Non-member submission from [Bob Urban]

[Mi Vida Loca]

At 06:48 PM 6/8/98 -0700, you wrote:
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>Urban <[EMAIL PROTECTED]>]
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>>From [EMAIL PROTECTED] Wed Jun 3 21:04:55 1998
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>Date: Wed, 03 Jun 1998 22:05:53 -0700
>From: Bob Urban <[EMAIL PROTECTED]>
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>Subject: Re: Practice forced landing in a coupe
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>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


To Bob and every one else,
If memory serves me correctly this is the recommended procedure in the pilots operating hand book for the Forney at least. Sounds squirrely I know but it I tried it once, all except for the stand on the brakes thing (it is in the book) and it does work. I also believe the books calls for 30 degree banking. Some years ago I spoke to Fred about this at the Chicken Ranch and he just shrugged, grinned and said I should have seen the technique he used with the W-1 and W-1A. It works and I don't blame anyone for feeling nervous about doing it. I do however feel that whoever came up with the part about locking up the brakes prior to touch down had stock in a tire company.




Dave
41 Charlie
Dave's Ercoupe Page
http://www.flash.net/~dmprosvc/dave
ICQ # 1388138
http://wwp.mirabilis.com/1388138#contactingme