April 2014

Experimenter is a magazine created by EAA for people who build airplanes. We will report on amateur-built aircraft as well as ultralights and other light aircraft.

Issue link: https://experimenter.epubxp.com/i/287214

Contents of this Issue


Page 22 of 38

EAA Experimenter 23 SPECIFICATIONS Aircraft length: 19 feet 8 inches (6 meters) Fuselage width: 26-3/8 inches (0.67 meters) Wingspan: 18 feet 0.5 inch (5.5 meters) Canard span: 6 feet 3 inches (1.9 meters) Elevator span: 8 feet 8 inches (2.68 meters) Canard surface: 5.5 square feet 0.511 meter² Wing area: 53.8 square feet (5 m²) Tail surface: 11.3 square feet (1.05 meters²) Empty weight: 1,220 pounds (560 kilograms) Maximum weight: 1,850 pounds (824 kilograms) Wing loading: 30.72 pounds/square foot (150 kilograms/m² V-rotation: 90 knots, fl aps at 7 degrees Economical cruise speed: 160 knots, 2,600 rpm (variable pitch prop) V max : 210 knots Stall speed: 70 knots Rate of climb: 1,200–1,500 fpm Approach speed: 110 knots, fl aps at 7 degrees Engine: Lycoming IO-360, fuel-injected Power: 200 hp Tank capacity: 2 at 75 liters = 150 liters Consumption: 10.5 gallons/hour (40 liters/hour) Range: 3 hours 15 minutes + 30 minutes reserve Load factor: +9/-9g Photography by Marino Boric fuel tanks are not interconnected, and the fuel selector is on the right side in the front cockpit. According to Claude, one nearly empty tank has little or no ef ect on the airplane stability. THE ENGINE The engine for the CC02 is a 200-hp, fuel-injected Lycom- ing IO-360. It is cooled by the air coming through two lateral openings located on each side of the fuselage that simulate jet engine intakes. Two NACA air intakes located on the underside of the airplane just in front of the engine bay provide engine- combustion air. The jetlike air intakes have proved to be satisfactorily dimensioned for cooling of the Lycoming engine. For regular maintenance, there are few access openings in the fuselage. One is behind the rear seat backrest, three others are on the upper side of the fuselage for spark plug/injectors access, and there is a single inspection door for the oil check. The engine compartment is insulated with aluminum foil–coated ceramic fi ber cloth. Two oil coolers are installed on both sides, behind the engine in the air-cooling fl ow. Initially, the CC02 used a three-blade, fi xed-pitch prop that recently was exchanged for an electric "constant-speed" MT propeller. Because of erroneous wiring of the variable pitch prop, the fi rst fl ight after the prop swap almost ended in a disaster; the prop went to its max fi ne setting where it locked. To stay airborne for an emergency landing, the engine had to be spun at so high an rpm that an immediate overhaul was needed. According to Claude, "It was really scary. I was fl ying at a pre- stall speed all the time." The engine is connected to the prop via an 18-inch (45- centimeter) shaft (4.3-inch or 110-millimeter diameter). The prop is attached to the connecting rod behind a self-designed and manufactured bearing that is attached to the rearmost part of the fuselage structure, which acts as the engine compartment air extractor. For further maintenance, there is a removable door on the airplane's belly between the main landing gear legs. L ANDING GEAR The fully retractable, tricycle undercarriage was designed and manufactured by a shop local to Claude. The installation is similar to those used by Mooney airplanes. The hydraulically operated gear needs approximately 20 seconds for a complete cycle. A single lever in the front cockpit controls the process, which runs in a pretty complex pattern: First, the main gear doors open (they are closed when the gear is extended), the gear retracts, doors close the bay, then the front gear leg re- tracts (the door is open in the gear-down position), and nose gear door closes. CABIN AND PANELS The CC02 is designed to carry two people weighing 186 pounds (85 kilograms) each. A ladder is needed for access to the seats, which are suitable for up to 6-foot-tall (183-centimeter-tall) occupants not wearing a parachute. (To wear a parachute, you have to be 2 inches shorter.) Access to the cabin is possible only from the left side, as the one-piece canopy is hinged on the right side. Once seated, you believe you are in a real jet fi ghter. There are only 26.4 inches (67 centimeters) of shoulder width, but that feeling is just like being a Top Gun. You really have to try it! The space is limited, but I felt comfortable almost lying in the seat like in a glider airplane. The position is pretty comfort- able, thanks to the left armrest. Ventilation is provided by two NACA intakes, active only in fl ight, as the prop is in the rear. The instrument panels are classically equipped, mostly with traditional round analog instruments. The front panel is pretty complete while the rear has only basic instruments without a comm radio. In the front instrument panel, there is a Garmin 100 GPS and Becker nav and comm. E A A E X P _ A p r 1 4 . i n d d 2 3 EAAEXP_Apr14.indd 23 3 / 3 1 / 1 4 9 : 4 3 A M 3/31/14 9:43 AM

Articles in this issue

Archives of this issue

view archives of Experimenter - April 2014