PETERTARE wrote: > > I am presently conducting an ercoupe search. Numerous blanks exits in my > coupe knowledge--could someone enlighten me? > 1. Does one model of coupe perform substantially better than another? Not > that any coupe is a real performer, but which is best?
The later the model, the better the performance more or less. The Forneys got the 90 hp engine with a pretty good prop. The Alon models that had the redesigned canopy get some speed advantage. I'd guess that an Alon would sell for $3-$5k more than a 415-D in similar condition. I'd go more on the condition of the specific machine. I'd also like to have an Alon for the improved performance but I sure don't feel any need to trade away my 415-D (though I sure would like to have new paint, upholstery, etc.). > 2. What is with the mixture control, or lack thereof? Can the control be > reinstalled? The Stromberg carberators had a mixture control that consisted of a plate with some cleverly designed holes that slid against another plate with its own hole. By clever design, this varies the vacuum on the fuel in the float chamber (I think) to vary the mixture. When I bought my Coupe, it was wired full rich. It worked pretty well full rich all the way up to 12,500 feet. I later got my mixture control cleaned and reactivated and got an EGT guage. I get quite good mixture control but I do have to adjust it slowly, watch the guage, make another slow adjustment, till I get just what I want. I would only get a sensitive EGT with BIG gradations in the 25 degree range. Not the low sensitive type that shows hundreds of degrees in a single sweep of the needle. > 3. Is the rudder pedal installation worthwhile? If so can the nosewheel > interlink be configured to behave more like a typical trike installation? There is the ERCO rudder pedal kit that keeps the ground steering in the wheel. Then there's the Alon rudder pedal kit that has the ground steering on the pedals. I think steering the nosewheel with the yoke's steering wheel is by far superior for control. However, the foot pedal ground steering mode allows the ailerons to be turned full into the wind during extreme cross wind landings. My plane has the Alon kit with foot nosewheel steering. I think that being able to turn the ailerons into the wind after touchdown ups my direct crosswind landing ability from the 25mph for a 2-control Coupe to 30-35 mph for mine. Having the tail up to 6'3" like the specs say is also very important for cross-wind landings and that fault is easily fixable if it's drooping. > 4. Which model carries the most useful load (I mean legally)? That depends a lot on the weight of the plane. All models of 415-C and 415-CD carry 1260 gross. Models 415-D, E, G, Forney F1 carry 1400 lbs gross. Models Forney F1-A and Alon carry 1450 lbs gross. Double check the paperwork on Forneys because I'm not entirely sure when the change-over took place. The 415-CD can be converted to be a 415-D as is allowed by the type certificate A-787. I've seen a lot of people flying 415-C models that they said had been converted to be a 415-D to get the extra gross weight. I'm not convinced the FAA really allows this. Be sure before you count on that. Then it depends on how heavy the plane is. My 415-D is 895 lbs. That give me 505 useful load. A little bit less than a Cessna C-152 if I recall correctly. > 5. Are any STCs available to install carb jets for a bit more HP? How about > an O-200 installation? Changing carb jets to convert a Continental C-75 to be a C-85 is a standard and easy thing. There is an STC to swap engines to an O-200. Mostly you get better climb. A lot better climb. Only a few miles per hour more speed though. > Will be looking at 2 coupes tomorrow. The more I look and read about > this Macy's marvel, the more amused and fascinated I am by the design > ingenuity and marketing objective. A chicken in every pot and a coupe in > every garage. > Nah, Fred just didn't want you to need to worry about stupid design jumping out and attacking you (like stall-spin accidents). It was built with the best technology of its age for safety and does OK compared to the best of today's planes -- provided you have the skill to be a good pilot. Fred Weick, the designer, told me once that he had underestimated the importance of good judgement to go with skill and good plane design. Don't run into hills, don't continue VFR into IFR conditions, don't fly significantly over gross and don't fly VFR at night when there's a chance you could get into a cloud and Coupes will do very well for your safety. Keep centered on this: It's fun to fly. And comparitively, it's cheap to fly. Hope to see you and your new plane at the National Convention in Jacksonville, Ill., June 5-7.
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