I found these two articles on the Avions Piel forum regarding the Onyx and used Google Translate to convert them over to english. Enjoy!
=======================================================================
It is well known in ornithology, ducks (those who steal are migratory birds and their presence is as discrete as fleeting.
We who have canards like them well: apart from their regular appearance at major annual gatherings, we hardly see them. And it is a breed apart a bit. They intrigue and excite as much interest as skepticism.
In the category of aircraft-French canards (rare) Claude Piel had designed for his set, which was his last realization, CP 150 Onyx, light aircraft category of ULM, small pleasure craft has low cost of ownership. Its construction by amateurs, there is little more classic wood and fabric for all.
By cons, general design document, the original features abound. Compared with some canards from across the Atlantic, the front wing surface area is more than generous and it is elevated to above the fuselage, like a MIGNET and is fully articulated. This elevation can avoid the deflection of the air, passing under the central part of the main wing, does not create an effect of downforce on the main wing. This is the reverse of the Onyx as the flow passes over the top, causing a-slot, generator of lift. Which probably explains the qualities of flight at low speeds of Onyx.
After examination, it seems that all of the formulas used in the design of the Onyx correspond to the demands of pilots means, in flying unpretentious, namely:
Security
Facilitates control
Performance
Economy (purchase, use, maintenance)
Security - Of conventional devices, the stall still exists. Better airfoils, the imperatives of centering the rudder deflections and limits, have considerably reduced the scourge. Yet every year we contributed its share of accidents for this cause.
Fly slowly without fear of a loss of control, here is perhaps the main quality of the Onyx
Security, it is also the visibility. The elevated forward wing, causes only a slight blind spot, high up and bit embarrassing. This position clears by totally against the view of the front at takeoff and landing.
The general structure of CP150 was calculated at +6 and -3 g’s. The two bolts of 12mm that hold a wing break was 9 tons ...
The Steering. Always for an average pilot, it seems desirable that the pilot is the case, where possible, instinctive reflex, not delicate maneuvers, results of a pedagogy developed. This truism continues to smile on the day of the carafe engine at low altitude or weather degredation which requires emergency landing in inhospitable countryside.
In case of engine failure on the Onyx, the descent can be parachute-like, the pilot, that was all before the lift in hand, perfectly controlling the trajectory, the simultaneous deflection of the rudder assembly process, in addition, act as 'airbrakes.
The Onyx has another peculiarity simplifying the control. In flight, the longitudinal stability is a stability << >> automatic lift, because the whole canard constantly rotates and locks itself and has the optimum lift necessary for flight. After adjustment of tab, one can thus piloting only to feet, the apparatus having a good induced roll.
Before ground contact, no fear of being rounded << >> under the flight path (the same also at takeoff). The high sensitivity of the depth being certainly the most surprising when taking into hands.
the Performances
On a canard, the rear engine allows the better penetration through insecure in the air from the front of the fuselage. The tandem-seat << >> Onyx accentuate the fluidity of the lines. Unfortunately, it is known that a canard loses its smoothness because of a general plan before, always bearing, which can be << >> transparant. Thanks to the low drag of the fuselage and wing profiles has good Cx, the overall result is above average. The Onyx flies a single seater 100 km / h with 18 hp and 130 km / h with 25 hp reduction.
Economy
For a homebuilder, materials and ... the engine is still too expensive. And increasingly, the time factor << >> comes into play. We too << >> time is money. The hours add up quickly and it has less and less. How many planes are for sale << finished at 50%, 70%, 95% ... >>. The last 5% is a calamity, wedged between the need to repaint the kitchen last (three years you whatever odds and ends in the garage), new work rules, financial, or simply because of pissed.
Therefore, in recent years, the idea of KITS, these dishes prepared by our activities culprits caught on. We do more planes, one climbs. We do more soda, is installed. Devil! It's more expensive! Yes, but it's three times faster done and what would have been only a dream becomes reality abortion within a reasonable time. And one group has two or three for cash. Finally, what costs the most? A body will rot in that unfinished attic or an airplane flying? And there is the motivation. For our Onyx, the fuselage comes complete, up, almost on its three wheels. We really want to do the wings ... All because some enthusiasts made have a set of molds that save at least 500 hours.
And then there are some details. Onyx on the ribs
Wings and derivatives
The wing princpale, in two parts, has a profile NACA23015. Way it is constructed classic wooden and plywood. The spar caps are in wide strips, stacked on a sliding scale. Ames plate-cons. All aboard the attiaque is safe. The ribs and slats are Klegecell 40 and 55kg, caps stiffened by CTP. Longitudinal members, bar and drag ailerons also in sticks and CTP. Manufacture the same for derivatives but a plastic >> << option is scheduled for two-seater The height of the spar (235mm for mono) and the large wing chord has the root gives a set of exceptional rigidity.
The wing attachment is via two fittings or AU4G 15CDV6, cover member and interlocking with the fuselage on a main frame provided with male fittings << >> through the fuselage. Fixation by two vertical axes plus one bolt at the end of the drag bar. The plan-canard, fully articulated on two hinges, is constructed identical manner. Profile NACA23012
the fuselage
For the single place. There are two versions:
Formula << >> all wood, in strips and CTP. Gear leg also wooden, reinforced glass fabrics. Metal front fork.
Formula << >> plastic. It's not a sandwich but a skin of glass-kevlar, carbon fiber reinforced. All built in female molds (17 total!). Isophthalic resin and epoxy. FUEL TANK 26 Literes in the seat. Large storage compartment. Full train of woven glass and kevlar.
For the two-seater, only plastic fuselage. Realized in two parts, with a chassis and a floor, all laminated together to mount (like the single seater). Two front seats with driver. FUEL TANK SEPARATE of 40 liters. Optional tanks in the wings, twice 20 liters. In this case the central tank can be removed and the increasing ability of luggage.
On all models, the two support arms of the plan are over-sized canard. They pass through the fuselage and are firmly laminated on the inside frame. Longitudinal reinforcements stiffen the whole shell.
The manhole covers are cut and positioned. Box has space for instruments and luggage are planned on both models.
On the two-seater, the rear ends with an engine cover in two parts, there are two versions: one for the Rotax 503 and one for the VW 1600.
No opening on top of the fuselage, making it rainproof. Two NACA taken on the sides provide ventilation.
The fuselage of the two-seater, very compact, measuring only 4.05 m.
Driver (Tandem)
The canopy, glider type, pivots on the right side. A step outside for easy installation on board.
The main undercarriage leg is a full unidirectional fabric of balsa core. Brakes on main wheels.
The front fork is in two parts. Main support kevlar plus a built sheet metal bracket. Rubber suspension. It is controlled, direction air, the pedals for taxiing. A STAND HINGED rear retracts into the fuselage. It descends by gravity with automatic locking. This began by pulling a little cable.
Note that a security has forced the STAND down when the pilot leaves his post, and at start up the engine, pilot on board.
From Engine Installation
For the Rotax fixation by two lower damper Silentblocs more thrust on top, leaning back on the table.
The VW is mounted on a standard built in small tubes, fixed on the rear bulkhead.
The unit is equipped with a double-integral control; cables for the direction, depth and rigid fins.
Disassembly or reassembly of the unit: half an hour & 2 people.
As for the single seater, the kit will include all plastic fuselage mounted parts, no further work being necessary for separation.
The total time of construction of the apparatus, from the fuselage, plastic, will be equivalent to single, less than 1000 hours. If there is sufficient demand, our Association will execute the pre-fabrication of certain elements such as wing spars fins, all the mechanics. With plastic vertical stabilizers. The total time must fall below 500 hours.
Most of the structural elements will be tested under Veritas control.
Prices (estimation January 1988)
The single seater:
In order of flight, has returned about 45,000 F with KFM 25 hp and bought 19,500 F FUSELAGE KIT-TTC
the tandem:
Total cost, with 52 hp Rotax engine, about 70,000 F (with a KIT-BODY of 36,000 F). count of over 5000 F with VW 1600.
Wingspan 7.3m
length 3.53m
Total area 12.8 m ^ 2
Weight 115.00 kg
Maximum speed 100 km / h
Minimum speed 45 km / h
Cruising speed 80 km / h
V.N.E. 140 km / h
Engine (power) 12 hp
Type Solo reduction
Takeoff at 100m
Landing 30m
Rate of climb 1.8 m / s
Caution: The engine mounting JPX or KFM version of CP150 any wood can no longer meet the ultralight regulations because of the excess weight per m ^ 2.
========================================================================
Is it necessary to present Claude Piel, one of the most prestigious names in sports and light aviation in France for over three decades?! His creations cover virtually all of the SLOTS and aeronautics mark of success as incontestable as the Diamant and Super-Diamant and Emerald and extrapolation through the Super Emeraude CP-100, became the prototype of CAP- 10 light infantry of A. Mudry. With CP-80, approached Claude Piel racers and it's like to souveeir plans of CP-500 push-pull, to remind that he also put the twin engine to the scope of Manufacturers Amateurs. There was a missing microlight to complete this range. It's done: also named a first name evocative of precious stones, CP-150 Onyx is about to take off when the book will appear. Because, again, as with the two-seater light aircraft Bela Nogrady, I take the risk you present a device that is still under construction that has the time or I write these lines. But again, in an ultralight airplane sign Claude Piel, the risk is minimal - almost nonexistent even - to see what single seater will reveal a misses!
The only defect that can perhaps be faulted for that Onyx-performance calculated promising is to use technology too has a classic, and requiring too many hours of labor. But it remains true that the wood-and-fabric remains uneventful also in terms of security, a pleasant work and therefore perfectly capable of trying those that build their aircraft to fly as much as passion then with. In a configuration of two tandem monoplane, very close to the Mignet formula and with the wing forward movable into acting incidence elevator (wingspan: 4.46 m; surface: 3.7m ^ 2) as is the case for the Pou du Ciel, CP-150 sees its main wing (scale: 7.3 m; surface: 9.1m ^ 2) with fins and ending, the marginal edges. Winglets on two very well surfaced and the trailing edge of which are articulated rudders. The front wing is further stabilized by a rigidly CONTROLLED antitab and since the torque tube. Direction and control by warping cables.
The fuselage is of rectangular section and planned with a windshield profile that could very easily be extended to a glass roof for a closed cabin. It consists of three frames and two sidewalls, the first frame supporting masts profiles on the front wing and the fork of the front wheel left free of tricycle landing gearcarene. The main landing gear laminated wood blade is fixed at the bottom of the fuselage, two forks AU4G aluminum support wheels with brakes. The front wing has just one piece and is of type monolongeron with box edge, stiffening ribs and Klegecell tergal. His profile is NACA23012 while the wing is affected area a NACA23015. Into two parts, the latter is fixed to the fuselage by fittings in AU4G. Each half-wing is also the type monolongeron with box edge, stiffening ribs Klegecell and terylene. Both Winglets emerge from the same technology. The bundle plans of CP-150 Onyx, from which I drafted this description is of the same quality that has us accustomed Claude Piel: a remarkable clarity and precision of a hard to match!
Characteristics:
Length: 3.53m
Height: 1.61m
Wingspan: 7.3m
Wing area: 12.8m ^ 2
Aspect Ratio: 4.1
Empty Weight: 70 kg
Maximum takeoff weight: 180 kg
Payload: 90 kg
Wing loading: 14.06kg / m ^ 2
Power Loading: 15 kg
Power to m ^ 2: 1.06 Hp
Fuel capacity: N.C.
Engine: 12 hp Solo Developing.
Load Factors: +4 G; -2G
Performance:
Maximum speed in level: 100 km / h
Vne: N.C.
Cruise: 80 km / h
Stall speed: 35 km / h
Rate of climb: 1.8m / s
Takeoff in 60m
Landing 30m
Theoretical ceiling: N.C.
Duration: 2 hours
Glide ratio: N.C.
No comments:
Post a Comment