ca10 magazine 1

8/3/2019 CA10 Magazine 1

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CUSTOM PLANES

magazine

January 2000, pages 46-49

Reprinted with permission.

COMP AIR 10 Flagship of the Aerocomp FleetText by Norm Goyer Photos by Bill Fedorko

The Comp Air 10 photographed here is the prototype version. The production version is longer providing an even

larger cabin, plus the exterior baggage pod has been enlarged and blended into the fuselage for better efficiency.


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CUSTOM PLANES magazineJanuary 2000, pages 46-49


HEN I FIRST saw theComp Air 10 last year atSun n Fun, I tried to

figure out why it had twin tails.When I asked this question of SteveYoung, one of the owners of thecompany, he explained that theplanes designers decided to use thisconfiguration so that the Comp Air10 would fit inside standard-sizehangars and the planes fuselagewouldnt be too long. Company

engineers and designers arrived atthe shape, size and design of thetwin vertical stabilizers by usingcomputer-generated information andputting it into practice. AllAerocomp aircraft have undergone along series of rigorous andexhaustive tests of the strength oftheir components and to prevent thepossibility of problems with flutter.Every Aerocomp plane passed these

tests with flying colors. The CompAir 10 I first flew was the originaldemonstrator and proof-of-conceptaircraft.

In preparation for my nextflight, I was taken to the factory,where I saw the new Comp Air10XL (Xtra Long) that measures 30feet 9 inches. A new cargo pod witha more streamlined shape replacedthe previous one to improveaerodynamics and ensure an evencloser fit to the bottom of theplanes fuselage. The new pod is sobig, it can hold 10 sheets of 4x8plywood. The capacity of the CompAir 10s cabin has grown by 23.25cubic feet. The cabin measures 13 x5 feet. While its possible to install a350hp to 700hp engine in the CompAir 10, the Walter turbine seems tobe the perfect powerplant for thishuge aircraft that can carry up to 11people.

Even with added drag and ahuge payload, the plane will stillmaintain a fast cruise of 150 to 200

mph, depending on the engineinstalled. The takeoff run is less than250 feet, and even at gross weight,the plane will still climb at 2000fpm. With the Walter installed, thecruise speed will be between 185and 210 mph. Loading may beaccomplished in a number of ways,one of which is full fuel, six or more

W

COMP AIR 10 Flagship of the Aerocomp FleetText by Norm Goyer Photos by Bill Fedorko


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people and ample cargo. The CompAir 10's windscreen is fabricated ofstrong 3/8inch-thick Plexiglas. Withits all-composite construction, youcan order your Comp Air 10 in yourchoice of versions: taildragger,trigear, or configured for floats.

While examining the new Comp

Air 10XL, I sat in the back seat,stretched my legs forward as far asthey would go and tried to reach theseat in front of me with my toes.The Comp Air 10 XL is so long, andthere was so much room betweenthe seats, no matter how much Istretched, I still couldnt touch theseat in front of me, As I relaxed inone of the well-upholstered seats, Isaid that they looked a lot like thosein my Suburban. My guide replied,

They should; theyre from a Chevyvan. I was also told that this newproduction version had a new-and-improved nosegear, designed sothat it would not allow the prop tostrike the ground should the bouncebe too great. (On the test airplane,the nosegear leg was fitted with arubber snubber to prevent that fromhappening).

Next, I asked if I could visit thecustomer construction area, because

I wanted to see how new Comp Airowners and pilots were doingbuilding their own aircraft on site.The place was huge! When I said Inever expected it would be this

large, my guide told me it hadstarted out smaller, but because ofthe enthusiasm of homebuilders whowanted to use the facility, it hadbeen expanded several times. Iwatched as each of the buildersworked to perform various assemblyprocedures on his particular CompAir. Trained factory workers werebeside them, advising them andhelping them with whatever tasksthey were undertaking at the time.

What a great way to build yourown airplane," I thought. There wereall the various jigs and all thespecial tools a builder might needfor construction. The factoryworkers, each highly experienced inhis own field, were there to adviseand help each builder every step ofthe way. With this setup, a builder

can not only do the job ofassembling his aircraft much moreswiftly, he knows it will be donecorrectly. Should a customer opt fora firewall-forward enginecombination, hell find that thisgreatly reduces the amount of timespent on installation. WithAerocomp's highly enhancedassembly facilities, some ownerscan put together their new airplanein a matter of weeks, and itscertainly worth the extra cost for thepeace of mind they get, knowing forcertain that every part of theconstruction process was donecarefully, correctly and safely.

I hated to leave, because it wasso interesting, but it was time tohead back to the hangar where theComp Air 10 had been refueled andinspected, and was waiting to betaken on its last photo flight of theday. Because this aircraft isequipped with the same engines andcontrols as the other Aerocompplanes, the same preflight and startprocedures were used. Thisparticular aircrafts tri-gear made it

easier to steer the big plane out tothe takeoff end of the runway. Whilewe were taxiing, I noticed that thispilot also used the beta control ofthe prop rather than the brakes.After the pilot had done a pre-takeoff runup and a check of theprop, he launched the big plane. Itcame off the ground within 3seconds, then climbed out rapidly at

LEFT: Located on the engine quadrant of the Comp Air 10's instrumentpanel are fuel, prop and power controls that are only slightly different

from those found in an aircraft with a piston engine. RIGHT: Designersat Aerocomp reconfigured the panel of the Comp Air 10 XL to make it

easier for the pilot to attend to the instruments.

FAR LEFT: An Aerocomp technician, experienced in the use of fiberglass,is busy completing this phase of the construction. LEFT: Once the workerhas attached the wing ribs to the bottom wing skin, he applies the spars.

The wiring and plumbing are next, after which he applies the top wing skinto the assembly. ABOVE: This wing is almost ready for installation onto the

fuselage. Note the attachment points and the flap.


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about 2000 fpm really goodacceleration for a 10-place airplane.

Soon after takeoff, the pilotturned the controls over to me, and Ikept climbing to the location wherewed prearranged to rendezvouswith the Comp Monster. HurricaneDennis had been wreaking havoc

with the weather all along the coastthat week, but it also left a variety ofgorgeous medium-size clouds for usto use as photographic backgrounds.As I flew along, the planeshandling reminded me of a 600hpdeHavilland Otter I'd once flown,

but in the turns, it felt a little like aDC3, too. In other words, it flewlike a big airplane. I could easilyimagine taking this super-comfortable airplane on a longcross-country flight and enjoyingevery minute of it.

When I mentioned the CompAir 10s high level of fuelconsumption and the possibility ofpilots needing to make quite a

number of fuel stops on a longcross-country flight, the pilot repliedthat the company was addressingthis problem by installing muchlarger fuel tanks, in this version atleast. I wasnt surprised that theComp Air 10 flew like the CompAir 7 and the Comp Air 8, becausethey all share the same designspecifications and, as a result, thesame excellent flight characteristics.

After I put the huge homebuilt intoseveral 360-degree turns, did someslow flight and stalls, I could see nodifferences between its performanceand that of the other two Aerocompaircraft, except that, of course, theComp Air 10 was somewhatheavier.

Its easy to predict that theproduction version with the longerfuselage will be even easier to fly,because it should be even moredirectionally stable than theprototype, due to its extra length. Onthe advice of the pilot, I made an

easy full-stall landing to keep theprop tips from hitting the ground.Then, once the nosewheel settleddown on the asphalt, the planesmoothly rolled straight to a stop. Ihated to see the end of what hadbeen a successful and satisfyingflight.

Walter turbines

After speaking with everybody I

could find who had any knowledgeabout this Czech engine, heres whatI learned: Walter engines, whichwere once used on commuterairliners, were removed and setaside once theyd met and exceededtheir TBO (Time Before Overhaul),which is around 1500 hours when incommercial service. Walters havereportedly been extremely reliablefor an additional 1500 hours of use

before overhaul is indicated. Theresalso the fact that Walter engines arenever operated at full power and arerated for far greater horsepower thanwhat theyre normally run at.Besides that, turbine engines are sosimple, there isnt much that can gowrong with them. If theyre operated

properly, with careful monitoring ofpower rates and never allowed tooverheat, they should produce fullpower for a substantial amount oftime.

However, a person who installsone of these engines in his aircraftshould be aware that they arrivefrom the Czech Republic withoutany documents or logs showing theamount or type of usage. Nothingcomes with a Walter except for all

the parts needed for installation.When they arrive in shipping cansfrom the Czech Republic, theyrechecked by the importer to be suretheyre complete. Once installed inan aircraft, each Walter engine isgiven an extensive test run to assessand confirm its soundness and toassess its level of performance.

When I brought up the fact thatthe Walter engine appeared to be analmost direct copy of the Pratt &

Whitney PT6, I was told that theonly difference between the two isthat, while one uses individualinjection jets, the other uses adistribution ring. I was alsoreminded that engines from bothcompanies have earned enviablesafety records. If youre looking fora certified engine, the Walter 601Eis the one for you. The Walter 601D,

The Comp Air 10 uses twin vertical stabilizers to keep the overall height

and length of the fuselage smaller for storage in average-size hangars.

Most builders of the larger Aerocompaircraft chose to install the firewall-

forward package, which includes theWalter turbine engine and all

controls, including the propeller.


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while also an excellent engine, is notcertified. If you want to install aWalter engine in your homebuilt, Isuggest you buy the one you canbest afford.

When I asked whether

replacement parts were available forWalter engines, I was told that someare available, but if your engineshould fail or stop producing theadvertised amount of power, the bestthing to do is to ship the engine backoverseas where, for $20,000, it willbe returned to you after receiving acomplete overhaul. With this inmind, you can figure that if youoriginally paid $45,000 for a Walter

engine, installed it in your aircraft,operated it for 1500 hours and thenpaid $20,000 for a complete factoryoverhaul, you would end up with agood, completely overhauled engineand still be way ahead of the game.

Ive heard that an increasingnumber of homebuilders have beeninstalling Walter turbine engines intheir aircraft, and Ive never knownabout any of these builders havingproblems with them. So Ill do anadditional amount of research aboutthe Walter turbine and write anotherreport about this interesting,affordable engine. Look for thereport in a future issue.

For more information, contact:

Aerocomp, Inc.Dept CP2335 Newfound Harbor DriveMerritt Island, Florida 32952 USA

Phone/fax 1-321/453-6641or via the Webhttp://www.AEROCOMPinc.com

END

CUSTOM PLANES magazineJanuary 2000, pages 46-49


ABOVE LEFT: The owner of this aircraft is current/y working on the final details of the fuselage. ABOVE CENTER:This well-run facility, housed in a big warehouse-type building adjacent to the airport, is sub-contracted byAerocomp. ABOVE RIGHT: During our visit to the facility, at least 10 owners were assembling their aircraft under the

supervision and guidance of experienced aircraft-construction instructors.

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