Fly Out with Ercoupe OO-PUS to Berlin/Tempelhof (September 2007)
In June 2007, Mr.Axel Mebis of my Flying Club, the Royal Antwerp Aviation Club announced a FlyOut to Berlin Tempelhof Germany on 15 -16 September 2007. This Airport will be probably close in October 2008. This is probably the last chance to land on this historical airfield.
After physical and computer meetings, a special website was made to increase the communication between the participating pilots. We expected nine planes will takeoff from Antwerp (EBAW). I am based at Ostend (EBOS) and my route was different. One day Hartmut Beil from Berlin (also an Ercoupe 415C Owner –N3330H) mailed me that we will not be alone in Tempelhof. The German AOPA-branch had a protest meeting with more than 100 planes participating to prevent the closure of the airfield. That will be fun and... crowded to land.
With all the necessary new German flight maps, computing my route with my GPS (Garmin 295). The route will be: Ostend – Bielefeld (Germany) – Berlin Tempelhof. Departure Ostend 15 September at Zulu 08:34 full of fuel, fare VFR weather, expecting a low visibility around Eindhoven (Holland). I flew via Holland (Nijmegen) to avoid all military airfields on route and then direct to Bielefeld (EDLI). Total flight time: of 3.06 hrs at 2.500ft. After refuelling and a quick meal in Bielefeld, I continued to Berlin via Magdeburg, 2hr27 at 3000ft. Beautiful flight in good weather, little hazy. I arrived in the middle of Berlin passing the reference points W1 and W2. Amazing, unique, beautiful.
The landing was bumpy, the wind blew in the buildings around the runway and kicked my poor OO-PUS as a small leave. I was happy to arrive at 16.55 hrs local time with “The Ercoupe of 1947 “. It is a reliable, wonderful plane.After handling the paperwork in Tempelhof I went to the Mercure Hotel where some of the other pilots from Antwerp also booked a room. We met at the Alexander Platz ready for a good meal and a beer. Next day the landing fees and handling cost was a surprise: Euro 71,40 plus Euro 12,00 approach taxes. I now understand why they have to close. I planned then to meet Hartmut at Schönhagen (EDAZ), refuelling and oil, for a short 36 minutes flight.
My meeting with Hartmut was the very interesting. He explained, proposed and convinced me to change some parts of the OO-PUS. He is an Ercoupe technical specialist, a person you like to talk to for long hours about our nice Coupe. I am very grateful about his knowledge. His daily profession is computer programmer.So my first concern will be when I am back in Belgium, to change all the recommendations Hartmut told me.
The old ADF, which was not working properly, the balance weights on my ailerons disappeared as well. The big antenna who took a lot of air resistance was removed. Finally I am considering changing the two vacuum Venturies for the Artificial Horizon and Giro to an electric combined instrument. With all these changes I will fly as a jet.After Schönhagen and near of the Polish border, I intend to make a small jump to Goleniow (Poland) as one of the RAAC-members did a month ago. From Schönhagen to Goleniow, 1.40 hrs in blue sky at 2.500ft, real Ercouper’s dream weather. With Gdansk Information, very cooperative in English, I arrived at a modern airfield where a nice welcome party was waiting for me. As soon I was on the apron four cars from the local Police made a perfect circle around the OO-PUS. Luckily one of them spoke English and I had to explain my intentions. As soon as I started to tell him that my plane was a 1947 USA Ercoupe, I had to show them all the details about the plane and was not considered as a terrorist anymore.
Safety first and that’s the obsession in Goleniow, you cannot walk to your plane or to the briefing. Not even to the meteo without a person from the handling that had a special badge to open the doors - five doors to the Meteo, four to the planning and a special car to drive you to your plane. I made the next day some short flying around but had to return to the International airport of Goleniow for my return to Belgium.Return 20 September from Goleniow to Bremen with a fuel stop at Rechin-Lärz (Germany).
Good visibility, 10kt head wind, expected 1,2 hrs flying time at 2.000ft to Rechin-Lärz.
After 20 minutes flying I saw the front tank wire gauge completely down, this mean normally no fuel in the most important tank who feeds the engine by gravity. Quick thinking, no fuel (impossible, was just full), leak in the tank (impossible, my pants must be soaking wet), fuel pump not working (perhaps after 20 minutes of flying). Then the safest was to land as quickly as possible when the motor is still running. Pushing the nearest on the GPS that was Dabie (Poland). Cancelling the flight plan and explaining the situation on Gdansk Information, calling Dabie radio without any reply in English, German and French, then straight in. Very high grass with a lot of hidden water pools but save landing. I didn’t use my breaks, it stopped pretty well. No one was present on that airfield. The wire gauge was broken inside and I could take the still existing top out. Tank was full so no problem, but impossible to continue without gauge.I decided to fly back to Goleniow for repair. The take off was remarkable, first taxi to the end of the runway when grinding a lot of grass and even on the windshield the water splashed as in a carwash. Full power, breaks on, released the breaks and !!!... when the speed did not catch up and the motorway on an elevation at the end of the runway came closer, I decided to abort and take off with the wind in the tail. That was the best idea, I went off at 60MPH close to the ground till I had enough speed to climb at 1000ft and back to Goleniow.
In Goleniow, the guy from handling with minibus, was very friendly and helped me to repair with the wire of an iron coat hanger he found. I still fly with it.
Next day again visits to meteo and flight planning, all fees paid, again to Rechin-Lärz and Bremen. But the weather around Bremen was not so perfect, low visibility.
Till Rechin-Lärz, 1.20 hrs as planned in good weather conditions. After refuelling in Rechin-Lärz I flew to Bremen, in 2.20hrs at 1500ft. Around Bremen I descended to 1.000ft due to bad visibility. I can compare Bremen airfield with Antwerp and feel a little bit home, my previous base was Antwerp.
In Bremen I met Peter Nobmann (D-EOPI a 415C sernr: 541 the oldest Ercoupe in Europe). Peter and his wife Anke give me VIP hospitality, delicious BBQ with very good wine in the evening, a good bed that give me the power for the last leg to Ostend the next day. In the morning a VIP+ breakfast was waiting for me together with a computer to check the weather for the fly to Lelystad (Holland). I thank Peter and Anke very much for their kind hospitality. During such occasions you realise that the Ercoupe family is real. Same passion and interest, Thank you.
Last legs Bremen - Lelystad – Ostend. Bad start, fog in Bremen, I waited till 12:30 before the visibility was more than 6km, Lelystad was 10km.
Peter arranged everything for my check out, the flight was fair but at Lelystad I had the sun in front of me. 2.02 hrs flying time at 2.000ft with a 15kts head wind. It was my first flight into Germany with the Ercoupe and encountered, during the complete journey, kind and cooperative controllers and approaches. It is a dream to fly in Germany.
Lelystad (Holland) is a busy and nice airfield, good food, beautiful museum with kind and helpful people. I had just a snack, refuelled and checked the oil for the the last leg.
Back to the home base at Ostend, 2.20 hrs at 1.500ft between all the CTR of Amsterdam and Rotterdam. Arriving time 18:10 local at EBOS.The total flying time was 16.40 hrs. The cost is a secret and the feeling wonderful, with the determination to do it again as soon as possible.
But now first to the UK then to Nangis (France) where Jean Flacelière (F-AZDG 415C - 1946) is still waiting for me.As Jean always sign his mail,
KFC (Keep Flying Coupe)
Robert Rombouts
OO-PUS - 415D – sernr: 4577 – 1947