----[Please read http://ercoupers.com/disclaimer.htm before following any advice in this forum.]----
Scott::
One of the major problems of flying the Ercoupe is
consideration of the era in which it was designed, and it's fundamental design
principle.
in the 1930's aviation was 25 years old, and the
true craftsmen and pioneer's were just beginning to understand the realm of
flight. Aircraft manufacturers, spurred on by the necessary construction
of the First World Way12 years previous were building airplanes with 400
horsepower engines, 80 foot wingspans, and weights of near two tons. All
this to cruise at 70, MPH, climb at 65, and land at 64 MPH. At all times
these airplanes were treading a narrow balance between flight and non
flight. The Stall/spin accident was reducing the ranks of seasoned Pilots
(Those with more than 50 hours) considerably. In order to reduce this
carnage, Fred Weick and a group of his friends came up with the W-1 and the W-2,
which were tricycle gear, two control aircraft with a 50 mile per hour speed
envelope, and a "Non Stall-Non Spin," flight characteristic. These
were the conditions under which the Ercoupe came into existence.
Consequently the aircraft was advertised in it's infancy as the "Airplane that
drove like a car." "If you can drive a car you can fly an Ercoupe!" You
didn't need arms like a weight lifter, or the intestinal fortitude of a lion
tamer to learn how to fly a Pre War Ercoupe, when you compared it to the
aircraft of the day.
Now we learn to fly in Cessna's and Pipers, and
other aircraft that are light and aerodynamic, and extremely modern. Taught by
flight instructors that have never heard of a "Flapless" aircraft on final
that you have to crab in a crosswind, they have no clue!
I would say if you have read this far, you are
already better prepared to fly an Ercoupe than 90% of the flight instructors out
there.
My advice is to consider what you are flying, an
unusual aircraft with different characteristics that the average Flight School
Aircraft and fly it according to some of the advice you have received
here. The results will be extremely rewarding and it will make a true
PILOT out of you in every sense of the word. Remember this, when you
receive your "Pilots Certificate" at the end of your check ride this means that
you have demonstrated "minimum qualifications to pilot powered aircraft within
the Air Traffic control system." and nothing more.
Good luck, Scott.
Wayne Woollard
----- Original Message -----
From: scottSent: Saturday, September 24, 2005 7:50 PMSubject: [COUPERS-FLYIN] New Ercoupe owner questions----[Please read http://ercoupers.com/disclaimer.htm before following any advice in this forum.]----Hello Fellow Ercoupe owners -I am a new owner of a 1947 415E. I am also learning to fly(so if I use wrong terminology,bear with me)I was hoping a few of you might take the time to help me with some questions I have re: the 'coupe.Q-1What is the best landing technique? We have a 800 FPM sink rate on final aproach and not much time for a flareor a mistake. Power is 1500 rpm on approach and at idle from ~ 500 feet from the run way @ ?? ft altitude.The nose is down and we try and maintain about 70 mph.The thing sinks like a rock! What are we doing wrong? (see Q-2)Q-2 During level flight, the The cordinated turn indicator never rcompletely centers..could this be the riggingand also compound the landing problem...ie. slipping during approach?Q-3 What is the glide ratio of this aircraft? How well does this aircraft do in an emergancy situation (pilot skill aside)?Thanks for your helpScott============================================================================== To leave this forum go to: http://ercoupers.com/lists.htm Search the archives on http://escribe.com/aviation/coupers/
============================================================================== To leave this forum go to: http://ercoupers.com/lists.htm Search the archives on http://escribe.com/aviation/coupers/
