TWIN COZY

摘自EAA(美国试验飞机协会)< SPORT AVIATION>98年5月刊

申明： 本站不拒绝转贴，但是有些朋友太不象话，转贴不做任何标注，鄙视之！

作者BY JACK COX

编译：Howard

　　去年的EAA飞行聚会Sun'n Fun(阳光与欢乐聚会,EAA 航空爱好者的年度聚会)中最有创意家庭自制飞机之一当属来自委内瑞拉的Ruben Leon 和Carlos Leon俩兄弟所制造的Cozy YV-22X;他们驾驶这架Cozy飞跃加勒比海来此参加Sun'n Fun. Cozy的机身设计来自Nat Puffer的设计,而这家飞机火墙之后的一切才是为何家庭自制飞机拥有 "试验性"这一词汇的一个完美样列.
One of the most innovative home-builts we saw during all of last year was the Cozy YV-22X built by brothers Ruben Leon (EAA 546416) of Valencia, Venezuela and Carlos Leon (EAA 554073) of Caracas, Venezuela and flown by them across the Caribbean to Sun'n Fun '97. The Cozy airframe was essentially straight off Nat Puffer's drawings, but everything aft of the firewall was a perfect example of why homebuilts have the word "experimental" written on their sides.

The Leon Cozy appeared to be just another example of that popular design when it appeared in the pattern at Lakeland last spring, but when close enough to be heard, it was obvious something was different about it. Whatever lurked beneath its cowling was definitely not the usual Lycoming! A further difference was apparent when it came whistling by on final: it had counter rotating propellers. Joining the crowd that quickly swarmed around the airplane when it was shut down at its parking spot, I soon learned that it was powered by two little four-cylinder 1,600 cc Suzuki Swift auto engines, each independently driving its own Warp Drive three-blade propeller through a shaft-within-a shaft or coaxial drive mechanism. One engine faced forward and the other aft, and each drove its own drive shaft through four Micro-V belts. Just getting two of the engines and their drive systems into a space normally occupied by a four-cylinder Lycoming was obviously quite a feat of engineering, and it seemed redundant to the point of embarrassment to ask about the feasibility of the configuration...after all, the Leons had just flown over some 1,200 miles of open ocean to get to Lakeland, hadn't they?

当Leon的Cozy去年春天出现在Lakeland的飞机阵列当中的时候,看起来跟不过是流行设计的一个普通样列而已,不过当你靠近她的时候,你会听出这架飞机有点不寻常:掩藏在发动机整流罩下面的并不是通常的莱康明!当她呼啸而过的时候你会发现更多的不同是她使用的是双桨对转推进方式.当她降落之后关闭了发动机,我靠上前去很快发现这架Cozy采用了两台四缸1600cc铃木雨燕汽车小发动机,每台通过皮带各自驱动一个伞叶螺旋桨,两个螺旋桨共轴对转.两台发动机头尾相反左右并置在推力线两侧.精巧的设计使两台发动机正好占据了原来四缸莱康明发动机的空间。在Leon兄弟驾驶她飞越了1200英里的海洋来到Lakeland之后，质疑这样设计的可能性都显得多余了。

Later in the week, I had the opportunity to talk to the Leons about their aircraft and found that its engine installation is still another validation of the old chestnut, "necessity is the mother of invention." First, you should know that the Leons are not rank amateurs. Ruben Leon, who is 43, is an aerospace engineering graduate of Catholic University in Washington, DC and has a Masters degree from Princeton University in both aerospace and mechanical engineering.

　　这周晚些时候，我跟Leon兄弟聊了聊，发现其发动机设置又是一个老原理的新例证"需求是创新之母"。 首先，你需要了解的是Leon兄弟并非是业余爱好者。Ruben Leon，43岁，本科毕业于华盛顿天主教大学航空航天工程专业，研究生毕业于普林斯顿航空和机械工程专业。

He is the president of his own company, Centro de Mecanizado Levil, C. A. in Valencia, Venezuela. Carlos Leon, 34, was educated in England and has a degree in computer systems engineering from Warwick University. He is the head of the numerical control service department of Maquinaria Diekmann SA, a machine tool sales company in Caracas.

　　Ruben是自己在委内瑞拉 巴伦西亚市 的Centro de Mecanizado Levil公司的主管。 Carlos Leon（卡洛斯 利昂），34岁，在英国的Warwick获得计算机系统工程学位，现在在加拉加斯的一家公司任数字控制部门的经理。

Ruben learned to fly in the mid-1970s while in college at Catholic University - in a Cessna 150 at the Freeway Airport in Maryland. He always wanted to own an airplane and managed to buy a Stinson project, but had to sell it because he couldn't afford to buy an engine for it. He later started a KR-2, but never finished it; about half way through, his head was turned by the VariEze, which he began to build instead. He finished the airframe in about three years, but, again, couldn't afford an engine. He ultimately carried the parts and pieces home to Venezuela, but the Eze continued to languish as he married, began a family and struggled through the early years of establishing his own machine shop and manufacturing business. He had attempted to find a challenging job in Venezuela in some area of aviation, but, unable to do so, started his own machine shop operation instead. He began with a small lathe and a milling machine and made hydraulic lifters for engine companies. He later made a deal to have a CNC lathe placed in his shop, which he paid for by working it. Eventually he developed a CNC system of his own that works with a PC computer and adapted it to all his equipment... which put him on the road to success.

　　Ruben在70年代中期开始学习飞行，开始是用赛斯纳150；Reben总希望拥有一架自己的飞机于是买了Stinson套件，但是由于买不起发动机不得不将之卖掉了。 后来Ruben又开始制作KR2，但是一直没有完成。半途上 VariEze又引起了他的兴趣。Ruben用了三年的时间来制造，但是再一次，他买不起合适的（航空）发动机，最终他带着零部件回到了家乡委内瑞拉，随着结婚之后的家庭生活，VariEze又一直停下来了；这段时间里ruben苦心经营他自己的工厂，最后有了他自己的数字加工系统，这些为他后来的成功铺就了道路。

Carlos learned to fly in England in a Cessna 152 and upon his return to Venezuela, began flying a Cessna 182 that Ruben had purchased in poor condition and rebuilt for use in his business. It was later traded for a Cessna 337 in order to have two engines - but has been plagued by a problem familiar to U.S. owners of the type: landing gear system failures. As of last spring, Ruben had made three belly landings because the main gear would not come down.

　　
　　Carlos 开始在英格兰飞赛斯纳152，回到委内瑞拉之后开始飞赛斯纳182，这架182是Ruben买来对付工作之需的二手飞机，买来的时候状况不是很好；后来这架飞机又换了一架赛斯纳337双发飞机。但是赛斯纳337总是被起落架问题所困扰，后来Ruben遇到三次起落架放不下的情况而不得不使用机腹着陆。

　　Aircraft engines are not easy to come by in Venezuela, but a few years ago, Ruben and Carlos finally managed to locate a high time Lycoming O-320 and installed it in Ruben's by then 12 year old VariEze airframe. They flew it for the first time in 1992 and subsequently enjoyed some 350 hours in the little pusher-until the day Carlos was flying and had the Lycoming swallow a valve. He attempted to glide back to the airport but run out of altitude about two miles short and ended up wiping the gear off the airplane. Fortunately unhurt, his first words to Ruben were, "We've got to put two engines in that thing!"

　　在委内瑞拉航空发动机不好找，但是几年之后，两兄弟终于找了一台高龄的莱康明O－320发动机装在了已经有12年的VariEze机身上，1992年这架飞机首飞，随后他们享受了350小时的欢乐飞行之后，这架VariEz的莱康明发动机在空中停车，Carlos企图滑回机场，但是高度不够，在距离机场2英里的地方迫降了，把起落架给挂掉了，幸运的是没有受伤。Carlos下来对Ruben的第一句话就是："我们必须给这玩样儿装两台发动机"

　　Deciding not to rebuild the VariEze, the Leons chose to build a four-place Cozy Mk IV instead...and try to come up with the way to power it with two engines. Aircraft engines were eliminated from consideration early in the game because there were none available to them that were small or light enough for two 空to be mounted in as relatively small an airframe as a Cozy. They also had to be economical, which eliminated virtually everything with an "aircraft" label. A primary criterion was that anything used in the engine installation had to either

　　两兄弟不打算再修复VariEze，而是决定制造一架四座的four-place Cozy Mk IV 并且是将之改装成装两台发动机的Cozy； 刚一开始考虑这件事情的时候，航空发动机就被排除在外了，因为没有足够小和轻的航空发动机能装两台在像Cozy这样的小飞机上。同时，他们也要考虑价格因素，就这一点而言带有航空二字的一切器材实际上就被排除在外了。一条基本原则就是在发动机安装上的一切问题都要在委内瑞拉国内解决或者很容易从国外买到。实际上这意味着零部件都需要从委内瑞拉和美国购买。首先考虑到的发动机是 Subaru 发动机（富士汽车的一个品牌），但是没能得到当地销售商的答复。此后从当地通用动力销售商那里以每台2200美金购得两台四冲直排液冷1600cc，单台100hp马力的铃木发动机，从这个时候开始在Cozy上安装双发的工作开始了。

　　available in Venezuela or readily available from foreign sources. Practically, that meant engines (and, ultimately, parts) in Venezuela and props and some specialty items from the U.S. Their first choice of engines was the Subaru, but getting no cooperation from a local dealer, they decided on the Suzuki Swift engine instead, which was available from a local GM dealer. Two of the 100h.p., aluminum block, four-cylinder, inline, liquid-cooled, 1,600cc engines were purchased new for $2,200 each and work was immediately begun to find a way to install them 此后in the Cozy airframe, which was already underway at this point.
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All the design work for the engine installation was done on CAD. The engines were drawn into the computer program, which allowed them to be turned and tilted in any manner in order to determine the optimum position for each in terms of overall compactness of the engine package and for the best location and alignment of the drive shafts. They considered all sorts of configurations, one of which was to mount the engines sideways in the fuselage, with drive shafts out to nacelles on the wings, then turning backwards to drive pusher props. After further consideration of the weight and complexity of 90 degree elbows in the drive lines and the problems of asymmetric thrust, they quickly abandoned that idea. After about six months of such deliberation, they finally settled on a shaft-within-a-shaft, centerline thrust arrangement, and it took another three months to actually design it.

　　所有的发动机安装设计均借助CAD技术在计算机上完成。发动机都在计算机上造型，可以在虚拟空间里面任意旋转放置，以选取最佳的安装位置。他们考察过了 所有的安装组合，包括驱动轴从机身两侧机翼探出驱动双桨，使用90度转接驱动等等；经过6个月的努力最终选择了共轴反桨的布局，其后花了三个月完成设计。

　　As can be seen in the accompanying photos taken at Sun'n'Fun '97, the engines were placed side-by-side and mounted on the longitudinal axis of the fuselage. Standing behind the airplane and looking forward toward the nose, the left engine was mounted with the power output end facing aft, and the right engine was turned in the opposite direction. Massive structures of flat metal plates bolted on each of the ends of the engines to connect them and serve as the supports for the prop drive shafts that extended fore and aft between the engines. One of the shafts rode in bearings within the other. The left engine drove the forward-most propeller through four Micro-V belts, and the right engine drove the aft prop through its own set of belts and pulleys. As viewed from the rear of the airplane, the front prop turned counterclockwise and the aft one turned clockwise. Both engines turned the same way, of course, but with one pointed forward and the other aft, the belt-driven shafts and the props counter-rotated.

　　大家可以从Sun and fun 97的照片当中看到两台发动机时并列排列在机身中轴线两侧，头尾相向。从机尾向前看，左侧发动机的输出轴向着机尾，右侧发动机的输出轴向着机头。一些金属盘用螺栓将两台发动机连接到一起作为螺旋桨的驱动轴的支架，螺旋桨驱动轴贯穿发动机前后。螺旋桨的驱动轴是两根通过轴承套在一起的；左侧的发动机通过4根Micro-V工业三角带驱动前面一个螺旋桨，右侧的发动机，右侧发动机通过发动机自带动驱动轮和皮带带动后面的一个螺旋桨。前面的桨逆时针转动，后面的桨顺时针转动。

　　A lot of problems were encountered in the manufacturing of the parts for the engine package. The type of aluminum needed to make the belt drive pulleys, for instance, was not readily available in Venezuela, so they had to be made of steel. Cog belts were the first choice, but not having them readily available, the Leons used Micro-V belts instead. Four belts were utilized when three would have been adequate to handle the engine loads, but with four, less stress was placed on each belt during operation and in case one broke, the remaining three could still handle full engine power. The original reduction ratio was 2 to 1.

　　两兄弟刚开始制作动力单元的时候，遇到了很多问题；制作带轮需要的铝合金在委内瑞拉无法找到，他们只能使用钢材。皮带开始选择的是齿带，但是没法买到，只能改用Micro-V工业三角带；就载荷而言三根皮带就够了，为了保险采用了四根，即使有一根断掉也不影响最大功率的输出；减速比采用2比一；

　　The two engines and their drive trains were completely separate in the Leon Cozy. Each had its own complete set of accessories and operated independently of the other. If on engine quit (or was intentionally shut down), its prop simply windmilled while the other did all the work. One interconnection was between the engine's electrical systems. They were wired so if the electrical system of one engine failed, the other would power both engines. This was not an automatic function, however. Switches on the instrument panel allowed the pilot to cause one engine's electrical system to operate both engines. Because of this interconnection, some weight was saved by virtue of using one full-size battery and a smaller back-up, rather than two full sized ones. There was also an extra electric fuel pump. Each engine had its own electrical pump, but a third one that could operate both engines simultaneously was also employed.

　　在Leon兄弟的Cozy飞机上的这两台发动机及其驱动系统是完全独立的。每台发动机及其附件也是完全独立的。如果一台发动机熄火不会影响另外一台发动机的工作。两台发动机之间唯一联系的就是发动机电子系统，如果一台发动机的电子系统出问题了，另外一台的电子系统可以驱动两台发动机，但是这种转换不是自动的，是需要飞行员在仪表板上通过开关切换；这样安排的好处是可以使用一个全尺寸的电源和一个小的备份电源，与两个全尺寸的电源相比减轻了不少重量。他们还增加了一个备份油泵，虽然每台发动机都有自己的油泵，但是备份油泵可以同时为两台发动机供油。

　　Initially, the Leons wanted to use magnetos, but trying to come up with a way to make one set operate both engines became so complex that they ultimately reverted to the stock automotive electronic ignitions...and they have always worked perfectly. They also considered electronic fuel injection, but ended up with Ellison throttle body carbs, and they, too, have worked perfectly from the start.

　　　开始的时候，两兄弟企图使用磁电机点火，但是开始企图使用一套系统给两台发动机点火的试验弄得太麻烦了，所以最终还是回道了汽车电子点火系统的方案上来，并且这种方案也是一直工作的很好的方案。他们也曾考虑过电喷的方案，但是后来还是使用的Ellison化油器，同样一直工作得很好。

　　The Twin Cozy was finally completed and test flown on February 1, 1997, but there were problems to overcome before Ruben and Carlos could seriously consider their hoped-for goal of making Sun'n Fun a month and a half later. The brothers charmed even the most hardened skeptic at Lakeland last spring with the forthright manner in which they related all the initial glitches they had to identify and solve. As professional engineers, they had a realistic attitude toward a project as complex as their engine intallation and knew from the beginning that despite their best design efforts, there would be real world surprises once they fired up the Suzukis...and they were right.

　　这架双发Cozy在97年终于完工，并在4月一日试飞；服，,在参加一个月之后的Sun'n Fun活动之前Ruben和Carlos发现不少问题有待克服.在去年春天的活动中,两兄弟直接热诚的介绍了整个设计制造工作中所遇到的问题和解决办法,即使是最挑剔和充满怀疑的人们也为之折服.作为职业工程师,他们从一开始就用现实的态度去对待工程的复杂性,用铃木汽车发动机给大家带来一个惊喜….无疑,他们是正确的.

　　Cooling raised its ugly head on the first flight , but the problem was solved by switching from their original radiator to an air conditioner evaporator from a Chevy Blazer. Ruben and Carlos had to chuckle when they told of this change, because at that point (during Sun'n Fun '97) they really didn't know why the first radiator failed to cool adequately and why the second one did. Both had the same area and liquid capacity, but for whatever reason the Chevy unit worked better.

　　首飞的时候冷却器很恶心的露在外面一截，但似这个问题后来使用雪弗莱开拓者（Chevy Blazer）车的空调散热器将之替换之后就一切ok了。当提及到这一点的时候两兄弟都觉得有点好笑，因为他们都不知道为何为这样，毕竟两个散热器的面积和体液容量完全一样，但是就是开拓者的散热器好用。

The next major problem involved the bearings in which the drive shafts were mounted. Despite their best efforts to perfectly align the shafts and thus be able to use fixed-race ball bearings, it was soon evident that something was causing undue wear on the shafts. It might have been tiny amounts of misalignment at either end of the shafts adding up to an excessive total, or it might have been a bit of wiggle caused by so many reciprocating parts thrusting in so many directions, whatever, the resulting wear could not be tolerated. The solution was to substitute for self-aligning spherical bearings.

　　另外一个主要问题就是安装螺旋桨的驱动轴的轴承，尽管经过仔细的对心，使用带滚珠支架的轴承导致轴磨损严重，也许是因为微小的轴心偏离或者是反复的震动导致。后来将这些轴承换成自对心的轴承就解决了。

　　The most maddening problem, however, was vibration. Four-cylinder inline engines are not noted for electric motor-like smoothness, but the two Suzukis certainly did not pound the airframe like a big bore four-cylinder Lycoming. The problem was a higher frequency buzz that managed to crack something...an exhaust stack or alternator bracket...every few hours or so. Ruben and Carlos kept changing the resonant frequency of those components by beefing them up, and finally got a four hour crack-free run before deciding to strike out across the Caribbean for Florida. Perhaps predictably they discovered another cracked alternator bracket when they landed for fuel in the Dominican Republic, but they were able to make the repair and continue to Lakeland. At Sun'n Fun they readily acknowledged that a lot more scientific investigation and just plan trial and error would likely be needed to bring this problem within acceptable bounds. Those of us who own aircraft that were FAA certified decades ago and have supposedly benefited from the experience of millions of hours of combined fleet operation, yet still are subject to regular craking of exhaust stacks and other engine components, nodded in agreement.

　　最恼人的问题当然是震动。 四缸直列发动机不像电动机那样平顺，但是2台铃木发动机显然比一台大缸径的莱康明发动机的震动要小一些。Leon兄弟遇到的震动问题主要是高频震动，导致排气管和发电机支架损坏。。。几乎每几个小时就坏一次。弟兄两个不停的增加这几个零件的强度提高共振频率，最后在他们决定飞约加勒比来到佛州之前终于能够保证四个小时的无故障间隔了；在Sun'n Fun聚会上，Leon兄弟承认在把震动降低到可以承受的境界还需要做许多的研究和试验，我们当中那些拥有自己的在多年前就经过FAA认证的飞机的朋友对此非常认可，因为这些经过FAA认证的飞机这些飞机虽然得益于数百万小时的联合舰队的使用经验（指美国海军航空兵），仍然会遇到相同的问题。

　　
　　The most often asked question at Lakeland was the weight of the twin Suzuki power package. Although they had not included every hose clamp and washer used in attaching and plumbing the engines, Ruben and Carlos had weighed the major components and they totaled about 380 pounds. That did not include oil in both engines or the two and a half gallons of coolant (a 50/50 mix of water and Prestone). Assuming 200h.p. from the two Suzukis, that compares to the 298 pound dry weight Lycoming quotes for its 200 h.p. IO-360C - although the installed weight of the Lycoming, with accessories, exhaust system, baffling, etc., is much closer to the weight of the Leon's twin engine package. The total weight of the aircraft is 1,250 pounds. Nat Puffer lists 1,050 pounds as the desirable empty weight target for a Lycoming O-360 powered Cozy Mk. IV, but we've seen weights as high as 1,340 pounds or so on prop cards at Oshkosh, so the Leons are well within the weight range of Mk. IV's that have been successively flown. (Nat is still out there shaking a paternalistic "naughty boy" finger at all of them, however.)

　　在聚会上被问及最多的问题是铃木发动机的重量。不含管道的固定夹子和垫片等小东西，改装后的发动机共重380磅；这不包含滑油重量和大约2.5磅的冷却液的重量。两台发动机总共输出功率大约200马力，而被其替代的200马力的莱康明IO 360C发动机净重虽然只有298磅，但是加上附件，消音器，燃油调节器等等重量也差不多跟铃木发动机接近了。Nat Puffer所标出的使用莱康明发动机的Cozy Mk. Mk的理想空重为1250磅，但是我们在Oshkosh已经看到不少1340磅的Cozy，所以Leon兄弟的重量控制还是做的很好而且也确实飞的很成功。

　　As the Twin Cozy was configured at Lakeland in April of 1997, and at its still very early stage of development (flying for only a month and a half), it was cruising at 150 kts (172.7 mph) and burning a total of 10 gallons per hour. At gross weight, 2,050 pounds, it was climbing at between 600 and 700 fpm at 120 kts. (138 mph). This was with the Warp Drive ground adjustable propellers set as a result of calculations only. There had not been sufficient time to experiment with different blade settings, reduction ratios for the belt drives, tweaking of the carbs, etc., so all the performance figures had to be considered preliminary. Ruben and Carlos were quite pleased with the numbers they were seeing, however, especially the cruise speed.

　　Leon兄弟的双Cozy97年四月出现在EAA大会的时候，这架飞机还处在研发的初始阶段，总共飞行了一个半月，其巡航速度为150节（172.7英里每小时），每小时耗油10加仑。起飞重量为2050磅爬升速率在600到700英尺每分钟，爬升速度为120节。这个结果是根据计算设定的桨距所飞出来的结果，估计在调节不同的螺矩试验和风门调节还能得到更好的结果，就目前的情况而言，leon兄弟还是比较满意，尤其是对巡航速度。

　　Following Sun'n Fun '97 Ruben and Carlos retraced their trans-Caribbean route home to Venezuela, with a fuel stop a Puerto Plata on the north shore of the Dominican Republic. The twin Suzukis never missed a beat during their over-ocean passage, and when they landed at Valencia, the brothers were surprised to find they had become local celebrities. They were on TV and were featured in the local newspaper. In an update obtained in late March of this year,

　　97Sun'n Fun 大会结束后，Ruben和Carlos沿着原路飞跃加勒比海返回委内瑞拉，中途在多米尼加共和国降落一次加油。在这次越洋飞行中他们一切顺利，当到家的时候，迎接他们的是一个当地欢庆会，同时当地的电视和报纸对他们做了特别报道。今年（98年）得知他们的这架双Cozy已经飞行120小时了，其中60小时是在Sun and Fun大会之后完成的；从大会回来之后他们就对动力系统进行了改进，虽然发动机和同心驱动轴都没有问题，但是共振问题依然存在，最后Ruben和Carlos认定这个问题的罪魁祸首就是连接固定两台发动机的连接板，就是这块板子造成共振导致连接在发动机上的支架，消音器等的损坏，权宜之计是改变各个器件的共振频率，但是毕竟不能彻底的解决问题；最后两兄弟回头又在计算机上开始重新设计发动机的安装，此时的主要目的是将两台发动机的安装分离开，使用钢管支架替代开始所使用的安装板，这样两台发动机在三个轴向的震动就是独立而互不影响的了。而同心驱动轴将固定在发动机的安装架上，并且加装一个张紧轮以保证皮带张力；同时他们计划使用齿型皮带替代V型皮带，将减速比改变到2.2：1，相信这样可以将推力提高不少。

　　Ruben revealed that the Twin Cozy had been flown a total of 120 hours - 60 since Sun'n Fun '97 - but at that point was down for modification. The engines themselves and their coaxial drive system had continued to perform flawlessly, he said, but the resonant frequency problem had remained. The culprit, they had determined, was the rigid attachment of the two engines by the interconnecting flat plates, which was creating harmonics that were cracking the brackets of nearly everything attached to the engine. Their stopgap measures to change the resonant frequencies of the various brackets increased the time between cracking, but was not a permanent solution. As a result, they have gone back to their computer to redesign the engine package, with the primary focus on separating the two engines. Their plan is to remove the interconnecting flat plates and redesign the tubular engine mount so that each engine will be free to shake, rattle and roll completely on its own. The coaxial prop drive will be attached to the engine mount and the belts will be fitted with idler pulleys to maintain proper tension. While they are at it, they also plan to switch to cog belts and to change the reduction ratio to 2.2 to 1, which they believe will increase the total power available.

Unfortunately, the modifications and additional test time could not be completed in time to make Sun 'n Fun this year, but Ruben and Carlos are hoping to fly their Twin Cozy to Oshkosh this summer.

　　虽然在今年的Sun and Fun 聚会上还不能看到这些改进，但是Ruben和Carlos还是希望驾驶他们的双Cozy参加今年夏天的Oshkosh飞行聚会。

　　As EAAers surely recognize, the work Ruben and Carlos Leon have undertaken to create a twin engine, coaxial drive, centerline thrust power package for their Cozy is highly complex and requires a high level of design creativity, engineering expertise and parts manufacturing capability. The potential payoff is great, however. When perfected, they will have the peace of mind they seek when flying over oceans - because they will have two engines; they will have two engines for a fraction of the price of one new aircraft engine of comparable power; and, with centerline thrust, they will have eliminated the aircraft handling problems caused by the asymmetric thrust of conventional twins. This is experimentation in the finest EAA tradition, and we wish them every success.

　　作为EAA的会员需要注意的是，Ruben和Carlos所创造的这种双发，共轴，中心推力线的动力系统是非常复杂和需要很高的设计和加工能力以及工程经验。当然，一旦完善，好处也是非常显著的――你可以放心的飞跃飞跃大洋，因为你有两台发动机；这套动力装置在市场上没有能与之匹敌的产品，因为你根本不用担心单发停车之后的不对称推力的问题。这套动力系统可以说是EAA传统中的又一个优秀的代表，这里我们祝愿他们再获成功！

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来自Cozy官方网站http://www.cozyaircraft.com/的Cozy数据
使用莱康明O-360 180 马力发动机的速据
翼展 28.1 ft 起飞距离 单人/全重 1200/1700 ft.
翼面积 88.3 ft2 爬升率 单人/全重 2000/1200 fpm
前翼翼展 12.6 ft 巡航速度 75% 油门8000 ft高. 220 mph
鸭翼面积 14.7 ft2 巡航速度在40% 油门12000 ft高度. 185 mph
机长 16.9 ft 75%油门最大航程 1000 mi
机高 7.9 ft 40%油门最大航程 1300 mi.
坐舱宽/高 W/H 42/39 升限 20,000+ ft.
前乘客最大重量 400 lbs. 着陆滑跑 单人/全重 1000/1300 ft.
空重. 1050 lbs.
起飞重量 2050

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