Hi Darick,
Ed gives excellent information and techniques. We both just HATE to
talk Ercoupes ;<)
My landing and flying technique are integrated, so I'll try to explain.
Only two trim settings are used, and neither is at the extreme of trim
operating range as the Ercoupe Instruction Manual suggests.
At approximately 1000' AGL (or pattern altitude, if there is a
difference) after takeoff on a cross-country flight, I reduce power
just enough to see the tach reading barely move. That's where the
throttle knob stays. If you refer to the Continental Operating Manual,
cruising 7-11,000 MSL (depending on winds aloft) keeps the percentile
power conservative, fuel burn around 4.5 GPH and the RPM rotational
stress MUCH less than the longer stroke and higher compression 0-200 at
such RPM.
Trim is set for an 80-90 MPH "cruise-climb". Once desired altitude is
reached, the trim is adjusted for neutral climb/descent, or "Cruise".
This "cruise" trim position, once set, is marked so as to be easily
duplicated. I use this precise setting for almost all normal flight
operations.
Flight descents from 6-10M are trimmed for a cruise speed descent at
cruise speed but reduced power. I should add that if I'm not going
anywhere, I may putter around trimmed for slower flight level at
60-70MPH. There's NO advantage in going nowhere faster ;<) and it
takes more fuel.
In any case, before landing my trim is set at the above-marked "cruise"
position. From a 1000' AGL pattern altitude, I manually initiate and
maintain a 300 FPM descent with reduced throttle when my left wing tip
light on downwind passes where I wish to touch down on the runway
(traffic at uncontrolled fields or tower permitting) and forward
pressure on the yoke. 200' or so beyond the runway threshhold is a
good touchdown "target" for fields as short as 1800'.
I want to lose about 300' before the turn to base, 300' on base leg,
and 400' on final to touchdown. Such specifics change if a wide base
leg is flown or if a long downwind/final is necessary due to
traffic...in any case a manually stabilized descent during the final
approach from 400' to touchdown should be established. About 100'
before the runway pavement begins, power is chopped to idle and the
yoke moved back to preserve or slow the descent rate (from here on it's
done by "feel") and airspeed can be anything over 60 MPH.
My goal is to (more or less) simultaneously (1) arrest descent as the
plane slows to a stable glide while (2) leveling the flight path and
hold the main wheels just off the pavement. This is achieved by a slow
and smooth movement of the yoke rearward. When the yoke gently
contacts the "full up elevator" stop, the plane will gently sink to the
runway. The priority is a "smooth" landing over a "spot" landing as a
conscious choice; the technique easier to describe than to master.
Even in extreme direct crosswinds (25 MPH+), if the plane is fully
under control (crabbed), minimum speed at the moment of touchdown is
preferred followed by immediate and confident brake application. More
than a few on (and off) this list have been spooked by the experience
of a "wheel landing" well above minimum flying speed in gusty
crosswinds when a rogue gust lifted a wing. I would suspect inadequate
static tail height and crosswind proficiency...delay in aggressive
application of the brakes to dip the nose, scrub speed, and drop the
wing.
Advice to carry extra speed in under such conditions is 100% correct,
but where the extra speed ON APPROACH gives you some "insurance" should
you encounter wind shear, any extra speed from the moment of touchdown
is a liability in a coupe, and infinitely more so if static tail height
is low. The coupe is not supposed to lift off at ANY speed unless and
until the pilot initiates rotation. To those who will understand how
the plane's design works, and maintain and fly it properly, there is
likely no crosswind that a competent Ercoupe pilot could better handle
in another common aircraft design.
If the plane is not under absolute and confident control before
touchdown, go around; and again, if necessary, until it is. The odds
of a good landing following a botched approach are terrible, so demand
of yourself a good approach before you make a separate (and optional)
subsequent decision to land.
A "cruise" trim setting during landing requires that I literally "fly
the plane down" manually (instead of delegating control of descent when
landing to an inanimate trim system). Appropriate and intuitive
response is immediate and effective if and when a strong gust or other
challenge presents itself.
The Ercoupe design has NO flaws flown correctly, but one must be
familiar with it's glide performance (and lack thereof), maintain
proper static tail height; and don't put it on the ground until you AND
it are BOTH through flying if you want it to display its consistent and
inherent good manners. It is difficult at many airports to maintain a
tight enough pattern that the runway can always be "made" in case of
engine failure.
It is one of the few designs with sufficient wing dihedral and
wing/horizontal stabilizer chord incidence angles to reproduce
accurately in a free-flight model (no radio control). If rigged
correctly, trimmed for level flight at 1900-2000 RPM it should fly
straight and level without falling off on either wing. Even better, it
should return to such level flight from a normal right or left turn.
At any RPM, cut back to said RPM and trim for level flight and it
should fly straight and level without falling off on either wing.
Verify this for yourself, and it's an important and unique addition to
a pilot's options.
Several more tips...the Ercoupe is a lady and rewards the gentle touch.
It can seem unresponsive and unpredictable to the ham-handed. Put no
more than three fingers on a yoke in flight 100' AGL until you learn
how little force is enough.
Regards,
William R. Bayne
.____|-(o)-|____.
(Copyright 2009)
--
On Jan 16, 2009, at 20:57, [email protected] wrote:
I just got my license in 2006, and am curious about landing
techniques. My training was in an Aeronca Camp from a 20,000 hour
retired airline captain who also learned in a Champ. We always landed
the Champ with idle power setting and I do so now in the coupe. It
seems to me the safest way in the event of engine failure (referring
to the paragraph from below about whip stall). So, what do others
do? power off? power on?
Darick
----- Original Message -----
From: "William R. Bayne" <[email protected]>
To: [email protected]
Sent: Wednesday, January 14, 2009 8:08:54 PM GMT -05:00 US/Canada
Eastern
Subject: Re: [ercoupe-tech] Stall warning in Ercou
Most probably put the trim in the "Land" position (nose high) and
control descent rate with power while landing. If forward speed is
maintained between 60-70 MPH, all is fine.
At lower forward speeds, only power holds the plane out of a stall.
Should the engine quit from 100' or so until touchdown a hard landing
can result. If the same person is in the habit of aiming to touch
down "on the numbers", there can be insufficient forward momentum and
insufficient height to trade for such momentum to make the pavement or
clear a runway fence. The drop resulting from such transition (from
powered to unpowered descent) is a "whip stall" too close to the
ground for recovery...a very dangerous situation not worth the visit.
Best regards,
William R. Bayne
.____|-(o)-|____.
(Copyright 2009)
