Hello Tom, I have a 1946, 415-D, (it does have a 0-200 in it) as to your hard landing comment, if you let it slow to soon you can be in BIG trouble.
I find what works for me is that I enter the down wind at 100 and pull the power to 2000 rpm, (put on the carb heat). Abeam of the numbers I reduce power to 1500 in the base and hold 80, if all is well I reduce power to 1000 and slow to 75 on final, BUT HOLD 75 WITH POWER IF NEEDED. Over the numbers flair and pull power. I learned in Cessna's and fly the D model a lot like a soft field Cessna aproch, and carry 1000 to 1200 rpm in flair trying to blow some more air over the tail. any way works for me..... I have "arrived" a few times when just learning about this coupe...and it can rattle your fillings. It is a different feeling pulling the stick to the stop and seeing 300 FPM sink rate. I shure would like a few more degrees of UP.... but then it would not be a D..... -----Original Message----- From: Tom Laird-McConnell <[EMAIL PROTECTED]> To: Ercoupe List <[EMAIL PROTECTED]> Date: Sunday, April 19, 1998 9:12 PM Subject: 415 CD and 415 D >In "Fly-About" Paul states that only 2 "real" 415D's were made, and that >because they had such limited elevator (9 deg) that they led to lots of hard >landings. > >So my question is, does the 415CD suffer from the limited 9 deg elevator? > >What is the degree of elevator on the 415C and 415E/F-1's/A-2s? > >Is the split elevator or 415 E mod worth it? > >Any insight appreciated. > >Thanks, > >-Tom >
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