----[Please read http://ercoupers.com/disclaimer.htm before following any advice in this forum.]----
I like the wording of Hartmut's form 337 (on http://www.ercoupers.com in the form 337 section). It has good info in the first two paragraphs and the way the 337 continues on to itemize all the requirements to make sure the plane conforms to the later model specs. It might even fly past the FAA since he's citing the ERCO drawing and service letter. Be aware - I'm told the FAA has new proof requirements for form 337s in the last couple of years. I'd get approval before cutting metal and installing things. Fred Weick told me directly at a fly-in that he thought the split elevator was a good idea. The purpose of the split elevator is to give the same landing speed and attitude at 1400 lb. gross weight that a 415-C had at 1260 lb. gross. The split elevator lets you do this while NOT getting into control problems when full power slipstream pushes down on the elevator. The flight-testing during 415-D development showed insufficient safety for the FAA to sign off on the 1400 lb. gross weight with 13 degrees of up travel, full up elevator and full power. The split elevator lets the majority of the slipstream go through the split and eliminates the full power problem at high gross weight while the 20 degree up travel give about the same minimum flying speed and attitude as the 415-C has. I'll disagree with Jan Zanutto's approach and landing methods. For a normal airport, I kept a higher approach, pulled all the power off when I had the field made and kept my chosen airspeed with more nose-down flight. The Coupe's sink rate is quite acceptable at slightly higher speed glides even power-off - I flew my Coupe approaches at about 1.3 times the minimum flying speed for THAT Coupe with THAT airspeed indicator (as tested at altitude away from the airport). The speed should be allowed to bleed off as you flare so you're not much above minimum flying speed when you finish the flare - the amount of speed you keep depends on the wind speed and gustiness - on a windy/gusty day, I flare keeping extra speed. The final bleed-off of speed is done just above the runway in the float, keeping off the ground till the yoke hits the stop and you can't flare any more. Since you should be only inches or a foot or three above the ground, you settle to the ground quite nicely. If the runway is sufficiently long, as you flare you can give it 200-300 rpm extra (just enough to hear the difference) and the extra rpm will minimize your sink so every landing is squeak-squeak. Flying a good approach in a Coupe isn't a low-skill type thing. You CAN practice and refine it and make it a work of art. Ed Burkhead http://edburkhead.home.insightbb.com/ [EMAIL PROTECTED] -----Original Message----- From: Paul M. Anton [mailto:[EMAIL PROTECTED] Sent: Thursday, September 05, 2002 6:40 AM To: [email protected]; [email protected] Subject: [COUPERS-FLYIN] Split elevator ----[Please read http://ercoupers.com/disclaimer.htm before following any advice in this forum.]---- Everyone sings the praise of the split elevator. However does anyone have a sample 337 approved by your local FSDO weenies of a split elevator installed on an early Coupe? I know getting such a sign off from my FSDO would be as likely as winning the Lotto. <G> Thanks Paul NC2273H N94425 ================================================================== TO UNSUBSCRIBE go to: http://ercoupers.com/lists.htm ================================================================== TO UNSUBSCRIBE go to: http://ercoupers.com/lists.htm
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