supporting the canard community and intends to do so for a long time, then I will try to make other arrangements for the information transfer to the community. I would certainly like for the system to be available more than just this once, on an ongoing basis.But I can't guarantee that any of those things will happen.Steve Campbell wrote:
... What would it cost and how soon could I get it?
As I said, it will be less than or equal to the currently available nose gear system, which goes for $3K. Earliest delivery could be in July, but to be safe, plan on early fall - vendors do not always deliver when they say they will, and I don't want to overpromise. I'm also still trying to arrange for a turnkey electrical board solution to go with it.Jamie Hicks asked:With regards to your data of front seat weight testing you listed. Do you have any idea what the nose weight is of your plane with it sitting on the nose by itself before you added the front seat weight?
My plane is like most COZY MKIVs - with no ballast in the nose, there's approximately -5 lb. on the nose gear (IOW, it'll tip over backwards). Most Long-EZ's are somewhere in the same neighborhood as well, but there's certainly a range, from +20 to 30 lb. on the nose to -20 to 30 lb. on the nose. So the amount of weight that the system will lift will have some variability to it, depending upon the vagaries of the particular aircraft.-- -
If we don't buy this system now, will we be able to get it from you in the future?Andrew AnunsonCozy MKIV #1273Pound, VA
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MarcI am quite interested. I am just finishing up repairs on my Cozy and running down a problem with my current nose gear system is driving me batty. What would it cost and how soon could I get it?SteveSteve Campbellscampbell@...
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Folks:On February 14th, I announced the availability of replacement Nose Gear parts for canard aircraft. These included:
- NG-6B - Long-EZ, Varieze, COZY III, etc. Nose Gear Pivot
- NG-7B - Spacer for NG-6B
- MKNG-6B - COZY MKIV Nose Gear Pivot
- MKNG-7B - Spacer for MKNG-7B
- NG-5B - Clamp Plate for NG-6B and MKNG-6B
- NG-2B - Nose Gear "Foot" for original VE/LE NG-15, the later VE/LE NG-15A and 3:23 Composites' (MK)NG-15X
- MKNG-2B - Nose Gear "Foot" ONLY for the original COZY MKIV MKNG-15 and MKNG-15A - it will NOT fit the 3:23 Composites MKNG-15X
I will also have retrofittable NG-3A and NG-4A nose strut brackets available for manual and legacy electric systems, although I do not yet have samples for testing.I also announced the availability of of what I'm now tentatively calling the "EGP Canard Nose Gear Extension / Retraction System", or "EGP System" for short), which is a totally ground up redesign of an electric nose gear system that can be used in new builds and is retrofittable into the standard NG-30 nose gear box structure in existing canard aircraft (VE, LE, COZY, etc.) with no modifications/holes in F-22.So far, I have received notifications of interest at varying levels for the individual parts listed above and/or the EGP system from approximately 35 people. If you are one of those, hold tight - I'll be contacting you directly for more information in the near future.If you have not already indicated that you're interested in parts or systems, please email me DIRECTLY and let me know, and I'll put you on my list. Until I have a relatively solid list of exactly who wants/needs what, I cannot determine pricing from vendors, as I don't have quantities to quote, but as I've indicated before, prices will be the same or LOWER than existing vendor's prices for the lower quality, superseded components.Thanks for the interest - the idea here is to provide parts and service moving forward for the canard community so that not only new builders can finish their airplanes, but so that these planes will be serviceable for the foreseeable future.-- -
Folks:I've been testing the new Nose Gear Retract/Extend system I announced on February 14th and have an operational report.Although this system (henceforth referred to as the "EGP Canard Nose Gear Extension / Retraction System", or "EGP System" for short) has a 1500 lb. maximum force capability (lower than the EZNoselift and Wright Noselift systems) and no spring cartridge of any kind, the performance has been extremely positive.With 8" of extension capability, full retraction of the nose gear as well as extension of the nose gear so that the steering axis is well past the 0 - 5 degree "top aft" angle the plans recommend, is possible:
This ensures that the nose incidence angle is at the maximum possible to assist with minimizing the takeoff roll and rotation, as the canard is at (and STAYS at, even under full power) the highest possible AOA.Because there's no spring cartridge to compress and change the steering axis angle, that axis will not go negative and contribute to nose gear shimmy. I have performed maximum capability braking from 60 kts GS (triple puck Matco brakes) and there is essentially no nose "dip" during braking and no indication of shimmy susceptibility (unlike the nose gear shimmy that ripped off my fork two years ago under hard braking due to severe nose dip with the EZNoselift).The lack of a spring cartridge has also contributed to far better nose control on bumpy surfaces - no longer does the nose launch itself into the air when taxiing over a dip or bump in the taxiway or runway, risking tip-back or just absurd bouncing.Although the unit has a lower force level, with 1500 lb. capability, I can put 175 lb. in the front seat of my COZY MKIV and lift the nose from the bumper on the ground. With the nose starting at 18" off the ground (about 1/2 extended), I can lift 225 - 250 lb. in the front seat and with the nose starting at 24" off the ground, I can lift 275 - 300 lb. in the front seat. So the weight limitations are almost nil for VE/Long-EZs, and marginally restrictive for COZYs - raise the nose to 18", put in your right seater, then raise the nose fully and get in.The integral limit switches are trivial to adjust and I didn't bother to adjust the "DOWN" limit switch - just let it go as far as it can. The "UP" limit switch is easily accessible and adjusted with an allen wrench in small increments until the gear is retracted to the correct position for strut cover sealing and nose gear door closure.Although the unit nominally can draw 20A, I have not been able to pop a 20A fuse even if I overload it a bit so the internal ball-detent clutch slips on occasion. Although I don't recommend this for new installs, I'm running the electrics through my old 16 GA wiring, rather than the recommended 14 GA, and the performance is as described.I have (so far) seen no downsides to this system at all (well, it's just a bit noisier than the other systems, and of course, I have no long-term reliability or lifetime data). But still... -
Steve Taylor wrote:Sounds like the input protection circuitry ain't working. Are there any schematics?Here's the RDAC documentation:I find it cute that you think that MGL has put "input protection circuitry" in their equipment somewhere...If you meant aircraft schematics, no - but there's just a power and ground to each of the display and RDAC, from a not particularly well architected or implemented power distribution system.But somehow, all the other electrical equipment in the plane seems to live through the static exposure...
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Folks:For the TLDR folks among you, skip to the last paragraph:I have customers with a composite "Tango 2" aircraft that was purchased with an MGL EMS installed. While many of you know my extremely poor opinion of MGL equipment (I wouldn't use it if it were given to me with $10K as a fee to do so, nor use it as a door stop or as children's toys), the plane has what it has.The pilots are serious cross-country travelers who regularly use the plane to commute 600 NM blocks. The plane is equipped with 2 G5's and an Autopilot, along with IFR equipment, and the pilots are extremely competent.However, twice now, when flying in conditions that involved static buildup on the aircraft (once, a bit too close to convective activity, and once, just through clouds), the MGL system has keeled over dead. NO OTHER ELECTRONICS IN THE AIRPLANE SUFFERED ANY DAMAGE - only the MGL. The first time, the Xtreme EMS Display unit went TU, and the second time, we believe that the RDAC engine monitoring Analog-Digital converter box has gone TU, as replacing the Xtreme EMS display unit didn't change the screen red "X"s.At any rate, the customers are apoplectic, with good reason, since they purchased the plane for a particular purpose and really can't use it for that purpose without engine monitoring. Installing a new standalone engine monitor is $5K in materials alone, and another few thousand $$$ in labor. Installing a G3X with EMS capability is substantially more.So here's the question, for you EMI/RFI/EE guys out there - is there some way to protect both the Xtreme EMS Display unit as well as the RDAC A/D converter so that if/when static buildup is encountered again (and it will be, in IMC flight) these MGL POSs will stay alive, as apparently all the other equipment, designed by people that actually know something about electrical equipment, does when exposed to a bit of static? For Cthulhu's sake - the plane wasn't hit by lightning... Thanks for any pointers to isolation equipment or circuits that might be utilized to minimize required expenditures here...
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Hi John,
I should have passed it by my school teacher wife 😊
I put: “that is why it’s faster, safer, stronger, more efficient and fun to fly”, because I couldn’t fit: “That is why it’s faster, safer, stronger, more efficient, and more fun to fly”.
As it turns out, even though I didn’t offer it, I showed a smaller one and getting orders in both sizes; which is OK by me.
Del
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Hi Del:
What a great idea and service. Due to the fact that I’m old, is there any chance of ordering a couple of these where the text follows the Oxford comma rule, adding a comma after the word EFFICIENT? (ordering either way…)
John Nate. -
OK guys, I just loved Dick Rutan’s suggestion for a passenger warning placard and I just did prototypes and will be making as many as you people would like.
See attached picture.
I made two but I will be making the larger size even though that wastes sheet material. It is slightly wider should cover up an old placard measuring 4.25" X 2".
I will only get material in black with white lettering between .040"-.062" thick. If you want some other color, you can get the stuff in many colors on Amazon, see: https://www.amazon.com/s?k=double+color+engraving+sheet&s=price-asc-rank&ref=sr_st_price-asc-rank&ds=v1%3AlrQP2BlXZ%2Fwnr%2FXuJREdzflhoHb9nZc0eey4oc1Xa2Y
If you send special color material to me you get a discount on however many but I keep the leftovers.
It takes me and my machine about 30 minutes to make each one and that is after doing the programming and setup so I decided make my labor-of-love price of $10 each or $7 each if you supply materials. Shipping and handling is $5 for any size order by US mail CONUS and cheapest way. If you wish, send me a SASE for no shipping and handling add on.
I will try to get out in less than 30 days allowing time for checks to come in and to get material.
Note that I changed the wording adding "faster" and "Fun" instead of "exciting". You might notice that "PASSENGER WARNING" has the underline screwed up and will be fixed. You see there is a beveled edge. To affix them to your panel you might use double sided tape, RTV, hot melt, or whatever.
Send me a private message with any comments questions and to get my address and phone number for an order.
BTW Dick, you get a couple of free ones 😊
Del Schier
Cozy N197DL
Cannon Creek Airpark 15FL -
That link is to a private version of the video, but a search on“Mike Busch Borescoping” seems have found the same or similar … ?Thanks Marc!Curt BoyllVEZ, Cozy - Colorado
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Marc, my point was to thank you for designing a fail-safe gear retract; not that you charged $25K to fix a failure. I am sure you charge less that an auto mechanic and do far superior work. You are one of the few people that I would trust to work on my Cozy.
I was lucky that my failures resulted in only cosmetic damage and happened at my home airport.
My postings about my Wright retract failure have been to help others avoid a failure that may have the version with square tubes inside the spring.
Keep up the good work, you are a great service to our community.
Del Schier
Cozy N197DL
Cannon Creek Airpark 15FL
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On 2/17/2024 10:48 AM, Michael & Michelle O'Grady wrote:
Chapter 16 page 2Would anybody be able to give me the dimensions of the bushings in the attached assembly? I had this part manufactured by a sheet metal shop but did not have the bushing dimensions.
Is it a standard part number (from Oilite?) or are they custom-sized?
Press fit 1/4" ID Bushing
HTH,
Mike Satchell
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Would anybody be able to give me the dimensions of the bushings in the attached assembly? I had this part manufactured by a sheet metal shop but did not have the bushing dimensions.
Is it a standard part number (from Oilite?) or are they custom-sized?
Thank You,
Mike O’Grady
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Del Schier wrote:
> My three failures of my nose gear didn’t cost $25K unless maybe I paid myself
> $100/hr. to do the work.
Your three failures didn't cause a breakage of the nose gear fork that then went under the right brake caliper, ripped off the bleeder valve and caused the plane to leave the runway, running into a runway sign and destroying the canard and severely damaging the nose of the plane. 150 hours of repair time is expensive, when you pay for it.-- -
Marc, it is great that you are working on a better retract system!
My three failures of my nose gear didn’t cost $25K unless maybe I paid myself $100/hr. to do the work.
The manual retract on my EZ never had a problem but the Cozy which needs to be powered retract has three times. I had a relay fail but in the hanger. The second time NG3 cracked, slid up the strut and the gear collapsed. NG3 probably failed because of the early part had a sharp corner bend and I had no bolt through it, but also, the Wright spring slider was probably jammed the whole time hammering NG3. The last failure the spring slider was jammed causing to fail in compression and break the spring. Attached are pictures of my two catastrophic failures.
It is interesting and probably good that you are not including a spring in your design. I think the original plans manual systems for both the EZ and the Cozy did have a spring but I know some guys have been flying for years without one. It seems the strut is a good spring and I do not know of any strut failures except on emergency landings. I also know the spring compresses and takes out the caster causing nose wheel shimmy.
Keep up the good work.
Del Schier
Cozy N197DL
Cannon Creek Airpark 15FL
Re: COZY: How Lift is Created
in Canard Aviators Mailing List (read-only)
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