Ailerons

Its new ailerons should give the CAP10C a slightly better roll rate. The increased surface area, combined with the use of spades to reduce the stick forces, will help to reach this goal. Our plan was to not change the highly appreciated wing profiles of the CAP10. We have redesigned the ailerons in such a way that the wing's elliptical shape is not affected.

The specialists will notice the increased deflection and the decision to give up with the "Frise ailerons". The roll rate improvement will probably cause the adverse yaw to increase

Landing gear

CAP10C landing gear is considered as a very important part of the project. It was designed by using 3D modelers to improve fabrication of the parts, as well as the final assembly.

In order to protect the main spar (where it is attached) we have focused on stress analysis and load transfer.

The way the landing gear leg is attached to the wing is quite different from on the CAP10B. The landing gear itself is designed in such a way that it deforms to absorb energy in case the load exceeds the authorized values.

Production tool for wood-carbon spars

The CAP 10C spar consists of two carbon soles, protected on each face by a strip of wood.
The spar caps are linked by diaphragms, a sort of internal partition, and byplywood webs, which constitute the front and back faces of the spar.
The spar caps are fabricated by a painstaking bonding process of stacks of six carbon composite strips.
This is why we have designed a special-purpose tool weighing several hundred kilos. It is equipped with pneumatic cylinders making it possible to maintain a pressure close to 2 bars for 10 hours on the two spar soles.
The soles, once released from the tool, match the shape of the wing dihedral and are ready to be assembled in a purpose-built template.
The fabrication procedure has been validated, and the production of spars began in January 2001.
Our objective between now and the end of 2001, is to reach a rate of one wing per week.

Flutter tests

Before its first flight, the CAP10C underwent ground vibration tests over the weekend of 17-18 February 2001.
The purpose of these tests was to show that there is no risk of flutter (aerodynamic resonance) up to 1.2 VD, the speed calculated in a dive, making it possible to calculate VNE, with which pilots are more familiar. VNE being equal to 0.9VD and the VNE of the CAP10 being 340 km/h, VD is therefore 378 km/h and 1.2VD is 453 km/h.
That is however, not a reason to exceed VNE! Only the test pilot is authorized to do so and must even check in flight for the absence of vibrations up to VD. Apex Aircraft trusts its ground vibration tests and analysis results from Professor NIEDBAL.
The illustrations show a CAP10 equipped with many sensors, in fact miniature acceleration gauges, which are connected to recording units.
The airframe is isolated from the ground by placing air mattresses under the wheels, and various parts of the aircraft are excited by a vibration system.
The measurement part requires two and a half days of work, but the first elements of the analysis were not published until two or three weeks later.

Cabin installation

Installation of the CAP10 cabin was improved thanks to the modified seat design and the use of new cushions, whose design and structure were directly inspired by the developments carried out on the CAP222 project.
The seats are of course adjustable and allow a length adjustment of 12cms. In order to improve comfort during transportation flights, a back cushion is provided to take the place of the parachute.
The flaps are electric and are indexed, making their use extremely easy. The instrument panel makes it possible, at the moment, to chose between four configurations, of which a PSV includes a GARMIN GNS 430 and SANDELL SN3308.
The plexiglass windshield and bubble are glued in order to improve rigidity and reliability and the new seals contribute to the enhanced comfort by reducing the level of ambient noise.