Carl.
The turning radius of an Ercoupe is determined by the stops in the steering mechanism, the control column to be more precise. These will slightly differ between Ercoupes, because every plane is adjusted differently. It is also not the same on both sides. So it is hard to give an estimate on the precise degree or radius of an Ercoupe. It ain't no car. The danger of someone using machinery to push your Ercoupe lies in the extra force that can be applied to the whole steering system. I see no other way than attaching a tow bar to the front wheel when towing a Coupe. All applied forces on the front wheel will end up somehow in the airframe. If applied right, these forces are translated into motion of the plane or steering movements. If applied wrong the steering might be pushed against the stops and will bend them. That can result in future control cable chafing and failure if undetected. Also the steering push rod and the Heim bearing are under pressure; the steering socket and collar as well as the scissors are all under pressure here. If you pull or push too hard even when straight, the nose gear strut or the engine mount might be hurt. But IMHO a lot of force has to be applied here to do damage. One has to think about what the steering mechanism can withstand in a cross wind landing or just by taxiing around. The weakest point in my eyes are the stops in the control column. That's why one should check the control cable every annual or evry 100 hours I think. AD 54-26-02 - Control cable fraying <Recurring> Ehem and the steering collar with the steering ball - but this can be checked visually very easy. http://www.ercoupe.info/?n=Main.Steering Hartmut To: [email protected] From: [email protected] Date: Mon, 9 Feb 2009 04:50:42 +0000 Subject: [ercoupe-tech] External battery access (jump port)... Okay, so I go to the airport to take my new ol' gal out for a spin and, as luck would have it, when I got in and reached down to toggle the master switch to the "on" position, low and behold it was already there! Don't know how, mind you, it's always the last thing I check before leaving the airplane and it was locked, so... Anywho, the battery was dead as Caesar and frozen to boot. The line guy removed it from under the luggage compartment and took it inside and we put the plane back up. Good news: the battery thawed and was charged and held said charge perfectly. Question: for future reference, is there an STC for an external port for the battery to be jumped if it's dead or a way to hook up a trickle charger? Does that sort of thing require an STC or is there just a way of doing it with a kit or something? Also, I asked in an earlier post about the turning radius of a 415C with a double fork Cleveland nose gear. I got several interesting entries but there didn't seem to be a consensus. I cannot physically lift the front end off the ground nor am I in the least way mechanically inclined. Don't know what gene it is that men get who are able to turn wrenches and swing hammers; all I know is that I didn't get that one and I'm not afraid to admit it. I could write a technical manual, mind you, but I'm just not a mechanic. Is there no where to turn for an informed answer to that question concerning the turning radius? I'm trying to prevent damage to the nose gear by someone parking my plane using a tug. I need to mark the gear somehow and having the radius would help me explain it to the local mechanic so he could mark it for me. Thanks! "Couper" Carl LaVon N415CB '46 ERCO 415C KJVY _________________________________________________________________ Get more out of the Web. Learn 10 hidden secrets of Windows Live. http://windowslive.com/connect/post/jamiethomson.spaces.live.com-Blog-cns!550F681DAD532637!5295.entry?ocid=TXT_TAGLM_WL_domore_092008
