Caproni C22J

CAPRONI C-22J

1. Introduction

The Caproni C-22J is an Italian twin-engine two-seat jet designed by Carlo Ferrarin in the late seventies. This page will introduce you to the history of this aircraft, its specifications, and several very interesting pictures and drawings.

Many thanks to Carlo Ferrarin for providing me with first hand information.

2. History

The project Caproni C22J began in 1978 as a response to the Low Cost Aircraft draft specifications set by the USAF for jet training at minimal direct operating cost. The C22J was designed in compliance to the aerobatic category of FAR23.

The C22J development was principally based on the experienced gained by Caproni on the A21SJ self-launching glider.

A21 SJ
A21 SJ glider

The development, manufacturing and testing phase was accomplished by a team of 14 people led by Carlo Ferrarin. The engineer Marco Morganti and test pilot Paolo Barberis also contributed to the development of the C22J.
The first flight of the prototype (I-CAVJ) took place on July 21, 1980. The prototype was then powered by two TRS 18-046.
The production aircraft had shorter wing spans and tip tanks, and was powered by the more powerful TRS 18-1. The first flight of a pre-production aircraft (I-GIAC) took place on February 17, 1983.
In 1988, FAR23 certification of the C22J was obtained from the RAI (the certification body in Italy).

In 1983, the Caproni family sold the business to Agusta. The C22J program was canceled in 1988 as Agusta considered the (Agusta division's) Siai Marchetti S-211 more suitable for the jet training market. FAA certification under FAR23 category was under way, and there were a few unresolved hurdles such as noise limits. After a long period of inactivity, the two C22J prototypes were indefinitely grounded when Agusta sold the remaining TRS-18 engines in the US.

3. Technical description

The C22J had two turbojet engines installed in the fuselage and fed by a NACA inlet. The fuel was stored in the wings, and in wing tip tanks.

C22J General Arrangement

DIMENSIONS
Span	30 ft 2 1/4 in	9.2 m
Length	20 ft 6 1/2 in	6.264 m
Height	6 ft 2 in	1.88 m
Wing area	89 sqft	8.28 m2
Aspect ratio	10.2
Dihedral	2 deg
Incidence	1 deg 9 min
WEIGHTS, LOADINGS
Max. take-off weight	2760 lb	1255 kg
Empty weight	1628 lb	739 kg
Max. wing loading	31 lb/sq ft	152 kg/m2
Load factors	+ 7 g / - 3.5 g
POWERPLANT
Total take-off thrust	657 lb	298 kg
Maximum continuous thrust	528 lb	264 kg
Thrust loading	4.23 lb/lb	4.23 kg/kg
SPEEDS
Max. dive speed (VD)	325 kts	600 km/h
Max. operating speed (VMO)	300 kts	555 km/h
Max. structural cruise speed SL (VC)	260 kts	480 km/h
Max. manoeuvre speed (VA)	225 kts	416 km/h
Max. speed landing gear ext.	143 kts	264 km/h
Stall speed (power off, flaps down) (VSC)	73 kts	135 km/h
Max. speed brake ext.	225 kts	416 km/h
Max. level speed (VH)	280 kts	518 km/h
TAKE-OFF (ISA, SL, 1100 kg / 2400 lb)
Ground roll	1148 ft	350 m
Obstacle clearance 15m / 50ft	1804 ft	550 m
Same obstacle at 1500m / 5000ft alt.	2624 ft	800 m
CLIMB AND ALTITUDE
Sea level	1930 ft/min	9.8 m/s
3000 m / 9840 ft	1515 ft/min	7.7 m/s
6000 m / 19680 ft	1062 ft/min	5.4 m/s
Service ceiling (FAR limit is 25000ft)	29500 ft	9000 m
Time to climb to 5000 m / 16400 ft	10 min
CRUISE (1255 kg / 2730 lb - tip tanks)
Cruise speed at 3000 m / 9840 ft	285 ktas	530 km/h
Maximum range	650 nm	1200 km
Endurance	3.5 h

C22J Threeview

The C22J has obviously its roots in gliders, much like the Fouga Magister. The fuselage was designed for laminar flow. The airfoil was a Wortmann FX-67K-170.

4. Powerplant

C22J

TRS-18 Powerplant : Two Microturbo TRS-18 turbojets. Thrust range : 250 to 400 lbst
SFC : Less than 1.20 lb/lb/hr (oops)
Length : 23.5 in
Diameter : 13 in
Weight : 91 lbs
The 200 lbst Microturbo TRS-18-046 was certified under the FAR33 rules by the FAA in 1976, and Caproni contributed to the process. It was the first engine certified in FAR33 with an electronic (analogic) control system.

TRS-18 Mockup

Powered by a pair of Microturbo TRS-18, these thirsty engines required the addition of tip tanks. The first prototype flew in 1980 without tip tanks.

5. Photos

C22J without tip tanks

The NACA inlets are known to generate turbulent flow to the engines and generate a poor pressure recovery, but this was of less concern in the case of the TRS-18 engines with its plenum inlets.

C22J engines and NACA intake