Golden State Ercoupe Owners Club, Region 7

Maintenance & Technical information

The information below is classified as best possible in the following categories.   Some items might be related to multiple categories - so, be sure to browse for details.   E.g.,  Fuel, Carburetor, Engine categories have some common or similar items.    

New! - click to jump directly to:
General technical information & resources
General maintenance / regulations
Starter
Carburetor
Engine
Pitot-static system
Instruments & Avionics
Airframe related info
Fuel, TCP, auto-gas, & safe fuel handling
Electrical
Propeller

General technical information & resources:
Check out the various Ercoupe Web sites;
1) International Ercoupe Owners Club (join!) @  http://www.Ercoupe.org/
2) Ed Burkhead's Ercoupe web site & sign up for the Tech or Fly-in email lists @ http://edburkhead.com/Ercoupe/index.htm 
3) Harmut's Ercoupe technical info, maintenance, & repair site; http://www.ercoupe.info 
4) The Ercoupe network (swap page, photos, AD's & links) @ http://www.Ercoupe.net/

>Ercoupe Service memorandum (SB) 53A on center section rear spar reinforcement is attached, courtesy of Hartmut Beil on the Ercoupe Tech list.

>We are looking into the setup for doing complete Coupe center section changes and would like to know how much interest there is in having this done. This would take a large investment on our part (we have already built a mock up section). The goal would be to stop the center section issues (coupes may be getting grounded and forced into this action anyway).  Our goal for the complete center section change (fly in/out) was $10,000. Right now Univair wants $9700 just for the center section. Obviously the more we had, the cheaper it would be. The FAA could force this action into place if the Coupe that brokeup two weeks ago was a center section failure and it's pointing in that direction.   Parrish Traweek

>Courtesy of Hartmut Beil from the Tech List;
The engineering drawings of the early ercoupe can be found here:
http://www.bgsu.edu/colleges/library/cac/ms/page44232.html

BLUEPRINTS - ENGINEERING AND RESEARCH CORPORATION
1937-1945
Arranged by drawing number
Microfilm of Engineering and Research Corporation (ERCO) drawings from 1937 to 1945, of the model 415-C. The drawings are indexed to the microfilm frame number at the end of the roll of film and in an online list.

It was fairly cheap a few years ago to buy a copy of the microfilm. To make use of it one needs some sort of a microfiche reader.

>Ed Burkhead shares this;
There is an option to build a look-similar aircraft from modern materials.  There's a guy who has been puttering at doing so for several years complicated by lack of money and inhibited by his shop being flooded at one point.  You can contact him via the coupecruiser forum on Yahoo Groups.
http://groups.yahoo.com/group/coupecruiser/ 

>To search the Ercoupe Tech email archives, just follow Ed Burkheads instructions;
 How do I search the "archives" ... I've done it before but . . .

Go to our Yahoo forum website and click on <messages> in the left column. Scroll down to the bottom and you'll see a line with a data entry field next to <Search>.  Fill in your search criteria and click the button.  If you need, click the <Advanced> button and use the advanced feature.
http://groups.yahoo.com/group/ercoupe-tech/ 

Or, go to the long-term archives which include messages from Tom's server going back to the beginning of the forum (some time blocks have been lost. You'll find the search fields at the top of this site.
http://www.mail-archive.com/ercoupe-tech%40yahoogroups.com/index.html

Skyport now has its catalog on the web. 

General maintenance / regulations;

>Courtesy of William Biggs from the tech list;
(g)  Except for holders of a sport pilot certificate, the holder of a pilot certificate issued under part 61 may perform preventive maintenance on any aircraft owned or
operated by that pilot which is not used under part 121, 129, or 135 of this chapter.  The holder of a sport pilot certificate may perform preventive maintenance on an aircraft owned or operated by that pilot and issued a special airworthiness certificate in the light-sport category. 
 
I think it needs to be clear that if you only hold a Sport Pilot certificate the FAA says you can only perform preventative maintenance on an aircraft with a Light Sport Special Airworthiness certificate.(not one that just conforms to the definition of a light sport aircraft like our C and CDs)
 
It does not make sense to me, but the owner of an Ercoupe C or CD under 1320 lbs with a Standard Category Airworthiness Certificate but operating only under Sport Pilot Certificate can not perform preventative maintenance on that aircraft even thought the aircraft qualifies as a light sport aircraft.

* "Preventative Maintenance" items remain as spelled out in FAR Part 43.
               Percy in NM (with FAA Mechanic Written exams passed) 
** Note that a current medical is NOT required in either case - DH
*** Courtesy of Ed Burkehead on the Tech list;

Bill asked that I post the Sport Pilot rule since some of the current discussion pertains to it.
The EAA website http://sportpilot.org has pretty much everything.
The rule text (19 pages) is available at:
http://sportpilot.org/learn/sp_rule.pdf
Everyone flying under Sport Pilot rules should read much, if not all, of this.
And, for masochists, the entire 452 page rule-as-the-FAA-released-it is available at:
http://sportpilot.org/learn/final_rule.pdf  

This explains the FAA’s rationale concerning why they accepted and rejected each idea and comment.   There have been some changes since the rule was originally released and I don’t know if the 19 page version has those changes incorporated. - Ed

>Courtesy of John Cooper of Skyport from the Ercoupe tech list;
From time to time, the FAA updates its advisory circulars.  In 1998 AC43.13-1A was replaced by AC43.13-1B.  In 2001 the FAA issued Change 1, a minor update.  So, AC43.13-1B Change 1 is the current version.  A side note:  at one time in the past AC43.13-1 was the current version.

>Courtesy of Hartmut Beil;
AC43.13-1B Change 1 - Acceptable Methods, Techniques, and Practices - Aircraft Inspection and Repair is available as a download. I hope the following URL will lead you there.  It is split up in 14 documents for better download. I suggest one looks into the contents PDF first and downloads the section applicable.  But as Al suggested, a printed copy is less hassle and comes in much more handy than the printed PDF. I have the clunker printed out on a double side printer - still it is over one inch of paper.   Hartmut
http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/99C827DB9BAAC81B86256B4500596C4E?OpenDocument

>Courtesy of Ed Burkhead from the Ercoupe Tech list;
AC 43.13-2A - Acceptable Methods, Techniques, and Practices - Aircraft Alterations was cancelled on March 3rd of this year.  It looks like the committee has finished the upgrades.  One file, 137 pages it looks like.  Here's the link to AC 43.13-2B:  http://tinyurl.com/5afu8a  or

http://rgl.faa.gov/REGULATORY_AND_GUIDANCE_LIBRARY%5CRGADVISORYCIRCULAR.NSF/0/11E144125D63FE548625740A00731B4A?OpenDocument

>For a shop that does Stainless Steel repairs/rebuilds contact;
Dawley Aviation, Burlington WI, 1-800-338-5420

I have had these guys a few jobs for me and they do great work.  Just be sure to tell them exactly what you want as far as dimensions, angles, etc if you need anything special. Best Regards, Wayne DelRossi Alon Aircoupe N5618F

Starter related;
>This is basically a summary of views (not necessarily facts) compiled from the Ercoupe tech list based on several emails from multiple authors (including Wayne DelRossi and Eliacim);

Both Sky-Tec and B&C offer replacement starters that are said to be supperior to the original starter.  Both are lighter than the original.  The B&C takes more effort (& $) to install in part because it requires a separate selenoid.  However at for the moment the B&C starter seems the better of the two based on several responses.  Region 7 Couper Wayne Woollard disented, and that pointed out that once converted you can't go back to the original starter.   If you have the opportunity to upgrade your starter, consider these options.   

>I found out about a new (I was not aware of it) aluminum polish that is a lot easier to apply than the pastes that I've been using. It’s pretty effective, too. It’s called California Custom, and the site is californiacustom.com. So if the guys need an easy and effective polish, this is it. It goes on easy without a lot of rubbing, and comes off easy, too.    Buzzzzzzzzzz

Landing light info courtesy of Ralph Finch from the Tech list;
1. GE-4509. 100 watts power consumption, 110,000 candlepower, nominal life
25 hours, $10 from Aircraft Spruce.
2. GE-Q4509. 100 watts power consumption, 140,000 cp, 100 hours life, $26
Aircraft Spruce. Narrower spread width than 4509.
3. GE-H7604. 50 watts power consumption, 100,000 cp, 100 hours life, $14
Aircraft Spruce. Similar beam spread as Q4509.
See http://tinyurl.com/4n7qs8 for GE catalog listing in PDF format for above
info. 

A form 337 is required for any major repair or major alteration.  Major alterations (and major repairs) are defined in part 43, appendix A.

An STC is by definition a major alteration as it modifies the type certificate, therefore, installation of an STC requires a form 337.

Every Form 337 must be accompanied by approved data supporting the modification (or repair).  An STC is approved data.  So is a field approval.  There are others.

In general, anything that is permanently attached to the airframe and permanently connected to the electrical system is considered a major alteration (unless it's covered by the type certificate).  This is why a portable GPS is OK but a panel mounted one is not.

A flat panel display is doubly troublesome because you are adding equipment which, if it does not perform correctly, could have a seriously detrimental effect on the safety of flight.  Identifying and flying with failed instruments is hard enough with a standard panel and a current, instrument rated pilot.  A non-approved display in an unapproved installation is just the thing for the aspiring John Kennedy Jr's among us.

Car 3, Car 4a and Part 23
These are certification regulations.  Your aircraft must meet the regulation under which it was certified, or its properly modified configuration.  Car 3 and 4a did not require an anti-collision lighting system. Therefore, your 'Coupe is not required to have an anti-collision lighting system.  (read on...)

Part 43 and Part 91
These are the regulations governing maintenance and operation.  Today's maintenance and operation must be according to the most recent versions of these regs.  (Note that the current versions sometimes explicitly refer to previous versions for certain circumstances, e.g. anti-collision lighting, in which case the previous version applies.)  To fly VFR at night you must have an approved anti-collision lighting system.  Therefore, to fly your 'Coupe at night, you must have an approved anti-collision lighting system.   However, because of the certification date, that system is not required to meet the most current standards for anti-collision lighting.

What did I miss?

John Cooper
Skyport Services
4996 Delaware Tnpk
Rensselaerville, NY 12147
518 797-3064
www.skyportservices.net

Frank Nelson @ TOA shares this from the EAA regarding auto fuel & Ethanol;
"EAA's auto fuel Alcohol Test Kit allows a pilot or aircraft maintenance technician to make preventative tests on auto fuel, even before fuel is purchased for an aircraft. Simply pour water, then auto fuel, in the included test tube and shake it to mix the contents. When the mixture has settled within five to 10 minutes, a gauge on the test tube indicates whether the water level has risen. An increase in the amount of water on the gauge indicates that alcohol is present in the fuel. The gauge will also indicate the percentage of alcohol. EAA's kit is simpler than previous tests, as much less fuel is used to make a determination."
http://www.eaa.org/news/2008/2008-05-08_autofuel.asp

The EAA sells a kit to test for ethanol.
http://www.eaa.org/autofuel/autogas/test_kit.asp

"Those unsure about the presence of alcohol can perform a simple test with EAA's auto fuel Alcohol Test Kit."

HOW TO ORDER:
Call EAA at 920-426-4843 and request a kit
E-mail Debi Walker at dwalker@eaa.org
Send a check for $15, payable to EAA to:
EAA Flight Center
Test Kit
1145 W. 20th Ave.
Oshkosh, WI 54902

Courtesy of Ed Burkhead on the Tech list;
When you have a measured (and marked) amount of water in the tube, then add
fuel, put on the stopper and shake it:

1.  The alcohol does have an affinity for the water.  But the alcohol can't
stay in solution with the gasoline in the presence of water, so

2.  The alcohol leaves the gasoline and goes into solution with the water.

3.  Since the water/alcohol solution looks just like water, it looks like
the quantity of water in the bottle INCREASED.  That increase is the amount
of alcohol that came out of the gasoline and

4.  That's how you tell if there was alcohol mixed with the fuel: If the
apparent quantity of "water" changes, there was alcohol in the fuel.
http://edburkhead.com/Ercoupe/alcohol_test.htm

More on alcohol in fuel, courtesy of John Cooper;
Chemistry 101
Water is a polar molecule. Water looks sort of like:

 H
  |
H-O

Hydrocarbons, of which gasoline is an example, are non-polar. Hydrocarbons look like:

 H H H
  | | |
 H-C-C-C-H
  | | |
H H H

Alcohols are polar on one end and non-polar one the other end like:

H H 
  | |
H-C-C-O-H
  | | 
H H

Since alcohols look like water on one end and hydrocarbons on the other, alcohol will mix with either.

If you have a lot of gasoline (hopefully the norm) with (say) 15% alcohol and no water, the alcohol will go into solution with the gasoline completely. If you add a small amount of water to the mix, the water will join with the alcohol and go into solution also. (This is how dry-gas works).  However, if the amount of water is large compared to the amount of alcohol, the alcohol comes out of solution with the gasoline and goes into solution with the water.     John Cooper

Ercoupe yellow tag / salvage parts; try Vernon Gregory at Precision Services  He is parting out quite a few Ercoupe airframes.  Reported very honest and very fair.  He can be contacted by calling 803-796-2605 or 803-796-2605 or write him at vgregoryg@AOL.Com.

Courtesy of Bill Biggs;
Online C-85 thru O-200 Parts Manual
http://logan.com/matt/manuals/O-200_Parts_manual.pdf
 
Courtesy of William (Bill) Biggs from the Tech list;
This is link to the C-85 thru O-200 parts manual;  http://rob.com/matt/manuals/O-200_Parts_manual.pdf
Here is the Continental SB regarding TBO. http://www.tcmlink.com/serviceBulletins/pdf/sil98-9.pdf

Be sure to check out the Ercoupe Owner Club web site mentioned above for technical information (members only section).   http://www.ercoupe.org/

Harmut's Ercoupe Maintenance & repair site also mentioned above; http://www.ercoupe.info

Ercoupe mailing lists
For a continuous discussion on Ercoupes, or a daily digest, do register for these Ercoupe mailing groups:

Social and general content http://groups.yahoo.com/group/ercoupe-flyin/
Technical information http://groups.yahoo.com/group/ercoupe-tech/

Here's GREAT NEWS from the Ercoupers Tech list regarding an on line Ercoupe maintenance information from Ed Burkhead.  Let's see if we and the Ercoupe technical experts among us can support this endeavor and help provide an invaluable resource to keep our Ercoupes flying for another 60 years!!!!  Ercoupe Maintenance @ http://edburkhead.com/Ercoupe2/coupe_maintenance.htm   Ed's Ercoupe web site main page @ http://edburkhead.com/Ercoupe/index.htm    

Ladies and Gentlemen,

A few weeks ago, I proposed that we accumulate maintenance information, put it on the web and keep it available.  Given the first few contributions, I’ve put up the starter pages.  Please view them, starting at:  http://edburkhead.com/Ercoupe2/coupe_maintenance.htm    

These are living documents.  If you have additional information or corrections, please feel free to send them to me.  I can’t always read all the documents posted on the Coupe lists.  If you see a good item posted and you don’t see it show up on the maintenance pages, please bring it to my attention. 

As always in mutual support publications, it can’t work without your input.  Please pay attention to your maintenance issues and write up a description and information if you can.

Experts, please try to write up complete and coherent descriptions on how to do particular items of Coupe maintenance.  Ninety percent of “Coupe mechanics” are not experienced at maintaining Coupes.  They grope around, doing their best.

But, as shown by the nose gear article submitted by Lynn, when a knowledgeable person gives good information, that can really be a great resource to each of us when we hand a printout page to a mechanic for them to use as the starter in their prep to do the maintenance.

 Also, on my main Coupe page, I’ve added a Glossary entry.  So far, it only has one entry but I bet we can build on that over time, with your contributions.

Ed Burkhead   http://edburkhead.com       ed at edburkhead (dot) com

Carburetor related;
A great intro to our Marvel Schebler carbs courtesy of Paul Anton & N1431A;  http://www.kellyaerospace.com/articles/Accessory_AMT.pdf

Courtesy of Bill Biggs on the Ercoupe Tech list -
(This is regarding engine stumble or hesitation when applying throttle, please also refer to the attached jpeg files / images);
Play with your idle mixture screw. It is the big one on the back of the carb pointing up-diagonally with a coiled spring under it.

 

 
With the engine shutdown, first turning turn the screw in all the way, be SURE to count number of turns to get a reference and write it down. Then back it out to where it was.
 
Try turning it out another 1/4 turn and do a run-up, keep trying 1/4 turns in and out and see if it helps. If it doesn't you still have the reference turns to get back where you where. This is usually done with the engine shut down but can be done with it running if you are VERY careful of the prop and are well tied down.
 
Had exactly the same symptom on an Aeronca 7GCAA this week and that fixed it. (lycomming has a set procedure for doing this but you must have the Marvel carb with idle cutoff type mixture) Continental just says to adjust it for best throttle response.
 
You will probably have to re-set the idle screw on the throttle arm when you get done for correct idle speed.

STC for installation of a Marvel Schebler Carb on a C-75 (Ercoupe) in place of the Stromberg, courtesy of Bill Biggs;
See attached TCDS. Look under  "carburation"
http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/73e923a0d5faef7e8525670e004526a4/$FILE/ATTRB7ZS/E-233.pdf
Lists the Marvel Schebler MA3-SPA PN 8-2889 or CMC PN 40439.

John Cooper of Skyport provided the attached links with information about the Stromberg carburetor used on our Continental engines.  Try:
http://www.cessna120-140.org/forum/viewtopic.php?t=1960 ,
http://www.cessna120-140.org/forum/viewtopic.php?t=2417 and
http://www.cessna120-140.org/forum/viewtopic.php?t=2093

Engine related info;

>Courtesy of John Cooper from the tech list: First thing to do is have your tach checked. They are notoriously inaccurate. Second, confirm that the engine and prop combination can make the required static RPM (2250-2375 according to Ed's post). If it cannot, it is unairworthy and you need to figure out why. The two likely causes are incorrect prop and low power output.

>Courtesy of William Biggs from the Ercoupe tech list; Here is a link to a cheap RPM checker: http://www.aircraftspruce.com/catalog/inpages/onetouch.php
 
Try checking the easiest things first. 
The first check should be to see if the throttle is opening completely at full throttle.
With the mags off, firewall the throttle and see if the carb is hitting the full open stop, also make sure someone has not adjusted the full open stop screw thinking it was the idle screw (saw this problem before)
 
Disconnect the throttle cable and see if there is any additional opening travel. Remove the air filter and be sure the carb heat is full open. Use an inspection mirror to insure that at full open throttle the butterfly is absolutely inline with the airflow, it could be adjusted past full open. Check that there is no foreign obstruction (once found a sparkplug cigarette in a carb and it caused the same problem, who knows how it got there!). Check that the throttle arm on the carb is not loose, there is a clamp screw on it.
 
Run up the engine without the filter installed and see if RPM improves- could be a clogged filter.
 
If this doesn't fix the problem then the timing, compression, exhaust restriction, intake leak and prop suggestions should be followed.

Low power / RPM problem?  This is a good reference; http://www.sacskyranch.com/eng27.htm

 >I have iridium plugs and know they reduce lead fouling and last nearly the life of the engine.  Perhaps Iridium plugs also make a difference in performance.  Here's the link;
http://www.sparkplugs.com/sparkplug411.asp?kw=NGK+Dyno+Results&mfid=0

>The "Rope Trick" for unsticking stuck values (William Biggs, Ercoupe Tech list);http://www.lycoming.com/support/publications/service-instructions/pdfs/SI1425a.pdf

>Courtesy of Ed Burkhead;
Here's the Continental power table for the various Coupe engines;
http://edburkhead.com/Ercoupe/continental_engines.htm

>This is an excellent article from AVWEB regarding the manufacturers recommended time between overhaul for aircraft engines, and it's definitely food for serious thought.  Be sure to check it out (your wallet may thank you!) @ http://www.avweb.com/news/savvyaviator/savvy_aviator_48_reliability-centered_maintenance_part_2_195969-1.html

The engine in most Ercoupes is a C-85; to determine what suffix applies simply look for a placard on the right side top of the engine.  If not there, then look in the engine logbook, first few pages.   (Courtesy of A J DeMarzo)

Courtesy of Ralph Finch;
From Wikipedia (http://en.wikipedia.org/wiki/Continental_C85):
"C85 engines are designated as C85-8, C85-12, etc. These various "dash" numbers and letters indicate the following:
   -8:     Dual mags on the accessory case but no provision for starter and generator
   -12:    Accessory case pad mounts for starter and generator
   -14:    Provision for starter and generator, and "Lord" engine  mounts (late Cessna l40 only)
   F:      Flanged crankshaft (engine was made with the taper shaft crank first, then a flanged crank later)
   J:      Pad on nose of the engine for a fuel injection pump

Example: C85-12FJ indicates a 85 horsepower engine with starter and generator, flange crankshaft, and fuel injector.

C85 -8 and -12 engines have different accessory sections, different rotation of tachometer drive, and the magnetos are NOT interchangeable with the earlier A or C-75 engines. You cannot convert a -8 engine to a -12 engine in the field, or vice versa due to the machine work required."

Courtesy of John Cooper of Skyport (From Ercoupe Tech list);
You need a few low power runs prior to flight to knock off the high spots on the cylinder walls without generating a lot of heat.  Otherwise you run the risk of overheating the rings and annealing them.

Continental covers run-in in the overhaul manual.
A general procedure is to run it for about 5 minutes at idle, then shut down until cool to the touch.  Check it over for leaks, etc.  Then run it again for 10 minutes, the last 5 at 1200 RPM. Cool completely and recheck.  Finally, run it for 10 minutes and work up to 1500 RPM at the end, then do a mag check at 1800, shutdown, cool and recheck.  Last, a full power run-up followed by a 1 hour flight at 80% power.  Check again, then do another 1 hour flight at 70-80% power.

Now, change the oil. Use mineral oil or Philips 20W-50.  Keep flying at high power levels (no T&Gs or piddling around at 2100 RPM) until the oil consumption stabilizes, maybe another 5 hours or so.  Change the oil again at 10 hours.  John Cooper, A&P   Skyport Services

Continental engine break in information is attached courtesy of William Biggs. 

Testing Engine after Overhaul Article

Courtesy of Bill Biggs on the Tech list; Break-in oil & procedures recommended by TCM (Continental);
Go to page 3 for break-in oil recommendations http://www.tcmlink.com/pdf2/SIL99-2B.pdf
Here is a link to TCM breakin procedures. http://www.tcmlink.com/visitors/carenfeed/brkin.pdf

Here's a link to an AvWeb article on shock cooling provided courtesy of Larry Snyder from the Ercoupe Tech list. http://www.avweb.com/news/maint/182883-1.html
Wikipedia on the subject of Shock cooling; http://en.wikipedia.org/wiki/Shock_cooling_(engines)

Blackstone's thoughts on oil-additives...http://www.blackstone-labs.com/newsletter.html
(Courtesy of Kent Pramhus)

The Continental SB that relates to Prop Strikes is attached (Continental prop strike SB96-11A.pdf).  It's well worth a look ! 

Here's a really interesting, level-headed article comparing aircraft and auto engines
http://www.prime-mover.org/Engines/GArticles/article2.html

Ercoupe generator & alternator info;

>Folks: It is very easy to test the generator on the plane.  The test is definitive.
Disconnect the ground from the battery.  Remove all the wires from the generator.  Connect a volt meter between the armature of the generator and the generator case (ground).  Connect a jumper wire from the field terminal to the generator case. Start the engine.  Voltage should track RPMs and reach 13-14 volts by the time you get to about 1500 RPM (probably sooner).  If this test fails connect the volt meter from the field terminal to ground and repeat. If you get a volt or two, the generator is bad. If you get nothing flash the field then repeat the first test.

> John, what do you mean by ‘flash the field’?
A generator requires some residual magnetism in the poles of the field to jump start the process. Over time (with no use) or rarely  from a physical shock (I dropped it on the concrete floor…), the magnetism can dissipate.  Flashing the field involves passing a high amp current through the field for a few seconds to re-magnetize the poles.  Disconnect all the wires, again, to prevent damage to the regulator.  Ground the field terminal and *momentarily* apply battery voltage to the armature terminal.  Be prepared for a big spark and, if you hold it on too long, the wire in your hand will get real hot… John Cooper Skyport Services www.skyportservices.net

>The Oct 2008 issue of Coupe Capers has a very well written article explaining regulators and generators. It's a must read.

>Courtesy of Kevin Gassert from the Ercoupe Tech list;
I mentioned a couple months ago that I talked to someone at OSH that was coming out with an STC for a new light weight alternator. I could not remember who it was at the time but I came across the info. I looked at their web site and they announced the STC on 12/30. It is plane power and here is the web site.  (This is for all Continental engines from the C-75 to O-300).   http://www.plane-power.com/news.htm

>Courtesy of Hartmut Beil and Univair;
There is a  Univair Service Bulletin on the approved batteries for the Ercoupe.
http://www.univairparts.com/bulletin_add/uni_9_7_05/Service%20Memorandum%2067.pdf

>Courtesy of Ralph Finch;
Aviation Consumer in January 2008 (http://www.aviationconsumer.com/issues/38_1/maintenancematters/5741-1.html, must be subscriber to read link) did a review of batteries.  The headline reads "In flooded designs, Gill and Concorde are close. But owners complain—and our tests show—that Gill sealed models aren’t as long-lived as the Concordes."  I tried a couple of Gill sealed batteries and they didn't last more than 2 years.  Now have a Concorde sealed battery going past 2 years and it's as strong as when new.  With the battery almost right over the spar, I won't use anything other than a sealed battery.

I'll second Ralph's observations & comments.  Dan H

From: ercoupe-tech, On Behalf Of Milton Bland
Sent: Sunday, November 30, 2008 12:14 PM
Subject: [ercoupe-tech] Re: Battery Suggestion

I have used Gill batteries in various aircraft for a number of years with good success.  I typically have replaced the G35 in My Cessna 182 every three years at annual time.  However the one I installed last year was not holding residual charge so I contacted Gill.  I learned a lot about aircraft batteries from that call and a number of follow-up calls.  In particular, I learned of the many differences between aircraft batteries and car/motorcycle batteries.  Aircraft batteries are designed to operate at a higher voltage and must be charged accordingly.  Gill ended up replacing my 182 battery under warranty, but I expect the problem was more related to improper charging than it was to the battery having a factory defect.  If anyone is having problems with a Gill battery, I suggest they contact Hector Vara at Gill Customer Service 800-456-0070

These will be added into the web sites existing content...please also refer to our web site @ http://www.calcoupers.org/Resources.htm 
http://www.calcoupers.org/Favorites.htm 
http://www.calcoupers.org/fun.htm

>WILLIAM BIGGS wrote: All FYI, Here is the guy who holds the STC on alternator:
 
"BARNSTORMERS AVIATION
911 Sportsman Neck Road, Queenstown, MD. 21658
Tel: 410-827-7896, E-mail train@intercom.net

ALTERNATOR INSTALLATION INFO, ALL AIRCRAFT

Our installation utilizes a Ford/Cessna 60 amp alternator that bolts directly onto the C-85, C-90, O-200 and O-300 engines. The installation is a standard alternator circuit providing a nominal 14 volts for aircraft with 12 volt battery systems.

The following parts would be required:
Alternator
Voltage regulator
60 amp ammeter
Voltmeter (panel-mounted). Our STC lists a combination gauge that allows a constant ammeter/voltmeter readout. (Not required for Cessna 120/140/140A).
circuit breakers
noise filter
other minor parts for alternator drive and blast tube assembly

We provide the Supplemental Type Certificate, full instructions and schematics, and a list of suppliers for parts. We do not provide parts for Aircoupe or Cessna 170. However, we do stock the VR600A voltage regulator for the Cessna 120/140/140A. As of this date we are the only supplier for that part. A rough estimate of parts cost is $800 to $1000.

Aircoupe and Cessna 170 owners: to order, please send a check or money order for $85.00 and include aircraft type, registration number and serial number.

Cessna 120/140/140A owners: to order, please send a check or money order for $204.00. This cost covers STC, voltage regulator, and shipping. In addition, I will need your aircraft type, registration number and serial number.

I am certain that you will be pleased with the dependability and performance of this installation. It is one that has been used for many years, and continues to be quite popular in small aircraft. If you have any further questions, please call us.  Sincerely,  Fred Lagno

This looks interesting. If the STC specifically includes the Ercoupe, then you just file a 337 and do not need a Field Approval. Anybody out there who has specifically done this one?  Eliacim

I have put the Ford alternator on at least 5 Coupes. I do not use the STC, because the alternator is a Continental part. A 337 is required, and I have found by limiting the output to 30 Amps with a circuit breaker, I can use the standard Coupe wiring. Parts cost is about $650.  Lynn Nelsen

Jasco has an alternator that will fit. The STC is for the C150 so it needs field approval for us. I have had them on two aircraft and they are a good alternator.   Kevin

Pitot-static system related;

Thanks to Paul Anton, here is a link to a high quality drawing of the Coupe’s pitot/static tubes. 
Click on the link for the “Pitot/Static tube diagram”: 
http://edburkhead.com/Ercoupe/coupe_maintenance.htm
Ed

Instruments & avionics  related;

>In a nutshell;  Ercoupes are NOT required by the FAA to use 'certified' or TSO'd instruments & radios, we only need an A&P/IA to sign off on whatever is installed.  However many A&P/IA's will only sign off on TSO'd or 'certified' instruments, in part to ensure themselves of a minimum level of quality (many non TSO'd avionics are improvements over the TSO'd or certified stuff, it's just difficult to 'prove'), and also to provide some protection to themselves from litigation.   

>Mr. William Baynes adds this comment on the topic on the Tech list;
"...the A&P has to sign it off as an "acceptable" installation, but it should be obvious to a majority that want an owner's business that replacing a non-TSO Compass, Airspeed Indicator, Tach, Altimeter, Oil Temp, or Oil Press. with another non-TSO unit is "just as good".

Perhaps more to the point, adding non-required non-TSO equipment such as a turn & bank, rate of climb, heading indicator, artificial horizon, CHT, EGT (& sensors/switches, carburetor ice detector, GPS, strobe(s), instrument lights, OSA gauge, com. radio, intercom, nav. radio, battery relay, electronics bus, etc. obviously improves safety.

If such installations were discouraged by the extra expense of TSO options far fewer would be installed.  Obviously that isn't in the "public interest". There is no "just as good" requirement...because it wasn't there before.

>Linda Abrams shared this on the tech list;
I just hung up the phone with Joe Norris (EAA) who put it even more simply than before:  PROVIDED you're NOT flying IFR, the ONLY panel instrument for which we're advised that VFR-only Ercoupes do want/need to get TSO'd equipment is our encoding transponder (and that's only because the reg says it must "meet the standards of TSO'd" and the easiest way to do that is just get the TSO'd one). This comment is limited to Ercoupes (our A-718 Type Certificates don't even mention altimeters), and expressly limited to flying ONLY VFR.  This was as far as my inquiry needed to go; please don't consider it applicable to any other aircraft or to IFR flight without further checking which I didn't do.

>John Cooper shared this gem on the Tech list; FAA Approved 337's dated prior to October 1, 1955 constitute approved data and may be used just like an STC to perform the same repair or modification.  So, thumb through those old logs, guys!  There's gold in there... www.skyportservices.net

 Airframe related info;

>Landing gear and tail height related issues (Thanks to Ed Burkhead & Lynn Nelsen on the Tech list);

The Ercoupe has excellent ground handling and cross wind capabilities WHEN CONFIGURED AS DESIGNED WITH PROPER GROUND ATTITUDE.  This means that the window sills are LEVEL, so that the wing has a neutral or slightly negative angle of attack, and does NOT have a positive angle of attack when on level ground.  Normally this requires a tail height of at least 75", when measured on (perfectly) level ground to the tip of the vertical stabilizer.  If the window sills are not level and / or the tail is slightly low, the normally outstanding cross wind and ground handling will be degraded.     Keep all this in mind prior to attempting landings in moderate or strong cross wind landings and take-offs.

To restore the correct ground attitude, the main gear rubber doughnuts (or bellvelle springs)  must be replaced.  This does not have to be done often and is not a difficult operation; provided the proper tools are utilized (a device to compress the rubber  doughnuts or springs, a pair of appropriately size "C" clip pliers, and aircraft jack stands).   However it can be quite a challenge if proper tools are not utilized (much swearing and an uncertain outcome).   

Also, if a dual fork nose gear is installed, a spacer will be required to ensure proper ground attitude. 

Special spacers can also be utilized if after replacing the doughnuts, the window sill is still not level (& tail height at least 75"). 

If you replace the nose gear spring, that should also be double checked.   You should have 2 3/4 to 3 inches of strut showing. if you have more or less, you need to take the nose strut off and determine what you have. The correct spring length is approximately 6 3/4 inches.

Once you’ve checked the nose gear spring suggestion then please visit http://www.ercoupeparts.com/    Page down and click on the link for "Landing gear spacers to return on the ground attitude to factory design" near the bottom.   This has the detailed instructions to determine just how thick the needed spacer will be.  Then, get a spacer made to that thickness and put it in.  It should get you just right.

Aileron play (Courtesy of Willie from the Ercoupe Tech list);

Aileron play is checked at the inboard trailing edge with the center section trailing edge.  Ercoupe Service Memorandum No. 35 "Rigging" para. 8 "Check Aileron for Droop" states both ailerons should fair with center section trailing edge.

Please refer to Ercoupe Service Memorandum No. 56 "Control System Play - Check Of" which states "For the aileron system, the total play between one aileron and the other should not exceed 7/16 of an inch at the trailing edge." IF the aileron balance weights are still installed.

And also Ercoupe Service Memorandum No. 57 "Aileron Balance Weight Removal" states 5/16" aileron free play IF the aileron balance weights have been removed (not mandatory).

I believe the AD Eliacim refers to is:

52-02-02 ERCO: Applies to All Model 415 Series and Models E and G Aircraft.

Compliance required as indicated.

As a result of several Ercoupe accidents, the following precautionary measures should be taken:

1. Before the next flight and at each 25-hour inspection:

(a) Inspect the aileron balance assembly (Erco P/N 415-16009) and ailerons for cracks in support structure and skin, respectively. Repair or replace defective parts.

(b) Inspect the four No. 6-32 screws which attach the balance weight support to the aileron for looseness and damage. Replace defective screws with AN 526-632 screws, taking care not to overstress during tightening.

2. Before next flight and at each 100-hour inspection, thereafter, inspect the aileron hinges and aileron control system for excessive looseness or wear in hinge pins or bearings. If, with one aileron blocked in the neutral position, the total play of the other aileron, measured at the trailing edge, exceeds 7/16-inch, all the joints and bearing should be checked and those which are loose should be tightened or replaced.

3. If the aileron balance weights have been removed in accordance with Erco Service Bulletin No. 57, item 1 above and AD 47-20-06 do not apply. However, any previous cracks in the aileron skin or beam which occurred prior to removal of the aileron balance weights must be repaired or the parts replaced. The free play referred to in item 2 above must be reduced to 5/16-inch.

4. Before the next flight, determine that the air speed instrument is distinctly marked in accordance with the operating limitations.

(Engineering and Research Corp. Service Memorandum No. 56 covers this same subject.)

This supersedes AD 49-02-02; the new material is contained in item 3.
----------------------------------------------------------------------
END OF AD 52-02-02

*******
Alon Canopy removal & repair / replacement;

I need advice on how to remove my Alon canopy. I want to replace the Plexiglas. Specifically how can the screws in the rollers in the from of the tracks be removed? Also, I would like to fly with the canopy open sometimes, but I'm afraid it might depart in flight. Has this happened to anyone and what precautions should be taken?

This little article by Wayne DelRossi might also be helpful:
http://www.ercoupe.info/?n=Main.Canopelatch Hartmut

Alon canopies have departed in flight, and the Alon is not near as comfortable with the canopy open as the Ercoupe design is with the windows down.

Replacing the canopy is a very precise job to do, as the canopy must fit laterally and vertically at the same time to close properly without bowing.  If the canopy bows along the sides it creates undue cockpit noise from air leaks.

To remove the canopy the fiber retaining block must be removed in the rear center slider, and the rear canopy latch blocks must be removed at the rear of the canopy.  1 bolt is quite easy to remove but the other is on the inside of the cockpit behind the upholstery.

You will undoubtedly need new rear Teflon sliders, I know of only one source that's Les Slifkin in southern California.  Maybe someone else can provide his address, I no longer have it.  Les also has a source for the medical tubing used to seal the front of the canopy.
Wayne Woollard

For VFR flight during the day, the following instruments are required (simple fixed gear a/c)
A - Airspeed indicator.
B - Altimeter.
C - Magnetic direction indicator.
D - Tachometer.
E - Oil pressure gauge.
F - Oil temperature gauge for each air-cooled engine.
G - Fuel gauge indicating the quantity of fuel in each tank.
H - For small civil airplanes certificated after 1996, an approved aviation red or aviation white anti-collision light system.
I - An approved safety belt with an approved metal-to-metal latching device for each occupant 2 years of age or older.
J - For small civil airplanes manufactured after 1978, an approved shoulder harness for each front seat. (other req'mts R.S. 1986)
K - An emergency locator transmitter, (excepts - sing. place ++)
 <<< Provided courtesy of Ed Burkhead and William Baynes on the Ercoupe Tech list. >>>

>Ercoupe elevator cable tensions are unusually high for a light plane (160 lb), and are important to prevent control surface flutter (flutter is a VERY serious issue).  A 5/32 inch 60-190 pound cable tensiometer is required.   Here's one from Spruce for $165.95;
http://www.aircraftspruce.com/catalog/topages/cablegauge.php

>Airspeed calibration courtesy of Ed Burkhead & his website; http://edburkhead.com/Ercoupe/airspeed_indicator_errors.htm   

>Courtesy of Hartmut Beil; Landing gear servicing http://www.ercoupe.info/?n=Main.MainGearServicing

Side window replacement
http://www.ercoupe.info/?n=Main.Windows Do not cut the welting as shown in Hartmut's site. I do not recall which coupe you have, but if it was built with the bubble windshield, there will be a small cut out at the top of the rear channel. Remove the cover, and when you get the window up to the cut out, push the welting out of the way ( A screw driver helps) so that the window will slide out of the notch. As you pull it further out, it will become looser. Reverse the process to re-install it.

If you have a Coupe that was modified with the bubble windshield, and no cut out was put in the rear channel, you may be able to remove the window through the original cut out in the front channel by removing the strip that holds the bubble windshield in place, then pulling the window out. Lynn Nelsen

>Courtesy of James Brennan from the Ercoupe Tech list; As far as I am concerned, Aero Kroil is THE penetrating oil - the shop that maintains our club C-172 (and big Beechs, Aero Commanders and so on) buys it by the gallon.  They offer a trial deal on a can or a few cans (it is available in spray can) - SiliKroil is also super stuff - a somewhat new addition to Kroil which is decades old (SiliKroil also is good for a tap / die lube, as well as penetrating oil).  http://www.kanolabs.com/

 >Click here for  A-718 & A-787 Ercoupe Airworthiness Certificates

>John Cooper shared this gem on the Tech list;
FAA Approved 337's dated prior to October 1, 1955 constitute approved data and may be used just like an STC to perform the same repair or modification.  So, thumb through those old logs, guys!  There's gold in there... www.skyportservices.net

>Link to heater duct info. http://www.ercoupe.info/?n=Main.JacksHeater

>For used / yellow tag Ercoupe parts;

Courtesy of Wayne DelRossi from the Tech list;  Check with Vernon Gregory, Swansea, SC.  803-360-2061 and/or 803-796-2605.  Vernon is parting out a bunch of Coupes.   He drives all over the country to buy them.  He advertises in Coupe Capers.  Very honest and very fair guy.  I've done business with him.  You can take his word to the bank.

Here's a way to address your Ercoupe’s sagging tail; http://skyportservices.net/Spacers.pdf

For tank repairs, please refer to Hartmuts site or “Ercoupe Services” section of this web site.

There is a new STC available through Skyport to increase the gross weight on your C or CD model Ercoupe from 1260 to 1320 pounds.  The STC only costs $200.  Cost of the minimal modifications should be relatively reasonable too.  Please contact John Cooper at Skyport for details!

Want to order a copy of an Ercoupes official records from the FAA (to check for LSA status, etc)?  You can order them on CD from the FAA directly; Go to address below: enter N number and serial number. Add to shopping cart, go to check out, Enter shipping info. Next you get a page to enter credit card info. Cost is $10. CD arrives in the mail in about 7-10 days. http://162.58.35.241/e.gov/ND/airrecordsND.asp

I've had many inquiries about the Univair Service Bulletin SB32, and have included the contacts received thus far from the CA group.   Univair Service Bulletin SB32 calls for ultrasonic testing of the Ercoupe wing spar (mentioned in Coupe Capers).  A big "THANK YOU!' to those who have shared this with the group!   Here they are....

Riverside Airport. Larry 916-539-1736. The cost is from $550.00 and UP depending on preparation of aircraft for inspection.
Lawrence Shultz from Rocklin Ca. 916-539-1726. 
Hayward CA  phone 650-333-7338 
Lincoln CA phone 916-434-0195.      

Mr. Haber @ Quality One in Oregon, phone number (503) 539-9493 the test will cost $ 650.00 

Jim Slade has posted a photo essay on his web page of the inspection of his plane for SB32. 
It's worth a read!   http://www.jimsladesairlines.com/sb32.html

Courtesy of Terry Reeves (with reference to Univair SB32); 
Here is the info on the guy that did the Ultrasound testing on my plane: American Technology in Testing;
Mr.. Darwin Zachary 
P.O. Box 2234 Oakdale, Ca. 95361
Office # 209-847-7509   Cell # 988-6833
When he worked on my plane he indicated that he was willing to inspect others.
He told me his hourly rate was $45.00 per hr.

"Minimum equipment lists are using in 135 operations to allow continued operation with failed or inoperative equipment. So if an airplane had two of something if would allow continued operation with one failed.  For your Ercoupe under day-VFR all you need is those items listed for day VFR. I'm not aware of anyone using an Ercoupe for commercial operations that would require an MEL."
"Attached is an equipment list that was posted some time ago.  Bill Biggs"

NorCal Couper Kim Blackseth writes; "I made a short video of the modifications I made to my Ercoupe (for my disability) and my first flight.  If anyone's interested, here's the link... http://www.youtube.com/watch?v=cBLJpyvitF4  Ercoupe N2332H @ Napa, CA

Pretzel yoke caps are available from Joy Warren the newsletter publisher.
She also does the center plastic panels for 47+ C-140, 140A and 170s
www.flywithgus.com<<
JOY A WARREN
6151 Hickory Meadows Drive
White Lake  MI, 48383-1189

Fuel, TCP, auto-gas, & safe fuel handling

>As a courtesy Dr. Kris Christofferson fabricated gas cap removers to assist EOC Region 7 members when the Ercoupe gas caps get stubborn or stuck.  For those who are interested (they are free!), I'll be carrying them with me to future EOC events.  Just ask and I'll be happy to demonstrate one.   Dr. Kris can be reached at drkrisco@flash.net  

>From the tech list; The link below leads to an interesting EAA article about current testing by TCM of 94UL as a replacement for 100 LL aviation fuel. The article leads one to believe that 94 UL might be a better fuel for our coupes than 100 LL.
http://www.eaa.org/news/2009/2009-04-02_fuel.asp

>Courtesy of Hartmut Beil from the Ercoupe Tech list;
Check this web-page for a few examples of tanks and how problems can look like.
http://www.ercoupe.info/?n=Main.TankRepair

>Tank Repairs:  send the tank to John Wright Jr.217-698-8243, the master in tank repair.

>Courtesy of G. Bennett from the Ercoupe Tech list;
Hi Coupers,
Happy & Safe New Year to all.  I just wanted to share this information with you. After my pre-flight inspections, I usually put my wooden dowel fuel stick in the cockpit.  Obviously, it always smells of fuel to others.  Anytime I'd fly with someone they would always ask, "Do you smell gas?"  My answer was, "Don't worry about it, It's that stick."   Then I would slide the window down a bit.  I once even dropped my fuel stick into my wing tank, and my mechanic spent more than an hour fishing and caught it.   So I decided to buy myself a Christmas present.   I bought two Little Dippers from an ad in the COUPE CAPERS CHRISTMAS ISSUE.  I'm sure most of you already knew about it or have it.  Anyway, I just thought I'd mention how well it worked for me.   It was easy to install on to my 9 gallon fuel caps and I don't have that fuel smell any longer.
G. Bennett

From the Ercoupe Tech list;
Here's a web site where TCP is available.  http://www.skygeek.com/73122.html
The price isn't too bad as 1qt.treats over 300gals.

(Comment; TCP is a fuel additive that is effective in significantly reduce lead fouling.  It is also highly toxic, so be careful handling it - assuming you can find / buy it.)

On the Ercoupe Tech list there was a rather long discussion about the risks of using plastic fuel containers to re-fuel your plane (with auto gas for example).  The plastic tends to build up static charge from various sources such as fuel sloshing inside and friction / rubbing against such things as clothing.  Anytime there is an electrical potential (charge variance between the fuel container and the metal airplane), there is a real risk of spark and explosion & fire.  The risk is fairly significant, and planes and their owners have been badly damaged & killed or burned.  Also of note is that the plastic does not shed a static charge as easily or quickly & evenly as metal does.   Bottom line; be very careful when using plastic fuel containers to refuel a metal airplane - a ground strap from the plastic fuel container can near the spout to the airplane to help minimize the risk of electrical potential between the two, PRIOR to refueling.  You can read more here;   http://www.caa.govt.nz/Publications/Vector/Vector_Articles/Static-Dangers.pdf

From the Tech list (excerpt from Wayne DelRossi's email);

The link below is to the pdf file for the Aviation Fuel Handling Handbook published by the US Department of the Interior, Office of Aircraft Services. 

http://amd.nbc.gov/library/dm/fuel_hb.pdf
This document has some good info on static, bonding and plastic. 
The section on static electricity (6.2) says:
One serious source of static electricity is the pouring of AVGAS from plastic containers into aircraft fuel tanks.

The section on plastic (6.4) says:
Plastic funnels and containers should never be used in aircraft fueling.  Additionally, greater potential for sparks and subsequent ignition of aviation fuels exists whenever plastic containers, or funnels, are used.  These items should be avoided unless an emergency situation exists.

Also from the Ercoupe Tech list - relative energy contained in various types of fuels;

Conversion Factors
Average Energy Content of Various Fuels
1 kilowatt hour of electricity = 3413 British thermal units (Btu)
1 cubic foot of natural gas = 1,008 to 1,034 Btu
1 therm of natural gas = 100,000 Btu
1 gallon of crude oil = 138,095 Btu
1 barrel of crude oil = 5,800,000 Btu
1 gallon of residual fuel oil = 149,690 Btu
1 gallon of gasoline = 125,000 Btu
1 gallon of ethanol = 84,400 Btu
1 gallon methanol = 62,800 Btu
1 gallon of gasohol
(10% ethanol, 90% gasoline) = 120,900 Btu
1 gallon of E-85
(85% ethanol, 15% gasoline) = 90,500 Btu
1 gallon of kerosene or light distillate oil = 135,000 Btu
1 gallon of middle distillate or diesel fuel oil = 138,690 Btu
1 gallon of liquefied petroleum gas (LPG) = 95,475 Btu
1 pound of coal = 8,100 to 13,000 Btu
1 ton coal = 16,200,000 to 26,000,000 Btu
1 ton wood = 9,000,000 to 17,000,000 Btu
1 standard cord of wood = 18,000,000 to 24,000,000 Btu
1 face cord of wood = 6,000,000 to 8,000,000 Btu
1 pound of low pressure steam (recoverable heat) = 1,000 Btu

FAA TSO info;
http://www.faa.gov/aircraft/air_cert/production_approvals/tsoa/

Courtesy of Hartmut Beil on Ercoupe Tech list;

If required by type certificate or FAR, TSO'd instruments should be used. I can not find a mention of TSO'd instruments in our Type certificates, nor did anyone find a FAR rule that would state such requirements for our airplanes.  A VSI was not even standard equipment when Ercoupes were delivered.

non-TSO instruments/avionics
From Ercoupe Tech list (courtesy of Dan Caliendo);
Thanks for contacting AOPA's Pilot Information Center!

There is no requirement that you use TSO'd equipment.  That said,  however, if parts are non-TSO'd a mechanic will have to sign off on each part installed that it is at least as good as, if not better  than the TSO.  Unless a mechanic manufactures the part himself,  chances are he won't sign off on it because there is no way of knowing.

Non-TSO'd parts and equipment are primarily for use in experimental aircraft because builders have the freedom to perform maintenance without the help of an A&P. I recommend you stick with TSO'd equipment unless you can find a 
mechanic to signoff on the parts being superior to the standard parts.

If you have further questions, feel free to call us at 800/872-2672.
Best regards,
Sean Collins, Aviation Technical Specialist
AOPA Government Affairs -- Pilot Information Center
Tel: 800.872.2672 or 301.695.2000
Web: www.aopa.org

Courtesy of Randy Harvell on Ercoupe Tech list;
I've discovered an easy way to remove those taper pins from our control wheel shafts. They have been very frustrating to get out until now, and then I usually end up ruining them to boot! But no more. All I did was take off the normal castle nut and replace it with a nylock...screwing it on just till I get resistance from the lock portion. Then I take my 3X rivet gun with a large set in it, crank the air up a bit, place the set on the nylock nut, apply the trigger and viola, the taper pin comes right out unscathed!! Greatest thing since sliced bread!! If this method has been tried and shared with the list before, ignore this post. Otherwise if you've got this job to do. this works great!!   Randy Harvell

Here's a great money saving article regarding minor aircraft repairs.  Courtesy of Fred Willson;
http://www.avweb.com/news/savvyaviator/savvy_aviator_54_is_repair_a_lost_art_197316-1.html

Electrical related;

>Generator failure (courtesy of John Cooper from the Tech list);
The first thing I would do is verify good grounds between the generator and the engine case, from the engine to the airframe (there should be a heavy braided jumper on one of the engine to mount bolts, usually the lower right), and from the regulator to the airframe.

If you ground the generator case, field terminal and voltage meter negative lead together and test the voltage on the armature at 2200 rpm and still get less than about 15 volts, this indicates the generator is bad.  Flash the field and test it again, just to be sure.

If it fails after being flashed, I'd take the generator and regulator to an automotive electrical shop for testing.  If they test good, look very closely at the airframe wiring.  If not, have the generator shop identify the problem (and fix it if they will. Tell them it's off an old Allis Chalmers Tractor...)

> Where can I find a wiring diagram for a 1947 model C ercoupe?
It is in the service bulletins, Memorandum #23

Hartmut's ercoupe.info website has it: http://www.ercoupe.info/?n=Main.WiringDiagram

 >Courtesy of Tom Cook from the Ercoupe Tech list;
I have found two options, the Plane Power new approved alternator and the Barmstormers STC. 

This is what I found:   The Plane Power alternator is a complete kit with a 50 amp alternator, voltage regulator, overvoltage protection, wiring harness and STC for the Ercoupe.  The price at Aircraft Spruce is $712.00 with free shipping. Other items needed are a 50 amp circuit breaker $20.00 and I would also add a voltmeter.

Barnstormers offers only an STC for $100.00 (not 85) and the parts costs currently come to about $500 for the alternator (used, rebuilt) $150.00 for the regulator, and approximately $50 for the rest of the parts needed, giving a total of about  $800.  You have to look for these parts.

If you have a source of good used parts, the Barnstormer way may be the way to go, but if you want a complete kit in one package I suggest you look into the Plane Power conversion

Courtesy of Bill Biggs from the Ercoupe Tech list;
Here is the guy who holds the STC on alternator:
BARNSTORMERS AVIATION
911 Sportsman Neck Road, Queenstown, MD. 21658
Tel: 410-827-7896, E-mail train@intercom.net

ALTERNATOR INSTALLATION INFO, ALL AIRCRAFT

Our installation utilizes a Ford/Cessna 60 amp alternator that bolts directly onto the C-85, C-90, O-200 and O-300 engines. The installation is a standard alternator circuit providing a nominal 14 volts for aircraft with 12 volt battery systems.

The following parts would be required:
Alternator
Voltage regulator
60 amp ammeter
Voltmeter (panel-mounted). Our STC lists a combination gauge that allows a constant ammeter/voltmeter readout. (Not required for Cessna 120/140/140A).
circuit breakers
noise filter
other minor parts for alternator drive and blast tube assembly

We provide the Supplemental Type Certificate, full instructions and schematics, and a list of suppliers for parts. We do not provide parts for Aircoupe or Cessna 170. However, we do stock the VR600A voltage regulator for the Cessna 120/140/140A. As of this date we are the only supplier for that part. A rough estimate of parts cost is $800 to $1000.

Aircoupe and Cessna 170 owners: to order, please send a check or money order for $85.00 and include aircraft type, registration number and serial number.

Cessna 120/140/140A owners: to order, please send a check or money order for $204.00. This cost covers STC, voltage regulator, and shipping. In addition, I will need your aircraft type, registration number and serial number.

I am certain that you will be pleased with the dependability and performance of this installation. It is one that has been used for many years, and continues to be quite popular in small aircraft. If you have any further questions, please call us.  Sincerely, Fred Lagno

Propeller Related;
Aeromatic ("self adjusting" prop) Propeller

Great prop. Next best thing to a constant speed but lighter and they very seldom require maintenance. Think they run about $5K nowadays. Tarver Props still manufactures and supports them. Buy one if you can afford it.
Tom Graziano A&P; I.A.; Commercial Pilot

Might be of interest to read the following:
http://www.notplanejane.com/images/AeroMatic/Aeromatic%20prop%20SB%202001-001.pdf
http://www.napanet.net/~arbeau/swift/props4.htm

Jim Stasny correctly points out that the Aeromatic prop is approved for the Ercoupe including the 415-C.  And, as corroboration, this is from the Aircraft Specification A-718 which governs the 415-C and CD:

4. Propeller - Koppers Aeromatic F200 hub with 00-73E or 00-73F blades. 28 lb. (-32.5)

No change in parts list assembly may be permitted without FAA engineering approval.
(a) With Continental C-75-12 engine
        Diameter: not over 73 in., not under 71.5 in.
        Pitch setting at 24 in. sta.: low 13°, high 20.3°        
        Parts list assembly No. 4305
(b) With Continental C-85-12 engine
        Diameter: not over 73 in., not under 71.5 in.
        Pitch settings at 24 in. sta.: low 11°, high 20° min.
        Parts list assembly No. 4305A

The problem lies in the definition of LSA.  The 415-C must meet all the applicable criteria to qualify as an LSA if it is to be flown by a Sport Pilot or by a Private Pilot flying under privileges of a Sport Pilot (i.e. without a third class medical).  From the Sport Pilot regulation:

§1.1 General definitions.
Light-sport aircraft means an aircraft, other than a helicopter or powered-lift that, since its original certification, has continued to meet the following:
(1) A maximum takeoff weight of not more than––
        (i) 660 pounds (300 kilograms) for lighter-than-air aircraft;
        (ii) 1,320 pounds (600 kilograms) for aircraft not intended for operation on water; or
        (iii) 1,430 pounds (650 kilograms) for an aircraft intended for operation on water.
(2) A maximum airspeed in level flight with maximum continuous power (VH) of not more than 120 knots CAS under standard atmospheric conditions at sea level.
(3) A maximum never-exceed speed (VNE) of not more than 120 knots CAS for a glider.
(4) A maximum stalling speed or minimum steady flight speed without the use of lift-enhancing devices (VS1) of not more than 45 knots CAS at the aircraft’s maximum certificated takeoff weight and most critical center of gravity.
(5) A maximum seating capacity of no more than two persons, including the pilot.
(6) A single, reciprocating engine, if powered.
(7) A fixed or ground-adjustable propeller if a powered aircraft other than a powered glider.
(8) A fixed or autofeathering propeller system if a powered glider.
(9) A fixed-pitch, semi-rigid, teetering, two-blade rotor system, if a gyroplane.
(10) A nonpressurized cabin, if equipped with a cabin.
(11) Fixed landing gear, except for an aircraft intended for operation on water or a glider.
(12) Fixed or repositionable landing gear, or a hull, for an aircraft intended for operation on water.
(13) Fixed or retractable landing gear for a glider.

So, while the 415-C or 415-CD airplane is legal to be flown with the Aeromatic propeller, the Sport Pilot (or a PP with expired medical) is not legal to fly with that propeller.

Which, I think is a shame as the propeller takes care of all adjustments itself and does not “overload” the abilities of a “poor, lowly Sport Pilot.”

Perhaps a “barracks lawyer” could make a case that the Aeromatic prop is only ground adjustable as there are no adjustments a pilot can make after engine start.  However, I’m afraid that “The FAA disagrees.” Would be the official response as they say a few hundred times in the published LSA/Sport Pilot regulation document.  Ed

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Last modified: 07/09/10