I always read with interest everyone's comments and discussions in this forum concerning Ercoupe crosswind operations, and as usual you have provided more good information and experience.
May I make the following observations for consideration... Based upon my personal experience in N3378H (correct tail height, level window sills), due to the wing dihedral of our low wing Ercoupes, a crosswind of sufficient speed, particularly a direct 90 degree crosswind, CAN and WILL "lift the wing" regardless of tail height, window sill level, taxiing, taking off, or landing, allowing such wind blowing on the twin vertical stabs to rotate the aircraft varying degrees despite counter steering. >From my FAA Approved Airplane Flight Manual for Ercoupe Model 415-D, Univair Aircraft Corporation, Aurora, Colorado page 11 item 7- "Crosswind Operation: Maximum recommended wind velocity for crosswind operation - 25 M.P.H." >From my Aircoupe/Ercoupe Owner's Manual for Models 415-C, 415-D, 415-E, 415-G, F-1, F-1A, Skyport Aircoupe Services, Jackson, Michigan page 16 under illustration and explanation for Cross Wind Landing In An Ercoupe is the statement "The maximum allowable crosswind velocity is dependient upon pilot capability rather than airplane limitations. With average pilot technique direct crosswinds of 15 MPH can be handled with safety." It has been my observation the wing and tail tiedown eyebolts are not so much to keep the airplane from rolling away in the wind (chocks and brakes can do that), but to keep the wind from blowing the wings up and the tail around. Here in the Fallon, Nevada area crosswinds of 20 MPH with gusts up to 30 MPH are not uncommon. I have made take-offs and landings in those conditions with varying degrees of finesse and comfort. Though I do have some confidence in my limited abilities and 78H's capabilities, I have gained that confidence in stages over the past 2 1/2 years as Bill suggested "...Carefully. Very carefully. If there are strong, gusty winds OR a crosswind, wait for another day. Get to know the plane on nice days, and gradually expand your relationship on terms you choose and are comfortable with. Bit by bit explore the uniqueness of the design with the intent to eventually be able to not only understand but make use of the associated capabilities." I have found that if no one else is flying maybe I should not be also! I think the FAA refers to this as ADM - Aviation Decision Making. Besides the flying is usually to rough to enjoy, which is what it is all about for me. Again, these are just some of my observations for consideration. Bill, thank you again for sharing your knowledge and expertise. AIM HIGH! FLY SAFE! Willie Topken N3378H '46 ERCO 415-D Ercoupe @ 1NV1 http://www.airnav.com/airport/1NV1 <http://www.airnav.com/airport/1NV1> --- In [email protected], William R. Bayne <ercog...@...> wrote: >... The coupe has a low wing, so a crosswind CANNOT > "lift the wing" unless (1) the tail height is low (as Syd pointed out) > and (2) the plane is being landed in excess of > the "minimum speed". It's design is purposely such that the static > angle of the wing's mean airfoil is incapable > of sufficient lift for flight at ANY speed on the ground so long as the > cabin sills are properly level... > > Best regards, > > William R. Bayne > .____|-(o)-|____. > (Copyright 2009) > > --
