I should have also mentioned that the too-fast descent of a too-slow coupe near the ground can be almost instantly arrested without further loss of altitude by immediate and full application of the throttle. The scenario I had set up was one might get into with loss of power, therefore I was concentrating on keeping the flight under proper control without the need of power.
We've recently had some recent reports of some coupes experiencing a "stumble", or hesitation upon rapid application of the throttle. I'm going to stick my neck out here and suggest that no one instruct in a coupe exhibiting such a problem. In a teaching environment, both instructor and student need and should have an absolutely dependable airframe and powerplant. One time I was in the right seat with a low time Ercoupe pilot at the controls of my coupe shooting a touch and go. Following touchdown the yoke was moved rearward too soon, too far and at too great a speed; the slowly unfolding result being that "there we were", 3-5 feet back in the air without evident forward speed. In one movement I said "I've got it" (the other person's brain had obviously locked up), "here's how you recover from this sort of situation" and shoved the throttle somewhere forward of my big toe ;<) In ground effect with mucho propwash flowing over the wing all was instantly fine with plenty of runway left to turn control back to the other person and for them to flare and make a nice landing. While I had not specifically anticipated the above situation, nor would I wish to repeat it, I had mentally rehearsed "what if" scenarios that required the same response. The reduction in reaction time can make the difference between "good try" and "good show". BUT, only instantaneous power tipped a potentially life or death situation the right way. WRB
