que pensez-vous de ce nouveau modèle.....
http://www.aopa.org/aircraft/articles/2 ... T.adv=adv1
un Coke amélioré ou une pâle copie
j-p
Nouveau Cub
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Bob Cadi
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- Modèle de l'avion: L-160 @ 180 hp
- Identification de l'avion: C-GPEF
- Location: Roxton Pond
C'est probablement un de nos journaliste qui a rédigé le texte.
The 180-horsepower light sport aircraft (LSA) leapt off the ground in about four = Bull shit.......
Le trouble c'est que le Light Sport Cub, à un 100 hp continental.
Je me suis assis dedans en Floride. Co$t $125.000 U$
C'est le Top Cub qui a 180 hp... pour $200.000 ++u$
Bob
The 180-horsepower light sport aircraft (LSA) leapt off the ground in about four = Bull shit.......
Le trouble c'est que le Light Sport Cub, à un 100 hp continental.
Je me suis assis dedans en Floride. Co$t $125.000 U$
C'est le Top Cub qui a 180 hp... pour $200.000 ++u$
Bob
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Bob Cadi
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- Marque de l'avion: Bush-Caddy
- Modèle de l'avion: L-160 @ 180 hp
- Identification de l'avion: C-GPEF
- Location: Roxton Pond
Bien...pour le Top-cub c'est quand même pas pire pour un 1/2 milionnaire de la classe moyenne...
Tsé, dans le used, c'est $110.000 U$ pour un vieux Super-cub 160 hp 1950-60...avec des vieilles flottes Edo full patchées et un moteur au passé aussi bien documenté que la construction des pyramides...
Alors pour le double, tu as un appareil flambette.
Je consigère ça un deal.
Bob
Tsé, dans le used, c'est $110.000 U$ pour un vieux Super-cub 160 hp 1950-60...avec des vieilles flottes Edo full patchées et un moteur au passé aussi bien documenté que la construction des pyramides...
Alors pour le double, tu as un appareil flambette.
Je consigère ça un deal.
Bob
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FlyROM
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- Location: Rive-Sud
*180 Horsepower for takeoff and climb up to 5 minutes - 80 Horsepower for continuous operation.
It is the pilots responsibility to operate the aircraft in accordance with the pilot operating handbook and
aircraft placarding. There is NO governor or limiting system that controls the engines power settings.
Réf ici
Comment font-ils pour booster de 100HP la puissance ? Nitrométhane?
It is the pilots responsibility to operate the aircraft in accordance with the pilot operating handbook and
aircraft placarding. There is NO governor or limiting system that controls the engines power settings.
Réf ici
Comment font-ils pour booster de 100HP la puissance ? Nitrométhane?
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Bob Cadi
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- Modèle de l'avion: L-160 @ 180 hp
- Identification de l'avion: C-GPEF
- Location: Roxton Pond
Bien non, le gars mélange les 2 appareils dans ses textes.
En plus d'aller y incorporer des données d'un moteur Rotax 912 ULS
Le take-off climb pour 5 minutes ça a rapport à un Rotax 100 hp, ensuite il cruise à 80 hp...
Le gars parle d'un Super Top Cub de type Cessna, Owner maintenance Certifié par la norme LSA...
Théo, s'y retrouve bien dans ce domaine...c'est juste une question de compromis.
Bob
En plus d'aller y incorporer des données d'un moteur Rotax 912 ULS
Le take-off climb pour 5 minutes ça a rapport à un Rotax 100 hp, ensuite il cruise à 80 hp...
Le gars parle d'un Super Top Cub de type Cessna, Owner maintenance Certifié par la norme LSA...
Théo, s'y retrouve bien dans ce domaine...c'est juste une question de compromis.
Bob
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FlyROM
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- Location: Rive-Sud
Bob, c'est pas juste le journaliste.. va voir ce lien
http://cubcrafters.com/carboncubss/
http://cubcrafters.com/carboncubss/
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Bob Cadi
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- Identification de l'avion: C-GPEF
- Location: Roxton Pond
Il faut absoulument bien lire les specs full confusion...de chaques models disponibles...
Clique sur le Sport cub S2:
Ensuite sur le Top-Cub...
For 25 years now CubCrafters has been America’s premier Super Cub rebuilder and outfitter. Now, we’re about to add another chapter to our great story. We proudly announce the birth of a new legend: the CC18-180 TOP CUB.
Puis il y a le Carbon Cub-Kit qui peut recevoir un 100 hp à 210 hp ( IO-360)...
The Carbon Cub is assembled as an Experimental Amateur-Built aircraft by the builder. Engines, mounts, and cowlings are available to support engine installations ranging from the 100 Hp Continental to a fire breathing IO-360 Lycoming for the adrenalin challenged.
Y existe même un Cub à 300 hp ...mais c'est une tout autre histoire... Bob
Clique sur le Sport cub S2:
Ensuite sur le Top-Cub...
For 25 years now CubCrafters has been America’s premier Super Cub rebuilder and outfitter. Now, we’re about to add another chapter to our great story. We proudly announce the birth of a new legend: the CC18-180 TOP CUB.
Puis il y a le Carbon Cub-Kit qui peut recevoir un 100 hp à 210 hp ( IO-360)...
The Carbon Cub is assembled as an Experimental Amateur-Built aircraft by the builder. Engines, mounts, and cowlings are available to support engine installations ranging from the 100 Hp Continental to a fire breathing IO-360 Lycoming for the adrenalin challenged.
Y existe même un Cub à 300 hp ...mais c'est une tout autre histoire... Bob
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toxedo_2000
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- Identification de l'avion:
- Location: St-Michel
- Contact:
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AzuraJames
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- Location: Sorel-Tracy
Info. trouvée ici http://www.supercub.org/phpbb2/viewtopi ... sport+*cub
PostPosted: Tue Oct 06, 2009 11:04 pm Post subject: Reply with quote
I have flown the Carbon Cub with "big" engine (ECI O-340). It is quite a plane. CubCrafters has done some imaginative things to make this plane come together. You can buy the plane complete of get a kit and put it together yourself as an experimental amateur built. It has much more room in it than a J-3 or even a PA-18 for that matter.
For light sport compliance there is a maximum empty weight calculation based on continuous horsepower of the engine. For a typical 100 hp engined airplanes, that means that the max empty weight is something like 890 pounds. (Sorry I don't remember the exact formula) By rating the O-340 for a maximum continuous output of 80 hp the allowable empty weight can be increased to 920 pounds. They have de-rated the O-340 (with a max hp of 170) to 80 hp continuous for the purposes of light sport compliance. This makes the Carbon Cub with this engine sort of a super single-seat bush plane.
You can also get the Carbon Cub with a Cont. O-200 and a more reasonable useful load of 470 pounds, but it won't perform like the one with the O-340.
Stall speed in the low 30s at 1,320 gross seems right. I flew the plane with owner Jim Richmond and I am sure that between us we put the plane well over 1,320 pounds. I slowed the plane down and approached a stall but never got it to break, even though the airspeed indicator was reading below 30 mph. I know that ASIs are notoriously inaccurate at those speeds, but believe me, we were going pretty slow.
The 138 mph cruise is with the larger O-340 engine. I have no idea if it can do that with 29" tundra tires. That sounds pretty optimistic. But with 8.00x6s it may very well be possible.
That 4-5 gph number comes from operating it at the light sport compliant throttle setting of 80 hp continuous, which is what the O-340 is rated at for the purposes of light sport compliance. The engine really produced 170 hp, but is restricted to that for takeoff and climb.
Gross weight can be set as high as 1,865 pounds if you don't care about light sport compliance. Otherwise you are stuck with 1,320.
Does the airplane perform? At Valdez 2008 a Carbon Cub with a Cont' O-200 turned in a score of 66 (takeoff plus landing divided by 2).
PostPosted: Tue Oct 06, 2009 11:04 pm Post subject: Reply with quote
I have flown the Carbon Cub with "big" engine (ECI O-340). It is quite a plane. CubCrafters has done some imaginative things to make this plane come together. You can buy the plane complete of get a kit and put it together yourself as an experimental amateur built. It has much more room in it than a J-3 or even a PA-18 for that matter.
For light sport compliance there is a maximum empty weight calculation based on continuous horsepower of the engine. For a typical 100 hp engined airplanes, that means that the max empty weight is something like 890 pounds. (Sorry I don't remember the exact formula) By rating the O-340 for a maximum continuous output of 80 hp the allowable empty weight can be increased to 920 pounds. They have de-rated the O-340 (with a max hp of 170) to 80 hp continuous for the purposes of light sport compliance. This makes the Carbon Cub with this engine sort of a super single-seat bush plane.
You can also get the Carbon Cub with a Cont. O-200 and a more reasonable useful load of 470 pounds, but it won't perform like the one with the O-340.
Stall speed in the low 30s at 1,320 gross seems right. I flew the plane with owner Jim Richmond and I am sure that between us we put the plane well over 1,320 pounds. I slowed the plane down and approached a stall but never got it to break, even though the airspeed indicator was reading below 30 mph. I know that ASIs are notoriously inaccurate at those speeds, but believe me, we were going pretty slow.
The 138 mph cruise is with the larger O-340 engine. I have no idea if it can do that with 29" tundra tires. That sounds pretty optimistic. But with 8.00x6s it may very well be possible.
That 4-5 gph number comes from operating it at the light sport compliant throttle setting of 80 hp continuous, which is what the O-340 is rated at for the purposes of light sport compliance. The engine really produced 170 hp, but is restricted to that for takeoff and climb.
Gross weight can be set as high as 1,865 pounds if you don't care about light sport compliance. Otherwise you are stuck with 1,320.
Does the airplane perform? At Valdez 2008 a Carbon Cub with a Cont' O-200 turned in a score of 66 (takeoff plus landing divided by 2).
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reecky
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c est ce que je disais dans un autre post, voila une compagnie qui a compris a $200 000 flambette héhéhé ca s en vient les ti copins avec vaut vieille machine des années tranquile avec moteur fini a $65 000, a un moment donné vous allez resté pogné avec, l offre et la demande qui disais oufff tkBob Cadi wrote:Bien...pour le Top-cub c'est quand même pas pire pour un 1/2 milionnaire de la classe moyenne...
Tsé, dans le used, c'est $110.000 U$ pour un vieux Super-cub 160 hp 1950-60...avec des vieilles flottes Edo full patchées et un moteur au passé aussi bien documenté que la construction des pyramides...
Alors pour le double, tu as un appareil flambette.
Je consigère ça un deal.
Bob
Reecky
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Louis_greniier
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Merci AzuraAzuraJames wrote: That 4-5 gph number comes from operating it at the light sport compliant throttle setting of 80 hp continuous, which is what the O-340 is rated at for the purposes of light sport compliance. The engine really produced 170 hp, but is restricted to that for takeoff and climb.
Depuis que je lis sur le carbon cub que je ne comprennais pas qu'un moteur de 170 hp était limité à 80 hp. C'est finalement une question de règlement !
Louis