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European Ercoupe Newsletter

No. 24 February 2010


Dear readers,

Your didn't miss anything - I'm afraid overwork, business travel and a holiday took up all of my time in January, hence no newsletter. I only managed to fly once in the month, the weather was so poor in England. I doubt many other Ercoupe owners in Europe fared much better - OK, maybe Kostas in Greece had some clear weather!

Missing a month means that this newsletter is long and full of interesting stuff. Enjoy, and don't forget to send in contributions for March!!!!

Happy Flying,


Ercoupe news

A New-Year with big hopes

Robert Rombouts writes: This year will be a smashing one, with a lot of meetings, beautiful weather, that you will be ashamed to leave your Coupe in the hangar, believe me; I hope it will be like that.

We are a nice group of enthusiast Ercoupe pilots, with a strong desire to accomplish nice and safe flying in 2010. Different meetings will be proposed; up to you to meet us, you will not regret it.

Concerning the annual Fly-In at Antwerp the 14 & 15 May 2010, I can suggest a new location near Antwerp - Zoersel EBZR, who will be the same dates (13 – 14 – 15 May) or even one day more as the Antwerp happenings.

I received a kind offer to join the “Chipmeet” or the Chipmunk meeting at that airfield.  This year a famous air to air photographer will be during the meeting at the airfield to instruct and take photos of all the aircrafts present, a unique opportunity for us.

The airfield is locating N51 15.9 – E004 45.2 with a concrete runway of 9,777 feet, an old military airfield. This location is more informal than Antwerp with a local radio run by the flying club.  A relaxed atmosphere with only pilots who like to fly are present at this spot, I prefer it and can recommend it, but your choice is more important. Accommodations, fuel & BBQ is also available.

Now the famous question is who agree to come and is it worth to change the Antwerp location for Zoersel? I will only be happy if more Ercoupes will attend on this new location.  So please, can you advise me as soon as possible if you plan to attend the May Fly-In and if you prefer the Zoersel location - this will help me enormous for the organization of it.

Please email me at thank you.

Actual meeting list:

14 & 15 May – Antwerp or Zoersel Fly-In. YOUR CHOICE.

19 & 20 June – North-Weald. 70th Ercoupe anniversary and 1st European Ercoupe Convention

Hoping you have these meetings already in your agenda, do not miss this dates!

Robert & OO-PUS


Antwerp ATC are great

Sven-Erik Pira writes: I am just reading Robert’s piece in the last newsletter and I completely agree with you regarding ATC operation at EBOS and EBAW. 

Once approaching Tromsö in Norway I had worked hard beforehand to find the visual approach chart with VFR reporting points. I had received all the instrument approach charts- NDB-VOR-ILS- charts but VAC was missing.  So after contact with ENTC tower (Tromsö probably has much less traffic than EBAW and EBOS) I confessed I was not familiar with their VFR reporting points.  The Norwegian in the tower started barking like a dog over the radio-"poor planning", "bad airmanship" and so on ...better he had asked “call me on telephone after landing” which he did not.

So now you know why I like to come to EBAW with professional and still friendly treatment both in the air and on ground. Robert, I understand there are plans for a 4th EEO fly-in, SE-BFX and owner are in good shape - I am afraid you have to see us there. Now I am collecting retirement money (how did you remember my birthday) though still working (double income)

Here is cold -minus 25-30 degrees and lot of snow.  I look forward to spring.

All the best, Sven-Erik Pira


Ercoupe floatplane

Leslie Miller writes: I found the attached photo of a Coupe floatplane - surely it would have needed a bigger power plant to get off of the water?

I was taken over to Great Oakley by Mike B. last Wednesday to see the Proctor airframes etc., and was told that there are spaces for a fly-in during June/July - do you think that half a dozen Coupes could make it?  Also it seems that there is an air-race on 17/18th April that sounds good.

All the best, Leslie


Kim Blackseth’s plane suffers crash damage

Mike Willis writes: Some of you may have heard of Kim Blackseth, a quadriplegic in Oakland, California who spent years converting an Ercoupe so that he could fly it, and then worked hard to get his pilot’s licence - this was a magnificence achievement!

It was therefore heartbreaking to hear this news from Kim in January:  “Unfortunately my plane (N2332H) crashed shortly after takeoff yesterday afternoon at Napa Airport. No one was injured, but the plane is severely damaged.

The engine stopped producing power at about 300' shortly after take off to a flight to Calavaras Airport.  It was being flown by a friend who walked away, but he was pretty shook up.  It was too low to "turn back", so he put it down in a field/marsh about 1/4 mile from the airport (see pictures below).

The plane had been recently rebuilt completely from "stem to stern" and had a new 0-200 Continental engine.  The new engine had about 40 hours and was working perfectly until late Weds afternoon. On Weds the engine "stuttered" a few times and was quickly landed.  On Tuesday morning I called the A/P mechanic who built the new engine and does most of the work on the plane. He flew down from Calaveras with his tools and assistant to check the plane to make sure it was safe before anyone flew it again.

He arrived (Paul David from David's Aviation) and checked the engine carefully. It ran up fine, good oil pressure, good temp, etc. sign of any problem. He said he suspected carb icing and it safe to fly.  He did see a small oil leak and said he would to take it to his hanger, fix the leak and make "double sure" were no other issues.

After assuring us it was safe, my friend agreed to fly it to Aviation in Calaveras.  He took off and at 300' high or so it stopped enough power to climb, but was still running.  There was no altitude to turn and little time to do anything but look for a place to put it down.

As the photos show, its badly damaged. I'm very grateful no one was hurt.

As most of you know, I'm disabled and spent the better part of three years re-building and modifying the plane to work for my disability (C-6 quad).  I got my Private Pilot Certificate one year ago almost exactly.

It's likely this will end my flying, as the resources and energy I (and my friends and family) put in this plane were tremendous and I'm not sure where they would come from to replace the plane. I'm pretty disappointed and depressed this morning, but thankful no one was hurt....”

Having posted this on the Ercoupe email forum, there was a large response encouraging Kim to carry on.  Ed Burkhead suggested we could all help by making donations for the rebuild, and Hartmut Beil set up a PayPal donation page.  After just over a week Hartmut as able to report:

"Friends, 55 fellow Ercoupers have donated $850 into the rebuilding fund.

Donations arrived from as far as Greece and were as generous as $200 each.  Without calling names, let me assure that everyone involved around the discussion in whether or not to donate, showed his support.

I will hand over the money to Kim and also the responsibility with it.  If the money is not needed after all, Kim can hand it to someone else in need.

Thank you all who participated.  I know this does not solve the loss of Kim's Ercoupe, but it does show our support.  And knowing you are having friends out there means sometimes more than money. Hartmut"

Kim’s response was:  “I want to thank everybody, it was an amazing act of kindness and sharing!  I will use this only for rebuilding my 'coupe or to assist in acquiring another, if mine is not "fixable".

The 'Couper's are a special group. My family and I thank you... Kim


"I love my 'Coupe"

Jack Stanton writes:  Hi Mike!  My computer crashed and I lost everything.  I really enjoy your newsletter and feel like I know all the Ercoupers in Europe. Please ask each to send me their email address and home address for Christmas Cards. Here’s a few pictures, including some taken yesterday on the way to Shenandoah Regional Airport in western Virginia. 

I flew 170 hours last year, I LOVE MY COUPE!  Yesterday, my mentee (15 year national honor student) and I flew from Richmond to the Shenandoah  Regional Airport for lunch. That's over the mountains to the west.  Going over the mountains I saw a 35 mph ground speed, (I thought I was suspended), airspeed was showing a 105 mph, it took 2 hours!  Coming home, I saw 166 mph ground speed with a 105 airspeed.  It took 35 minutes to get back.  We took pictures of my GPS and airspeed indicators to prove it.

I spent 2 weeks in Ireland in late June, toured the entire island, loved it!  God how I loved that pub scene!  While there I went to the Weston Airport near Dublin, have pictures, thought I might be able to get a picture of that old derelict Ercoupe that was there.  They have cleaned up and refurbished the airport and the derelicts are gone, no one knew where.  I also visited the Ulster Flying Club at Newtownards near Belfast, loved it!

I have a nephew in Newcastle that is a Chiropractor and he gave us a three day tour of the area and then we did a bus tour circling the island.  I did not see very many hours where I could have flown due to very low ceilings and bad weather.  Made me feel bad for the local pilots! 

I am now the new Young Eagles coordinator for the Richmond, VA EAA Chapter.  WHAT FUN!  We flew 42 kids on their first flight a couple of Saturdays ago, close to 100 over the year.

The EAA has flown over 1.5 million kids since the Young Eagle inception, a lot of which got their license and went on to be airline captains. I hope all you guys had a wonderful Christmas and here's wishing you all a Happy New Year and at least 365 days of flying fun!!!!

Take care all and HAPPY FLYING!

Jack Stanton, 12441 Ivyridge Ter., Chester, VA 23831, USA, 804-931-8000 cell, email:


Tech. Corner


Robert’s panel game

Robert Rombouts writes: Why Robert is more changing the OO-PUS instead of flying it?

Improving is not bad, and I like to fly in the most real and efficient Ercoupe with a Robert’s touch.  The last item that was my concern is the dashboard, full with holes from the previous owner and all the instruments I dismissed the previous years.

The following instruments were already out, the ADF, the cylinder temperature, the turn and bank, the volt and amp meter (replaced by a new dual instrument), the Artificial Horizon (Vacuum), the Giro (Vacuum) because I removed the two Venturies.  Finally the mechanical RPM was replaced by a electronic one with an additional Magneto check build in.

The next instruments were added; a transponder Mode S (replaced the old Mode A & C), a EFIS or electronic horizon, turn and bank, airspeed indicator, altimeter, magnetic compass, voltmeter or a small glass panel. The GPS was too high and not visible in the sunshine.

With that Swiss cheese panel I was obliged to cover with black vinyl floor mat, that make me sick, so the result was a brand new dashboard and starting from scratch.

The point was where to put what, cutting a real size copy of the dashboard out of a vinyl floor piece and round cartons for the instruments, I could put and change as much as I like. Then sitting before that fake panel, with the headphone on my head, imagine flying to the UK, I was testing if I had the right position for each instrument. (Strange I never arrived)

 After a few hours of changing the layout, I was happy with my final design. Then I asked to my A & P to cut the exact shape of an aluminium plate as the model with the necessary holes for the instruments.

To remove the old panel was a very meticulous job, each wire had to be mark and renew if necessary. I intend also to renew all the fuses and switches. The instruments I had to remove from the motor was the oil temperature and pressure gauche, the rest was all-electric, I needed two days to remove the panel. Then I found that the original panel was behind it but was completely cut out with only the exterior left where silent blocs was fixed to the existing front, in addition two heavy springs kept the front panel from vibration I suppose!!

The easy part was to put all the instruments in the pre-cuts, as the new fuses and the connections for the Pitot and the Static, because you can work sitting in the plane instead to be upside down under the panel.

Then the test with all fuses out, to control if Robert did not make any mistakes, a wonder happen, everything was working with the right fuses and switches.

Because the depth of the panel until the front tank is restricted I was afraid about the two long instruments; the EFIS and the Transponder, but it fit perfectly.

Here you find the two panels, before and after makeover.

OO-PUS Dashboard until December 2009                            

Renewed January 2010

With such a panel in front of you it is impossible to miss an airfield, all depends the guy sitting behind.

The difference between a man and a boy is the price of the toy.

What a nice hobby we have!

Robert & OO-PUS

For sale

Forney Aircoupe F1A – G-ARHC

Built by Air Products Inc. Carlsbad, New Mexico, USA.

Andrew Gardner writes:  Selling due to insufficient utilisation, probable loss of base and a kit to build.  On Annex 2 ie. UK National C of A.  Will be sold with a fresh annual.  All offers considered.

Originally imported into the UK by Thurston Aviation at Stapleford Tawney, Essex. One of seven in sequence on the UK register comprising – G-ARHA, G-ARHB, G-ARHC, G-ARHD, G-ARHE, G-ARHF, G-ARHG.  They were imported in bare metal finish and protected, primed and sprayed in the UK on arrival.

I have owned this aircraft since 1982.  It has been maintained by Rex Ford (Fordaire, Fenland Aero Services and now based at Seething, Norfolk) for more than 19 years.  Rex also maintains at least 2 other Aircoupes (including G-ARHA now registered G-ONHH and Alon G-HARY) and knows this aircraft and the type very well. You are very welcome to talk to him direct about this aircraft. I can supply his contact details.

Serial Number : 5734, Built : 1961, Engine: 1 x CONTINENTAL MOTORS CORP C90-14F ( MCCAULEY 1B90/CM7152 ), Hours: Airframe 5670 approx, Engine : 1860 + 120 approx. since complete overhaul in July 2000.

During my ownership the following has been carried out (most spares have been sourced from Univair in Colorado, USA):

  • • 1986 Complete strip, re-protect and respray in authentic original colours (from the original paint manufacturer Dufay Titanine) and scheme by HPB Aviation at Luton
  • • New Spinner and Backplate
  • • New Magnetos
  • • New Lightweight Starter & Push Button Start.
  • • New Remote Spin On/Off Oil Filter
  • • DI Replaced
  • • 2 x New Exhaust Systems (Last March 2005)
  • • 2 x New Side Window Screens (Last 2007)
  • • 2 x New Welts for Side Window Screens (Last 2007)
  • • New Main Suspension Rubber Doughnuts & New Wheel Bearings (July 2005)
  • • New Main Wheel Brake Lines (July 2005)

See below for the most recent additional work carried out on the aircraft

The last 3 Yearly Certificate of Airworthiness renewal was carried out on 13th December 2007 (on the British maintenance system, there are 50 hour or 6 month, 100 hour and Annual Inspections and 3 yearly Certificate of Airworthiness renewals otherwise known as Star Annuals, so in December 2008 ‘HC had an Annual Inspection). The aircraft currently falls under Annex 2 provisions and so is still subject to the national (British) airworthiness maintenance regime rather than the arguably more onerous EASA maintenance regime.

Airframe re-treated with ACF-50 Anti Corrosion Formula during C of A renewal 13th December 2007 (and has been so treated on previous inspections).  As far as I know all Airworthiness Directives (ADs) have been completed, but Rex can confirm this.

For the last Annual Inspection in December 2008 the following extra work (over and above the basic Annual Inspection) was carried out:

  • • Remove outer wing panels and internally inspect centre wing section
  • • Carry out detailed inspection of the outer wing panel (both of the above are called under an air directive and service bulletins for corrosion)
  • • Carry out 500 hour magneto inspection, refit and time to engine
  • • Replace mechanical fuel pump (due internal corrosion)
  • • Replace fuel line from gascolator to carb.
  • • Replace both fuel lines from mechanical fuel pump (new fuel lines fitted with aeroquip ends, unions fitted to fuel pump, fuselage firewall, gascolator and carb)
  • • Treat wings with ACF 50 anti-corrosion treatment
  • • Replace one scat hose in engine bay

Prior to my ownership starting 22/06/1982, I do not know how much of her time was spent inside or outside of a hangar. She was tied down outside at Elstree when we bought her. Since she was built in 1961 and has over 5500 hours on the airframe I suspect that she may have had an equal measure of being outside and hangared.

From 22/06/1982 to 15/09/1991 the aircraft was based at Elstree and was kept outside with a cover over the engine and cockpit. During this period she underwent a strip to bare metal, reprotect and respray in original colours and scheme (when I bought her she was cream all over with black lettering) and we collected her from the spray shop (HPB at Luton) on 26/04/1986.

From 15/09/1991 to 30/11/2003 she was based at Little Gransden where she was hangared the whole time. During this time the spinner was replaced on 20/09/1998.

From 30/11/2003 up until now she has been based on a farm strip and kept outside in a sheltered position. The old cover was replaced on 14/11/2004 with a new Cambrai all weather cover over the engine and cockpit (the cover will be included with the aircraft when it is sold).

Andrew Gardner email:


Trip report

Desert Cub

Mike Willis writes: It may have been poor weather in Europe, but I took advantage of a business trip to Arizona in early February to go flying.  I’m always looking for a new type to fly, and this time I found that the nearest airfield Chandler, Phoenix had some Super Cubs.  Just the thing, some more taildragger time and a chance to exercise my feet a little more than I usually have too!  Although my ‘Coupe has conventional controls the rudder pedals are treated almost as footrests as little rudder input is needed on most flights.

Not so with the Cub as I found out.  You only have to think of turning and the aircraft is banked over.  But a large amount of rudder is needed as you turn to avoid adverse yaw.  Your feet get lots of use during take-offs and landings too!

Taxiing was fun – weaving a bit to try and see where I was heading.  But then the glorious moment of taking to the air in the clear desert sky.  After a bit of air work to get used to the funny stick thing and throttle and trim in strange places, instructor Lary asked if I fancied trying some dirt strip landings.  Stupid question really!

So off we headed to the south west where there was a long dirt strip with a couple of barns at one end.  No ATC to call.  No PPR.  We passed over at 500 feet to check it was OK, and saw a large puddle in the middle.  “No problem” says Lary, we only need about half that length so just land after the puddle.

I was about to turn away from the strip and start a standard circuit pattern but Lary spotted what I was doing.  “No need to mess around, go for it from here”.  We were level with the puddle then, and about 500 feet away downwind.  That’s when I found out how wonderful the Cub is at side slipping and short take-offs and landings.  Throttle back, turn and before I knew it I was down.  But then throttle in again and away.  The Super Cub soars in the air like a bird, a little better than an Ercoupe!

Third time around Lary talks me through a “wheels” landing, touching down on the main gear only and then away again without the tail wheel touching down.  Great fun.

Then we set off to try and find some wild horses but they were elusive.  But still amazing flying over the desert at 200 feet most of the time.  I have to confess I was more interested in looking for power lines than horses!

After a few days of work I had dinner with locals JoAnn and Fred Cooper.  Sadly they had to sell their Ercoupe but still are involved in organising local Ercoupe events.  It was great to meet with them, and their dog! We had a lovely evening together - believe it or not the photo was taken at the beginning of the evening!

Mike Willis


Comedy corner

A Winters Tale - Christmas 2009

Dave Winters in Clarksville, Tennessee writes:  Our story this year  We, as often before, draw our inspiration from the book of Proverbs, in this case, Chapter 16, verse 8.

“Pride goeth before destruction, and a haughty spirit before a fall.”

Aviators seldom give each other a break.  We suspect that this is the natural result of functioning in a world where professional, and occasionally literal, survival, is assured only by careful attention to the nicest details of physical law.  Mother Nature waives none of her strict rules, under any circumstances.  Never, for no pilot, no-how.

No subject or matter is exempt from the aviator’s culturally ingrained, merciless attitude, which inexorably extends even into interpersonal conduct having nothing whatsoever to do with the cockpit.  It particularly impinges upon purported “humor” amongst flyers.  Keep this in mind as we unwind the following tale.

A few readers may be aware that not terribly long ago, Dave had the opportunity to resurrect his thirty year old flight training.  This was unexpected.  Decades past, he had dreamed of a career in aviation, and with that goal before him, had acquired all the necessary qualifications to bring this expectation to reality.  But, circumstances stubbornly conspired against him, and the career never materialized.

Still, dreams don’t die easily and hope can, indeed, “spring eternal.”  So, Dave kept hoping, and the grand little document proclaiming him an “AIRPLANE PILOT, COMMERCIAL, MULTI-ENGINE, INSTRUMENT, LAND” continued to remain securely tucked away in his wallet.  In fact, he even went so far as to acquire a small aircraft (called an “Ercoupe”) of his own, “just to keep his hand in.”

Thus did it transpire that, when, in a miracle of timing, a temporary shortage of aviators coupled with the acquisition of a new flying acquaintance resulted in an off-chance invitation for Dave to occasionally “pinch-hit” in the right seat of a corporate jet, our boy was ready.  He took a few days to study new manuals, brushed off his procedures, and shortly found himself behind the yoke of the sweetest little business jet anybody could want.

The experience was initially quite humbling, of course.  While learning the methodologies and checklists, he got his fingers slapped a couple of times.  But, the overall flavor was predominantly one of inexpressible exhilaration.  He loved the flying.  He also got a great ego boost after each flight when the chief pilot and he alighted from their lovely bird.  Almost always, they’d find a small crowd of envious men and admiring ladies gathered to view arrival of the sleek sky-ship and her masterly crew.

At the end of one flight, the chief pilot deplaned first, leaving Dave to follow a moment later, after tidying up a few final details in the cockpit.  So, when Dave appeared in the door of the aircraft, the cool jet pilot attired in his obligatory leather jacket and Raybans, his boss was already standing on the tarmac, chatting with admirers.

As Dave started down the steps, utterly full of himself, the god-like aviator descending to walk amongst the mortals, his boss glanced up and reminded him not to forget his walking stick.  (Since Dave’s injury some years before, he had always kept this device nearby, more as a matter of insurance than necessity.)  Dave reached behind the door, pulled out the ivory-headed accoutrement, and continued to descend, not realizing the initial impression created by his combination of dark glasses and a white-topped cane.

This effect of this image was not, however, lost on the chief pilot, who in a most earnest manner, though inaudibly to Dave, commenced to quietly explain that his co-pilot was a new hire, acquired under federal Equal Employment Opportunity provisions.  He related that Dave was a bona-fide “visually challenged” aviator who, through a combination of technology and rigorous training, could read checklists, charts and approach plates in Braille, plus, of course, handle the radios.  The crowd was suitably impressed, and as the unwitting co-pilot approached, a couple of the awe-struck, but, sympathetic, ladies insisted on helping guide him to the pilot’s lounge.  They seized his person, and with one snugly attached to each arm, firmly steered our poor chump in the direction of the airport terminal.

This new manifestation of the oft touted “shock and awe” phenomenon only served to further bloat Dave’s already over-stretched ego nearly to the breaking point.  We shall not recount the confusing conversation that ensued wherein it eventually dawned on the little threesome that they’d all “been had.”  By that time, the chief pilot (aka “Guilty Twerp”) had already achieved refuge in the “pilot’s only” area of the terminal building.

Pride goeth before a fall.  The bigger the pride, the bigger the fall.  But, vengeance promises to be sweet.  Dave is still plotting.

So ends our year of 2009.  From our family to yours, as from Saint Paul, “Whatsoever things are true, whatsoever things are honest, whatsoever things are just…, pure…, lovely… If there be any virtue and if there be any praise, think on these things.”

These things remind us of you, and that makes us smile.

 Dave & Deb Winters

PS Mike, I forgot to mention that the photo of Alconbury in the last newsletter  brought back special memories.  If you look VERY closely, you can see the American High School where my wife Debbie served as school nurse 1994-1996.  (Not terribly far from the runway, and near the sports field.)

Notice of proposed rulemaking (NPRM)

This appeared on the Ercoupe-Tech email forum:

Part 0, Section 000 (a) 1 (c)

Section I - No pilot or pilots, or person or persons acting on the direction or suggestion or supervision of a pilot or pilots may try, or attempt to try or make, attempt to try to comprehend or understand any or all, in whole or in part of the herein  mentioned Aviation Regulations, except as authorized by theAdministrator or an agent appointed by, or inspected by the Administrator.

Section II - If a pilot, or group of associate pilots becomes aware of, or realizes, or detects, or discovers, or finds that he or she, or they, are or have been beginning to understand the Aviation Regulations, they must immediately, within three (3) days notify, in writing, the Administrator.

Section III - Upon receipt of the above mentioned notice of impending comprehension, the Administrator shall immediately rewrite the Aviation Regulations in such a manner as to eliminate any further comprehension hazards.

Section IV - The Administrator may at his or her discretion, require the offending pilot or pilots to attend remedial instruction in the afore mentioned Aviation Regulations until such time that the pilot is or pilots are too confused to be capable of understanding anything.


Cockpit Chat

ATC: “Alitalia 345 continue taxi to 26L South via Tango – check for workers along taxiway.”
Alitalia 345: “Roger, Taxi 26 Left A via Tango. Workers checked – all are working”

Nova 851: “Halifax Terminal, Nova 851 with you out of 13,000 for 10,000, requesting runway 15.”
Halifax Terminal (female): “Nova 851, Halifax, the last time I gave a pilot what he wanted I was on penicillin for three weeks.  Expect runway 06”

ATC: “Cessna 123, what are your intentions?”
Cessna: “To get my Commercial Pilots License and Instrument Rating”
ATC: “I meant in the next five minutes not years”

Controller: “AF123, say call sign of your wingman.”
Pilot: “Uh….approach, we are a single ship”
Controller: “Oh, Oh, Shit! You have traffic”

ATC: “Pan Am 1, descend to 3,000 feet on QNH, altimeter 1019”
Pan AM 1: “Could you give that to me in inches?”
ATC: “Pan Am 1, descend to 36,000 inches on QNH, altimeter 1019.”

Cessna 152: “Flight Level Three Thousand, Seven Hundred.”
Controller: “Roger, contact Houston Space Center.”

Beech Baron: “Uh, ATC, verify you want me to taxi in front of the 747.”
Controller: “Yeah, it’s OK. He’s not hungry.”

Student Pilot: “I’m lost; I’m over a big lake and heading toward the big “E”.
Controller: “Make several 90 degree turns so I can identify you on radar.”
(Short pause)……
Controller: “Okay then. That big lake is the Atlantic Ocean. Suggest you turn to the big “W” immediately.”

Controller: “CRX600, are you on course to SUL.”
Pilot: “More or less.”
Controller: “So proceed a little bit more to SUL.”

Tower: “Cessna 123, turn right now and report your heading.”
Pilot: “Wilco. 341, 342, 343, 344, 345………..”

Mike – I can’t wait to try that last one next time I have the opportunity!

Ercoupe Fly-Ins 2010


May 14-15      Antwerp or Zoersel, Belgium - Annual Ercoupe Fly-In

June 19-20      North-Weald, UK - 70th Ercoupe anniversary and 1st European Ercoupe Convention

September 9-12   Mount Vernon Outland Airport, Illinois (KMVN) - 2010 EOC National Convention

September 19      Popham - Solent Aviation Society Fly-in

UK EMUs – just some of the possibles for fly-ins this year

These monthly Ercoupe Meet-Ups are designed as an excuse to fly! There is a separate email list consisting of UK owners and known Ercoupe enthusiasts who are updated 1 week and 1 day ahead so you know who will be there (weather providing). If anyone else would like to be included on the EMU email list then please let me know.

February 27     Tibenham

March 6           Old Warden Fly In

Lovely airfield with a collection of historic aircraft from the first three decades of the last centrury.  £7 landing charge redeemable against museum entrance.

April 17-18     Great Oakley, Royal Aero Club Race Day

April 18           Southend Visit the Vulcan Day

May 29            Great Oakley Open Fly-In

August 28       Great Oakley Vintage Fly-In


Ercoupe mailing lists

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

Social and general content
Technical information

Ercoupe Web sites

Ercoupe Owners Club
Robert Rombouts' site
Harmut's Ercoupe Maintenance & repair site
Ernst Viehweger's German Ercoupe web site
Mike Willis' site
SoCal Ercoupe Owners site 
Ercoupe photo album 
Ed Burkhead's site

Don’t forget – any contributions to the next newsletter very welcome – email them to me at