----[Please read http://ercoupers.com/disclaimer.htm before following any advice in this forum.]---- Hi, Paul. Like the editor appended to your most interesting letter in the October, 2000 issue of Sport Aviation, "... you'll receive a lot of answers from the members of the EAA." Especially from flyers of my kind of airplane! You may color this one of said answers. I will respond in two parts: * "members of the EAA" * flyers of my kind of airplane.
1. In my humble opinion, the Experimental Aircraft Association carries on
the work of the Wright Brothers. They have picked up the ball from Heath,
and the numerous designer/builder/flyers of the early years, and continue
it to this day. Even my miniscule chapter has some real live wires - one
person's knowledge of two-cycle engines is phenominal. He has built up
snowmobiles for years, practically inventing the darn things. Racing them
was his passion for years. And all he knows is available just for the
talking with him.
Myself, I am an amatuer aerodynamist. I have contributed absolutly
nothing, but constantly compare and contrast what I read in the EAA
publications and elsewhere. I have corresponded with several of the
authors, and you would be amazed at the information that is available for
the price of a stamp!
In conclusion, any improvement in aviation that you will see, with the
possible exception of space flight, will have its roots in the EAA.
2. I fly an Ercoupe. This plane was designed throughout the 1930's to be
stall/spin proof, and exhibit superior ground handling
characteristics. And by the way, the published crosswind component is 25
MPH (FAA Approved Airplane Flight Manual for Ercoupe Model 415-C). To
answer your question ("Do you feel that crosswinds are any problem during
takeoff or landing"), I must reply "No."
For landing, my plane is flown in a crab all the way through the
touchdown. The tricycle landing gear features trailing arm mains that are
both wide and short. By holding to the extended center line of the runway
on final, the center of mass aligns the plane on touchdown. No pilot
effort is required. The cant of the nose gear will pivot correctly,
provided the pilot doesn't have a "death grip" on the controls. Upon roll
out, the angle that the Ercoupe wing takes does not provide enough lift to
make the plane get light, and be blown around.
Takeoffs utilize the reverse of above. On takeoff roll, there is
insufficient lift to get light too soon. At sufficient flying speed, the
plane is whisked smartly into the air, avoiding that "bouncing along"
feeling. From that point, the pilot carefully moves the direction of the
nose into the wind to maintain a track along the center line.
There are another trick that can be used on takeoff. One can go
diagnally accross the runway, aligning closer to the wind. I am not a big
fan of this, for if the wind is a problem taking off, it could prove more
so upon landing. It could not be a problem if one was landing elsewhere
though.
Finally, Paul, if you haven't engaged a patent attourney, I could
recommend an excellent one in Minnesota. He also flys the Ercoupe, so he
would have an adaquate grasp of the aerodynamics involved.
With highest regards,
Percy G. Wood
EAA 266889
Region 3 Director,
Ercoupe Owners Club
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