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good deal higher than what we are accustomedto. Then we saw it, a sleek little shiny metal device with two closely spaced engines either side of the noseon short "stalks".The inverted bit was only the start. We were then entertainedby a quite elaborateaerobat ic dis play ,an d w h i l e th i s c e rta i n l y aroused-.considerableinterest, there were no other repercussions, although pilot was asked I believe the display to "tone it down a bit" for the official displayson Saturdayand Sunday. Most of us knew about the "Cri-Cri" of course,producedby Michel Colomban in the early eighties,but this was the first time we had seen one "in the flesh". With a sixteen foot wing span, it was even smaller than we had i m agined,quit e a b i t s ma l l e r,i n fa c t, than some of "Scale the models seen at the Aeromodeller Weekend"a few weeks earlier, all-metal,iusf big enough to hold an averagesized pilot and powered by two 150cctwo strokes developingtwelve bhp at 6500 rpm. I later had a chat with the pilot, one Paul Duval (or it might have been Derval, communicationwas a bit difficult due to the throng of people wantinga closer look) and learnedthat the Cri-Cri was available in kit form fr om t he f ir m w e l l -k n o w n to h o me builders,Zenair of Ontario and Seattle. Some of the enthusiasmevaporated, however,when the price of the kit was mentioned- eighteenthousanddollars if I remembercorrectly.
The structure Not strictly a Micro-light - it fails to meet the stall speed criterion of that definition- i!.ls,nevertheless, very light and can be lifted by two noimallsiied people,one unde re a c h w i n g , w i th o u t, judging by the variousdemoJistrationd at Cranfield,any unusual effort. With
Low cross sectional area and streamlined "pllot lairing" give the Crl-Cri a remarkable perlormance on its 24 bhp. The high mounted uslab'tailplane has a bunjee biassing sysfem.
an empty weight of 160 lb., this means each lifter has to bear only eighty pounds.Apart from that, the structure and aerodynamics are a definite cut above most Micros.The metal skinned wing is based on a rivetted up main spar assemblyto which is added thirty two high-densityfoam ribs. These are of a pretty sophisticated 22o/olhick s e c t i on, near symmetri cal w i th the blunt leadingedge and rearwardpoint of maximum thickness,not unlike s o me of the l atest " super-cri ti cal " sectionsthat are fashionablewith the high performancebrigade.With a wing area of only thirty four squarefeet, the s ta l l speedmi ght be unacceptabl yhi gh w i t h o u t t h e J u n k e r s - t y p e" d o u b l e wing'rflaps - the sort that enabledthe portly "Tante Ju" to get in and out of small, rough fields that would have defeatedany other transport - which d o u b l e-up as ai l erons vi a an i ngen i o u sl ysi mpl e mi xer coupl ed di redtl y to the stick. With the ribs assembled onto the
Close up of the Valmet 150 cc two stroke engine. Carburettorc simllar to those titteC to model engines, enable the engines to keep running in any position.
38
spar, the next bit is a mite radical,too. The epoxy is applied to the structure and the pre-bentskins slid into place. The w hol e thi ng i s then enclosed in a sealedplastic5ag from which ine air is sucked by a domestic vacuum cleaner- presumablya fairly powerful one - this applies an even, overall pressure ensuring adhesion integrity -anil and eliminating tedious clips clamps; an idea that might bii worth tryi ng w hen appl yi ngs heetbalsaskins to model w i ngs, i f only t o avoid t he tedi ousbusi nessof sti c kingin all t hose pins and then later having to remove them. The doublewing "flapperons"confer a bonus in that no cut-outs of any sort are necessary so that the structural integrity o! the wing is significanily increased.The flapperonsare operated by torque tubes that plug directly into the appropriatesocketsin the fuselage, so that there are no internal systems i n the w i ng, si mpl i fyi ngbot h const r ucti on and l ater mai ntenance,while t he entiresurfaceof the wing is completely free of any excrescencehpartfrom thi; for flap bracketsat the extremetrailing edge undersi de. The fuselage of the Cri-Cri is of rectangularsection,sheet metal skins blind rivetted to light alloy angle sections, stiffened by foam anO ne-ntup sheet metal formers. The canopy hi ngesto the ri ght and givesa f ull 3b0 degreeview to the pilot - what a shame few pilots have 360 degree necks! The tai l i s a si mpl erversi onof t he winq wit h a normal fin-rudder but an "all-fiying" "T" tail that this writer is not madly keen about. T h e u n d e r c a r r i a g ec o m p r i s e s a bunjee-sprung,steerable nose wheel and a one-piece main gear of unidirectional glass/epoxy with 3.00 x 3 wheelsall-round,brakeson the mains. The engi nes are 150cc "Valm et " types, incorrectly'referredto as " two cycle" in the hand out. They are, in fact two strokes (two cycles would be four - get it?) developing 12 bhp stro_ke_sat 6500 rpm or 10 bhp cont inuous rating. The carburettoris of the memRadio Gontrol Scale Aircralt
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