--- In [email protected], Hartmut Beil <[EMAIL PROTECTED]> wrote:
>
> "The published stall speed for a C model is 56MPH (check you POH)"
>
> Actually. 56 Mph is for a 415 model with a gross weight of 1400 lb.
> And 48 Mph for a 415 Model with a gross weight of 1260 lbs.
>
> Published numbers are also:
>
> 40 MPH for a gross weight of 1175 lbs and
>
> 37 MPH for a gross weight of 1125 lbs and
>
>
> 58 Mph for a gross weight of 1450 lbs ( Forney F1A)
>
>
> So the 415 C keeps flying below 40 MPH when not loaded up to full
gross.
>
> But guy, do not try flying that slow an approach without testing
it at high altitude.
>
> These numbers require a recently weighted aircraft plus a correct
showing airspeed instrument.
>
> Who would bet his house on that either the weight in the logbooks
and the speed shown on the instrument is correct?
>
>
> See my spreadsheet on
http://ercoupe.info/index.php/Main/StallSpeeds
>
>
> Hartmut
>
>
>
>
> To: [EMAIL PROTECTED]; [EMAIL PROTECTED]: [EMAIL PROTECTED];
[EMAIL PROTECTED]; [EMAIL PROTECTED]: [EMAIL PROTECTED]: Fri, 8 Feb 2008
14:32:12 -
0500Subject: Re: [ercoupe-tech] Re: rudder pedals and strong
crosswind landings
>
>
>
>
>
> David
>
> I respectfully disagree with you. We do not (or at least should
not) land as fast as you are recommending in normal conditions.
Slowing down to 60MPH over the numbers provides for less stress and
wear-and-tear on the aircrafts various systems...tires, brakes,
landing gear, steering assembly, shocks, etc. Also, landing at
the "correct speed" (to be discussed next) allows us to land on
shorter runways and more importantly allows us to use the published
data to determine required runway length. Lastly, reducing speed to
the correct speed requires slightly more skill, which keeps our
flying proficiency levels up.
>
> The published stall speed for a C model is 56MPH (check you POH).
That being the case, I teach my students to fly around the pattern
(entry, downwind, base) at 80 MPH. That is usually fast enough not
to cause a traffic jam behind you. Reduce to 70 MPH when turning
final, cross over the fence (airport boundary) at 65 and touch down
at 60. I tell me students to remember 80-70-60.
>
> Yes, the Ercoupe will touch down and stay down at 80 (or 90 or
100) but that is not the best way to do it, most of the time.
>
> Now, if it is a windy day, I will increase the touch down speed
5,10 or more MPH, depending on what the wind is doing. The
stronger the winds, the more speed I will carry. This provides a
cushion in case of wind shear or sudden reduction of wind on the
nose. If either of these two situations were to happen (wind
reduction or wind shear), at 60MPH the Ercoupe might stall (mush) as
the indicated speed would drop below the stall speed. Adding
additional speed in this situation creates the cushion.
>
> Glen Davis CFII
> Ercoupe N3103H
> Grumman Tiger N70GD
>
>
>
>
> From: David Winters
> Sent: Friday, February 08, 2008 1:52 PM
> To: 'Ed Burkhead' ; 'ety'
> Subject: RE: [ercoupe-tech] Re: rudder pedals and strong crosswind
landings
>
>
>
>
> Um, yeah, well, OK so my ASI is 10 mph fast. The point is that we
touch down a bunch faster than the little tail draggers at full
stall. That lets us handle a much higher cross wind.
>
> Nag nag.
>
> Dave
>
> -----Original Message-----From: Ed Burkhead
[mailto:[EMAIL PROTECTED] Sent: Friday, February 08, 2008 11:18
AMTo: 'David Winters'; etySubject: RE: [ercoupe-tech] Re: rudder
pedals and strong crosswind landings
>
>
> Dave,
>
> Perhaps you might need to get your airspeed indicator checked.
>
> Yes, I did come down final at 80 indicated before I got my faulty
ASI replaced. Afterward, with an ASI that checked out to within a
mph or two to actual speed, 70 was a better number and my actual
touchdown was right close to 50.
>
> And yet, the Coupe handles 25+ mph crosswinds just fine in spite
of that terrible, low touchdown speed.
>
> Ed
>
> Ed Burkhead
> http://edburkhead.com/Ercoupe/index.htm East Peoria,
Illinois
> ed -at- edburk???head.??com (remove the ?
marks and change -at- to @)
>
>
>
>
>
>
> From: [email protected] [mailto:ercoupe-
[EMAIL PROTECTED] On Behalf Of David WintersSent: Friday,
February 08, 2008 9:05 AMTo: 'fnelson913'; [EMAIL PROTECTED]: RE:
[ercoupe-tech] Re: rudder pedals and strong crosswind landings
>
> A SIGNIFICANT FACTOR of which we seldom speak is the fact that the
largest single contributor to the Coupe crosswind capability is not
crab, nor slip. It is the fact that the bird comes over the fence
at 80 mph and lands not a lot slower. This, mathematically
speaking, decreases the crosswind component vector effect on the
Coupe side travel.
>
> In other words, over a given distance of travel, a 25 knot
crosswind has half less effect on a bird traveling 80 mph that is
does on a bird traveling 40 mph.
>
> Straight vector analysis.
>
> This can have a major impact on touchdown. The added benefit of
slip sill not really contribute much.
>
> Dave W
>
>
> Glen
>
>
>
> Glen Davis917 297 1111www.ishootpictures.comwww.ercoupepilot.com
>
>
>
>
>
>
>
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