It's interesting that a crosswind from the left points your plane to the right. I wonder if it is because the vertical stabilizers are not very far behind the CG on the Cozy. In the Cessnas and Citabrias I fly, the airplane will "weathervane" into the wind, so left crosswind = right rudder, and then of course left aileron to prevent the plane from sliding to the right since it's not allowed to go into the wind.
I think you're probably right, the moment arm of the vertical stabilizers might not be enough for the weathervaning effect to occur unless there is a really strong crosswind. In this case, it is just physically exerting side words pressure on the aircraft as it tracks down the runway, actually blowing it sideways enough that it causes the airplane to move across the runway. It doesn't take much pressure to have it do this.
On the Cozy the center of pressure of a crosswind acting on the side of the fuselage and rudders is evidently at least somewhat ahead of the center pivot point between the main wheels. The freely castering nose wheel would not resist any side push. A conventional high wing has roughly equal fuselage front and rear of the rear wheels, plus a large surface of vertical stabilizer well behind. I’m a bit surprised that the Cozy has so little anti-weathervane tendency. I wonder if Rutan had to tweak it for that to be the case.
I really enjoy your videos Scott. Lots of shared knowledge and your videos are so real and relatable. I don't even own a plane. Working on my commercial and doing all the things for career 2.0. 😊. Maybe I'll see ya if you're ever in the Midwest area of MN or hear ya in the air. Safe flights! Victoria
2:00 BUT would you put a ROMULAN BIRD under on the underside that don't get the ''SUN BEATING ON IT??'' ????? :) HEHEHEHEHEHE I just saw it in my head it was pretty awesome seein it fly overhead.... just saying... it is almost OSHKOSH TIME :) DO YOU HAVE A GRAFFIX PRINTER?? LOL
How do you transition from the c.g. ahead of the main gear in flying trim to a neutral or rear c.g. when you get out of the cockpit (well ahead of c.g.) while parking? I know at least some canards park with the nose wheel retracted to tip the c.g. ahead of the axles, and saw that you have small tie down cables on the extended front gear when parked in the hangar. Can you easily hold it down while standing beside and lowering the nose, or while tying it down nose level? Do the wingtips prevent a prop strike if tipped backward?
When I'm flying solo, I have 30 lbs of lead ballast in the nose, so it will sit on a level surface with the nosegear extended. If I'm parking it, I will retract the nosegear and put the nose on the ground. If I am flying with a passenger up front (with no ballast), I will get out, then retract the nosegear before they exit. The tie-down rope in the hangar is just for insurance - just in case. :) If you were to allow it to tip over backwards, you WILL damage the prop, the bottom of the vertical stabilizers, and wheel pants. It is an expensive mistake.
At 2:38, you discuss single rudder deflection which yaws the plane, but you attribute it to drag. This is incorrect. The largest part of the yawing moment comes from the added camber of the rudder deflection creating inward pointing LIFT aft of the CG. This is approximately 90% of the yawing moment. Only about 10% of the yawing moment comes from the drag of the deflected rudder.
You mentioned that your cylinder high heating problem corrected itself after you re-seated your ignition connections when you had those starting problems. I'm just wondering what the theory explanation is for that?
My theory is that during climb out, the EIS actually failed, and I was running on just the magneto. I'm pretty sure this is what happened, and the rise in EGT I saw on the charts later would support that.
@@CanardBoulevard Hey Scott. I am chasing the high CHT's on climb-out also. I actually tried shutting off the electronic ignition at 200' and climbed out on the Mag. It actually ran cooler cht's. I figured the engine power was reduced so it ran cooler. I pulled the red wire on the EE so I have no vacuum advance. But that didn't do anything.
Thanks for the really interesting info on the Castoring nose wheel. There are many "conventional" aircraft with castoring nose wheels. Do they have rudder authority from the start of takeoff roll, due to the prop blowing onto the rudder?
No, it would not work. The iLevil autopilot replaces trim tabs with its own servo powered trim tabs. This plane does not have trim tabs, trim is accomplished with internal springs. Transition to canards is not difficult, but it is definitely different. The sight picture is different, the seating position is different, landing and rotating is different, and it's much faster than a Cessna, so if you're not used to that speed, you could find yourself behind the airplane. It lands faster, and does not have flaps.
It's interesting that a crosswind from the left points your plane to the right. I wonder if it is because the vertical stabilizers are not very far behind the CG on the Cozy. In the Cessnas and Citabrias I fly, the airplane will "weathervane" into the wind, so left crosswind = right rudder, and then of course left aileron to prevent the plane from sliding to the right since it's not allowed to go into the wind.
I think you're probably right, the moment arm of the vertical stabilizers might not be enough for the weathervaning effect to occur unless there is a really strong crosswind. In this case, it is just physically exerting side words pressure on the aircraft as it tracks down the runway, actually blowing it sideways enough that it causes the airplane to move across the runway. It doesn't take much pressure to have it do this.
On the Cozy the center of pressure of a crosswind acting on the side of the fuselage and rudders is evidently at least somewhat ahead of the center pivot point between the main wheels. The freely castering nose wheel would not resist any side push.
A conventional high wing has roughly equal fuselage front and rear of the rear wheels, plus a large surface of vertical stabilizer well behind.
I’m a bit surprised that the Cozy has so little anti-weathervane tendency. I wonder if Rutan had to tweak it for that to be the case.
Thanks Scott, makes a lot of sense. Love that Canard.
Great info! I enjoy your in depth explanations of mechanical and aeronautical topics.
Scott, what a great video. Explanations were on point. Thank you so much.
Thanks for explaining about the centre line. Definitely not beginner aircraft.
I really enjoy your videos Scott. Lots of shared knowledge and your videos are so real and relatable. I don't even own a plane. Working on my commercial and doing all the things for career 2.0. 😊. Maybe I'll see ya if you're ever in the Midwest area of MN or hear ya in the air. Safe flights! Victoria
Awesome, thank you for the kind words and good luck on career 2.0!
2:00 BUT would you put a ROMULAN BIRD under on the underside that don't get the ''SUN BEATING ON IT??'' ????? :) HEHEHEHEHEHE I just saw it in my head it was pretty awesome seein it fly overhead.... just saying... it is almost OSHKOSH TIME :) DO YOU HAVE A GRAFFIX PRINTER?? LOL
- Very clear explanations, as usual.
Nicely done! Thanks for taking the effort.
Great video! Thanks for the time and effort spent making it.
Thanks very informative you are the best. So enjoy all your videos
Take off Just like playing Bowling... jajajaja
How do you transition from the c.g. ahead of the main gear in flying trim to a neutral or rear c.g. when you get out of the cockpit (well ahead of c.g.) while parking? I know at least some canards park with the nose wheel retracted to tip the c.g. ahead of the axles, and saw that you have small tie down cables on the extended front gear when parked in the hangar. Can you easily hold it down while standing beside and lowering the nose, or while tying it down nose level?
Do the wingtips prevent a prop strike if tipped backward?
When I'm flying solo, I have 30 lbs of lead ballast in the nose, so it will sit on a level surface with the nosegear extended. If I'm parking it, I will retract the nosegear and put the nose on the ground. If I am flying with a passenger up front (with no ballast), I will get out, then retract the nosegear before they exit.
The tie-down rope in the hangar is just for insurance - just in case. :)
If you were to allow it to tip over backwards, you WILL damage the prop, the bottom of the vertical stabilizers, and wheel pants. It is an expensive mistake.
@@CanardBoulevard
Very clear explanation.
Appreciated.
one of my fave channels. hope to be a pilot one day
At 2:38, you discuss single rudder deflection which yaws the plane, but you attribute it to drag. This is incorrect. The largest part of the yawing moment comes from the added camber of the rudder deflection creating inward pointing LIFT aft of the CG. This is approximately 90% of the yawing moment. Only about 10% of the yawing moment comes from the drag of the deflected rudder.
You mentioned that your cylinder high heating problem corrected itself after you re-seated your ignition connections when you had those starting problems. I'm just wondering what the theory explanation is for that?
My theory is that during climb out, the EIS actually failed, and I was running on just the magneto. I'm pretty sure this is what happened, and the rise in EGT I saw on the charts later would support that.
@@CanardBoulevard Hey Scott. I am chasing the high CHT's on climb-out also. I actually tried shutting off the electronic ignition at 200' and climbed out on the Mag. It actually ran cooler cht's. I figured the engine power was reduced so it ran cooler. I pulled the red wire on the EE so I have no vacuum advance. But that didn't do anything.
Thanks for the really interesting info on the Castoring nose wheel.
There are many "conventional" aircraft with castoring nose wheels. Do they have rudder authority from the start of takeoff roll, due to the prop blowing onto the rudder?
They definitely have *some* rudder authority for the reason you state. They also however have left turning tendencies from P-factor that I don't have.
Do you think IlevIl Ap can be put on a canard aircraft? How had is it to transition from traditional aircraft to canard?
No, it would not work. The iLevil autopilot replaces trim tabs with its own servo powered trim tabs. This plane does not have trim tabs, trim is accomplished with internal springs.
Transition to canards is not difficult, but it is definitely different. The sight picture is different, the seating position is different, landing and rotating is different, and it's much faster than a Cessna, so if you're not used to that speed, you could find yourself behind the airplane. It lands faster, and does not have flaps.
@@CanardBoulevard I am looking at a cozy as my next plane. I have around 200 hrs and have not flown in 8 years
My question is are you getting a lot more attention from the ladies with your new sexy haircut? :p
-- Hello! I was wondering, would you be able to fly a commercial airplane, if you ever wanted to?
Yes. I hold a commercial pilot's certificate.
My brother and I almost pulled the trigger on a long ez at Oshkosh for $22,000
Scott can’t answer that question, he’s married!