Flight Impressions — Trinidad & CAP.10

Lacking a permanent Australian distributor, the two CAPs now flying with the AAC were imported by Aerospatiale Helicopters Australia and supplied as part of the deal which included the purchase of the Tobagos and Trinidads. When the opportunity came to fly the aircraft, it was decided that an appropriate way to go would be to fly a Trinidad to Parafield and do a double test. Aerospatiale’s Steve Roughsedge and the AAC’s director of air pilot training, David Robson, made the necessary arrangements and away we went.

TB. 20 Trinidad

It’s been more than seven years since Australian Aviation last had a close look at the Trinidad and the basic virtues the aircraft displayed then a very large and comfortable cabin, pleasant flying characteristics and useful performance-have not changed in the meantime. The basic specification is as it was before: a single 250hp Lycoming 10-540 six cylinder engine, pushrod operated flying controls, trailing link main undercarriage, two blade constant speed propeller, the widest by far cabin in its class (wider, in fact, than all but the ‘cabin class’ twins), a well thought out modular instrument panel design and a fresh modern appearance topped off by gullwing entry doors on each side of the cabin.

As Steve Roughsedge showed me around the aircraft we would take to Adelaide (company demonstrator VH-SOA, with just 70 hours on the clock), some detail differences between recent and the earliest Trinidads became apparent in the cock- pit. Apart from general upgradings in trim and upholstery materials, two potential problems had been rectified. Firstly, the vertical readout secondary engine instruments mounted on the centre console above the radio stack have been substantially enlarged in recent times, making them very much easier to read and secondly, the fuel selector has been moved from the lower part of the pilot’s panel behind the control column to a position near the aft end of the centre console. Previously, this important control was adjacent to the park brake selector with which it could be confused, as both were rotary-type switches, but the new layout makes this impossible and the three position selector (left-off-right) is simplicity itself.

Our 650 nautical miles (1,200km) flight to Parafield was planned to track via Cowra, Griffith, Hay and Mildura at a height of 8,000 feet. With a 20-25 knot headwind, time for what was planned to be a non-stop journey was just under five hours, well within the Trinidad’s capabilities and leaving sufficient fuel for another 90 minutes endurance to dry tanks at an economical power setting.

Preflight inspection completed, Steve and I climbed aboard to get underway. Two up and with full fuel, the comprehensively equipped VH-SOA was well below its maximum takeoff weight of 2,943lb. Startup was typical for the familiar injected Lycoming- throttle cracked open, auxiliary fuel pump on, mixture full rich until the fuel starts flowing and then to idle/cutoff, fuel pump off (turned on before takeoff), check area clear, start engine, mixture full rich when it catches.

Taxying characteristics are solid and predictable, the runup is standard, and the takeoff roll easy to keep straight. Takeoffs are performed with the electric flaps set to first preset position-10 degrees and at our weight rotation was begun at 65 knots and the initial climb set at 75 knots indicated airspeed (KIAS). A dab on the brakes to stop the wheels before retracting the undercarriage once a positive rate of climb had been established, speed building up to the best climb rate of 95KIAS, flaps up at 300 feet, fuel pump off, and despite the warm day, better than 1,200 feet/ minute rate of climb on the clock.

A more friendly cruise climb configuration was quickly established, with power reduced to 25in/2500rpm and the nose lowered to produce 110KIAS. Even so, the Trinidad was still capable of 1,000ft/min. Trim changes with a change of configuration were minimal, undercarriage retraction requiring no adjustment at all from the preset “takeoff setting, and flaps up needing a quick flick of the electric trim switch on the control column to get the nose up a bit.

Then it is simply a matter of flying the aeroplane to Adelaide, some of it by hand and some with the help of the King KAP150 three axis autopilot. Some strong thermals en route meant the Trinidad wanted to climb all the time but the autopilot coped with the bumps and sudden vertical rushes much better than I could and was well employed on the way. Even when being hand flown the Trinidad handles rough air much better than most thanks to Its low wing loading. What would have been an uncomfortably bumpy flight in most light aircraft was just an occasional nuisance this time. At 8,000 feet, with power set at 23in/2300rpm and with the mixture leaned back to produce a fuel flow of 14USgal/hr, the Trinidad returned a true airspeed of 155 knots. Maximum cruise is listed at 166 knots (307km/h) at 5,000 feet. The noise in the cabin at cruise is no better or worse than most light aircraft, but the use of headsets is recommended.

A bit of low flying to explore the Trinidad’s exemplary handling characteristics provided a diversion from the cruise part of the flight, and then it was decided to make a brief visit to Mildura for what the Americans would call a ‘comfort stop’. Fuel was taken on at Mildura, even though it wasn’t needed to safely complete the flight. It’s amazing how much attention the Trinidad attracted during its short stay at Mildura, its appearance is certainly a head turner.

My landing at Mildura was performed in choppy conditions and I must admit, it wasn’t the best I’ve ever done. Throttle back to about 18in on downwind, gear down (the limit is 129KIAS), checks complete, speed below the quite low 103KIAS flap limiting speed, flaps down to 10 degrees, about 90 knots on base reducing to 73 on finals with flaps fully down (40 degrees) and the ‘PUF’ (prop, undercarriage, flaps) check done. My arrival was a little firmer than I would have liked but the trailing link undercarriage absorbed it nicely. Later I realised that for some reason I hadn’t quite completely chopped the throttle, allowing the Trinidad to float a little (something it doesn’t usually do) before returning to earth.

Happily, my arrival at Parafield was a “greaser, just as well with all those AAC students and their instructors on the airfield!

Mudry CAP. 10B

To many, Mudry’s little CAP. 10 is a “real” aeroplane with its wooden structure, plywood covering and polyester fabric outer skin, tailwheel undercarriage, proper stick controls and dual throttles so it is flown with the right hand and fully aerobatic stressing to +6/-4. 5g. The Australian Aviation College has two CAP. 10s, VH-SUD (French for ‘south) and VH-SZY, which is French for nothing at all! “SUD, the aircraft I flew, is the 249th CAP. 10 off the line, ‘SZY the 250th.

It was decided that for our sortie the two aircraft would fly a formation aerobatic sequence, with David Robson and a photographer in one aircraft and College instructor Greg Thompson and myself in the other. Now Greg is obviously a man who enjoys his work- the mere mention of the word ‘CAP’ makes him break out into a huge grin, a grin which seems to get even wider when he’s in the aeroplane. I was always under the impression that one had to suffer for one’s art, not enjoy it! It didn’t take me long to realise why he’s a happy man. Although not an unlimited class aerobatic aircraft, the CAP is certainly capable of advanced work, with things such as pulling into a loop from level flight within its capabilities.

The little CAP’s Piel Emeraude origins are obvious when you look at it, although the similarities are really only skin deep. The CAP is considerably stronger and twice as powerful as most of the Emeraudes built with its 180hp Lycoming AEIO-360 engine (with fully inverted Christen fuel and oil systems) and fixed pitch Hoffmann wooden propeller pulling along only 1,675lb at aerobatic weight. The elliptical wing conjures up all sorts of images of Spitfires or Sea Furys or Thunderbolts, and the very large rudder reminds us that here is an aeroplane designed to perform aerobatics. No blind flying instruments clutter the panel, although if necessary the aircraft could be used for going from A to B quite effectively with its maximum cruising speed of 135 knots (250km/h) and maximum range of better than 600nm (1,100km) if the auxiliary fuel tank is filled.

The two side by side seats offer sufficient space for two large occupants and the visibility afforded by the clear canopy is superb. The main problem is actually climbing in and out because of the flaps, the lack of a step or handhold and the fact that care has to be taken not to damage the fabric covered fuselage. Once in, and with the harness properly adjusted, every-thing feels just right.

Taxying is easier than most taildraggers as the view over the nose is quite reasonable, but like most, the brakes are not very powerful and a little awkward to use. The brakes are in fact the limiting factor in crosswinds as although the aircraft can comfortably cope with the demonstrated 20 knot limit for takeoff and landing, it has enormous difficulty coping with more than that on the ground. Happily, the day of our sortie was with very little breeze in attendance.

Our formation takeoff from Parafield’s Runway 21R was simple, the tail coming up quickly and the aircraft leaving the ground readily. It was now in its element and the positive and light control forces, great field of view and rapid rate of climb (1,600ft/min at aerobatic weight) became immediately apparent.

The flaps are mechanically operated by a central lever and this can be a bit awkward at first because when flying from the left hand seat the pilot has to change hands in order to retract them. For this reason, the College teaches its cadets to leave the flaps until well into the climb, even on a touch and go.

The general handling is nothing short of wonderful and the aerobatic sequence we flew with the two aircraft in formation was an experience of the highest order. All normal positive and negative manoeuvres are approved, including flick rolls, while acceleration is rapid. The approach of the stall is signalled by a light buffeting and the good power to weight ratio coupled with minimal induced drag ensures that even after a vigorous aerobatic sequence the aircraft will be at the same height at which it started. In fact pilots sometimes have difficulty staying within the upper altitude limit of the aerobatic area, rather than the lower limit.

For me, a further highlight of the flight was my first experience of a mirror formation, with our aircraft on top and inverted. It was also my first experience of sustained inverted flight (rather than just the temporary inversion associated with a loop or roll) and I found it quite strange. The first few seconds were awful-everything felt wrong-but after that orientation was quickly regained and then there was time to think about the incredible pain being generated by the harness on my shoulders as I hung there. watching the CAP ‘above’ me easing into position.

The overall impression of the CAP’s flying qualities was that it is simple to fly with reasonable aplomb but difficult to fly extremely well, surely the sign of a good trainer. Circuits are a pleasure as the pilot has light and responsive controls at his dis- posal even at approach speeds and for such a light aeroplane it is said to be very stable in gusty conditions. The great view from the cockpit makes the thought of busy traffic patterns a considerably more pleasant one than with most aircraft.

The CAP is easy to land but particularly enjoyable if the ‘tail down wheelie’ technique- the classic method for taildraggers with oleo rather than sprung steel undercarriage legs-is used. On a grass strip the pilot can literally brush the top of the grass with the mainwheels, check forward slightly and run it along under very positive control until the tail wants to settle.

I can’t quite decide which of these two French beauties I’d pick if I had the choice-the long legged, practical and comfortable tourer in the shape of the Trinidad or the sheer indulgence. and unmitigated pleasure of the CAP. 10. If the editor would substantially increase my fees (ha! ha! Ed. ), perhaps I could have both! Trinidad VH-SOA is comprehensively equipped and the list. includes full lighting, deluxe interior and a King IFR avionics package comprising dual nav/coms, ADF, transponder, encoder and autopilot. It can be purchased for $A235,000, while the price of the CAP has not been disclosed although $180,000 has been reported in the press for this hand made machine.

Our thanks to Dave Robson, Steve Roughsedge, the Australian Aviation College and Aerospatiale Helicopters Australia for the use of their aircraft. A major feature on the College will appear in an upcoming issue of Australian Aviation.