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Wayne, I too had the "high angle of attack" problem when I first got my 'coupe a couple of years ago. In a typical "stall" attitude, my coupe sputtered and almost died on me until we lowered the nose. Then the engine started running fine again. Now I just make sure I don't pull the nose up so high! Zach Bair Dallas N41889 > ----[Please read http://ercoupers.com/disclaimer.htm before following any > advice in this forum.]---- > > > Gentlemen:: > > As most of you know I seldom comment on postings on these nets as I do not > consider myself qualified to > comment on most issues, however, every once in a while an issue raises its > ugly head with which I do > have considerable experience. The crash in Southern California bears a close > resemblance to a situation > I found myself in eleven years ago. I was under a Model 415 -D, 2 inches > shorter, totally confused, > upside down in a dark cockpit, hurt, smelling gas fumes, and trying to dig my > way out! > > After being stitched up and pointed in the right direction, I attempted to > learn from the situation that > screwed me up. I found the errors in my way, and one by one came to an > understanding which I will > iterate as follows. > > LISTEN to what Ed Burkhead is trying to tell you about determining the best > glide speeds for your > aircraft PRIOR to its necessity, get in your airplane and spend some time > practicing engine out > procedures. The Ercoupe was never graphically analyzed, although it was > subjected to an extensive test > procedure, the manufacture and licensing section of the Federal Rules and > Regulations did not require an > owners handbook with performance information at the time of the Ercoupes > birth. > > The D model, with its 9 degrees of up elevator performance limitation, is the > most difficult aircraft I > know of to get into a proper power off glide! You MUST push the nose over to > get the airspeed above 70 > MPH to reduce the high sink rate and establish a glide, especially with the > engine stopped, and not > windmilling, secondly FLY THE AIRPLANE. Before communication or Navigation. > Establish the glide, > orient yourself, pick a landing site, NEVER change your mind, and fly to the > site. By pulling back on > the yoke a glide speed of 62 to 65 will be indicated, this is a phony > indication caused by the high > angle of attack of the wing as the sink rate increases to 700 to 800 feet per > minute downward at an > angle in excess of the forward motion. Listen to Ed, he damned sure knows > what he is talking about. > > Before I go I must say this:: The Captain is alive because he did not have a > shoulder harness!! He may > have difficulty shaving for the rest of his life, but at least the hair will > continue to grow! > I am adamant in my belief that shoulder harnesses in an aircraft with no > superstructure or roll cage > over the pilots head are more dangerous than the lack thereof. Find a drawing > of an Ercoupe and draw a > straight line between the top of the cowl, and the tops of the rudders, > Notice the configuration of the > bubble cockpit! This is a crush zone that will not support the dry weight of > the Ercoupe, much less > the slam over, violent behavior exhibited by an Ercoupe with its feet tangled > up. > > Last year after flying Ercoupes for 13 years, I too experienced the fuel > starvation problem at high > angle of attack. I spent a month with a mechanic in an attempt to duplicate > the problem at will in > order to know exactly how to rectify the problem. If there is any interest in > this anomaly, I will be > more than happy to discuss it. Just let me know. It is rather long also====================== TO UNSUBSCRIBE go to: http://ercoupers.com/lists.htm
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