Congrats Jay...
It is a big benefit to have an A&P/IA as a partner..
And I'm sure the "kids" will put more hours on it than the big 240pounders
do.

BT

"Jay Honeck" wrote in message
news:tFi9k.174686$TT4.20883@attbi_s22...
A few months ago a group of us "pilots with kids" realized that our
pilot-rated children could no longer afford to fly even the clapped-out
rental 150s at our local FBO. Over a few beers, we started plotting a way
to help.

All of us were already aircraft owners -- but we all owned
high-performance (read: expensive to fly) aircraft. We realized that we'd
have to come up with a cheaper alternative, and started casting about for
a solution.

One of the original members of our group was an Ercoupe fanatic, so we
started looking at these cute little antiques. I had flown one, once, back
in the mid-90s, and thought they were fun -- so when we found one for sale
nearby, we asked the owner to bring it into the shop for a pre-buy
inspection.

This was a '46 Model C, and it's main advantage was that it was
LSA-eligible. This was appealing for some of our original partners, who
were worried about obtaining or maintaining their medicals. Unfortunately,
this bird had more troubles than attributes, even though the owner had
invested significant money into fixing up the old plane. We decided to
pass on that plane.

In the meantime, one of our partners successfully re-upped his medical,
and the other medical-challenged partner dropped out of the picture -- so
we broadened our search to include later-model (non-LSA) Ercoupes. These
had the distinct advantage of a 200-pound greater useful load. Eventually
we found a '48 Model-E that had been in a ground accident. While on its
way to be delivered to a new owner, a fuel-truck driver backed into the
wing, crushing it. That sale was off, and the seller put the plane on a
flat-bed and returned it to Iowa.

The seller obtained new fabric wings (the damaged ones were metal),
started painting them -- and then (for reasons unknown) decided to sell
the aircraft and wings as-is. That's where we came on the scene.

One of our partners is an A&P/IA grand champion home-builder. With his
abilities, finishing the painting and installation of the new wings was a
simple, several-day project -- so we bought the plane and transported it
to our home base in Iowa City.

The aircraft was lovely, low-time, with a good panel and low-time engine.
Everything in the 60-year-old aircraft worked like new -- a true rarity --
and we immediately started sanding the wings.

Then the "Great Flood of '08" hit the Iowa City area, and the project
ground to a halt. To assure its safety in the flooding (which, thankfully
never reached the airport), we hung the little 'Coupe from the engine
hoist hanging from the ceiling in the shop, like a big Xmas ornament!

Then, when the flood waters receded, we departed on a long-planned
week-long flying vacation, so the 'Coupe project was back-shelved again.

After we returned from vacation last Thursday, we drove over to our
partner's shop -- and there, out front, was the Ercoupe -- wings mounted
and painted! While we were gone, our partner had finished the project --
and it was drop-dead gorgeous!

Of course, even though we were just back from a week of flying, we had to
fly it. The only thing keeping us grounded was a lack of insurance --
which I had been working on before we departed for vacation. So, it was a
simple phone call to my broker to get things rolling, and -- within an
hour -- we were covered and good to go!

Insurance being insurance, they require all of us get signed-off by a CFI
before we can fly solo. I need to get an hour of instruction before
soloing. My wife, Mary, needs five hours, while my son -- a new pilot last
fall -- needs TEN. This to fly what was designed to be "Everyman's
Plane" -- an aircraft that could be flown with minimal instruction. Ah,
yes, the bureaucrats at work once again.

Luckily, Keith -- our A&P/IA partner -- has significant Ercoupe time, so
he was good to go right away. So, we were able to fly with him, no
problemo.

First, the pre-flight. It's a 60-year-old antique, and things are a bit
different. To check the oil requires opening the cowling with a
screw-driver. That's where the gascolator is, too. Not exactly
user-friendly.

Then, check the control surfaces -- but know that you can't move the
ailerons, because the control yoke is connected to the nose wheel in an
Ercoupe! That's right, you steer the plane on the ground like a car, using
the yoke like a steering wheel -- rendering the ailerons immovable on the
ground.

The rudders can be moved, but just a little. They are inter-connected with
the ailerons, and there aren't any rudder pedals. You can't check the
flaps, cuz there aren't any. The rest of the pre-flight is normal.

Start up is a bit interesting. One pump of the primer, turn the key to
"both" magnetos, and then PULL the starter handle out, hard. This engages
the starter, and the little 85 horsepower Continental pops right over. The
pull starter seems odd but remember that contemporary aircraft of the
Ercoupe -- Taylorcrafts, Luscombes, Cessna 120s -- all had to be
hand-propped, so this set up was way ahead of its time.

Once started, you taxi out to the runway just like driving your car.
There's a brake pedal on the floor, and you steer it with the yoke. After
many years of flying "regular" planes, this was the weirdest part of
all...

Run-up and mag check is normal, and then we trundled out onto the runway.
This first flight was "NORDO" because we didn't wear headsets (and there's
no speaker for the radios), so we just shouted at each other over the
engine noise.

And wind noise! The Ercoupe has a three-part canopy -- two side glass
panels that slide UP out of the fuselage, and one moveable roof panel that
can be slid to either side. When the temperatures are warm, you can fly it
with the top down -- just like a convertible. And, of course, the
temperature was pushing 90, so we opted to leave the sides down, elbows in
the slipstream!

After a clearning turn, onto the runway we rolled. Without further ado,
Keith fire-walled the throttle...and not much happened but a lot more
noise. Slowly, we began to pick up speed, and -- after about 2000 feet of
roll -- we hit 60 mph and just levitated off the runway! The bird flew!

Glancing nervously at the wings (that we so recently had moved on a
trailer), I was gratified to see no signs of flex or twist. The little
plane kept accelerating, slow but sure and we were soon climbing out at a
whopping 300 feet per minute. Sedate, to be sure -- but with 420 pounds of
"guys on board", and hot weather, we were happy to see even THAT anemic
rate of climb.

Rounding the bend from crosswind to downwind to base to final, we were
lined up with a slight crosswind from the left. Without rudder pedals,
Keith simply crabbed the plane a bit all the way to the number, holding a
fast 70 mph "just in case". This resulted in a floating touchdown, but we
figured too fast was better than too slow for our first landing.

Then, it was my turn! This time I grabbed my headsets, so we could test
the radios -- and quickly discovered a nasty surprise. At 6' tall, I was
unable to wear my Lightspeed headset with the top up! My neck was bent
over at about a 70-degree angle -- something that would make flying
"interesting". How in hell I hadn't noticed this before is beyond me, but
I guess I just never sat inside with the top up and my headsets on!

No problem -- we simply flew with the center canopy section pushed a bit
more over onto Keith's side (he's 6" shorter than me), and my head
sticking outside. No problem with the temperature pushing 90 degrees, but
this would be a serious impediment next winter! More on this later...

The throttle is this cool, art-deco quadrant slider, and I firewalled it
and waited. Normally, with the temps this hot, I'd lean to best RPM -- but
the Ercoupe has no mixture control. The carb is wired to full rich
(there's an STC'd mod to add a mixture control, but -- at $900 -- we've
decided to wait on that one), so no dice there.

In another slider next to the throttle (where you'd expect the mixture
control to be) is the elevator trim control. Cool looking, but not exactly
"normal"...

Weirdness aside, the plane flies like a dream! With dual rudders, and
limited rudder movement, combined with full-span ailerons, it's
surprisingly responsive in roll. Climb is artificially anemic, because of
the limited elevator travel (which makes the plane "stall proof", as
advertised), but certainly adequate for this class of aircraft. In the
end, it's a "knock-around" aircraft for us, and a "cheap flying" aircraft
for our kids -- and it fits the bill in both regards. Our estimate is that
we should be able to rent the plane to our kids for just FOURTEEN DOLLARS
AN HOUR, dry!

Coming around on final, I pulled the yoke back to a steady 65 mph -- a bit
slower than Keith's approach speed. The Model E has a "stop" in the
elevator that -- if pulled to that spot -- will hold the plane in the
landing attitude. Then, in the final flare to land, you give the yoke a
good, hard pull -- which allows you to pull PAST the spring-induced stop,
giving you the extra flare necessary to land nosewheel up.

So, we're happy. All that remains is for our CFI to sign us all off
(unfortunately, he's currently on the "American Barnstormers Tour", flying
his '29 Travel Air all over the midwest), and we'll be good to go. What a
fun little plane to fly!

And what about that "head out the top" problem? Having a partner who is a
grand champion homebuilder is a real plus. Within two hours Keith had
built a modified bucket seat for me that lowers me a full two inches, and
pushes me back a full two inches -- giving me all the headroom I might
need. Now I can keep my head in the plane, with our without headphones...

Now, we're gonna have to arm wrestle to see who gets to fly it to Oshkosh
this year!
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
Ercoupe N94856
www.AlexisParkInn.com
"Your Aviation Destination"