Everyone always talks about the tail height but it is just as important to have the slop out of the steering and have the nose wheel tracking straight. If you have slop and/or the wheel does not track straight you will be chasing it and while you are chasing it you will be moving the ailerons. Move the ailerons and the wing lifts.
Also the Belleville springs fit in the same space on the gear strut as the donuts and do not make the strut longer so how do they raise the tail? Kevin --- In [email protected], "Harry L. Francis" <[EMAIL PROTECTED]> wrote: > > > > Note: forwarded message attached. > > --------------------------------- > Never miss a thing. Make Yahoo your homepage. > > We are unable to deliver the message from <[EMAIL PROTECTED]> > to <[EMAIL PROTECTED]>. > > Your message was sent to a group that does not exist. Please check > to make sure you spelled the group name correctly. > > For further assistance, please visit http://help.yahoo.com/l/us/yahoo/groups/original/members/web/index.htm l > > Robert, > you almost have it correct.... Weick designed the Ercoupe to land in a crosswind safely.. He accomplished this by design...The coupe is in a no lift position when sitting on the ground with the nose gear compressed. It will not fly in this position as the wings are in a no lift/negative lift position. However, many coupes are not rigged as designed, and the wings are in a positive angle of attack, due to worn/compressed rubber doughnuts, or compressed discs in the main landing gear. This allows the tail to be in a lower position than the design calls for...making the wings attain a positive angle of attack, instead of the negative angle as designed. > > With proper rigging,,,,(level at the window ledges)...the coupe automatically quits flying when the nose gear compresses, and is certified to safely land in crosswind components of 25 mph..... > > Some folks have experienced safe crosswind landing exceeding this component....I have.....but not until I installed the spacers in the MLG to rasie the tail to its proper attitude ( level at window sills); as is necessary if one has installed the double fork nose gear, which is about 2 inches longer than the original single fork assy. > > When landing as slow as possible in a crab, wings level and tracking the center line, when the coupe touches down, the mass of the coupe (which is forward of the main gear), causes the Coupe to turn in the direction of track...then as the nose gear compresses, the wings attain a negative angle of attack and quit flying. Simply drive the coupe to the parking area. > > With an improper tail height..( not level on the window ledges), the up wind wing will rise, as the wings are still at a positive angle of attack and still flying......Interesting, the upper wing can rise about 20 feet before the downwind wing touches the ground. So, in this condition, quick application of the brakes will slow the coupe below flying speed, and the wing will now come down. Exciting, but not a safe situation....especialy when all that is needed is a proper Main Landing gear doughnut/spacer adjustment to make the Coupe meet design specifications...not flyable in a negative angle of attack..ie: level at the window ledges when in a static position.....as Fred Weick designed. Forney introduced the double fork nose gear, along with the Belleville spring discs, which attained the proper attitude. > > Somehow, sometimes, the double fork gear has been approved for installation in earlier coupes without requiring the Belleville springs, or spacers under the original rubber doughnuts. See Forney adv. on the installation of a double fork gear, requiring the belleville springs .on page 318 in "The Ercoupe, A Touch of Class" ....quote: "Raises tail to proper level". > > Bill Coons' solution of installing spacers in the rubber doughnut MLG systems to attain the proper static attitude is a satisfactory, inexpensive, and an FAA approved solution, which places the coupe back into the design attitude. > > I understand that Boeing utilized Ercoupes in training their pilots to land DC -8s in a cross wind, ....as the DC8 could not land wing low...which would drag off the wing mounted engines. > > Thanks Bill. > > Fly Safe - Have Fun > > Harry Francis > Elliston, VA > N93530 > > robertbartunek <[EMAIL PROTECTED]> wrote: > --- In [email protected], Hartmut Beil <hbeil@> wrote: > >I think everyone is missing what the real danger is in crosswind > landings. When you watch the Lufthansa landing depicted on the news > and You Tube, the hairy part starts when the upwind wing comes up > just after the pilot tries to kick the crab out prior to touchdown. > The Ercoupe displays that same characteristic even when landing in a > crab because you must steer downwind after touchdown to keep the > aircraft from weathervaning further into the wind on landing rollout. > That means the right aileron goes down and the wing comes up. Don't > take my word for it, go out and make several takeoff and landings in > a real stout crosswind and see what happens. > > > > Folks. > > > > Last weekend we had a storm called Emma passing through Germany. > > It created abnormal situations even for the pilots of the big guys. > The following video shows the benefits of having practiced crabbed > cross wind landings. > > > > http://www.youtube.com/watch?v=1O8CjKBsCEo > > > > Yes, the wing hits ground. > > > > > > Hartmut > > __________________________________________________________ > > Shed those extra pounds with MSN and The Biggest Loser! > > http://biggestloser.msn.com/ > > > > > > > > > --------------------------------- > Looking for last minute shopping deals? Find them fast with Yahoo! Search. >
