----[Please read http://ercoupers.com/disclaimer.htm before following any advice in this forum.]----
Steve , are you positive the scat doesn't connect up at the firewall for
a
fresh air inlet that somehow disconnected double check Dennis 99564 in
ILL
"Steve Anderson"
<[EMAIL PROTECTED] To:
[email protected]
tonka.com> cc:
Subject: FW:
[COUPERS-TECH]
coupe questions and coupe parts for sale
10/29/2003 12:50
PM
Please respond to
"Steve Anderson"
----[Please read http://ercoupers.com/disclaimer.htm before following any
advice in this forum.]----
-----Original Message-----
From: Steve Anderson
Sent: Wednesday, October 29, 2003 9:54 AM
To: '[EMAIL PROTECTED]'
Subject: RE: [COUPERS-TECH] coupe questions and coupe parts for sale
Sorry...Beer induced technical error...
However, I do have an unrelated question for the group.
I am a new Coupe owner, having purchased my 1946 415 C last May. I am a
53 year old student pilot with a very understanding and helpful
instructor and A&P. We would like to continue flying through the
Minnesota winter, but are unsure of the drill concerning covering or
restricting the air intake below the prop. There are two screw size
holes on either side of it that would indicate that there was a cover
there at one time, but I have been unable to locate one or any
information on installing one. There is also an auxillary opening in
the cowl about 1 1/4" in diameter. This connects to a length of sceet
tubing that is aimed at the oil sump. Leave open or closed for the
winter? Also, does anyone have any experience with the "Iceman" carb
ice detector? I had an icing problem just after takeoff that scared the
bajeebers out of me, and would like to avoid a repeat in the future.
Any help or advice would be appreciated! Thanks!
Steve Anderson N99452
-----Original Message-----
From: Ed Burkhead [mailto:[EMAIL PROTECTED]
Sent: Wednesday, October 29, 2003 6:09 AM
To: Steve Anderson
Subject: RE: [COUPERS-TECH] coupe questions and coupe parts for sale
Steve,
I see your message quoting my message, but I don't see any comments you
made. Would you please repost your additions?
Ed Burkhead
http://edburkhead.com/
[EMAIL PROTECTED] (remove the QQQ)
-----Original Message-----
From: Steve Anderson [mailto:[EMAIL PROTECTED]
Sent: Wednesday, October 29, 2003 1:16 AM
To: Ed Burkhead
Subject: RE: [COUPERS-TECH] coupe questions and coupe parts for sale
-----Original Message-----
From: Ed Burkhead [mailto:[EMAIL PROTECTED]
Sent: Monday, October 27, 2003 6:06 AM
To: tony cascino; Coupe-Tech
Subject: RE: [COUPERS-TECH] coupe questions and coupe parts for sale
----[Please read http://ercoupers.com/disclaimer.htm before following
any advice in this forum.]----
Tony,
I was sort of in your spot when I bought my Coupe. My instructor
wouldn't even go fly with me - "Go ahead, you'll be alright," he said.
And he was mostly right.
Key info:
Power off stall recovery:
In a Coupe, you aren't stalled even with full back pressure. You will
feel some burbling since a partial stall starts at the wing root and
spreads outward on a diagonal line from the front wing root backward.
This burbling air passes over the tail and helps keep the tail from
being forced down far enough to allow a full stall. To "recover," just
relax the back pressure a fraction.
Approach speed:
The power off minimum flying speed ("stall speed" on anything else) of a
D model is near 50-55 mph. To determine the approach speed, go up to
medium altitude and find the minimum flying speed in YOUR airplane with
YOUR airspeed indicator. (Be aware that old airspeed indicators
sometimes get way off - mine was off by 15 mph.) Once you find YOUR
minimum flying speed, multiply that times 1.3 times to get a good
approach speed.
Flying the approach at a speed lower than 1.3 times minimum flying speed
will give you high sink and you'd BETTER drop the nose at a few hundred
feet to get airspeed back to use for a flare. (Flying at a lower
airspeed than 1.3, with power, is a standard short field approach I was
taught in my training. Be aware it can leave you in trouble if you DO
have power failure low and slow.)
Flying the approach at a speed higher than 1.3 times minimum flying
speed will give a flatter approach and leave you with excess energy
you'll need to bleed off in a long float.
I'd suggest you and your instructor both read the frequently asked
questions section (FAQ) on http://www.ercoupe.org/ercoupers_faq.htm
which will also give you lots more information about Coupe flying and
crosswind landing.
Welcome to Couping!
Ed Burkhead
http://edburkhead.com/
[EMAIL PROTECTED] (remove the QQQ)
-----Original Message-----
From: tony cascino [mailto:[EMAIL PROTECTED]
Sent: Sunday, October 26, 2003 5:55 PM
To: [email protected]
Subject: [COUPERS-TECH] coupe questions and coupe parts for sale
----[Please read http://ercoupers.com/disclaimer.htm before following
any advice in this forum.]----
Hello,
I am new to the coupe community. Just purchased a 1946 C with D mods.
Love it!!! Have many questions, I am a student pilot with 13 hrs under
my
belt. I have an excellent instructor, but he is not familiar with the
coupe's flying characteristics. Therefor I have a few questions:
What is the power off stall recovery procedures?
Approach speed?
I have also purchased a 68 Alon, lots of parts are available for sale.
Just let me know.
Thanks
Tony - New York
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