gustavo_ercoupe

fly with open cockpit enjoy the wind feel the air see smiles on all faces sitting beside me take your hand and turn slightly feeling in the arms of God among clouds and return to earth again and again, and again and again lol that's a Ercoupe !!

Hi ! the microair finished his services (for now) Yesterday I put the new "flightline 760" in the aircraft the conector is the same and wiring diagram too The flight line 760 t is a bit longer than the MicroAir, with which we must view the available space but it work very well ! Atention ! You must to know something about flightline 760: its lower price but the radio haven´t papers or forms, nothing to present ! If you have a experimental aircraft not problem, but if you have another inscription I suggest you consult I miss the microair, but in a future I m going to have again!

some pilots say in Argentina something like: "the Ercoupe is a good gaucho plane" (like the piper j3, or the taylorcraft), landing well in the mud, on earth, or on the track They came to our pampas back in 1945 They flew our skies for seventy years and we still have many of them flying. In my opinion, we have different types of aircraft: Some are used for instruction, others serve for acrobatic, and others to travel with our lady "taking the afternon tea", and this is the case hahaha... The Ercoupe is made to fly long distances with elongated legs comfortably (no pedals) And you will not untraining; on the contrary, the airplane will help you land correctly and will help you to have excelent take off, and in the air... enjoy flying coordinated (no more stick and ball) It is an old vintage airplane, a little slow ( 100 mph) , but noble greetings to all ! (and sorry for my english) if you want to see something else I invite you to my facebook Ercoupe Erco | Facebook

My little bird

And now... I' present you the new firstline Im going to repair microair but, for sale it. (Or perhaps for com 2) Firstline Its very similar And the wiring as the same I think Here some diagram and picture

Yes here we are, and we need a schematic diagram.... ( the new fuse burned too) Now we are looking the regulator. Its a Lm2941 If someone have the diagram thanhs a lot !!!! Working here !!!

Yes Frank. this happens!! Sorry Yesterday we were working on the radio. We have found a fuse (type transistor) burned I bought it today, and tomorrow we change it. ( I hope discover why It´s burned) The fuse is 4A I wrote a e mail to Microair and they said me can repair because it´s a "P" series. In fact the "P" is one of the best radios (they said) But I was thinking shipping, taxes, cost repair .... well I think it´s difficult sent the radio to Australia We will try to repair this fuse and see !!

Thanks Dave ! I think I understand better now Thank you very much Gustavo

Hello everyone I thought share the story of my "vintage" small plane that may be interesting to someone who want to read it. I know few in Australia and New Zealand. (In my post presentation I put pictures of them.) Here I wanted to present the story of the first plane spinning incapable, first plane without rudder pedals and first aircraft with tricycle landing gear The Ercoupe was the first aircraft certified by the Civil Aeronautics Administration (CAA) as "characteristically incapable of spinning." The high-winged General Skyfarer obtained the second certification by licensing the ERCO technology.[7] The first production Ercoupe, serial no. 1, NC15692 built in 1939 was donated to the National Air and Space Museum. In 1941 that aircraft, designated YO-55, was used inUS Army Air Force testing. In 1931, aeronautical engineer Fred Weick was assistant chief of the aeronautics division of the National Advisory Committee for Aeronautics (NACA). In 1934 he asked permission to build an aircraft based on the 1931 Stout Skycar, using fabric instead of aluminum covering, and control modifications based on NACA research. Weick and a group of co-workers designed and assembled the experimental aircraft with a group of his colleagues who worked on the project in their spare time and paid for it themselves. The resulting aircraft, known as the W-1, featured tricycle landing gear, a parasol wing, and a pusher propeller configuration. Fred Weick listed the W1 design goals that were tested in later seminars: Tricycle landing gear with castering nosewheel, steerable if desired Suitable longitudinal and lateral stability with limited up-elevator deflection, to prevent loss of control due to stalling and spinning. A glide-control flap Two-control operation using controls for pitch and roll. In 1934 the Bureau of Air Commerce approached Weick's team looking for standards for a competition for a safe and practical $700 aircraft. In 1936 the winner of the competition was the Stearman-Hammond Y-1, incorporating many of the safety features of the W-1. Two other winners were the Waterman Aeroplane and a roadable autogyro, the Autogiro Company of America AC-35. The W-1 was not intended for production to qualify as a competitor, but was purchased by the Bureau for continued experimental tests in spin-control safety.After the prototype W-1 underwent a forced landing, an updated W-1A was built by Fairchild, incorporating leading edge cuffs. Weick left NACA in 1936 and joined ERCO's fledgling aircraft team as chief designer, primarily to continue improving his aircraft design. Focusing his efforts on a number of design issues, primarily simplicity and safety, Weick strove to create a reasonably priced aircraft that would not stall or spin.[citation needed] Retaining the tricycle gear for ease of maneuvering on the ground, and limited stall-spin features, Weick switched to a low-wing monoplane configuration in his new model, powered by an engine in tractor configuration. The two-seat ERCO Ercoupe 415 went on sale in 1940. LIFE magazine described the aircraft as "nearly foolproof" and showed pictures of a pilot landing with his hands in the air. Only 112 units were delivered before World War II intervened, halting all civil aircraft production. By mid-1941 aluminum supplies were being diverted to war-related production, so ERCO decided to manufacture Ercoupes for military use by using wood as the principal building material. The substitution of wood resulted in a heavier but quieter aircraft, because the wood absorbed vibrations from the engine and airflow. Ercoupes were flown during the war by the Civilian Pilot Training Program for flight instruction, and the Civil Air Patrol used them to patrol for German submarines. Postwar sale A full-page Ercoupe advertisement, February 1946 Although World War II had interrupted production of the Ercoupe, general aviation manufacturers were enthusiastic about the prospects of a postwar aviation boom. Thousands of men and women were trained as pilots by the government, and the hope was that they would want to include flying in their civilian life. Production of the model 415-C resumed in 1945, and in 1946 alone 4,311 aircraft were produced and sold at a cost of US$2,665. This was the same price as in 1941. At its peak, ERCO was turning out 34 Ercoupes per day, operating three shifts per day. The aircraft was aggressively marketed through unconventional outlets such as the men's department of the Macy's department store chain.

Hi Phill, thank you very much for the guidance. I am shocked when radio was out of service, but I returned to the hangar and saw that it was very humid there. (Two weeks its rains a lot here) I read carefully the post. I'll get the plane's radio and bring it home, wait to dry and then try to connect. Maybe one technician can open it and seal it properly? I will write to MicroAir too. Thank you very much!

Hi ! I´m from Buenos Aires, and yes we have a lot in common, extended country, our "pampas" must be like your lands hundrer of milles, endless roads, mountain lake yes I know. perhaps our difference are in the history. ( Here came the spanish and in your country arrived de british. ha ha ) But the world go around with us into it And we have the extraordinary possibility of have wings and fly around Here I m with my ercoupe. Oh another history, I saw many people from new zeland from here... New Zeland have other famous ercoupe with a perfect history, a pilot who buy it in Amsterdam , Allotted the registration NC94669 for the manufacturers, Engineering Research Corporation, it was immediately transported to the Belgian ERCO agents Intercontine Aeronautics at Airport d'Anvers and registered to them on the 8th August 1947 as OO-EXC. A New Zealander, Harry Newton, who had been flying in Europe, then bought the aircraft as transport for his homeward trip. He flew the Ercoupe, suitably equipped with overload fuel tanks from Antwerp to Auckland, arriving on the 9th October 1947. For many years this held the record for the world's longest low-powered (75hp) flight. The other Ercoupe operate in NZ is Erco 425-D Ercoupe ZK-EXC/2 which after a lengthy career in the USA as N94700 arrived in NZ in 1994 and is currently based at Mt Maunganui. Well I will not bore you more

That is a beuty australian ercoupe from Gympie, near the Great Sandy national Park. Perhaps or... If you want I can open other thread with the ercoupe and Fred Weick history