Some additional observations regarding airslot4518 comments; It strikes me that there was far too much emphasis on the Coupes raw landing gear strength, and not nearly enough on the physics and aerodynamics of the Coupe (specifically the tail height and wing negative angle of attack / zero lift once on the ground). All are necessary & complimentary design charactoristics that give the Coupe good crosswind landing capabilities.
The landing incidents I know of in the Coupe over the last 15 or 20 years seemed more related to the sink rate during a power off low speed approach (which is to be avoided, especially if wind shear is present), than to cross wind related loss of control. If anyone finds or knows of specific evidence to the contrary, I'd really like to see & learn from it Best regards, Dan Hall N3968H ---- [email protected] wrote: > > I'll agree with Ed, and he makes a number of excellent points (as usual). > > The correct static ground attitude or tail height is probably a critical > factor for x-wind landings, and is likely to have contributed significantly > to any runway loss of control incidents. Improper technique is also a real > possibility for those unfamiliar with the type; x-wind landing techniques > used in other types could cause issues in a Coupe, particularly one w/o > rudder pedals. > > I believe that my coupe meets the tail height specification however; I did > have some momentary lifting of the upwind wing in the 30 knot cross wind, as > the Coupe straightened itself out (still controllable). Once the Coupe was > straightened out & aligned with the runway, the upwind wing settled down and > I kept the nose wheel planted for positive directional control. > > I've landed the Coupe (no rudder pedals) in 20G30 knot Santa Ana winds, and > in a real honest direct 90 degree 30 knot cross wind at Williams Gateway > Airport in AZ (cross wind called by ATIS & the tower). > > With 1500 hours now in the Coupe, I do have some experience however; I do > NOTconsider myself "expert" in cross wind landings. > > IMHO - the Coupe's design is primary however; as Ed pointed out it does take > some practice & skill with a correctly rigged Coupe to work up to higher > cross wind component landings & T/O's. > > I have heard of others who claim to have landed in cross winds stronger than > 30 knots in the Coupe however; I have not done so myself. > > 17 knots of cross wind should really be no problem, provided the Coupe is > properly rigged (tail height), and properly flown. However as Ed pointed > out, it's something that should be worked up to, for pilot experience / > skill, and confidence, if nothing else. > > Fly SAFE, and do NOT exceed either the plane's capabilities, or your own > comfort or skill level in any phase of flight ! > > Dan Hall > N3968H @ CNO > > ---- Ed Burkhead <[email protected]> wrote: > > > > To anonymous airslot4158, (Please include at least a first name so we can > > write back in the most friendly ways.) > > > > I suspect that much of the Coupe fleet's crosswind landing > > problem-reputation was earned between about 1950 and 1990. > > > > It was just before 1990 that it was realized how many Coupes were flying > > with drooping tails and how that was affecting crosswind landings. It was > > in 1990 that Bill Coons applied for and was granted the first 337 for > > landing gear spacers. The spacers, with normal maintenance, bring the tail > > up to the original design specification for on-the-ground attitude. > > > > Being at the correct on-the-ground attitude is critical for proper crosswind > > landing and takeoff safety. There should not be significant wing lift after > > touchdown with a crosswind (personally tested only up to about 30 mph direct > > crosswind). (ditto on takeoffs) > > > > This is not to contradict your comments about the 200 feet above the ground > > on takeoff and landing. I remember reading of a Coupe accident where > > turbulence or wind shear on final approach caused a fatal crash. > > > > My observation has been that extra airspeed gives adequate control in that > > zone but doesn't extend the landing excessively. When the airplane is > > brought down to a yard or so altitude, the ground effect dampens the effect > > of turbulence allowing airspeed to bleed off before touchdown with good > > stability. > > > > It's entirely possible that not every Coupe pilot should fly when there will > > be 20, 25 or 30 mph crosswind component winds. I never found those winds to > > be enjoyable. But, by deliberately seeking crosswinds of slowly increasing > > speeds, I came to the point of being adequately comfortable with crosswinds > > of 25 mph. > > > > And, I learned to predict the wind shadows and turbulence caused by ground > > objects around the runway. Objects tend to produce turbulence to a lateral > > distance six times their height. It's important to visualize the wind > > moving around those objects as if it were muddy water, visualizing the > > swirls and eddys. And, in strong wind conditions, there is usually a 10-15 > > mph wind shear as ground friction slows winds at the surface. I adjust my > > airspeed and approach to take all this into account. > > > > On cross country trips, when the airport runway didn't give options, I found > > I didn't get too much pucker factor when the winds were 30 mph direct > > crosswind. > > > > You are right that people should NOT assume they can just fly in strong > > crosswind conditions and the airplane will take care of it all. There's a > > LOT of skill involved in strong wind and strong crosswind landings in > > Coupes. (Some extra skills for strong crosswind takeoffs, too.) > > > > We shouldn't exceed our ability but we should also cautiously seek to extend > > our ability. > > > > JMHO > > > > Ed > > > > Ed Burkhead > > http://edburkhead.com/Ercoupe/index.htm > > ed -at- edbur???khead.XXX change -at- to @, remove ??? and change XXX > > to com > > > > > > ------------------------------------ > > > > Yahoo! Groups Links > > > > > > > > > ------------------------------------ > > Yahoo! Groups Links > > >
