CAP 10

TYPE: Aerobatic two-seat sportplane.

PROGRAMME: Derived from Piel CP-30/CP-301 Emeraude, first flown 19 June 1954 and built by amateur constructors as well as by 11 commercial plants, under various names. Super Emeraude modified with taller fin and 119 kW (160 hp) engine as CP-100 prototype, flown 13 August 1966; with broader chord rudder and 134 kW (180 hp) engine, became prototype CAP 10 B, first flight (F-WOPX) 22 August 1968; further three pre-series aircraft; certified 4 September 1970; FAA certification for day and night VFR 1974. Produced by Mudry until 1996.
Production transferred to Dijon, beginning with CAP 10 C in 2001.

CURRENT VERSIONS: CAP 10 B: Previous version; now out of production, but can be upgraded to CAP 10 C in one day's work.
CAP 10 C: Announced in early 1999; features carbon fibre-reinforced wing spar for reduced weight and increased speed and roll rate.
Improvements effected in CAP 10 C include substitution of pushrods for aileron control, replacing cables; larger (25 per cent) ailerons of increased chord with repositioned axis for faster roll rate, compensated by two spade-type servos per side; electric actuation of flaps; electric fuel gauges and flush filler caps; optional constant-speed propeller (in prospect); upgraded instrumentation with four standard options; redesigned landing gear to improve ground handling; local airframe reinforcement and landing gear attachments; and revised canopy design to reduce cockpit noise levels. Roll rate improved by 30 per cent. New wing available for retrofitting to existing CAP 10 Bs.
Static test of wing undertaken 27 April 2000; prototype first flight (CAP 10 B HB-SAX retrofitted with new wing) 5 March 2001; first 'true' CAP 10 C (F-WWNN, c/n 300) first flown 15 May 2001 and following initial flight testing was delivered to CEV during July. DGAC certification achieved in early 2002. Reregistered F-GYKA on completion of trials. CAP 10 Cs are registered under CAP 10 B type certificate.

Description refers to CAP 10 C unless otherwise stated.

CUSTOMERS: Total 284 of earlier versions (including prototypes) built to mid-1999, of which 279 completed by Mudry before 1996 bankruptcy. Most recent five produced by Akrotech Europe in temporary factory at Bernay and include exports to UK (three) and USA (one); last, in 1999, was G-LORN (c/n 282) to UK. Production then paused, pending launch of CAP 10 C and transfer of production to Dijon. Previous major users, French Air Force (56) and Mexican Air Force (20) began disposals in 1994-95. Two more recent aircraft operated by 208 Squadron of South Korean Air Force; French Navy has eight; at end 2000, around 60 were still in military service and a further 180 in civil use.
By mid-2001, 10 CAP 10 Cs had been sold. First production aircraft (c/n 301; G-CPXC) registered in December 2001 to Cole Aviation in UK; third in US demonstrator; seventh registered in March 2003.

COSTS: €148,966 to €170,138 depending on equipment level (2002).

DESIGN FEATURES: Simple, sporting lightplane with low, basically elliptical wing, mid-mounted tailplane and curved rudder.
Wing section NACA 23012; dihedral 5o; incidence 0o.

FLYING CONTROLS: Conventional and manual. Electric trim tabs on port elevator; balance tab on rudder; tailplane incidence adjustable on ground; electric three-position (0, 15, 45o) flaps.

STRUCTURE: Main spar of carbon fibre caps and birch ply webs; wooden ribs; birch ply skin; carbon fibre wingtips; birch ply ailerons, flaps, fin/rudder and tailplane/elevator. Wooden fuselage, with okoume ply upper decking and polyester fabric covering elsewhere.

LANDING GEAR: Tailwheel type; fixed. Mainwheel legs of light alloy, with ERAM type 9 270 C oleo-pneumatic shock-absorbers. Single wheel on each main unit, tyre size 380x150/15x6.00-5. Solid tailwheel tyre, size 6x2.00. Tailwheel is steerable by rudder linkage but can be disengaged for ground manoeuvring. Hydraulically actuated mainwheel disc brakes (controllable from port seat) and parking brake. Dual toe brakes standard. Streamline fairings on mainwheels and legs.

POWER PLANT: One 134 kW (180 hp) Textron Lycoming AEIO-360-B2F flat-four engine, driving a Hoffmann HO29HM-189-170 two-blade, fixed-pitch wooden propeller; optional Evra 3.180-170-H5.F. Standard fuel tank aft of engine fireproof bulkhead, capacity 72 litres (19.0 US gallons; 15.8 Imp gallons). Auxiliary tank, capacity 78 litres (20.6 US gallons; 17.2 Imp gallons), beneath baggage compartment. Inverted fuel and oil (Aviat/Christen) systems permit continuous inverted flight.

ACCOMMODATION: Side-by-side adjustable seats for two persons, with provision for back parachutes, under rearward-sliding and jettisonable moulded transparent canopy. Five-point aerobatic shoulder harness standard. Leather upholstery optional. Space for 20 kg (44 lb) of baggage aft of seats in training and touring models.

SYSTEMS: Electrical system includes Delco-Remy 40A engine-driven alternator and STECO ET24 Ni/Cd battery.

AVIONICS: Bendix/King and Garmin suites optional.
Comms: Optional KY97A VHF com; GMA 340 audio panel and Sigtronics SPA400 intercom; GTX 320 or GTX 327 transponder; ACK 30 encoder; EBC 102A ELT.
Flight: Garmin GNC 250 XL, GNS 420 or GNS 430 GPS; GI 106A VOR/ILS; Sandel SN3308 EHSI.
Instrumentation: ASI (kt and mph); altimeter; VSI; recording g-meter; positive/negative slip indicator; compass; tachometer; fuel gauges; oil pressure/temperature, EGT and CHT gauges; and manifold pressure/fuel flow gauge, all standard. Artificial horizon, turn co-ordinator, and directional gyro optional or standard according to selected equipment fit level.
Equipment: Panel light, cockpit light, landing light, navigation and strobe lights, external power socket, aerobatic sighting device, and canopy cover, all optional.

 

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