Hi Bart,
There are separate and distinct phases in ground operations in
crosswinds to keep in mind. Harry "got it right" 100% in his latest
post.
When LANDING, "the force on the main gear aligns the airplane with the
runway prior to nose wheel touchdown".
If tail height is reasonable, the moment the plane has aligned itself
with the runway and weight is on all three wheels, the angle of attack
of the wing is such that the plane won't tend to fly at any speed. Use
the brakes to get the speed down slow and keep it that way. ...the
higher the crosswind/gust situation, the slower you want to taxi. If
necessary, use the brakes while taxiing to maintain directional
authority over the wind.
In general, when crosswinds are sufficient to make a coupe
"weathervane", darn few planes other than coupes
are flying! If the airplane wants to "weathervane" while sitting
still on the ground, you really should re-think going up at that time.
There are crosswinds that even a coupe can't handle. The usual limit
is not the coupe but the experience and proficiency of its pilot (as
Oliver suggests).
On TAKEOFF for maximum control angle your run to be from one side of
the runway to the other AWAY from the wind direction in the first 600
feet and do NOT rotate until you are at 60-65 mph. The minor effect of
the wind in the moment from accelerating on the ground in the
transition to flight (and crab) will NEVER take you into the grass
unless you are trying to operate beyond your skill level.
Linda,
The snubber cable is NOT part of the 1320# STC, nor was it on the 415-D
from the factory.
Oliver,
The snubber is NOT "part of the conversion" to a dual fork with the 5"
nose wheel/tire. Part number 530062 000 is for the Mooney M10 (which
has much more authoritative rudder action).
Best regards all,
William R. Bayne
.____|-(o)-|____.
(Copyright 2009)
--
On Mar 15, 2009, at 08:51, bbartsey wrote:
Just one thing puzzles me about these comments on crosswind landings.
With the mains on the ground, you say the force on the main gear
aligns the airplane with the runway prior to nose wheel touchdown.
Then why does the airplane tend to weathervane into the wind with the
mains on the ground and the nose in the air? Makes for some exciting
excursions into the grass, don't you think?
Bart
Begin forwarded message:
From: William R. Bayne <[email protected]>
Date: March 13, 2009 21:56:11 CDT
To: [email protected]
Subject: Re: [ercoupe-tech] snubber cable
Harry,
Comments (opinions) interspersed below. A lot of this may be
semantics, but words ARE important ;<)
On Mar 13, 2009, at 21:30, Harry L. Francis wrote:
Dan,
I am confident you are correct. The coupe must turn down the runway
before
the nose wheel touches - then lower the nose wheel and lose all lift.
The bird will do this correctly without pilot input.
The snubber cable is there for 9 degree up elevator travel birds ( D,
etc.),
...because one cannot get the nose up as high on landing as a 13
degree elevator travel
as in the C /CD models..
Not true. No snubber was fitted to the several examples manufactured.
With the later split elevator, one now gets 22 deg up travel and one
can raise the nose the same as the C /CD models, so no snubber cable
is needed.
Only the M10 benefits from having a snubber cable, and only the M10 has
a part number for it (to my knowledge).
One of the major accident causes is landing in a crosswind without
getting the nose up sufficiently
so that one lands on the main gear
You seem to be suggesting that coupes have a "problem" with
crosswinds...a old myth without demonstrable basis in fact. In any
tricycle gear light plane, "wheelbarrowing" presents the offending
pilot many unnecessary challenges. That said, accidents in Ercoupes
(et al) landing in crosswinds are far, far fewer than other tricycle
gear lightplanes because they have greater crosswind capabillity in the
hands of a reasonably proficient pilot, all other things being equal.
; allowing the coupe to turn down the runway in the direction of
travel. THEN lower the nose to compress the nose gear, lose lift, and
steer to the ramp.
; but, again, the bird will do this correctly every time without pilot
input!
Making the gear scrub will cause the whole assembly to twist off the
nose gear....not a good thing.
Such is not a normal controlled "landing"...it is forcing (or allowing)
the plane to contact the ground with sufficient unaligned force as to
"crash".
Keep the nose high on landing, let the coupe swivel down the runway,
then lower the nose gently and steer to the ramp.
Agree completely-WRB
Fly Safe - have Fun
Harry
