----[Please read http://ercoupers.com/disclaimer.htm before following any advice in this forum.]----
> Jim, I have to differ with you on holding full back pressure. Was >in a C172 and a bit hot on landing in Florida, temp very warm. > She started to propose. If I had held full back I would have been at >100 foot with no airspeed. Aye. I was taught (and have read in such books as Kershner's) that the two choices on a bounced landing are a) do nothing or b) go around. If you try and sort it out with elevator or throttle the almost inevitable result is that you will be a little behind the game, which leads to making the problem worse, not better. I think it's really true in the Coupe, which is pitch-sensitive at 80MPH and has nearly useless elevators at 60MPH. How are you ever going to get it right? I was taught that if you choose a), then you just stop pulling back on the yoke until you see how it's sorting itself out, and if you bounce again, you go around, period. Of course, all bets are off if your first bounce is so hard that the plane is damaged and (b) is not an option in your opinion. That's not a bounced landing, it's just a hard landing followed by an out-of-control roll-out (or roll-up as the case may be). This is REALLY critical in a taildragger as a series of crow-hops in one of them can be truly exciting. But our nosedraggers won't tolerate unlimited banging either. About the only way to screw up in a 182 is this very sort of thing, and a lot of 182s (and 206s) have busted nosewheels and bent firewalls as a result. I fly the Coupe the same way I do a Citabria. You want short, come down and hold it off until it stops flying with a slight bump (full-stall landing). Only thing is, I have to remember I'm better off releasing the back-pressure on the 'stick' to let the nosewheel steer once the rudders crap out. You want a gentle touch-down, (like for my Young Eagles) then we come in 5MPH faster with power and close the throttle six inches off the ground, letting the nose come down right after. Really, that's a wheel landing, because the act of letting the nose comes down invokes the negative incidence that you promote when wheel landing a conventional gear plane in order to 'glue' it on. And always steer to be on the centerline, especially in the transition from crabbed flying to straight rolling. If I keep flying the Ercoupe this way, then when I get in something else it won't be a nasty surprise. Greg __________________________________________________ To unsubscribe from this list please send mailto:[EMAIL PROTECTED] ==^================================================================ EASY UNSUBSCRIBE click here: http://topica.com/u/?aVxiLm.aVzvvT Or send an email To: [EMAIL PROTECTED] This email was sent to: [EMAIL PROTECTED] T O P I C A -- Learn More. Surf Less. Newsletters, Tips and Discussions on Topics You Choose. http://www.topica.com/partner/tag01 ==^================================================================
<<attachment: winmail.dat>>
