The picture of the Ercoupe on floats is an ERCO photo taken in 1947
while they were doing the engineering and development of what was called
by some the “Seacoupe.”  The same photo was chosen by Fred Weick to be
on the cover of his autobiography, “From the Ground Up.”  Quit a bit of
information is available on the Seacoupe.  

        For those of you who are not owners of the book “A Touch of Class”
Frank Saletri--Quoting from page 206 and 207 of --first a newspaper or
magazine article from 1947. (He didn't give the source.)

                “Ercoupe Gets First Tests as Floatplane

        “Preliminary flight tests prior to CAA type certification are
being conducted on a 75 hp. Ercoupe equipped with Edo floats.  This is
the first time that floats have been installed on a two control,
tricycle gear, non-spinnable airplane.  Tests conducted so far indicate
satisfactory performance, both on the water and in the air, according to
E. E. hart, chief test pilot for Engineering & Research Corporation.  An
attractive feature particularly helpful in water handling is the
electric starter, which eliminates bothersome hand cranking.
        “Standard Edo Model 1320 floats are used in the installation--the
size float employed for other light aircraft.  The Ercoupe’s low wing
design permits a simple arrangement with struts attached at the same
points as the regular landing gear components.  The main struts run
almost vertically from each float  to the main landing gear attachment
points on each wing spar.  This arrangement results in a wider float
tread, 6 inches wider than for any other light airplane.  The forward
struts are attached to an adapter fitting that replaces the nose wheel
assembly.  Diagonal struts, incorporating steps for access to the
cockpit, and wires complete the bracing. 
        “The water rudder is moved by the control wheel through the
mechanism for the nosewheel of the landplane version.  Standard control
cables from the rudder are attached to a bellcrank forward of the
firewall.  This bellcrank is actuated by the nosewheel steering
pushrod.  Thus the water rudder becomes an integral part of the airplane
control system.
        “Positive directional control of the floatplane at high speeds on
water is attained through use of the water rudder.  In most lightplanes
the water rudder is retracted for the take-off run, or is free to
retract at high speed.  However, on the Ercoupe it is kept in the water
by means of a stronger hold-down spring on the retraction mechanism. 
This in combination with the elimination of springs in the water rudder
control system, provides effective steering control at all speeds on the
        “Normally, springs are used on the water ruder control system to
prevent jamming of the air controls in case the water ruder or cables
become fouled or frozen.  Instead, a clutch mechanism is incorporated in
the bell-crank to replace the springs.  The pin in this clutch may be
withdrawn at will merely by pulling out the parking brake lever, thereby
disconnecting the water rudder from the air controls.  It may be
reconnected instantly by releasing the parking brake lever and turning
the control wheel until the pin engages.
        “Performance data on the Edo-equipped Ercoupe floatplane will be
available when CAA Type Certificate tests are completed.” 

        Next, Saletri quotes Fred Weick from an article written in the
International Ercoupe Association Newsletter, September-October, 1974.

        “...Yes, we tried the Ercoupe on floats.  It worked pretty well.
made a very nice little seaplane except for one thing:  you do need the
rudder pedals for the seaplane.  The ordinary floats tend to make the
plane act like a tailwheel airplane.  If you landed in just a little
crab, they would skew around and dig in.  Then when you attempted to
correct that with aileron, it got worse.  You could soon get into a
situation where you might dunk it.  So, it just happened we went out of
business about then, so we didn’t progress further.  I did fly it some
and it was very nice.  If you landed straight into the wind it was
fine.  If, however, you tried to land in say a canal, with a slight
cross wind, you could quickly be in trouble...”

        Finally, Saletri quotes a letter from Dave Kenny to Coupe Capers,
#6, Number 12, May, 1978.


        “Dale Westfall was the CAA test pilot assigned to fly the
Seacoupe.  In
order to ‘get on the step’, it was necessary to remove the up-elevator
restrictions.  And, in doing that, the Ercoupe was no longer stall-proof
or spin-proof, and it became necessary to perform spin tests (!!).
        “During the first spin, sever buffeting from the floats induced a
flutter in the right aileron which subsequently was torn completely off,
rendering a recovery from the spin impossible.
        “Dale then (wisely) elected to bail out, and, thinking that he
walk right through the side window, he tried to do so.  He soon realized
however that those windows are a lot tougher than they look, and he
frantically loosened the thumb screws.  He was finally able to get the
windows open, and immediately hit the silk.
        “His chute blossomed just in time.
        “Dale has photos of the wreckage showing a shapeless pile of
aluminum that ended the career of the Seacoupe for all time.”

        Stan Thomas, in his book, “The Ercoupe,”  on page 96, quotes Dave
Kinney, saying much the same.

        I think Fred had a slightly different description of the final
of the Seacoupe in his autobiography, “From the Ground Up,” but my copy
is on loan to a friend, so I can’t quote it for you. 

        Syd Cohen

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