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Message list:
1. [COUPERS-TECH] no subject
2. [COUPERS-TECH] Fund For Jessica
3. RE: [COUPERS-TECH] Fund For Jessica
4. [COUPERS-TECH] Kim Blackseth's First Flight Lesson
5. Re: [COUPERS-TECH] Kim Blackseth's First Flight Lesson
6. RE: [COUPERS-TECH] Kim Blackseth's First Flight Lesson
7. [COUPERS-TECH] RE: Blackseth
8. [COUPERS-TECH] Cleveland Brake problem
Messages:
From: [EMAIL PROTECTED]
To: [email protected]
Reply-To: [EMAIL PROTECTED]
Subject: [COUPERS-TECH] no subject
test
----------------------------
From: "Gordon & Emma Smith" <[EMAIL PROTECTED]>
To: "Ercoupers tech" <[email protected]>
Reply-To: "Gordon & Emma Smith" <[EMAIL PROTECTED]>
Subject: [COUPERS-TECH] Fund For Jessica
Is there a fund set up for Jessica? Is this the place to address the
subject?
Gordon Smith
Don't fret too much about your problems. Remember, Moses started out as a
basket case.
----------------------------
From: "Tommy Terry" <[EMAIL PROTECTED]>
To: "'Gordon & Emma Smith'" <[EMAIL PROTECTED]>,"'Ercoupers tech'"
<[email protected]>
Reply-To: "Tommy Terry" <[EMAIL PROTECTED]>
Subject: RE: [COUPERS-TECH] Fund For Jessica
I personally see no problem with addressing this on the other site,
[EMAIL PROTECTED] In fact I think it is quite appropriate in that
forum. The young lady is wanting to learn to fly and better yet she is
wanting to do it in a coupe. Let's move the discussion to flyin and toss
it
around.
Tommy
-----Original Message-----
From: Gordon & Emma Smith [mailto:[EMAIL PROTECTED]
Sent: Sunday, December 03, 2006 2:00 PM
To: Ercoupers tech
Subject: [COUPERS-TECH] Fund For Jessica
----[Please read http://ercoupers.com/disclaimer.htm before following any
advice in this forum.]----
Is there a fund set up for Jessica? Is this the place to address the
subject?
Gordon Smith
Don't fret too much about your problems. Remember, Moses started out as a
basket case.
============================================================================
==
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----------------------------
From: Kim Blackseth <[EMAIL PROTECTED]>
To: Ctech <[email protected]>
Reply-To: Kim Blackseth <[EMAIL PROTECTED]>
Subject: [COUPERS-TECH] Kim Blackseth's First Flight Lesson
As some of you know, after making some minor modifications to my
Ercoupe to make it work for my disability, today was to be my first
flight lesson. I never got off the ground and have some questions.
The plane was flown to me by it's former owner and parked in early
October. It ran great. We spent 6-8 weeks preparing it for me. New
throttle handle, trim tab handle seat back modification, new PTT
switch, etc. We never started it.
Today we tried to start it and it would not turn over. I tried my
new Black & Decker Battery device we discussed on this list a week or
so ago. I had a sneaking suspicion it might have a low battery after
sitting for a few weeks, so after the recommendation on the list, I
bought one. I did nothing. After poking around a bit, I tried a
traditional jump and it started right up.
We let it run 10 minutes or so and noticed the alternator circuit
breaker was off. We re-set it. At this point we noticed radio
issues. We could hear the tower, but not transmit. If we revved the
hell out of it (figuratively) we could weakly transmit, but ground
could not understand us well enough to proceed.
For obvious reasons we aborted and I'll have FSS Service center take
a look tomorrow. My questions are:
1. Could the very low battery do all of this?
2. Even if the battery was very, very low, once it ran awhile
wouldn't the radios work just fine?
3. Any thoughts to why the breaker was off?
4. I noticed the "primer" in the cockpit leaked a bit when using it.
Is this just a gasket or O ring?
5. My instructor turn off the fuel shut-off under the ignition
switch. It continued to run and run and.... He finally used the mags
to shut the engine down. He mentioned he never does this in other
craft. He usually runs the fuel out and it quits. He was not
comfortable shutting it off like this What did we do wrong?
Continuing to learn...
Kim Blackseth
N2332H
----------------------------
From: Sydney Cohen <[EMAIL PROTECTED]>
To:
Reply-To: Sydney Cohen <[EMAIL PROTECTED]>
Subject: Re: [COUPERS-TECH] Kim Blackseth's First Flight Lesson
Kim,
Sorry that you are having so many problems. I'll try to help.
1. If the battery is very low, the alternator will not charge. You
should get a regular battery charger and charge it up to full capacity
and then try the radio.
2. If you have a Lunkenheimer primer you may be able to stop the
dripping by adjusting the cap nut on the front of the instrument panel
and then by tightening the locking nut on the back of the panel.
3. Your fuel shut-off valve is not functioning properly, but the
normal way to turn the engine off in an Ercoupe or any other airplane
with a Stromberg carburetor is to turn the magneto switch off. If, on
the other hand, it has a Marvel Schebler carburetor, you can shut off
the engine by pulling the mixture to full lean.
Best wishes, Syd
Kim Blackseth wrote:
----[Please read http://ercoupers.com/disclaimer.htm before following
any advice in this forum.]----
As some of you know, after making some minor modifications to my
Ercoupe to make it work for my disability, today was to be my first
flight lesson. I never got off the ground and have some questions.
The plane was flown to me by it's former owner and parked in early
October. It ran great. We spent 6-8 weeks preparing it for me. New
throttle handle, trim tab handle seat back modification, new PTT
switch, etc. We never started it.
Today we tried to start it and it would not turn over. I tried my
new Black & Decker Battery device we discussed on this list a week or
so ago. I had a sneaking suspicion it might have a low battery after
sitting for a few weeks, so after the recommendation on the list, I
bought one. I did nothing. After poking around a bit, I tried a
traditional jump and it started right up.
We let it run 10 minutes or so and noticed the alternator circuit
breaker was off. We re-set it. At this point we noticed radio
issues. We could hear the tower, but not transmit. If we revved the
hell out of it (figuratively) we could weakly transmit, but ground
could not understand us well enough to proceed.
For obvious reasons we aborted and I'll have FSS Service center take
a look tomorrow. My questions are:
1. Could the very low battery do all of this?
2. Even if the battery was very, very low, once it ran awhile
wouldn't the radios work just fine?
3. Any thoughts to why the breaker was off?
4. I noticed the "primer" in the cockpit leaked a bit when using
it. Is this just a gasket or O ring?
5. My instructor turn off the fuel shut-off under the ignition
switch. It continued to run and run and.... He finally used the mags
to shut the engine down. He mentioned he never does this in other
craft. He usually runs the fuel out and it quits. He was not
comfortable shutting it off like this What did we do wrong?
Continuing to learn...
Kim Blackseth
N2332H
==============================================================================
To leave this forum go to: http://ercoupers.com/lists.htm
----------------------------
From: "Ed Burkhead" <[EMAIL PROTECTED]>
To: "'Kim Blackseth'" <[EMAIL PROTECTED]>,"Ctech"
<[email protected]>
Reply-To: "Ed Burkhead" <[EMAIL PROTECTED]>
Subject: RE: [COUPERS-TECH] Kim Blackseth's First Flight Lesson
Kim,
Quick pilot-but-not-mechanic answers:
The radios and everything should have run just find moments after it
started, I think. My experience was with a generator, not an alternator.
Primer - don't know. I've seen primer gasket or whatever kits on aircraft
parts websites (Spruce or Wicks). Your local A&P should have one on the
shelf.
Shutting off the fuel is a common way to shut down Coupes. It does take a
bit of a while. If some idiot has moved the gascolator to the firewall,
it
might have to use all that fuel, too. I remember it taking a bit of a
while
to shut down from fuel shut-off the few times I did that, but not forever.
Shutting off a Coupe using the mag switch is the common method. That's
because most Coupes have the Stromberg carb which has no idle cutoff
ability. Running it out of fuel and then shutting off the switch is extra
safety and also can keep the nose tank fuel from leaking out if the needle
valve isn't seating perfectly. Personally, I used the switch and only had
fuel leak once in 23 years. Listen to the advice of experts on which way
to
best do this.
Also, after using the primer, make sure the primer is closed AND LOCKED.
Experts should give you quality answers soon, but this is a beginning
answer
to give you some comfort.
Ed Burkhead
http://edburkhead.com
ed -at- edburkhead???.com (change -at- to @ and remove "???")
----------------------------
From: "Ed Burkhead" <[EMAIL PROTECTED]>
To: "'Kim Blackseth'" <[EMAIL PROTECTED]>,"Ctech"
<[email protected]>
Reply-To: "Ed Burkhead" <[EMAIL PROTECTED]>
Subject: [COUPERS-TECH] RE: Blackseth
Kim asked:
How do I tell how much gas was in the plane? The former
owner flew it down and parked it. My instructor's a big guy
and we decided to fly with less than full tanks, but had a hell
of a time figuring what was left in the tanks. Thoughts?
Kim,
Compliments on being careful about this.
Some of the models have a fuel gauge in the wall of the cockpit - if you
have one, calibrate it by emptying the tanks and filling them one or two
gallons at a time then noting the fuel level.
If there's no fuel gauge in the cabin wall, then you may want a float
gauge
in the wing tank. Use the same method to calibrate it.
With both gauges, you'll note that there's a lot of fuel left in the wing
tanks after your gauge bottoms out. KNOW that amount! Determine your
fuel
consumption at high speed cruise near sea level and use that to keep track
of fuel remaining in the main tanks so you'll know about when the mains
run
dry.
Most of us never use any of the fuel in the nose tank - we keep it all as
a
reserve. It's a full hour at high speed cruise and almost two hours at
low
speed mush. KNOW your fuel consumption numbers. Figuring these things
out
lets you play (really, BE) a test pilot doing the same kind of stuff as
the
guys at Edwards but doing it for the safety of your own skin.
Drain the nose tank via the valve on the gascolator. Fill it one gallon
at
a time using the fuel hose of the FBO for (supposedly) really accurate
numbers. Note how many gallons you have before the nose tank float gauge
comes off the bottom, usually 2-3 gallons or so. Then, measure from there
to the top, a gallon at a time, marking the glass tube (if you have one)
for
each gallon.
Make a really firm resolution to get on the ground before the float gauge
wire gets to the bottom of its travel.
For measuring the wing tank level, some people use a glass or plastic
(fuel
resistant) tube which they calibrate during the fill/calibrate cycle.
Hold
the tube on the down (inner) side of the filler hole and hold it
vertically
when you measure the level. Due to the tilt of the tank in the wing,
there's still some number of gallons left when the dip tube comes up dry.
Measure both wing tanks with the dip tube (if that's what you're using)
and
average the results unless the ramp is perfectly level, left to right.
An alternate method of calibrating the tanks is to fill them completely
and
have super-clean recepticals to drain the fuel into. Accurately measure
the
fuel as you drain it and make your calibration marks or notes
appropriately.
The tank calibration provides an entertaining :-( hour or two on a nice
sunny day. But what you learn is really valuable, especially if you need
to
fly with partial fuel due to weight considerations, such as in your
lessons.
When you go for a checkride, having rigorously calibrated numbers and
methods will look good to the examiner.
How's that for a simple answer?
Ed Burkhead
http://edburkhead.com
ed -at- edburkhead???.com (change -at- to @ and remove "???")
----------------------------
From: <[EMAIL PROTECTED]>
To: [email protected]
Reply-To: <[EMAIL PROTECTED]>
Subject: [COUPERS-TECH] Cleveland Brake problem
I have a problem with the Cleveland brakes on my 1946 415C. I have
removed the floor board several times but have never checked what kind of
master cylinder I have. The left side brake twice in the last two days
has locked up or at least got so tight that I could not taxi even at high
RPM. In both cases, the brake got tight after landing and using the brake
extensively trying to make the first turn off. Also, in both cases I
solved the immediate problem by bleeding a few drops of fluid out of the
left brake; then the brake seemed to release and operate normally. Can
anyone advise me if this is a master cylinder problem or should I
investigate something else. I added brake fluid several months ago, could
over filling it cause this problem? Thanks. Dennis Hatfield N2738H.
Dennis
----------------------------
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