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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 elaborateaero-
bat 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
I believe the display pilot was asked
to "tone it down a bit" for the official
displayson Saturdayand Sunday.
Most of us knew about the "Cri-Cri"
of course,producedby Michel Colom-
ban 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
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
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 nge-
n i o u sl ysi mpl e mi xer coupl ed di redtl y
to the stick.
With the ribs assembled onto the
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 uc-
ti 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-nt-
up 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 unidi-
rectional 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
stro_ke_s- - get it?) developing 12 bhp
at 6500 rpm or 10 bhp cont inuous
rating. The carburettoris of the mem-
Radio Gontrol Scale Aircralt
68
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