Date: Fri, 22 Jan 1999 03:47:19 -0500
From: Glenn Murray <GMURRAY@compuserve.com>
Subject: COZY: First flight

Hi Guys,
Well after waiting weeks for a gap in the weather here,my test pilot
finally got my bird into the air.
What a feeling watching this plane through its paces.Keep building it is
the most rewarding experience you will ever have!!!
Now for some advice from the more experienced of you please.
The engine wouldn't rev beyond 2100 rpm (0-320 E2A) ex Cherokee 140
I suspect the prop is too course.The cylinder head temps were all at 475
degs.
could the two be related?
Also the canopy which is forward opening was lifting an inch at the rear
against
the latches.Al wick might have the answer there.
Everything else worked perfectly and the aircraft was extremely stable.
Keep building,your efforts will be rewarded many fold
Glenn Murray

From: cdenk@ix.netcom.com
Date: Fri, 22 Jan 1999 16:35:56 -0600 (CST)
Subject: Re: COZY: First flight

On 01/22/99 03:47:19 Glenn wrote:
>
>
>The engine wouldn't rev beyond 2100 rpm (0-320 E2A) ex Cherokee 140
>I suspect the prop is too course.

Cutting an inch off diameter should give you a 100 RPM increase. Is the engine healthy - good 
compression, mixture OK (should get roughly 20 RPM increase with a little leaning), is valve lift 
spec. (not worn cam lobes), spark plug color OK? Who's prop, pitch diameter, model number. Maybe 
someone has a similar, and can compare experience. Too early for you, but what is cruise/climb 
performance, RPM at various altitudes.


The cylinder head temps were all at 475
>degs.
>could the two be related?  

Maybe, lean mixture or ignition timing cause high temps in addition to poor fitting baffles, and 
others.

>Also the canopy which is forward opening was lifting an inch at the rear
>against
>the latches.Al wick might have the answer there.

Whose latches are you using? The Cosy Classic, like Nat's but both sides, tied together. Mine stay 
down!



Date: Sat, 23 Jan 1999 17:36:28 -0500
From: "Marc J. Zeitlin" <marcz@ultranet.com>
Subject: COZY: First Flight

Glen Murray wrote (but once again, majordomo outsmarted itself and didn't
deliver this [because the word "who" was the first word on the 8th line]);

>Hi Guys
>Many thanks for all your letters of congratulations ,and as most of your
>asked the same questions here are the answers to most questions.
>I'm measuring the temps using thermocouplings under the spark-plugs,
>With an outside air temperature marginally above freezing, temps were:-
>N01 cylinder reading constant 400 and all the rest 475 degs.I'm hoping it's
>due to the course pitch prop. I've sent the prop back to the manufacturers
>who have assured me that they are able to "speed it up" by shaving it.
>I'm hoping that works.
>I also de-glazed the bores of all cylinders and fitted new piston rings and
>ground the valves in.I'm also using 100 straight Oil for the running in
>period.
>I'm hoping that all of theese things combined are having the effect of
>putting
>added strain on the engine causing the high-cyl temps and reduced engine
>R.P.M. Do you agree?If not is there anything else I can try?The test pilot
>said he had difficulty breaking ground with just 2100 RPM and thought it
>wouldn't lift two adults as it stands.
>I paid particular attention the engine baffling as the subject was well
>discussed on this site as the most probable cause of high cyl-head temps.
>The temps on the ground during static run reached 475 after about 10 mins
>with an OAT of 1 deg Celcius.The test pilot said they never dropped below
>the 475 until he was on base turning finals .
>Once I've had the prop back and carried out the second test flight I'll 
>let you all know how we have fared.
>Bye for now
>Glenn

From: cdenk@ix.netcom.com
Date: Sat, 23 Jan 1999 19:16:25 -0600 (CST)
Subject: Re: COZY: First Flight

Glen Murray wrote 

>>using thermocouplings under the spark-plugs
These are about 50 degrees higher than the bottom bayonets, but you are still high.

>>"speed it up" by shaving it.
Don't know if I would have jumped to this without knowing what cruise is.

>>I also de-glazed the bores of all cylinders and fitted new piston rings and
>>ground the valves in.
For up to about 10 hours or so, the engine could run hot like yours, usually though after a couple 
of hours it settles down to normal.

>>said he had difficulty breaking ground with just 2100 RPM 
At what indicated airspeed does the nose break ground with full back stick?
Could be,whats you weight and balance?? How much weight on your nose wheel when you weighed it 
empty?? Check canard shape and incidence!  and dragging brakes, you should be able to roll it 
around on level concrete with one hand.  Tire pressure!

>>I paid particular attention the engine baffling 
What is the gap at the top and bottom of the barrels (where wire is holding together), and is the 
opening flared for smooth airflow. Can you get pictures scanned, and attach to E-mail?

>>The temps on the ground during static run reached 475 after about 10 mins
SHOULD only ground run at high power briefly, certainly less than ONE minute. Check cylinder bores 
for scuffing, mainly at the top.


DO you have a 1/2" high fence where the rubber baffling touches the cowl top and bottom? You 
should not be able to see any light through around the baffles, except where air is supposed to 
go. Caulk cracks and voids with red RTV.




From: cdenk@ix.netcom.com
Date: Sat, 23 Jan 1999 19:16:25 -0600 (CST)
Subject: Re: COZY: First Flight

Glen Murray wrote 

>>using thermocouplings under the spark-plugs
These are about 50 degrees higher than the bottom bayonets, but you are still high.

>>"speed it up" by shaving it.
Don't know if I would have jumped to this without knowing what cruise is.

>>I also de-glazed the bores of all cylinders and fitted new piston rings and
>>ground the valves in.
For up to about 10 hours or so, the engine could run hot like yours, usually though after a couple 
of hours it settles down to normal.

>>said he had difficulty breaking ground with just 2100 RPM 
At what indicated airspeed does the nose break ground with full back stick?
Could be,whats you weight and balance?? How much weight on your nose wheel when you weighed it 
empty?? Check canard shape and incidence!  and dragging brakes, you should be able to roll it 
around on level concrete with one hand.  Tire pressure!

>>I paid particular attention the engine baffling 
What is the gap at the top and bottom of the barrels (where wire is holding together), and is the 
opening flared for smooth airflow. Can you get pictures scanned, and attach to E-mail?

>>The temps on the ground during static run reached 475 after about 10 mins
SHOULD only ground run at high power briefly, certainly less than ONE minute. Check cylinder bores 
for scuffing, mainly at the top.


DO you have a 1/2" high fence where the rubber baffling touches the cowl top and bottom? You 
should not be able to see any light through around the baffles, except where air is supposed to 
go. Caulk cracks and voids with red RTV.




From: cdenk@ix.netcom.com
Date: Sun, 24 Jan 1999 08:18:10 -0600 (CST)
Subject: Re: COZY: First flight

On Gmurray wrote:
>
>The engine wouldn't rev beyond 2100 rpm (0-320 E2A) 
>

Have you checked the tach for accuracy?


Date: Sun, 24 Jan 1999 08:48:07 -0600
From: David Domeier <david010@earthlink.net>
Subject: Re: COZY: First flight

Carl,

    Re " Have you checked the tach for accuracy?"

    The test pilot reported that he did not think the airplane would
lift off with 2 people on board.....the rpm indication probably is
correct and the prop needs to be reworked.

    Take off rpm should around 2300, IMHO.

dd

From: cdenk@ix.netcom.com
Date: Sun, 24 Jan 1999 15:32:21 -0600 (CST)
Subject: Re: COZY: First flight

Gmurray said <Tach should be accurate>
My static RPM's for the various props I have run the last year have been between 2150 and 2300 Rpm, 
and takeoff distance maybe ranged between 1700 and 2200 feet.
Need to know more info as checks and balances as to whats happening, I wouldn't jump to any 
conclusions yet!
1: What is runway length & material (paved), and Altitude? If you are at Leadville, probably 6000 
feet may not be enough.
2: What is the indicated airspeed that you can get the nose wheel off the ground, do you have enough 
runway to do that safely? A second person could easily double the distance.
3: What was the weight on the nose wheel when weighed?? Will the plane set on the nose wheel when 
level without any other weight onboard?
4: Check the canard crossection shape, if necessry, start from scratch with making new templates, is 
its surface contour/ finish smooth and free of defects?
5: Are the elevators correct shape, travel, gap to canard?
6: Who's propeller, model, pitch, diameter? What does the manufacturer say? Has he furnished to 
another similar plane, who, talk to him.
7: I'm not confident your engine is putting out the proper power, check mag timing, mag drop, 
compression,  mixture - leaning at high power should give an increase in RPM.

We are trying to get you flying safely as quick as possible, but need know the above to start to 
figure out what the issues are.

From: "Nat Puffer" <cozy@extremezone.com>
Subject: Re: COZY: First flight
Date: Thu, 28 Jan 1999 19:24:27 -0600

Builders,
The horsepower produced for takeoff is a function of engine rpm. I like to
have a prop which delivers 2400 rpm full throttle static and 2700 rpm full
throttle at altitude. Without looking at my 0-360 operating manual, if you
are only getting 2100 rpm static, that would probably equate to about 100
hp, and you might have to go quite a distance to lift off the ground with 2
people on board. If you are only getting 2100 rpm static, you should ground
your airplane until you find out what is wrong. It is either a very sick
engine or a grossly mis-matched propellor.
Regards,
Nat

----------
> From: David Domeier <david010@earthlink.net>
> To: cdenk@ix.netcom.com
> Cc: GMURRAY@compuserve.com; cozy_builders@canard.com
> Subject: Re: COZY: First flight
> Date: Sunday, January 24, 1999 8:48 AM
> 
> Carl,
> 
>     Re " Have you checked the tach for accuracy?"
> 
>     The test pilot reported that he did not think the airplane would
> lift off with 2 people on board.....the rpm indication probably is
> correct and the prop needs to be reworked.
> 
>     Take off rpm should around 2300, IMHO.
> 
> dd
> 

Date: Thu, 24 Jun 1999 08:48:46 -0700
From: Eric Westland <ewestland@altavista.net>
Subject: COZY: First Flight!

After 7 years and five months
of some of the most enjoyable work I have ever done, our Cozy Mark IV made
its first and second flight yesterday at Arlington Municipal Airport.

N325PD is built almost
true to the plans.  The engine is a 200 H.P. Lycoming IO-360-A1A with
a C series sump to accommodate the Bendix fuel servo on the accessory case
end of the engine.  Its pretty much stock as well with the exception
of a Jeff Rose electronic ignition on one side.  The prop was made
by Props, Inc. in Newport, OR, a two blade wood prop.

Inside, I added to the
VFR instrumentation a Navaid wing leveler, Jeff Roses electronic tach,
and an AV-10 engine monitor with the fuel flow function. The radios
are a II Morrow SL40 comm, a Garmin transponder and a panel mounted Lowrance
hand-held GPS.

The angle valve Lycoming
weighs 34 more pounds than the parallel valve O-360 according to the Lycoming
book and N325PD weighed in at 1,175 pounds. Getting the engine to
fit in the Featherlite cowls required some serious chopping of the lower
cowling. Had I known at the time, I would have ordered Jeff Russells
set of Cozy cowls already set up for this engine as it would have saved
time and weight.

I have been very fortunate
to have some good friends that helped me along the way. One of them
is a aero engineer whose business is fixing airplanes that don't quite
fly as they should. He's consulted and fixed the flying qualities
of many of the planes you see daily, both in the certified market as well
as many of the kitplane companies; He set me up with Len Fox, a
professional test pilot that has flown just about everything in the Navy
and since retiring a few years ago, has flown on many projects  he is
highly respected and the person that Vans and Stoddard Hamilton have called
when they need flight test data.

Len arrived Sunday evening
for a week's worth of flying on a King Air project that my friend is consulting
on. When the King Air developed a fuel leak and could not come to
Arlington, Len asked me how soon I could be ready. I told him I thought
I was, so he gave me an 8 page, single-spaced list of things to check that
day and if it all checked out, we would go over it together Tuesday morning
and he would conduct the first flight that afternoon. Well, it took
about 12 hours to go through the list, but it all checked out and he was
ready to go after lunch on Tuesday.

Unfortunately, the weather
wasn't. The weather in the Pacific Northwest has been pretty much
constant overcast/rain since last fall. Tuesday was no exception,
but by 5 PM Len thought the weather was looking acceptable and was in the
run up area ready to go. However, after looking to the South one
final time, he decided to wait another hour and came back which was fine
with me. Sadly, after another hour the weather closed in gradually,
so we decided to wait until the next day.

We woke up yesterday
to rain and 1,600-foot ceilings which continued until 3 PM when Len came
to me to say he thought it was breaking and wanted to give it a go.
The first flight test card he prepared was for a 20 minute flight to check
the controls, nose gear, engine temps and pressures and landing characteristics.

Max speed would not exceed 140 knots. By 3:30 PM he was in the air
running through the flight test card and 20 minutes later he landed and
gave me a big thumbs up as he passed me by on the way back to my hanger.

There we pulled the cowlings
to check everything out. Other than a very small oil leak, all was
great, so we buttoned it all back up for the second flight. Included
on this test card was flight up to VNE (190 knots) to test all the
controls for effectiveness and flutter, slow speed to check controllability
and stall speed, checking to see how it would handle in a runaway trim
event. Once again he would also record all the engine functions and
do a bunch of other checks related to its flying qualities. This flight
was to last 90 minutes.

By this time, a patch
of blue sky opened up east of the airport, which allowed Len to climb to
9,000 feet. Being well away from local traffic this time, he would
report back to me by radio as he ran through all the tests. I was
thrilled to hear him tell me it performed great at VNE, was fully controllable
at 55 knots and flew hands-off straight. Other than a couple of alternator
field trips when he adjusted the electric pitch trim, the flight was uneventful
and Len was very happy with all of its flying qualities. He is going
to write up a report for which I can share later. For now, its time
to get some rest and go though the plane again. Its once again foggy
and rainy and there is no relief in sight in the forecast.

There are just too many
folks to thank and Ill do that personally to each. However, I do
need to thank many of you on these lists that have provided so many tips,
answers and suggestions over the years. You have saved me much time/money
and aided to the quality of our plane.

Much of this still has
not sank in. When I think about it, its all really quite amazing.
You order plans (which are excellent), you get a bunch of raw materials
and start making parts. One year you make a wing and the next you
make another. Then you put them all together, wipe micro all over
the parts and start sanding. One day you step back and it looks like
a plane, but will it fly (or if it does, will it fly straight)?  Not
a day went by that I did not wonder that. After all, I'm not an engineer
and I've never built a plane before. When it actually happens and
the answer is a firm yes, to me its most amazing. What a deal!
Eric Westland
Mukilteo, Washington
From ???@??? Sat Jul 03 17:34:47 1999
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Date: Mon, 28 Jun 1999 08:58:53 -0400
To: canard-aviators@canard.com, cozy_builders@canard.com
From: Paul Krasa <p.w.krasa@larc.nasa.gov>
Subject: COZY: First Flight
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After four years of work Long Ez 214LP took to the air the first time on
Sat. 6/26.  The flight was uneventful and short.  The handling is great,
and I really had to throttle back to keep the speed below 140.  

I have two problems to fix before the next flight.  My landing brake would
not stayed deployed, and the CHTs where in the red during climb out.  To
solve these I will increase the strength of the springs on the landing
brake, and set up the manometer and tubing to find out what is going on in
the cowl.

Paul
Long EZ 214LP

p.s.  God I am glad the first flight is done.  What a relief! 


From: cdenk@ix.netcom.com
Date: Mon, 28 Jun 1999 15:22:22 -0500 (CDT)
Subject: Re: COZY: First Flight

Landing brake won't stay extended: The linkage is supposed to go "Past Center" slightly, check the dimensions carefully, I 
don't think the fix is stronger springs.

Cylinder Temps: several possibilities: Timing advanced - check, lean mixture - should get increase RPM before drop when 
leaning, Fresh ring on pistons - give a few hours to break in, and other issues.

Date: Mon, 28 Jun 1999 21:43:37 -0500
From: David Domeier <david010@earthlink.net>
Subject: Re: COZY: First Flight

Paul,

    re "My landing brake would not stayed deployed,"

    Could be you were a bit high on speed.  My LEZ brake used to blow
shut at about 90KIAS....I wouldn't do anything with it until you fly
again.  They land just fine without it.

    Congrats on the first flight.  Makes it all worth it....

dd

Date: Sun, 27 Jun 1999 07:49:15 -0400
From: "L. Wayne Hicks" <lwhicks@erols.com>
Subject: Re: COZY: First Flight!

Congrats Eric!  Looks like the perserverence paid off.

Some questions if you don't mind:

1.  Where did you get your engine? (Trade-a-plane, rebuilt shop, etc?)

2.  If you had the engine rebuilt by a shop, could you comment on who
rebuilt it and if you were happy with the experience?

3.  Sounds like you had a thorough pre-flight inspection checklist.
Would it be possible to get a copy of that checklist?

4.  Would it be possible to get copies of the test cards too?

Again, congratulations!

Wayne Hicks
Cozy IV #678
Chapter 13
http://www.geocities.com/yosemite/falls/2027

Date: Sun, 27 Jun 1999 09:17:02 -0700
From: Eric Westland <ewestland@altavista.net>
Subject: Re: COZY: First Flight!



"L. Wayne Hicks" wrote:
> 
> Congrats Eric!  Looks like the perserverence paid off.
> 
> Some questions if you don't mind:

Sure!

> 
> 1.  Where did you get your engine? (Trade-a-plane, rebuilt shop, etc?)

I looked everywhere - I mean everywhere.  360 cubic inch Lycomings are
really tough to find. My goal was to find one that had some time left on
it before overhaul so I would not have to test the airframe and break in
new cylinders at the same time.  Many have done this successfully of
course and since I have found mine, many have reported Bart up at
Powersport(?) in B.C. as an excellent choice for a rebuilt engine.  He's
doesn't do it for free, but then again, I don't think I'll end up doing
it my way for any less - as a matter of fact it could end up costing me
more once I split the case.  We'll see.

I found Trade-A-Plane almost a total waste of time and money.  The
market was just too hot while I was looking.  I also joined the
insurance company salvage bid lists, but never found a plane/engine that
I could even bid on.  The internet at the time gave me the most
promising leads, searching various aviation for sale sections.  I joined
the RV and Mooney e-mail lists amongst others to learn where others were
getting theirs.  While reading the Mooney list, I discovered that
occasionally someone would be converting their perfectly good Mooney's
IO-360 to a bigger engine to go faster.  That lead me to some private
parties and some companies that do conversions - Rocket Engineering in
Spokane, WA and Mod Works in Florida.  I ended up getting a good IO-360
from Mod Works.  Since then they have started advertising in Sport
Aviation, so the "secret" may be out.

You must continually call places back.  If you leave your name and
number for when an engine becomes available, they will probably sell it
to the next person that happens to call.

You really, really need to educate yourself on engines if you buy a used
one.  The word _overhaul_ is probably the most loosely defined word in
aviation.  You need to know what someone is selling you.  Find all the
AD's, get a copy of the logs, call the mechanics, determine how often
it's been flown annually, search the internet for accidents by tail
number.  Any of the above ways can work and there are probably others.  


> 
> 2.  If you had the engine rebuilt by a shop, could you comment on who
> rebuilt it and if you were happy with the experience?

Mine has 2100 hours total time, but the compression is still great, so I
hope to get the hours flown off and then finish overhauling what I
already have not done.  All the AD's have been complied with including
the one for oil pump gears.  The ignition system has been done (new mag
stuff and electronic ignition), new mechanical fuel pump, vacuum pump,
alternator and starter.  Don Rivera did the OH on all the Bendix fuel
injection parts - he has been great to work with.  So that basically
leaves the crank, case and cylinders and I'm not exactly sure where I'll
have that done yet.
> 
> 3.  Sounds like you had a thorough pre-flight inspection checklist.
> Would it be possible to get a copy of that checklist?
> 
> 4.  Would it be possible to get copies of the test cards too?
> 

Many have asked and I'll be happy to share them both provided that my
test pilot gives his permission.  I should see him again in the next
couple of weeks. These are items he generates as part of his business
and I'm not sure if they are mine to share.  I'll gladly ask though.

-eric

Date: Mon, 28 Jun 1999 01:09:58 -0600
From: rlacour@trib.com
Subject: Re: COZY: First Flight!

>Well another first flight!!!

On June 26 1999 a saturday

I flew my cozy mkIV after five years of intense builder,lost a year to the
winters of Wyoming.
The flight was uneventful,except that I flew about 12:30 in the am,after a
small
airshow was finished at our airport.Flying at this time made the air very angry
and it and the thermos proceeded to give me an interesting ride.
I performed about 2  hi speed taxi tests up and down the runway to get a
feel of the a/c and to check out any shimming that might be there.I found
some shimmy,but at about 65k the shimmy went away and the a/c rode
straight.When you taxi test make sure you donot skip the hi speed taxi,this
will give you a feel for the whole plane.After 2 taxi test I  was ready for
the " big one".I taxied out to the centerline,applied power and was off,at
about 80k I lifted the nose and started to fly,after the customary bob I
established a ascent of what I thought was 110k and started downwind,having
previosly flown a C172 for bi-annual it was interesting to see a 140mph at
the start of my downwind.Before I could plan anything I was in position to
start my landing.I trimmed out the
plane for 85k(that goodness for the Strong elevator trim)proceeded to get
back on the centerline,this thing moves fast,lower the belly board and set
up the landing.When my spotter on the ground told men I was about 10 feet
in the air
I started a gentle flare and Bingo I was on the ground,I lifted the nose
for better braking and proceeded to the hangar,where the first one to greet
me at
the plane was my DOG(People are scarce here in Wyoming).
My next flight should be monday the 29th of june,will write a more complete
report then.

Rick LaCourse
Flying Cozy MKIV #237 N8191VICTOR


Date: Thu, 01 Jul 1999 08:26:41 -0400
From: Paul Krasa <p.w.krasa@larc.nasa.gov>
Subject: COZY: CHT and Landing Brake Problems solved.

Well, I made the second flight yesterday.  A solid .7 hours.  The day was
overcast, and I went up to 2000 ft. and flew patterns above the runway at
120-130 kts.  FUN, FUN, Fun!   The airplane handles nicely, and boy is it
responsive even at these low speeds.  I had no problem slowing the airplane
down from this speed or lossing altitude.  I flew a standard pattern for
landing, and I trimmed for 90kts on final and touched down at 75kts.  Not a
bad landing for a second attempt.  I did end up about 1500ft down the
runway, but with a 6000 ft. runway, no big deal.  I never touched the
brakes letting the airplane role out.

Thanks to all that provided me with the information on the speed brake.
After adjusting the geometery, it works as advertised.  Thanks again.

As for the CHT being high, I checked the vernitherm valve and it was bad.
Put a new one in and the CHT is now 420 F on climbout with a washer type
thermocouple and less 350-380 in cruise.  Oil temprature stays around 200
deg.  


Paul :')
Long EZ 214LP
Hobbs time including high speed taxi: 7.0  33hrs of testing to go.

Date: Tue, 10 Aug 1999 11:39:13 -0500 (CDT)
From: Steven Eberhart <newtech@newtech.com>
Subject: COZY: Test Flight Plan

For those of you getting close to test flying, you might like to take a
look at http://www.evansville.net/~boeing/project_viking Chapter 11 Test
Plan.  THis is a comprehensive flight test plan put together by Rick
Junkin, a professional test pilot for McDonnel Douglas/Boeing.  THe plan
is tailored for the KR-2S but most everything, with the exception of the
performance numbers, would apply to any Sport Aviation aircraft test
flight program.

Steve Eberhart
mailto:newtech@newtech.com

THE WING FLIES! - http://www.newtech.com/nlf for info on the new, flight
tested, KRnet airfoils. Good job KRnet, you can be proud of your
contribution to Sport Aviation.

One test is worth a thousand expert opinions but a thousand opinions are
easier to get.  --plagiarized from an unknown author

All information, in any of my aircraft related correspondence, is strictly
food for thought requiring additional, qualified, engineering analysis.

From: FLYCOZY@aol.com
Date: Thu, 28 Oct 1999 20:55:48 EDT
Subject: COZY: Re. inspection / first flight   

Fellow builders
      After  20 months of intense building there is really and end.  
Yesterday,  The F.A.A. inspector out of Des Moines, Iowa came to my hangar to 
do the inspection on Cozy Mark IV N 92VT .  The inspection went very smoothly 
with nothing to do but attach  the data plate in the appropriate place. " 
Under the wing strake below the sump blister is where he wanted it".
   He said the aircraft was the most well done that he has ever inspected.  
He was very impressed with the design and really liked the visability from 
the cockpit. After I showed him all the little creature featured that we all 
like , He asked me if after I had the flight time flown off if he could have 
a ride!!! he issued me a airworthiness certificate and a temporary builders 
certificate.
   Today,  wind 5 knots clear skies.  N 92VT flew for the first time.  And 
yes it's just as much fun as  my first flight in my cozy three 12 years  ago. 
 The mark IV weight in at 1258 lbs.  Cg is 108.16.  I think this is about in 
the ball park as far as weights even though some would disagree!  Doug 
Kosters now weighs right at 1300 lbs with a IO- 360,   Tim Merills 1320 with 
a 0-320 and  constant speed propspeed  prop and  full IFR panel.  And next 
year were bringing scales to Osh Gosh to see what some other airplanes really 
weight.
   My mark IV is completely per plans as far as dimensions and length .  I 
consider major modifications to airfoils and fuselage major modifications. N 
92 VT is stock   Engine is 0-360 180 hp. A1A,  Ellison Throttle body,  Steve 
Wright nose lift,   Vision micro system engine analizer a  King 76A 
transponder and encoder King KX125 nav/com, Garmin GX65 GPS/Com.  Garmin 
audio panel with marker becons and built  in intercom. 
    I installed a different heat system than the standard heat muff.  I don't 
care what anybody says Heat muffs are ok for carberators but it's a long way 
to my toes and the just don't cut it in Iowa .  So I installed a second oil 
cooler in the nose on the passenger side took a blower fan out of a Honda CRX 
junk car.  "  Home builders are such scroungers"   and  built a squirrel cage 
fan out of a block of foam to push the air through the cooler and just heat 
the cabin air .  There is another oil cooler mounted on the engine mount that 
cools engine oil.  I ran the oil lines throught the center duct which the 
plans say to use for hot air.  I ran 3/8 aluminum lines exiting the duct 
underneth the co-pilots thigh support and into bulkhead fitttings where they 
go through the instrument panel along the floor to a ball valve  on the floor 
 on the passengers side to the cooler.  IT WORKS GREAT!!! I GOT HEAT.  and 
lots of it.  To regulate it  just adjust the oil flow to the cooler.Leave the 
fan on high. So far I can feel the heat coming out from underneath the 
instrament panel I'll keep ya posted.   
   Oh,  The airplane flies great, I  DON"T  have one thing I have to adjust 
or change. Oil temps were 198 with a 0 time engine and CHT's were right at 
380 I flew the airplane for an hour first flight. varying the rpms between 
2100 and full throttle. I built the baffling and lower cowl baffles exactlly 
per plans!! Nats right, the ailerons don't have to be changed or made bigger  
the roll rate is much faster in the 4 over the 3 place. The canard has been 
shortened the 3in. he recomended.  Ground handling is supurb with the big 
brakes.  I even got the chance to try out my own rudder pedal design.  I 
really like them.
  Nat ,  Thank you!! .... You deserve alot more credit and respect than you 
sometimes  get for all you've done in designing such a wonderfull airplane .
   I guess sometimes when I see some of the changes that some people are 
thinking about and the things some people worry about are really foolish.  In 
fact some times I'm laughing so hard I can't even get up off the floor to 
respond.  These are also the builders that will probably never finish ther 
project because their to busy changing things.    Then I think back and 
remember I had those same fears and dumb ideas and I take a lesson in 
humility.  I was  glad I asked alot of questions.  But I have to admit most 
of the answers are in the plans  if ya read further and study the 
drawings.Usually  major mod changes cost you 3 ways time ,  money and weight. 
sometimes safety!!   When I built my cozy 3 I usually waited till somebody 
more experienced than I did a change then waited a few months to test it , 
then decided if it was worth it for me.  That's still my policy.
   Some facts,    when ya get all the glass work done your half done.  Just 
keep going.  Ask questions no matter how dumb ya thing they are! It's all  
worth it in the end. 
                                                                              
    I need a beer!!
                                                                              
       Dennis Oelmann
                                                                              
     

