COZY III Owner's manual

SIDE-BY-SIDE LONG EZ – THREE SEAT – COZY III
Pilot’s Operating Handbook
Version 1.0
Registration: ______
Serial Number: ______
Owner: ____________

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Pilot’s Operating Handbook Page 2

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Pilot’s Operating Handbook Page 3
REGISTRATION NUMBER:
BUILT BY:
ADDRESS:
DATE OF MANUFACTURE:
ENGINE TYPE:
ENGINE SERIAL NO:
HOURS SMOH AT INSTALLATION:
DATE OF FIRST FLIGHT:
SOLD TO:
ADDRESS:
DATE SOLD:
NOTES:

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Pilot’s Operating Handbook Page 4
Table of Contents
GENERAL DESCRIPTION..........................................................5
NORMAL OPERATIONS...........................................................16
EMERGENCY PROCEDURES.................................................29
PILOT EXPERIENCE REQUIREMENTS AND CHECKOUT....35
WEIGHT AND BALANCE..........................................................37
APPENDIX I: (Initial Systems Checkout) ................................41
APPENDIX II: (Flight Test Procedures)...................................51
APPENDIX III: (Maintenance / Inspection)..............................58
APPENDIX IV: (FAA Records)................................................64
APPENDIX V: (Performance Data) .........................................65
COZY CHECK LIST...................................................................75
NOTES ......................................................................................80
Document Version Descriptions
Version 1.0
Text recognition and manual correction from scanned copy
of First Edition – May 1986
includes misspellings and
strange case, no updates. Removed page references.
NOTE
THE INFORMATION IN THIS MANUAL REFERS TO
AIRCRAFT BUILT ACCORDING TO THE COZY
MANUFACTURING MANUAL. ANY HOMEBUILDER
MODIFICATIONS MAY ALTER THE APPLICABILITY TO HIS
(OR HER) AIRCRAFT.
WARNING
THIS MANUAL IS OBSOLETE UNLESS UPDATED BY
NEWSLETTER #12 AND ON.

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Pilot’s Operating Handbook Page 5
GENERAL DESCRIPTION
The COZY is a small, compact, high performance, high utility
sportplane. It features side-by-side seating for an average size
couple or smaller, full dual controls, an expansive instrument
panel, and a large baggage bay in the rear which could double
as an extra seat. While recommended mainly for day-VFR
operation, competent pilots can also equip it for night and IFR
flying. The recommended power plant is any model of the 0-235
Lycoming. A mechanical fuel pump is required. It has an
alternator powered electrical system and can be equipped with
an electric starter. The cockpit layout is designed to complement
pilot and/or co-pilot work load, with throttle, mixture, carb heat,
pitch trim, aileron trim, landing brake, landing light, nose wheel
crank, cabin heat and fuel tank selector valve lo-cated in a center
console for equal access to both pilot and copilot, and individual
side-stick controllers on both outside armrests. Seating provides
armrest, lumbar, thigh and head support for "recliner-chair"
comfort not found in conventional aircraft seats. This allows long,
fatigue-free flights.
The COZY uses the very latest aerodynamic technology,
combining winglets, a high aspect-ratio wing with Eppler airfoils
optimized for efficient cruise, and a configuration with far less
wetted area than conventional airplanes. Because its power-off
glide angle is only 3.7 degrees, a belly mounted landing brake is
used to steepen descent to landing.
DIMENSIONS
Wing Span / Area............ 26.1ft (7.9m) / 81.9 sq. ft (7.62 sq. m)
Canard Span / Area....... 12.5 ft (3.8m) / 13.6 sq. ft.(1.26 sq. m)
Total Wing Area.....................................95.6 sq. ft. (8.88 sq. m)
Length................................................................16.8 ft. (5.12 m)
Height ................................................................... 7.9 ft. (2.4 m)
Cockpit Width..............................................................................
Front .............................................................40.0 in (1.02 m)
Rear..............................................................25.0 in (0.64 m)
Cockpit Height ............................................................................
Front .............................................................36.0 in (0.91 m)
Rear..............................................................35.0 in (0.89 m)
Cockpit Length............................................................................
Front ................................................................70 in (1.78 m)
Rear.................................................................54 in (1.37 m)

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Pilot’s Operating Handbook Page 6

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Figure 1: Cozy III Three View with Dimensions

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FLYING QUALITIES
The flying qualities of the COZY are superb. It is a very solid,
stable airplane that has responsive ailerons, good turbulence
resistance, excellent "hands-off" stability and docile stall
characteristics. It resists stall or spin even when maneuvered
sharply to full aft stick. Flight tests show the prototype to be free
from stall departures and spins. Climb is excellent, even at full aft
stick speed. Trim changes due to power, gear retraction or
landing brake are all very small.
The COZY's approach and landing speed are 80 mph (68 kts.)
and 65 mph (55 kts) at normal landing weights. The approach
and landing are docile and conventional. Forward visibility is
excellent even during touchdown.
UTILITY
The COZY adds side-by-side seating, a large instrument panel,
full dual controls, and a large baggage compartment to the
unusual efficiency, speed and range of the Long EZ, from which
it was derived*. This allows passenger to assist with piloting
and/or navigating duties, making long trips more enjoyable and
less fatiguing. More complete instrumentation and navigation
aids adds a margin of safety on long trips, particularly if
deteriorating weather is encountered enroute.
Range will depend upon the cruise speed selected and the
amount of payload available for fuel. Fast cruise at 8,000 ft. and
180 mph results in a fuel burn of 6.7 gph. With a full load of fuel,
range would be 1,200 miles in 6.7 hrs with a 1 hr. reserve.
Economy cruise at 12,000 ft. and 140 mph results in a fuel burn
of 3.6 gph and with full fuel, range would be 1,800 miles in 12.8
hrs. with 1.5 hrs. reserve.
The COZY is not suitable nor recommended for operations from
unprepared surfaces; i.e. gravel, loose dirt, or rough fields.
The COZY requires management of front seat loading within
predetermined limits as discussed below in "Weights" and in the
"Weight & Balance" section.
*Under a written license agreement with Rutan Aircraft Factory.
WEIGHTS
The normal equipped empty weight is approximately 900 lbs.
Actual weights for each airplane will vary, according to installed

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equipment and builder workmanship. The maximum allowable
gross weight for takeoff is 1500 lbs., except as noted below.
The front seat, because of its location approximately 40" ahead
of the acceptable loaded c.g. range, will have a minimum and
maximum weight limit, which will be determined for each airplane
after completion as part of the weight & balance. The prototype,
with a light engine installation, no starter, battery in the aft
location, and a heavy instrument installation, has a 185 lb.
minimum and 340 lb. maximum front seat limit. Pilots lighter than
the minimum, when flying solo, MUST add ballast to the nose
compartment. The maximum weight limit cannot be extended by
use of ballast.
The back seat can structurally accommodate a maximum of 200
lbs., if gross weight limit of 1500 lbs. allows, and if placed over
c.g. so as to not affect c.g. adversely.
Total loading of aircraft with people, baggage, and fuel must
meet both c.g. and gross weight limitations. NOTE: A gross
weight in excess of 1500 lbs. for take-off only can be allowed
only under certain conditions. See "Weight & Balance" section of
this manual.
ENGINE & PROPELLER
All models of the Lycoming 0-235 are currently approved for use
in the COZY. A mechanical fuel pump is required. If the engine
was originally installed in a high-wing airplane, like a Cessna, it
will not have a mechanical pump. However, one can be
retrofitted at a nominal additional cost. Other accessories such
as alternator, starter and vacuum pump may be used. The most
desirable model is the 100 octane with dynafocal mount. All
models are suitable for pusher operations in this application.
Most models are in current production. Used engines are
preferred over new ones, because they are much less expensive
and less likely to overheat during initial taxi and flight testing.
Due to weight and balance and structural considerations, heavier
or higher horsepower engines are not recommended. The Rolls-
Royce Continental 0-240 (130 hp) is probably also satisfactory,
because it meets the weight limitation, but has not been flight
tested in the COZY.
Only the light-weight, fixed-pitch, solid wood propellors are
approved. Turbo charging and constant speed, variable pitch or
metal propellors are not approved.
The modern wood prop uses a plastic leading edge to minimize

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rain erosion and has an efficiency close to the best metal
propellors, while offering a solution to the fatigue problem. For
good takeoff and climb performance, a propellor should turn in
excess of 2400 rpm on the ground (static), since horsepower is a
function of rpm. The higher the static rpm, however, the higher
will be the rpm at 75% power cruise (full throttle at 8,000 ft.). A
good "climb" prop will turn 100 to 200 rpm over the engine's
rated rpm at 75% power cruise. With light wood props, this
overspeed condition is not considered by most people to be
detrimental to the engine. Overspeed at maximum cruise can be
avoided by selecting a higher pitched "cruise" prop; however
takeoff and climb might be affected as much as 25%, and cruise
speed will not necessarily be any faster. Data on propellors of 4
different suppliers in a 125 hp Long EZ is shown below:
Manufacturer
Diam / Pitch
RPM Static
RPM Cruise
Ted’s
62 x 66
2360
2900
B & T
63 x 67
2300
2920
Great American
62 x 62
2520
2925
Sensenich
64 x 72
2150
2860
For lower horsepower engines, the pitch should be less. We
prefer a "climb" prop to get best takeoff performance, and like to
cruise at about rated rpm. At 75% power cruise, the "climb" prop
will overspeed, but be slightly faster than the "cruise" prop.
LANDING GEAR
The COZY features a tricycle landing gear with fixed mains and
a retractable nose wheel. The main landing gear is a one piece,
molded S-fiberglass/epoxy unit which gives exceptional energy
absorption for bounce-free landing. For minimum drag penalty
with fixed main gear, the gear strut is mo1ded into an airfoil
shape, eliminating the need for superficial fairings. The main
wheels are streamlined with wheel pants. The retractable
nosegear strut is also molded glass, and is mechanically
actuated by a simple crank in the front cockpit. The nose gear is
retracted in flight for optimum performance and also on the
ground to provide nose-down parking. This stable, self-chocking
parking position allows easy entry for a back seat passenger.
Nosegear position is displayed to the pilot through a plexiglass
window, through which he views the nose wheel directly.
The COZY is equipped with a buzzer gear-warning system which

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is actuated at low power settings with the gear up.
COCKPIT
Both the front and rear cockpits are exceptionally comfortable.
Semi-supine (reclined) seating is provided for optimum crew
comfort. Although the front seat will physically accommodate a
pilot or passenger 6 ft. 4 in. tall weighing 200 lbs. in comfort, the
combined weight in the front seat must NOT exceed 340 lbs.
(individual airplanes may vary). The rear seat will also
accommodate a passenger weighing up to 200 lbs. in comfort.
Since the rear seat is over the c.g., only the gross weight
limitation need be considered.
Full flight controls are provided on both sides in the front seat.
Wrist-action control stick are positioned on both the right and left
side consoles, enabling the airplane to be flown from either seat,
and enabling the pilot to relax and rest the weight of his (or her)
arm on the side console, reducing work load on long trips.
Throttle, carburetor heat and mixture controls, landing brake
handle, landing light handle, and aileron trim are located in the
center console. The landing gear crank actuation knob is located
in the center of the instrument panel, and pitch trim is located
underneath the center of the panel.
Storage pockets are provided at both sides and in the center of
the seat back for charts, etc. There is also storage space under
the front seats, although not as readily accessible.
The rear seat leg area is wide enough to store luggage even
when the seat is occupied with a passenger. Additional storage
space is available in the center section spar and behind the rear
seat.
Due to the highly insulated fuselage structure and the large
plexiglass canopy, the COZY will maintain about 60°F inside
temperature with an outside temperature of 10°F (vent closed,
sun shining). Thus the requirement for cabin heat is far less than
other light-planes. Due to the small cabin volume and good vent
location, the COZY is more comfortable on hot days than
conventional light-planes.
The COZY is equipped with an electrical alarm system with
buzzer and light which warns the pilot if he advances the throttle
for takeoff with the canopy unlocked. Also, a canopy safety latch
is installed as a back-up, to catch the canopy if the pilot neglects
to lock it and ignores the warning system.

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Figure 2: Cozy III Instrument Panel & Control Arrangement
FUEL SYSTEM
The fuel system consists of two 25 gal. individually selectable
wing tanks. A three way selector (left, right, and off) is located in
the center of the front seat back. There is no provision for cross
feed (nor is it desirable) so fuel can be used from only one tank
at a time. Two fuel sump blisters located under each fuel tank at
the fuselage juncture assure fuel supply to the engine in all
normal flight attitudes. Each tank is individually vented. Vent
location is in the sheltered, high-pressure area under each
strake. A mechanical engine-driven fuel pump transfers fuel from
the tanks to the carburetor. An auxiliary electric fuel pump
provides backup for the engine-driven pump, should it ever fail.
Fuel pressure is indicated on a gauge in the cockpit. The electric
pump should be turned on if the mechanical pump fails as
indicated by loss of pressure. The electric fuel pump should also
be used to provide fuel pressure redundancy during low altitude
operation, such as takeoff and landing.
There are three fuel drains on the airplane, one in the leading
edge of each fuel tank strake, and one on the gascolator
mounted on the firewall. The gascolator is easily accessible
through the air scoop under the cowling for draining during
preflight. To prevent overfilling the fuel tanks, exceeding the
gross weight limitations, the tanks cannot be completely filled

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with nose down parking. To fill the tanks to the full 50 gallon
capacity, the nose wheel must be extended to level the aircraft.
Be careful to hold the nose down during this operation. The nose
can be lowered after full up fueling with the caps on without
leaking. However, heat expansion may force fuel out the vents.
Filling to the full capacity should be done only when required low
gross weight, extended-range trips.
CAUTION
Fuel additives should be checked for compatibility prior to use.
Some fuel additives such as MEK, and deicing fluids like
"Canned Heat", and auto gas (especially the high aromatic
content, no-lead) should NEVER be used. Even extremely small
amounts of dissolved epoxy can gum up and plug the carburetor.
CONTROL SYSTEM
Pitch is controlled by a full-span canard slotted flap providing a
large allowable c.g. range. Roll is controlled by conventional
ailerons on the rear wing. The cockpit controls are similar to
most aircraft with pitch and roll controlled by the side sticks and
rudder pedals for yaw. The side stick controllers are employed to
give the pilot the smallest workload control arrangement
possible. The rudders, located on the winglets at the wing tips,
operate outboard only, providing two totally independent
systems. The rudders are used singly for yaw control or can be
deployed together as a mild speed brake.
BRAKES
Brakes are provided on the main wheels. They are used
together for deceleration on the ground and individually for
directional control at low speed on the ground. The brake
actuating mechanism is the rudder pedal; after full rudder
deflection is reached, the brakes are actuated. The brake master
cylinder is the rudder stop. This system aids in keeping brake
maintenance low by insuring that full aerodynamic control or
braking is employed before wheel brakes are applied.
The parking brake is provided by the rubber bumper on the nose
gear (nose down parking). For those aircraft not equipped with a
starter there is a brief period, after the engine is hand prop
started, while the pilot enters the cockpit that the aircraft could
roll forward before he can get his feet on the brakes, unless, of
course, the passenger has already boarded, in which case the
front seat passenger can hold the brakes while the pilot boards.

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Avoid parking downhill or downwind to keep the airplane from
rolling. One solution is to use a small wheel chock on a tether
which the pilot can pull in after reaching the brakes.
TRIM SYSTEM
Cockpit-adjustable trim is provided for pitch and roll only.
Yaw/rudder trim is ground adjustable only. Pitch and roll trim are
bungee/spring systems. Adjustable aerodynamic trim tabs are
not used. The pitch trim handle is located just off center, below
and slightly forward of the instrument panel. The aileron trim
handle is located in the center console. The pilot can safely
override any trim setting even if it's stuck in an extreme position.
The pitch trim can trim to hands-off flight from minimum to
maximum speed.
LANDING AIRBRAKE
A drag device is used to allow a steeper approach and to provide
more deceleration in the flare. This belly-mounted "speed-brake"
is deployed by a lever on the center console. It is normally
extended on downwind after gear extension and left down until
after landing. Maximum speed with the airbrake down is 85
knots (100 mph). Above this speed, the brake automatically
closes. The brake does not affect trim, stability, canard stall
speed, or canard stall characteristics. The awkward position of
the brake handle in the deployed position aids in reminding the
pilot that the brake is down if he forgets it on his takeoff checklist.
Climbs should be avoided with the brake down, as cooling and
climb rate are reduced. The brake induces a mild buffet when
down. During landing and taxi leaving the landing brake down
provides some prop protection from rocks being kicked up by the
nose wheel.
ELECTRICAL SYSTEM
Refer to the below diagram which shows the basic electrical
power distribution. NOTE: Any builder modifications should be
noted on this diagram. Fill out the installed electrical equipment.

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Figure 3: Basic Electrical System with Alternator

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NORMAL OPERATIONS
This section covers the normal operating procedures for the
COZY. A summary checklist is provided at the end of this book
for more convenient cockpit use. Detailed loading information
and performance data are provided in later sections of this
manual.
PILOT POSITION
The COZY was designed to accommodate tall pilots up to 6 ft. 4
in. Short pilots can fly the aircraft but they MUST sit on cushions
to position their eyes in about the same position as tall pilots in
order to have adequate forward visibility. The adjustable rudder
pedals should be set in the aft position for short pilots and they
should use cushions primarily under them, not behind them. If a
short pilot uses a large cushion behind him, he will be positioned
forward and down because of windshield slant angle and have
inadequate forward visibility during climb and landing flare.
Confirm that your head is within 1" of touching the canopy before
you takeoff.
ENGINE START
Engine starting may be accomplished by hand-propping. Hand-
propping a COZY is much safer than hand-propping a tractor
type (engine in front). With the latter, you have to reach through
the propeller to grasp the trailing edge of the blade, when the
engine starts, the airplane tends to come toward you, and the
airflow through the prop tends to suck you into it. With the COZY,
on the other hand, you hold the prop on the edge nearest you,
and when the engine starts, the airplane tends to run away from
you, and the prop blast tends to push you away also. The tractor
type must be chained down and the main wheels chocked for
marginal safety when hand propping. The COZY, with nose
down parking, chocks itself. With modern, impulse-coupled
magnetos, just pull the engine up on compression and give it an
EZ flip through. In the unlikely event that your COZY does run
away from you after starting (if you leave the throttle open and
unattended), it won't carve the first thing it comes to into
hamburger, but will give it a bump with the nose' instead. FAA
regulations require that you have a qualified person in the
cockpit, or at least reaching in with hands on the throttle and
ignition switches when hand propping. For hand propping, the
COZY should always be parked nose down on the bumper.

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If the carburetor on your engine does not have an accelerator
pump, install a primer. Starting can be very difficult without
priming the engine, particularly in cold weather. Some engines
have only one magneto equipped with an impulse coupling
(which retards the spark). In this event, the non-impulse magneto
should be turned off for starting, and turned on only after the
engine starts firing. If your COZY is starter equipped, use special
care that the prop is clear before starting. You will find that your
COZY attracts a lot of attention, and people like to stand around
and watch. Holler loud and wait for a response and time for
people to get out of the way. Have an outside observer confirm
that the prop is clear prior to starting.
COLD START
♦Pump throttle once or twice (or prime)
♦Mags OFF
♦Pull engine through four blades
♦Mags ON
♦Grab prop about 1 ft. from tip; pull down onto compression,
and give prop a smooth flip. Repeat as necessary. If the
engine doesn't start after five or six pulls, see flooded start
procedure or very cold conditions procedure.
HOT START
♦Leave throttle at idle (don’t pump)
♦Mags ON
♦Pull engine through gently
♦If the engine gives no indication of starting after three or
four tries, use flooded start procedure.
FLOODED START
♦Mags OFF
♦Throttle open or 1/2 open
♦Turn prop backwards about 10 blades to clear manifold of
fuel
♦Set throttle 1/2 inch from closed

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♦Mags ON
♦A flooded engine will start easier if cranked with throttle
about 1/2 open. Do not do this unless you (or someone
else) have your hand on the throttle to retard it to idle
immediately after the engine fires and starts running.
VERY COLD CONDITIONS
♦Very cold temperatures, below 25 deg F, will make the
engine hard to start.
♦Pump throttle four times (or prime four strokes)
♦Mags OFF
♦Pull prop through four blades
♦Mags ON
♦Pull prop through gently
♦When feasible, engine preheat or use of an oil dipstick
heater is desirable.
After start, the engine should be idled at 1000 RPM. Oil pressure
should rise to within limits within 30 seconds after starting.
TAXIING
After start (or before), a back seat passenger can board while
the airplane is still parked nose-down. Then, raise the nose by
lifting at the canard leading edge, and while holding the nose up,
crank the nose gear into the extended position, and hold the
nose down on the nose gear while the right-seat passenger
climbs aboard. Instruct the right seat passenger to hold his or her
feet on the brakes while you climb aboard. If you are flying from
the right side, have the passenger steady the airplane while you
climb in, and after putting your feet on the brakes, have your
passenger follow. DO NOT attempt to raise of lower the nose
with the nose-wheel crank with any weight on the nosegear.
CAUTION
Keep taxi speed slow on unprepared loose surfaces. The COZY
is more susceptible to prop damage than tractor type aircraft.
Steering below 25 knots (30 mph) is accomplished by applying
full rudder and brake as required in the direc-tion you wish to go.
As you accelerate, the single pedal control will automatically shift

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you to rudder steering as the rudders become increasingly
effective. The nose gear will free swivel, enabling you to
maneuver in very tight places with ease. At low speed, steering
is done exclusively with differential braking. The geometry of the
COZY makes it much less sensitive to upset than most aircraft.
Comfortable taxiing operations have been demon-strated in 40
knot crosswind components. Be careful to hold the stick while
taxiing downwind so the "tailwind" won't damage the ailerons or
elevators.
CAUTION
When taxiing in a strong wind, an open canopy may have an
adverse effect on steering, and the wind may put undue stress
on the canopy latch. It is better to close and lock the canopy in
strong winds.
TAKEOFF
Complete your pre-takeoff checklist. Check static RPM at full
throttle. It must be at least 2450 RPM for normal takeoff
performance. Double check that your fuel valve is FULLY open
and that your canopy is locked down. Taxi forward a few feet to
straighten the nose gear. Set pitch trim for takeoff.
NORMAL TAKEOFF TECHNIQUE: Apply full throttle smoothly.
As the aircraft accelerates, use rudder and brake as necessary
for directional control. Maintain slight aft stick pressure as you
accelerate to relieve the nose wheel. Rotate the nose gear just
clear of the ground as soon as possible about 50 - 60 knots (59 -
70 mph) and hold the nosewheel just clear as you accelerate to
about 63 knots (72 mph). As you pass through 63- 65 knots (72-
75 mph), rotate smoothly and you'll be off and flying. Add 5 knots
if operating at heavy gross weights.
CAUTION
NEVER rotate the nose beyond the angle that places the canard
on the horizon.
CROSSWIND TAKEOFF
During takeoff ground roll, with a crosswind component above 10
knots you will find that wheel braking may be required long into
the ground roll for directional control. In stronger crosswinds you
may require braking almost up to rotation speed. The best

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technique is to hold full rudder but not to ride the brake
continuously. Apply brake inter-mittently and allow the aircraft to
accelerate between ap-plications. The takeoff ground roll can be
extended significantly (50% or more) by strong crosswind,
especially at high density altitudes and high gross weights. The
braking requirement for directional control is the reason for the
takeoff limitation of 15 knots crosswind. Landings can be made
up to a 20-knot crosswind component.
CROSSWIND TAKEOFF TECHNIQUE: Hold aileron into the
wind as you rotate for lift off. Let the aircraft accelerate above
normal rotation speed and then rotate the nose abruptly to make
a clean lift off without side-skip. For crosswind components
above 10 knots, add 5 knots plus one half the gust factor to the
normal rotation speed. When clear of the ground, make a
coordinated turn into the wind to correct for drift and to main-tain
a straight track over the runway.
SHORT FIELD OBSTACLE CLEARANCE
Reduce gross weight, as much as feasible and check the c.g. to
insure it is not so far forward as to delay rotation. Be sure the
engine is thoroughly warmed up and taxi to the very end of the
rummy. Make sure the fuel selector valve is fully open. Align the
aircraft with the runway, hold the brakes, and apply full power.
Release the brakes and try to use minimum braking for
directional control. Rotate to lift-off at 56 knots (light weight) or
65 knots (heavy weight). Maintain 70 knots (80 mph), best angle
of climb speed, until the obstacle is cleared, then accelerate to
normal climb speed. See the “Takeoff Distances” section of this
manual.
ROUGH FIELD CAUTION
Although the COZY uses 500 x 5 tires and a spring loaded shock
strut, this does not make the aircraft totally suited to rough,
gravel, or unprepared fields. Since the COZY is a pusher, it
cannot be rotated as easily as tractor type aircraft, which have a
prop blast across the tail. You still must accelerate to normal
rotation speed 50 - 60 knots; depending on c.g., before the
nosewheel comes off and during this time the nosewheel can
kick debris into the prop. The small nose wheel tire, high
ro-tation speed, and possible prop damage makes the COZY
less suitable for unprepared field operation than low performance
tractor types.
However, if you must use an unprepared surface, reduce gross