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European Ercoupe Newsletter

No. 8 September 2008


This month's newsletter is a bumper issue - Linda Abrams reports on her visit to England, and Robert Rombouts writes about the Deist Fly-In, EMU 2 and his weekend in the UK - a big thanks to you both for your contributions. Yes, our second UK EMU (Ercoupe Meet Up) held at North Weald 30 August actually happened! It was a great success and hopefully now we will get a better run with the weather.

The next EMU is on 21 September at Popham (Solent Aviation Society Fly-In). More details are in the events listing near the end of the newsletter.

If you have your own ideas for meeting places then do let me know. I suggest the following criteria: within reasonable flying distance of the South East of England where most 'Coupes are based; a good cafe or restaurant; a bonus is another event such as a fly-in that we can piggy back onto.

Don't forget - please keep sending me news, articles, fly-in reports, interesting trips or web links that may be of interest to fellow 'Coupers. And if you prefer, please send in French or German, and we will translate into English for you! Many of you have made kind remarks about the usefulness and interest of this newsletter, but please help by making a contribution, no matter how small!

Mike Willis G-HARY

Ercoupe News

EOC in Europe

The Ercoupe Owners Club is the official organisation for our type, and has been running for many years. You receive the monthly club magazine "Coupe Capers", and in addition the EOC represents owners regarding Service Bulletins and Airworthiness Directives. However, based in Europe, we are unable to benefit from the organised fly-ins in the US, but we can organise our own!

Robert Rombouts writes: In July I was appointed Regional Director, Europe for the EOC and in August Mike Willis was appointed as the official Wing Leader for the UK - congratulations you deserve it. We thank him for his effort to bring the Ercoupers family close together with his monthly “Newsletter” and the EMU’s.

But although all owners are encouraged to join the EOC, this newsletter and our European Fly-Ins and EMUs will continue to be open to all!

Ebay for parts etc.

Matthias Sieber writes: Thanks for your support of the European Ercoupe community. I am always delighted to read your newsletters and very much like the included pictures; a great concept!

SedanEven though I do not own or fly an Ercoupe myself, it remains one of my favourite classic planes. I nearly bought HB-ERB, a few years back, before the VETERANO flying club bought it. Eventually, my wife and I figured, we wanted to have more space available, just in case we should need it for longer trips. So, I began to look for an Aeronca Sedan project and found one in North Dakota, in 2002. The restoration is now approaching completion. N1331H should be flying again, next Spring. All this just as a side note.

Besides expressing my appreciation for the Newsletters, I want to point you to an ebay auction currently running (actually it has ended now) for a single nose fork. I understand that the double fork front strut on the Ercoupe is more hassle-free, but I figured, some European Ercoupe owner might be interested in going back to the original setup. It is always worth looking for parts on Ebay.

Kind regards from Switzerland,
Matthias Sieber, Nuerensdorf, Switzerland Internet:

Fly a Jet Provost!

Ken Lyndon-Dykes writes: Hi Mike, I'm sorry that I am unable to bring Ercoupe G-EGHB to North Weald Saturday, but feel free to look at my two Jet Provosts PROV and VIVM (we did!, see below). I will fly any 'coupers for fuel cost. I will need some notice to fly anyone in the jets, fuel cost is about £300. My contact no. 07973 501873.

History corner

G-ASLN, the sad tale...

Tony Smith writes: In the last newsletter you included the question from John Coleman, former owner of G-ASLN, about whether it was still flying. Well, here is the story:

Forney F-1A was registered as N3035G and manufacturered in 1960. It was sold to the U.K. and was airfreighted into Heathrow 17.8.63, then delivered to Biggin Hill 23.8.63. It was re-registered as G-ASLN 26.8.63 to K.F.P.Couling with a CoA issued 14.11.63. On 5.2.69 it was sold and registered to Surrey & Kent Flying Club Ltd, Biggin Hill. On 23.12.70 (sale notified 25.3.71) it was again sold and registered to A.Bosley, Middle Barton, Oxon. John Coleman bought it on 9.7.73 and it was registered to him at Bishops Stortford the same day. He sold it on 4.6.74 to C.M.Robertson trading as Cornwall Flying Club, Bodmin. Sadly it crashed on take-off at Bodmin 22.11.74, and presumably was not repaired. The CoA expired 26.9.75. It was noted at Bodmin as "wreck stored in hangar roof" 17.9.75 and as "bits only" 15.9.76. It was scrapped, and cancelled as destroyed 29.2.84.

Trip reports

25th Old Timers Fly-In - Diest–Schaffen - 15 August, 2008

Robert Rombouts writes: This year we had perfect weather for the Fly-In at Diest-Schaffen EBDT in Belgium. This famous Old Timers happening is always a very big success; especially a lot of German and Dutch planes are flying to it.

D-EHIRLast year I missed seeing Ernst Viehweger; he took some pictures when I had just taken off back to Ostend. This year I was not lucky again, he landed with his D-EHIR when I was already back in Ostend. Unfortunately I could not fly the next day to Diest because I had some family obligations.

For me it is only an 83 nm distance and 1 Hr 25 fly time. Because I have to avoid the Brussels CTR and cross the Antwerp CTR, the GPS is very useful. The airfield is a grass strip Runway 06/24 of 800 m long and 40 m wide. The Runway 24 has an ascending slope of 3.6%.

D-EHCGIn Diest I met Harald Schmidt, a German owner of the D-EHCG and a close friend of Ernst Viehweger. We chatted for a few hours and I found out that Harald, a fabulous mechanic, improved his ex military 1947 Ercoupe ser. nr. 4697 with a sliding canopy like an Alon. Unfortunately he lost his medical and keeps his Coupe in his garage. I understand it is difficult for him to separate from his plane; I will have the same feelings when I could not fly anymore.

I met also a Dutchman who is interested to buy an Ercoupe but cannot find one that is suitable for his expectations. I realize that the Ercoupe is starting to be a demanding plane in Europe.

Willem Rongé, my friend who made also my website, took some photos of the arrival of the D-EHIR and Ernst Viehweger that I mailed to Ernst. I hope he had a good fly back to Merseburg because I didn’t receive any news from him.

You can see all the photos of the Fly-In which were attend by enormous amount of planes.

Again it was a nice flying day and happy that I meet Harald from Germany, another real Ercoupe in heart and soul. Robert Rombouts & OO-PUS

Flying in England

Linda Abrams writes: Last year, when an Ercouper from England, Mike Willis, was in L.A., he offered to get me airborne in England the next time I got over there; that isn't the kind of invitation I let go by!  So this summer, I was in England for 2 weeks, and - despite often - unfavorable weather conditions, managed to fly on 4 occasions, including an Ercoupe Meet Up!

I arrived on Saturday, 16th Aug., and by Monday the 18th, had made my way up to the Cambridge area where Mike and his gracious wife, Loraine, live.  It had been an unusually cloudy-rainy summer, and weather was pretty marginal, but Mike had taken a couple days off work, so we gave it a try at his local flying club at Bourn Lindaairfield, and managed about 1/2 hr. in the air before the clouds closing in looked too ominous.  That provided a fun intro to Mike's Alon, G-HARY (Aircraft reg. numbers in Europe are all letters.), and to the friendly folks at his flying club, located in a picturesque & flimsy old wooden clubhouse.  Mike explained that during WWII, over 600 airfields were carved out of this tiny island's countryside!  It seemed he pointed out airfields every couple miles, both active ones and ones now "disused!"  But this short flight introduced me to the difficulties of picking airfields out of the endless patchwork fields, when they don't all have black or white runways (many are just mowed grass strips that blend into the terrain, and even hard-surfaced runways might also be brown or tan). I also found it surprisingly hard to navigate at first, in England's homogenous landscape of irregular patchwork fields, without mountains or large cities as reference points.  And UK charts look totally different than U.S. Sectionals!

Blenheim PalaceBy the following Saturday, Mike was able to take off again.  I was staying in Oxford by then, about an hour's flight away from Bourn, and Mike flew over to pick me up at Kidlington Airport.  It has a passenger terminal, about the size of a California FBO, but very new, sleekly modern, and staffed by 2 extremely friendly & helpful people.  We took off and flew about an hour west, to a surprisingly busy tiny airfield named Shobdon, way out in the beautiful countryside of the Welsh Borders.  What a thrill it was to see from the air some of the features en route that I knew from the ground!  Blenheim Palace, the Cotswolds, the Malvern Hills - England is such a visually beautiful place, and even more beautiful from the air!  There was considerable cloud cover, but Mike explained that most G.A. flying in the UK takes place at about 2000'-2500' to avoid the many air space restrictions at higher altitudes, so it wasn't any problem to stay under the clouds.  Mike's Alon flew well and felt comfortably familiar...but I confess I was too distracted by the view to take the yoke much!

ShobdonShobdon had a busy pattern ("circuit" the Brits say), including glider traffic and helicopters as well as fixed-wing, and Mike demonstrated their protocols for an overhead entry. Continuing an electronics jinx that had plagued me since arriving, my camera battery quit on the base leg of our approach, but fortunately batteries were available where we checked in from the flight, so I got a couple pictures of Shobdon at departure.  There was both a great cafe and -- surprise to American G.A. eyes! -- a bar, both in an old WWII Nissen Hut, a rounded iron-roofed structure  The second surprise was their cost of fuel:  it is measured in liters, and filling up the Alon after Mike had flown it just ~2 hrs. cost the equivalent of about $120!  There were also landing fees at Shobdon of GBP 12 (≈ $24), and on our return to Oxford, landing fees of GBP 10.  Bourn, his home airfield, has landing fees of "only" GBP 5 (≈$10).  And landing fees apply for each and every touch-n-go, too!

EV97 EurostarMike had to leave after dropping me back at Oxford, but I had such a great time that upon landing I sought out a CFI there, and arranged a flight for the next day!  Mark Hayter was a real find: the owner of "Fly CB," he has 2 Eurostars, a very cool 2-seater low wing, which is considered a "micro-light" in the UK (probably closest category to U.S. LSAs).  He said it has a 6-hr range on the same fuel capacity as our 'Coupes, and a fast Rotax engine so quiet and smooth I almost had to touch the panel to feel that the engine was still operating!  On the next day, Sunday, we flew west again into Wales, but on a more southerly route than Mike had taken the day before, and crossed over the Severn River near the northern part of the estuary.  Again the cloud cover became almost solid, but at altitudes that permitted us to press on, and with good visibility below the ceiling.  Once into Wales, we turned south along the exceptionally pretty Wye River Valley, buzzed Tintern Abbey ruins, and got as far as Pontypool, at the base of the Black Mtns., before we turned around.  On the way back, we diverted a couple of times for aerial views of Raglan Castle and Chepstow Castle, then flew back across the Severn near the 2 major bridges that cross it, and then east-northeast back to Oxford's Kidlington, again passing over some very beautiful scenery, dotted with lakes and some startlingly deep quarries.  Somewhere along the flight back, I realized that I had begun to understand at least a little of what was being said on the radio!  (Between the different terminology and Brit accents, that took a while!)  Upon our return to Kidlington, Mark humored me by requesting the one grass runway they have, since I'd never landed on grass; it was a new fun experience!  This 2:20 hrs. with Mark was the big splurge of the trip, but very worthwhile.

Since I enjoyed flying in his plane, Mark also offered to put me in touch with CFIs who have the Eurostar in other parts of the country, so that when I'm over there again I can arrange to go flying in whatever region I'm visiting!

Some other differences I noticed:  there is no general air-to-air frequency comparable to 122.75 in the U.S.  At the more formal airports like Oxford, everyone out on the field is required to wear bright yellow nylon vests for safety - for that purpose, Mike carries 2 of them in his 'Coupe.  UK charts come in "half-mil" and "quarter-mil" versions (500,000:1 and 250,000:1. - U.S. sectionals are half-mil) and arrive in one giant laminated roll that you have to contrive to somehow fold to fit in the cockpit!  The UK transponder squawk for G.A. is 7000; because it is so close to various "trouble" squawks, they typically turn it to standby while changing to assigned squawk codes.  UK altimeter settings are given in millibars (US uses inches of mercury, the rest of the world millibars.)

The following weekend, I drove back to the Cambridge area, to be nearby for flying out of Bourn with Mike in G-HARY to a scheduled EMU (Ercoupe Meet-Up), for lunch at North Weald.  I arrived at Bourn for our planned 10 a.m. take-off, but found the weather looked uncannily like SoCal's marine stratus, with a couple of low overcast cloud layers plus heavy haze down to the ground giving poor horizontal visibility as well.  We hung out at the flying club all morning with others who were also waiting hopefully, giving time for lots of hangar-flying with local characters, and to read some of the WWII memorabilia on the walls.  About 1 p.m. it had thinned enough that Mike said, "Let's go up in the circuit and take a look."  Once there, it looked just about like L.A. basin air on a 3-mile day, maybe slightly better from side to side, but with the sun now warming everything, and a few blue patches, we decided to set out.  By the time we reached North Weald, about a half-hour's flight to the SE, we landed with sunshine burning through the haze.

North WealdAs it happened, North Weald airfield was also the venue for a massive RV fly-in that day, and about 50 of them had already arrived, making it a very colorful field!  (And also a very crowded cafe & bar.)  Mike said the RV homebuilts are extremely popular there.  I took photos of a few of the most interesting RV paint jobs and amusing call signs (e.g. G-DUDE).

NW GroupWhen Mike & I landed in G-HARY, Robert Rombouts, who had flown in from Ostend, Belgium, in Ercoupe OO-PUS, was already there, and so was Keith Peacock in a Forney G-ARHB.  Robert brought gifts he'd had made for all of us: a white neck lanyard with "ERCOUPE LOVERS" in blue lettering!  Before long, we met up with David Hulks, a former Ercouper for 10 years, who flew in from near Dover with his son, Steve, a commercial pilot, in their Robin.  Unfortunately, another 'Couper who had been expected, Andrew Gardner, was grounded with mechanical difficulties (misfiring on right magneto).  It was great to meet everyone and we all chatted away the afternoon.  In addition, Mike knew of some Provost jets, small jets based there, so we walked over to that hangar to look them over. (See more of Mike's photos at  and click on Flying Adventures, then North Weald Aug. 30, 2008.)

We departed North Weald followed closely by Robert Rombouts in OO- PUS, who planned to overnight at Mike's field and attend a small local air show with us the next day.

MothThe Little Gransden air show on Sunday was delightful, despite foggy weather giving a slow start.  There were a familiar-looking array of merchant booths (aviation, models, books, crafts, food), and a very up-close-&-personal flying display.  One of the unusual food booths was a "hog roast," featuring a whole hog on a spit, which resulted in very yummy sandwiches layered of pork, stuffing & applesauce.  Flying displays included some low-level fly-bys of interesting aircraft I'd not seen fly before, such as a Russian Yak, and a chopper painted to resemble MASH's.  I had to leave just about the time that two vintage biplanes were chasing each other around at very low altitudes. 

My very great thanks to Mike Willis for all his help!  He not only helped me live a long-time dream of getting airborne in the UK again, and helped me get oriented to flying there, and supplied a number of very helpful website links; but he was also an excellent host, and a huge help in solving an endless variety of difficulties that arose with logistics of my trip and various electronics I had along.  Bravo to Mike and the wonderful worldwide network of Ercoupers!

2nd EMU at North-Weald – 30th August 2008

Robert Rombouts writes: The 2nd Ercoupe Meet-Up (EMU) is passed.  It is an opportunity to meet other Ercoupers in a friendly way and also a goal to fly to.

Saturday 30 August
I was awake quite early and try to find on the computer all the friendly Meteorological webs to give me some hope.
EBOS - Ostend : METAR 08006KT 3200 MIFG BR NSC BECMG 6000 (but when that 6 km visibility?)
EGSS – Stansted : METAR11007KT 3200 BR BKN 002 BKN028

Not a very encouraging weather forecast, every half hour I inquire at the Meteo in Ostend, and hear; “It will be better later, around 14:00 local”. On my Flight Plan I expected to take off at 12:30 local time, so I did. With all the runway lights on I took off, nice attention from the tower.

After take off, I realize why the lights were on and that it was better to wait longer; at 1,000ft I had still the coastline in sight vertically, with the sun in front of me. No horizontal view, a very good test to check my instrument flying skills. Every five minutes I considered to fly back, but convinced myself that it would be much better later, later, later, as the Meteo told me.

I left the Ostend Approach frequency after 18 minutes for Calais tower, and then I climbed higher to be above the haze layer, and remained with my vertical view on the coast line. At 3,000 ft I was above the layer and had a haze horizon, then I steered straight to the Dover VOR.  A perfect decision, as after 17 minutes I had the white cliffs of Dover in sight and was over England some minutes later.

North WealdAfter the cliffs I descended to 2,000 ft because I could see on the horizon nice white clouds around 2,500 ft. With delightful haze I continue till EGSX (North Weald). Total flying time was 1 hr 55 – 120 nm, and I landed at 13:25 UK time. Physically I was tired and happy I did it; the constant checks and flying in the haze was not so easy. But my good GPS helped me a lot.

The wonderful yellow/black ‘Coupe of Keith Peacock & Sid Turner G-ARHB had arrived already from Earls Colne. I was happy to meet again Keith; last time it was in North Weald during Air-Britain 2007. Sid could unfortunately not come; his wife will have an operation the next Monday. Sid, we all hope your wife will be soon well.

NW GroupMike arrived then in company of Linda Abrams (Ercouper from Los Angeles, USA) with his nice G-HARY. As always we chat a lot, with some soft drinks or coffee, and an Ercoupe family photo for our album. David Hulk (previous owner of the G-AVIL) came also with his son and his new toy G-BALJ, a Robin DR 400/130, quiet different to the Coupe, a real travel horse. We are happy that David still remains a real Ercouper in heart and soul, once a Couper you are always a Couper.

VIVMMike made an arrangement with Ken Lyndon-Dykes (also an Ercoupe fan) who owns two wonderful Provost Jets, they are hangared on the other site of the airfield. We were very pleased to be able to visit this workshop where nobody is allowed to enter. Thanks Ken and Mike for this opportunity.

Around 16:30 Keith flew back to Earls Colne and also Mike with Linda back to Bourn EGSN. Because I intended to also fly to Bourn, we planned a formation with Mike who gave me all the information about his home base. So we all left together North Weald, but after take off I lost sight of him in the haze; his Alon is quicker than my 75 HP 415D.

After leaving the North Weald frequency I tuned to Farnborough Information; the nice lady give me a squawk that I tuned in on my transponder.  She could not receive my squawk and I repeated it a few times, until Mike realised the problem and explained to the lady that I have Mode S. So I changed to Mode A-C and everybody was happy.  Because the distance from EGSX to Bourn is only 31 nm I was already 5 nm from Bourn and asked to switch over to the Bourn frequency.

Then an unbelievable story started, I press my radio switch button to the next stored frequency and asked for landing information, the controller told me that runway 20 is in use. But on my chart there is no runway 20 at Bourn. Asking again two times didn’t solve the problem. You cannot stop a plane and try to figure out what’s wrong especially alone on board, then flying around, backwards and forwards till I realize I was still on the North Weald frequency instead of Bourn!  Then correcting my mistake I called Bourn who only replied to me with a “click” and “click” to all my requests.  I was sure it was the right airfield, so down for landing because no other traffic was calling.  I landed on the 24 instead of the 18, all concrete runways and long enough. Then I was disorientated completely on the ground, I could not find the control tower. So I drove like a Sunday tourist with the OO-PUS on all the runways, luckily another plane landed where I was not taxiing and I followed him to the tower. Otherwise I would be still somewhere on one of those runways. I was furious to myself, finished, completely out of order, and tired but safe in Bourn. The morning trip from Ostend, the stupid Mode S and the wrong frequency pumped all my last energy. Mike and Linda where waiting with open arms, they were worried why I liked to make a sightseeing on the airfield.

Quickly tied down and covered the plane, and off we went for my first nice beer in Mike’s beautiful house.  In the evening we went to Mike’s superb local pub, which has an incredible amount of Belgian beers, our relaxing moment. Then we had with Loraine, Mike’s wife, in a delightful Indian restaurant a perfect meal. Finally the famous day ended for me in the Tudor Cottage B&B in Cambridge; you can imagine that I didn’t have to count the sheep jumping, I slept immediately.

Sunday 31 August:
Awful start, fog of a few feet when I looked out at the window, Mike brought me the meteo :
CAMBRIDGE: EGSC 310850Z 24006KT 2000BR SCT001
STANSTED:  EGSS 310850Z 22009KT 3500BR SCT035
Even in the TAFs, rain, showers, thunderstorms with little improvement, in the afternoon 5000BR.

That was a No-Go situation for me, hoping for Monday I will have a friendlier forecast.  At Little Gransden was a Charity Airshow for Children in Need, but I expect in such weather a fabulous disaster for the organizers. Well, it was unbelievably good, with a lot of booths, hundreds of vintage cars and also some new Lamborghinis and Ferraris, military vehicles, steam rollers; a small village to entertain you for the all day. Around 14:30 a miracle happened, the sky cleared up and the air display started.
I enjoyed it, amazing, Spitfires, Hurricanes, Yaks, acrobatic teams, an acrobatic glider, two Tiger moths who flew between poles and under flags, then the balloon bursting. I forgot a lot but it was fantastic, Mike knows the good opportunities, such an Airshow we can only dream about in Belgium. At Mike’s home Loraine prepared a fabulous dinner, I was really spoiled, thank you Loraine.

Monday 01 August :
That sounds better, full sunshine, blue sky, CAVOK in Cambridge, 9999 in Ostend, Robert’s perfect weather.  But I should not wait too long because they expect rain from the west around 14:00. We went as quickly as possible to the airfield, file a Flight Plan; check the OO-PUS, ready to go at 10:00. Catastrophic situation, battery flat - yes Robert forgot on his excited arrival in Bourn to switch the Master off.  But Mike has got all the solutions; with a Power Pack he carries in his car, the Continental 75 HP started easily. With a normal taxi out on the right runway 24, and hop I was gone straight to Ostend, via Ware and Dover. Till Rochester it was perfect but then nice black clouds with rain arrived rapidly from the west. Those bastards came too early - I expected them later. With a small amount of rain and a few bumps I reach the coast. Miracle again, the Channel was all open, Calais was visible from Dover and I had a tail wind to push me direct to Ostend. Ground speeds of about 108 mph made my day, with the black clouds in my back.

Total flying time was 2 Hr 10 for 151 NM and I landed at 12:20 local time.

During this weekend I enjoyed and learned a lot. First all my gratitude to Mike and Loraine who take care of me in a so friendly and perfect way, thank you.  To see Keith and David again and to meet Linda was very pleasant in a friendly atmosphere; without the Ercoupe we would not know each other. Finally I realize that at 67 you are not 50 anymore; it is not enough to prepare the Ercoupe for the trip but also yourself, you must be in good shape before take off.


Robert Rombouts   &  OO-PUS

Tech corner

Shutdown procedures

Mike Willis writes: During her visit to the UK, Linda was surprised to see me check the magnetos prior to shut-down. I have to say that when I have flown in the US I've always been seen as rather odd doing this.

Well, it was the way I was taught, and makes sense. If you check your magnetos prior to shut down at the end of a flight, then if they are not working you can get them fixed before you want to fly again. Otherwise you wait for good weather, take a day off work, do all your flight planning, get PPR, check NOTAMS, fuel the plane, strap yourself in, taxi, check the radio, do your power checks and then find a magneto isn't working!

Upcoming events


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.

September 21, Popham, Solent Aviation Society Fly-In

Tony Smith writes: The Solent Aviation Society has been involved with the Popham Fly-Ins for years and September's Fly-In is their main one. It's a sort of mini "Air-Britain", The SAS are a branch of A-B. Popham is a very popular airfield, very friendly and on a good weekend can attract a lot of visitors - last year the conditions were a bit gusty but we still had over 80. I have known well over 100 in past years!

Having said that, Tony admits that this year he can't make it! However, Mike, Robert and Keith plan to fly in.

You can find the announcement of the event at:
Last year's attendees are here:
Information for flying into Popham is here:

Classified ads

For sale

I have a panel mount and cable for a Skymap II or III GPS. Email me if you are interested. Mike Willis


Ercoupe project wanted
Hilde van Haarlem writes: My father is very interested in finding a "project"; an Ercoupe which needs some restoration. Do you know any project available? Thank you in advance for your response. With kind regards, Hilde van Haarlem Netherlands


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 
Al DeMarzo's site which includes his 'Ercoupe swap page' 
Ed Burkhead's site

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