Two points I think of as I read this: 1. Once on final you can adjust the throttle based on whether you touch down point is moving up or down on the windshield. Eliminates a lot of thottle jockeying and makes you look better to those on the ground! 2. I was told NOT to drive it on the ground as the nose gear (esp. if you don't have the dual fork) is pretty fragile and may not be able to handle the side load. (Friend of mine broke his this way). By landing with the nosegear off the runway you allow the coupe to do it's thing of straightening itself out of any crab you needed to track against a crosswind component. Once it has straightened itself out with the runway you can lower the nose for directional control.
Dan Caliendo Ercoupe Mach 0.14 3658H On Jan 17, 2009, at 4:51 PM, airslot4518 wrote:
Derrick Can't say I am an highly experienced coupe driver- bought mine last spring- but been boring holes in the sky for about 40 years. Yes the coupe is a bit differnt but the laws of physics are the same irrespective of the airplane. First I usually fly my bird close to gross weight so tend to carry a bit of extra speed. First set the airplane up at pattern altitude about 800 foot above field elev. Pull power back to about 1800 rpm a little past the approach end of the landing runway and let the speed drop to about 90 indicated make the cross wind turn holding this speed into the turn to final on final pull the power back a bit using power to control altitude and pitch to control airspeed or whatever combination as needed. I tend to play a bit with the trim as I change power settings. The airplane has a very high sink rate. At the turn into final am turning about 1500 rpm I never fly any airplane below 1.4 stall speed in the pattern. Depending where the airplane is at I add or pull power to control altitude. Down final I never fly less than 80 indicated. In the past there were a rash of coupe loss of control accidents -hard and short landings- because there was a belief that the airplane would not stall but they do sink and can get behind the power curve like any other aircraft. I am not an advocate of doing power off landings. Keep a bit of fire in the furnace( not much) till the threshold. Thermal shock is tough on engines and willing to gamble engine will not quit. Carry a bit of power all the way to the threshold chop the power and flair. If windy -I am not one of those who will fly a coupe in 25 kt winds- carry a tad of power into touchdown chop the power brake and get the nosewheel on. I just drive it on the nosewheel is the only means of directional control on the ground. The other guys are correct unless the aircraft is rotated it will not fly but have had a few moments of excitment relative to directional control. X winds are an act of faith in the design. Can't say I am a pro at coupe landing but except for the faith in design for X winds its a real easy airplane to fly. If you learned in a champ you will have no problems just watch your airspeed and don't get lulled into the concept that its an idiot proof airplane its an airplane and it can bite.
