>From Bob Urban: > >From [EMAIL PROTECTED] Wed Jun 3 21:04:55 1998 > Received: from mtiwmhc01.worldnet.att.net (mtiwmhc01.worldnet.att.net > [204.127.131.36]) by mailinglist.net (8.8.5) id VAA14802; Wed, 3 Jun 1998 > 21:04:54 -0600 (MDT) > Received: from worldnet.att.net ([12.66.96.204]) > by mtiwmhc01.worldnet.att.net (InterMail v03.02.03 118 118 102) > with ESMTP id <[EMAIL PROTECTED]>; > Thu, 4 Jun 1998 03:04:16 +0000 > Message-ID: <[EMAIL PROTECTED]> > Date: Wed, 03 Jun 1998 22:05:53 -0700 > From: Bob Urban <[EMAIL PROTECTED]> > X-Mailer: Mozilla 4.04 [en] (Win95; I) > MIME-Version: 1.0 > To: Ron Burke <[EMAIL PROTECTED]> > CC: [EMAIL PROTECTED], Coupe-list <[EMAIL PROTECTED]>, > ">"@worldnet.att.net > Subject: Re: Practice forced landing in a coupe > References: <[EMAIL PROTECTED]> > Content-Type: text/plain; charset=us-ascii > Content-Transfer-Encoding: 7bit > > Hello all, > > In my view and experience, the procedure below is a formula for > disaster and will eventually get somebody killed. > > I don't even fly my Coupe at 60 MPH in a straight line close to the > ground PERIOD, much less banking left and right 20-40 degrees too! > Most GA fatalities (including gliders) happen during the base/final > phase of landing...... too low/too slow and maybe uncoordinated. > > If the air is turbulent and gusty, kiss your butt goodbye if your > Coupe flies anything like mine! Better fly 1.3 to 1.4 times stall > on final in a straight line if there is a fond desire to grow old! > > Spot landings cannot be achieved reliably by gyrating all over the > sky while varying airspeed all over the place to boot! > > A key to knowing where your plane is going to land is to pick a speed > that is safe and do not vary it at all! Then you have a controlled > environment that affords you a reasonable chance to gauge your > progress towards a PREDICTABLE touchdown. > > A 3 degree descent on approach in my Coupe using VASI is 1700 RPM > and 75 MPH. Easy on the nerves and very safe. > Touchdown point is guaranteed! ;+) > > I practice power off landings extensively in the Coupe. There seems to > be no short cut to get good at it even after 46 years of experience for > me. A Tri-Pacer/Pacer gives results similar to the Coupe. > > Normal patterns where I fly are 800' AGL. Entering at 1000' can have you > descending on top of an a/c already in the pattern at 800'. Why give up > any margin of safety. > > My Coupe has Goodyear brakes. Goodyear parts are very expensive. > I treat them with great care. Don't want to break my brakes! > In fact, my goal is not to use them at all. With good planning very > little braking is ever called for. > > The name of the game is........ FINESSE. > > My background? > CFI, ASMEL, Commercial, instrument, retired AG & charter pilot > > Regards, > Bob Urban - Ercoupe 415-C N99784 > Schreder HP14 glider > > ========================================================================== == > = > > ******** How I practice for this situation > > > > I enter the pattern at 1000' AGL, on down wind I reduce power to 2000 > rpm, > > and look for 80 mph. carry this power and airspeed to final and you will > be > > high and fast. DO NOT STALL the aircraft but reduce power to idle and > pull > > the nose up to slow to 60mph, now I start to S turn using 20-40 degrees to > > left and right, WATCH THE AIR SPEED!!! DO NOT allow > > it to go below 60mph.... You will find that these S turns will increase > you > > decent just like a slip, and you will dissipate more energy. At about > > 150-200 ft above the "arrival" spot you should level the wing, lower the > > nose and increase Airspeed to 70mph (I have a D model) stand on the breaks > > and land normally. (if this were real I might slow to 60 BUT NO MORE). > Yes > > the order is correct STAND on the breaks and put the aircraft on the > ground, > > > > ***********End Owners View
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