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David, There are some considerations in favor of conversion to the D Model on a few of Hartmut's points. While my thinking and conclusions differ from his on this subject, that does not, of itself, make either of us right or wrong. First, understand that the relationship of one's mechanic with the local FAA office has more to do with the "pain" of converting than the physical work. Establish this relationship and find out exactly what procedure/paperwork they want before approval of this relatively straightforward modification. Most pilots are proud of their birds, and like to share their joy with others. I'm 225 lbs. plus, and prefer not to invite an FAA citation every flight for operations over gross weight (with full fuel and another person on board). I like to take my wife places, and a bit of luggage is also nice. 1260# gross is solo flight, period. 1400# is simply more practical. Yes, I have occasionally been a bit over 1400# on takeoff (but not a lot). That same weight in a C Model would be such a flagrant violation of the 1260# C-Model gross the FAA might well choose to "set an example"; and the number of others doing it (safely) is an excuse without meaningful effect. Changing the trim tab, the main gear oleo orifice size, and the elevator movement is not particularly difficult or expensive. Most coupes badly need interior oleo cleaning, honing, and new rubber bumpers, donuts and seals (and maybe spacers to get the tail the right height), all very easy to do with the gear apart. The stainless skin is a safety of flight issue overlooked by the CAA when the 415-C was approved. On the original 415 with the ERCO engine, the engine cowling did not extend over the fuselage tank. That only became necessary to fit a flat opposed-four and cowling to a fuselage designed for an in-line four without major change. In case of an engine compartment fire, the protection of our stainless firewall is an illusion. Flames and heat will quickly travel over your firewall and between the top cowl where a thin aluminum skin is the sole protection for the fuselage tank. Whatever you use to prevent chafing between the top cowl and the fuselage won't last long in fire in flight. The hole for the filler neck is seldom a tight fit. Inspection of this area (with the engine cowling off) may reveal fuel-soaked insulation around that neck just waiting for a spark. It's an area that a tight fit and a reliable seal are well worth time and attention. The stainless skin can be installed (and approved) OVER the aluminum skin with cherry rivets, without removal of the fuselage tank. The mechanic I employed didn't raise the issue with the FAA and ask for permission...he just did it that way and it was approved as inspected. It costs much more to purchase the parts and get approval for conversion to the E, and the number of coupes so converted is not huge. I don't like the control "feel" with the (required) bodacious "low speed warning" spring one must override to get the additional elevator movement. In all fairness, though, I haven't flown this arrangement sufficiently to get used to it. Regards, William R. Bayne <____|(o)|____> (Copyright 2002) -------------------------------------------------------------------------- on 01/19/04 8:48 PM, Hartmut Beil at [EMAIL PROTECTED] wrote: > I might get in devils kitchen with writing this , but I would not go through > all the pain of converting to an 415-D unless there is a good reason for it. > Reason number one would be - you got a wonderful O-200 for the Coupe , > reason number two - you really intent to fly the plane within legal limits > of a max gross weight of 1400 pounds (unheard of) and therefore want to > raise the limits. > Because almost every Couper I talked to does not care about gross weight > anyway. Most fly alone, where a 1260 Gross is sufficient and if you fly with > two 200 pound people, you are overweight anyway, no matter if in a 415-D > or -C, it is just a matter of how much you are overweight.(provided you take > off with full tanks) > The airframe is not changed when converting to a 425-D. The plane will not > fly better or climb better (unless you add a new engine) - it rather has > some new limits to it, which the main one is the elevator limitation, giving > you trouble flaring at (formerly) normal landing speed. > If you plan only to take occasionally someone with you to a sightseeing > flight, you can save you the hassle to go through the pain of changing the > trim tab, the elevator up limit, the landing gear (depending on serial > number) the stainless steel sheet over the fuselage tank ( you need to > remove the tank to get access - not an easy task) plus a few other things I > can't think of right now, and just make some weight an balance calculations > instead and fuel accordingly. > For the service letters from Ercoupe check here: > http://ercoupers.com/service/default.html > You might also check the conversion option to the later model 415-E here: > (depending on serial number) > http://ercoupers.com/cgi-bin/ceilidh.exe/337s/?C3d149aefbyd9-4534-975-00.h tm > > Have a good night. > > Hartmut N3330H ------------------------------------------------------------------ > ----- Original Message ----- > From: "Ed Burkhead" <[EMAIL PROTECTED]> > To: <[EMAIL PROTECTED]>; "Coupe-List" <[email protected]> > Sent: Monday, January 19, 2004 7:50 PM > Subject: [COUPERS-FLYIN] RE: ercoupe conversion > > David, > > I'm not a mechanic so I can't give you a detailed answer. > > I know that you need to replace the metal sheet over the fuselage fuel > tank with an identical one made of stainless steel. This is labor > intensive because of the difficulty of bucking rivets and getting access > so you can do that. > > There are some other things that have to be done that are much les in > cost, labor and time. > > You have to change the up travel of the elevator from 13° to 9°. This > makes about a 5 mph increase in actual touch down speed but otherwise > isn't a big deal. > > The log books need to have notations made and the metal data plate must > be modified (replaced or re-stamped with a metal stamping kit). > > Skyport has a kit for the change with everything you need. > > It has long been debated whether its necessary to send the paperwork to > the FAA because this is something EXPLICITLY allowed by the type > certificate A-787. > > I'll forward this to the [email protected] mail list and you can watch > the better answers there. ( If you're not a member of the list, you can > join at http://www.ercoupers.com -- highly recommended!) > > Ed Burkhead > http://edburkhead.com/ > [EMAIL PROTECTED] (remove the QQQ) > > -----Original Message----- > From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED] > Sent: Monday, January 19, 2004 9:59 AM > To: [EMAIL PROTECTED] > Subject: ercoupe conversion > > Dear Sir: > I am contemplating the purchase of an ercoupe model 415-C and was > wondering > exactly what an upgrade to the model 415-D entails. Also, what parts > would I > need to purchase and where would I purchase them from. Any help is > greatly > appreciated. Thank you. > David > ========================================================================== ==== To leave this forum go to: http://ercoupers.com/lists.htm Search the archives on http://escribe.com/aviation/coupers/
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