----[Please read http://ercoupers.com/disclaimer.htm before following any advice in this forum.]----
I have a few comments.... I would like to find the guy that started the "Make the first turn off, or you are a bad pilot" guy and KILL HIM. This thinking has killed many a good pilot. Moving on from that First, I have hundreds of hours in a "D", and most likely close to a thousand landings.. There is ONE hard fast rule in a "D" NEVER get under 80mph without power Second, I was thought to fly energy not airspeed, buy a guy named R. A. "Bob" Hoover. With power (energy) you can hang a "D" on the prop, no problem... I have seen zero indicated in a 0-200 rigged properly. Without energy , NEVER get under 80mph, turns out 80 should be your best glide anyway. Third, I would say from his comments that Mr. Bayne, has never bleed trained to fly an ercoupe. I see these guys at flyin's. and they are just plain scary. You can not fly an ercoupe like a Cessna 150. Pilots get away with it for a while, then will mess up a perfectly good airplane, and most times themselves too. There is a MANUAL for the "D" and it covers everything you are talking about. Many times I have operated out a 1500 foot gravel strip without problems. ALTHOUGH I did not try the 1500 foot without GOOD training. There is an approved maneuver used to load energy and lose altitude without gaining airspeed. It is in the MANUAL In case of engine failure I would set up 80 mph and start looking for a place to put her... Carry 80mph to the touch down point, if high perform the maneuver in the manual and trade altitude for energy ... Then at the last moment trade energy for a nose high crash... hit tail first if possible... keep the nose up as long as possible and try to keep her off her back. This sounds different... it is... I also have more than 30 years in aircraft search and rescue. There is a saying if you have 2 of 3 things you are ok. If you get down to just one you are in big trouble, that would be Brains, Altitude, Energy (sometimes called power or airspeed) <sarcasum> But then I may be in the market soon for another "D"... so please keep calling them "SCARE COUPE" it keeps the price lower... but then maybe William R. Bayne is also looking for a "D" Keep flying safe and get ERCOUPE training.... it keeps insurance lower for all of us... <sarcasum off> Ron Burke ----- Original Message ----- From: "William R. Bayne" <[EMAIL PROTECTED]> To: "COUPERS - TECH" <[email protected]> Sent: Friday, September 05, 2003 10:38 PM Subject: Re: [COUPERS-TECH] glide ratio - Clarification to 9/4/03 11:12post > ----[Please read http://ercoupers.com/disclaimer.htm before following any advice in this forum.]---- > > > > Yo, Ed > > Are you sure the "D" you made these hundreds of landings in was rigged, per > Type Certificate 787, for 9º max. up elevator (the rudder hole is at 13º for > the "C")? Are you sure the control shaft had its stop located per spec.? > Are you saying that four degrees difference in up elevator movement don't > significantly affect landing characteristics? > > Fred Weick was so disappointed in the landing characteristics of the > spec-rigged "D" Model (as CAA approved) that only two production ones left > the factory. I understand the original owners of both had these ships > converted to Model CD (with 13º up elevator, but only 1260# gross allowed) > as was all subsequent factory production until Sanders' "E" Model. > > My recollection is that nose-high trim in the "D" with power gave the most > benign descent and arrival. Loss of power on such an approach, once > committed, would result in a touchdown both earlier and shorter than > desired...before the runway and maybe into the "blast" fence. The fence at > the other end of the runway was certainly not a factor of concern! > > Any coupe with the split elevator becomes an "E" Model or higher They > aren't rigged as a "D" nor do they fly like one. The sole reason the split > elevator came to be was to regain the authority lost with the 9º limit, > secure the CAA's blessing, and achieve a usable 1400# gross weight (a huge > selling point over earlier models). BUT does anyone that has flown a "C" or > "CD" much really like the change in yoke "feel" as the "low speed warning > cushion" spring takes effect (or it's weight)? :<) > > Regards, > > WRB > > ---------------------------------------- > > on 09/05/03 10:56 PM, Ed Burkhead at [EMAIL PROTECTED] wrote: > > > ----[Please read http://ercoupers.com/disclaimer.htm before following any > > advice in this forum.]---- > > > > > > > > Bill wrote: > >>> > > The "D" Model does not have the up-elevator authority to > > bleed off forward speedthis way...it doesn't land well > > without full "noew-up" trim...which means if you lose > > power late in your usual approach you land short with > > forward progress possibly arrested by the wrong side of > > the airport fence! The 9º up elevator limit on the "D" > > is a safety hazard created and perpetuated unnecessarily > > without meaningful purpose by CAA/FAA bureaucrats! > > << > > > > Bill, > > > > Rude noise and disagreement. I did many hundreds of landings in a D > > without any problems. > > > > I didn't have to use full nose up trim (even a little old lady can pull > > the yoke full back in a Coupe - I just used two fingers to overcome the > > trim for the flare). I did in fact bleed off forward speed by gradually > > pulling back on the yoke during the flare (6" above the runway) to reach > > the limiting stop just as I touched. > > > > If you lose power late in the approach in a D model, you just keep your > > airspeed pegged where you wanted it and do your flare a bit closer to > > the end of the runway than you had planned. Since a D should no more be > > flown down the final approach at full up elevator than a C should be, it > > just doesn't make a darn bit of difference which model you have for this > > purpose. > > > > The only time I was threatened by the fence at the far end of the runway > > was when the [EMAIL PROTECTED] Goodyear brakes popped a clip as I tried to > > stop at > > midfield for the turnoff. Even then, I did a U turn at the end of the > > runway and stopped in the weeds without damage. > > > > I would assert that ANYONE can learn to fly a D model with full safety. > > At the same time, I think the FAA should grant a blanket STC for > > installing the split elevator on any Coupe that doesn't already have > > one. > > > > Ed Burkhead > > http://edburkhead.com/ > > [EMAIL PROTECTED] (remove the XXX) > > > > ========================================================================== == == > To leave this forum go to: http://ercoupers.com/lists.htm > Search the archives on http://escribe.com/aviation/coupers-tech/ > > > > > ========================================================================== ==== To leave this forum go to: http://ercoupers.com/lists.htm Search the archives on http://escribe.com/aviation/coupers-tech/
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