Re: Getting a CFI checkout for two-control Coupe

[Mi Vida Loca]

At 06:02 AM 5/6/99 -0500, you wrote:
>The plane sounds ideal, given that's it's condition is as it should be.
>
>For learning to fly it, I think your CFI should be qualified with the
>differences in the Coupe. Since, as I recall, you've already got your
>private license, you mostly need a transition set of lessons.
>
>Transitioning to a two-control Coupe from a Cessna or Piper isn't that
>big a deal. I would suggest you go fly with an experienced Couper at
>the very least, though. If you want to, get the Couper to train your
>CFI, then fly with the CFI.
>
>Things you (or your CFI) need to know about the coupe:
>
>1. It's a short, thick wing. Much like the short-wing Pipers or the
>early Cherokee. This means that its best glide speeds are somewhat
>higher than the long wings on a Cessna. At no power and low airspeed,
>it comes down as steep as a Cessna with 30 degrees of flaps. Coupes are
>fairly clean airframes and will glide with a fairly flat approach at
>higher airspeeds. They glide with a steep approach at low airspeeds.
>You can normally control your approach with this feature.
>
>2. Find out the minimum flying speed of THAT PARTICULAR
>AIRPLANE/AIRSPEED INDICATOR. Not all planes or indicators are created
>equal. Know your minimum flying speed for that plane before you do the
>first landing and do your approach at about 1.3 times that speed.
>
>3. In a two-control, you can't slip to lose altitude during the
>approach.
>
>Since it is certified spin-proof (if you are within wight/balance), you
>can do steep turns in the pattern losing an extra 50-100 feet. (Recite
>to yourself as you do this: "Only in a Coupe. Only in a Coupe. Only ..."
>
>Slowing down is in the approved flight maneuvers manual. Your sink rate
>with the wheel all the way back is impressive. The book even says you
>can crank the wheel back and forth to lose more altitude faster. IF YOU
>DO EITHER OF THESE THINGS BE ABSOLUTELY SURE TO DROP THE NOSE AT
>SUFFICIENT ALTITUDE (?100-300 FEET?) SO YOU HAVE ENOUGH AIRSPEED TO
>FLAIR FOR A NORMAL LANDING. Freezing with the wheel all the way back
>will ruin your plane though people who tried it usually walked away.
>Dropping the nose dramatically downward at 300 feet when you are already
>descending quite quickly takes deliberate discipline and practice but
>MUST be done to regain flying speed if you do one of these maneuvers.
>
>This may be useful in emergencies. Personally, I wouldn't use it as a
>normal method -- I'd rather go around. Yet, if I wanted to ever use it
>in an emergency I would go out and deliberately practice in good
>conditions.
>
>3. Cross-wind landings aren't so hard. Make sure your tail sits close
>to 75 inches high on the ground. Fly down the hill in a crab. Flair in
>the crab. Hold the plane off at 2-3 feet for as long as you can (unless
>it's an emergency) and let it touch down very nose high, still in the
>crab. Get your direction of motion right down the center line of the
>runway before touchdown.
>
>As you flair, lighten-up your hold on the wheel. When the mains touch,
>the plane will start to rotate to line up with the direction of motion.
>The nose wheel will probably touch before the plane finishes it's
>rotation but it will swivel to line up with the direction of motion as
>long as you hold the wheel loosely. That way the nosewheel won't
>interfere with the plane's tendency to line up with the direction of
>motion. During this rotation of the plane, your upwind wing might lift.
>The plane can't flip, don't let it bother you too much.
>
>If you have a strong cross-wind you can firmly push on the brake right
>after touch-down to drop the nose quickly and suppress the tendency for
>the wing to lift, according to the ERCO test pilot, Mr. Sanders.
>
>4. On the ground, you steer with the control wheel. It'll seem
>natural. Don't turn the wheel (and therefore the nosewheel) on the
>ground without having the plane rolling forward. Turning the nosewheel
>without forward motion puts lots of pressure on the linkages.
>
>-----
>
>Those are the main issues I can think of. It's not too big a transition
>but it's up to YOU to know the Coupe's unique characteristics.
>
>I didn't have a CFI who knew anything when I got my plane and got
>through it OK with book learning and a little luck. Flying with an
>experienced Couper will remove the need for luck.
>
>So, good luck. <grin>
>
>Ed

I feel there is a caveat which needs to be added to this. While an instructor may be a necessity as far as your insurance company is concerned, quite honestly could be the worse thing for you. The problem is that most instructors these days are young guys with limited experience. Yes they may have a CFI but most have spent their flying career in a 150 flying around the pattern. Most are low time (less than 1200-1500 hrs) and have limited exposure to older aircraft such as a Cherokee with the old "Hershey Bar wing" which flys as close to a coupe as anything out there. Most also have preconceived incorrect and biased ideas about Coupes. Unless you can find an instructor with coupe experience or at the very least older Cherokee experience go find another Couper to check you out, then go find an instructor and pay him for the opportunity to sit next to you while you teach him about Coupes and how they fly. Remember this is not a tough plane to fly and in the past a few hardy soles with no previous experience soloed in just 2-3 hours of instruction.


Dave
41 Charlie
Dave's Ercoupe Page
www.flash.net/~dmprosvc/dave
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