All...
Boy, was the below email helpful, thanks! As a very low time pilot
(80 hrs or so), all in my Ercoupe, I have been having trouble with a
stabilized approach the last few weeks. As many know, I'm a disabled
pilot (quadriplegic) who passed his Private Pilot check ride with
little trouble, only two months ago.
The last few weekends (today included) I feel like everything I
learned about stable landing approaches has suddenly "escaped" me and
I'm flying like some neurologically challenged idiot (wait...I am
neurologically challenged!).
Because the trim handle is in a tough location for me to get to, I've
generally flown the 'coupe in neutral cruise trim on all phases of
flight. I do make minor adjustments in level cruise, when workload is
low, but generally leave it very neutral.
My approaches the last few weeks have been horrible. Not unsafe, but
just plain "not up to standards". Minor yoke adjustments on base and
final have me ballooning or all over the place. I'm having a tough
time hitting a "spot".
I think working on using the trim, as described below,has gotta
happen, I can totally see the benefits outlined below! I'm going to
relocate the trim cable and handle to a location that I can get to in
higher workload conditions (with proper FAA and AI supervision, of
course...)
Thanks for the info...
Kim Blackseth
N2332H
Hi Gary,
Maybe you are trying too hard.
Pilots with experience in other planes must force themselves to
bring a coupe in for landing holding the yoke
with two fingers and a stabilized approach. I have pictures of
factory pilots landing the coupe with both hands
held up in the air (but I don't recommend that to us mere
mortals)! The Ercoupe was DESIGNED to accomplish
the brief transition from flight to ground operation without pilot
input.
Accept that there are times in landing and takeoff that the coupe
is "pre-programmed". It is designed to do the
right thing at the right time automatically. When a pilot does NOT
yield conscious yoke control from the time
the mains chirp for the two seconds it takes for the nose wheel to
absorb it's share of the coupe's weight and
align itself (and the plane) with the runway, it is not uncommon
that every firm and decisive action decreases
the predictability and smoothness of the landing.
Before feeding in power for a crosswind takeoff, remind yourself
that "soft field" technique (where you pull the
yoke all the way back and let the plane lift off when it can) is
NOT appropriate. I ALWAYS take off and land with
my trim set for cruise so I am FLYING the bird entirely myself at
these critical phases of flight. The Ercoupe
Instruction Manual (p. 3) says "The position indicator...can be
left in the cruising position at take-off as the
control forces are very light."
When the Ercoupe Instruction Manual (p. 6, bottom) says that
"...the airplane may be set on the ground at up
to twice the minimum speed, and as long as the control wheel is not
pulled back will stay on the ground",
that is most certainly not true during a crosswind takeoff if trim
is set nose high (Land). Unless the trim is set
in cruise position for takeoff in crosswinds a coupe WILL gradually
lose some steering authority as flying
speed is reached unless the effect of the trim is consciously
overridden with the yoke.
As Ed said, accelerate to 5-10MPH above whatever your "soft field
takeoff speed is and then make a distinct
rotation. With cruise trim you must exert rearward yoke force to
rotate. In one to two seconds the coupe will
realign its heading from that of the runway to that necessary for a
flight track down the runway in a level or
climbing crab. Let it do that...adjust ONLY the track (left or
right gently) to stay over the runway, and set your
trim for the "cruise-climb" speed of your choice. I usually choose
an airspeed of 86-91MPH TAS and then
reduce throttle from full power just enough to drop 1 MPH. Pitch
is stabilized and rate of climb is what it is.
At this point, think of Fred Weick's brain as "the Force". TRUST
IT! The Ercoupe is the only low wing design
with sufficient wing dihedral to be laterally inherently stable
without pilot input. The engine right thrust
compensates for "P-factor". Down thrust compensates for an above
the wing thrust line at all power settings,
thus the Ercoupe is also inherently stable (as trimmed) in pitch at
a given power setting.
All the pilot need do is select and hold heading and adjust the
trim for "level cruise" and (later) "descent from
cruise". It just doesn't get any simpler.
One question: what is the free play in your ailerons and what did
you do with it when they were rigged?
Best regards,
William R. Bayne
.____|-(o)-|____.
(Copyright 2009)
--
On Apr 18, 2009, at 20:41, G. Davis wrote:
Ok, I have waited for this day for months now;I have been flying
at sunset with zero wind, and trying to get the feel of my Coupe
N94027....Now, I have strayed a bit and doing some x-wind take
offs and landings. The landings seem to be just right in spite of
my poor input at times. I do LOVE the low wing touch down,
compared to the only plane I have ever flown, the Cessna.
But.......right after lift off, is where the excitement begins. I
cant seem to level the wings, keep the nose the right pitch,
NOTHING!. I seem I am behind the plane always, and never control
it, it is controlling me. But, the landings are sweet. What the
heck am I doing wrong, other than trying to fly an Ercoupe?
Humbly,Gary
