Scribd Logo
Carica

Benvenuto in Scribd!

  • Cricket Articles

    Caricato da

    Leonardo Pacheco
    121 visualizzazioni9 pagine
    plantas cricri

    Copyright

    © © All Rights Reserved

    Formati disponibili

    PDF o leggi online da Scribd

    Hai trovato utile questo documento?

    Questo contenuto è inappropriato?

    Segnala questo documento
    plantas cricri

    Copyright:

    © All Rights Reserved
    Scarica in formato PDF o leggi online su Scribd
    Segnala contenuti inappropriati
    121 visualizzazioni9 pagine

    Cricket Articles

    Caricato da

    Leonardo Pacheco
    plantas cricri

    Copyright:

    © All Rights Reserved
    Scarica in formato PDF o leggi online su Scribd
    Segnala contenuti inappropriati
    di 9
    Cricket! By Robert J. Roux 103, rue La Fayette Paris 10%fi France (Translation by Philippe Van Pelt of the EAA Air Museurn Staff) (At Photos by tne Author se May 1074 Tite worps SMALLEST twin engine sirslane is bruating broad the Prone eounryide thse dag Ts cael he MGI0 Soret or Ck Designed by Michel olonben, an engincer at the sacite Auresptae the Crct n'a ny iow wing, ested ining with vo chain saw ype shains mognted Sn Galle protruding tom the nse ofthe sia SB ll ie world Ie the antennae of is memes the Glatt Gace oer he shot of te alse oftbe ac Stes le ctomination reveals an atoning ery of trical Insovations My suds shal sigplana? Colombaa's gosl was 4 ext es ant balding tine to new lows "oth the flowing gutetns Hatori Pace 5000 rans ($1,000, approximately, as of tne Tayuary tase marke), nskalog te new thejnes ante ramen Gas Consumlion Titers per 100 km eqs tent to ppronmatay 4 to quarts Per 621 nis with Smatue ote iota! Stociare ~ To simplify maintenance — bat shouldnt conta aay complied medhanions, com ronents oe otabliy — The siraf should be contracted in sxc manner so that ican be nsembled or aned Ake‘ siplant and load ono ler in so more then BO minaas by tne pron °who can cary Wi hes mms) onstruction Time ~ Should be no sore than 1000 1500 hous doyendng fo same extant ont comptoney {fie buldes Ons minimum af ols and equipment Should be necaecy. DESCRIPTION OF THE MC-10 CRICRI Wing — Ares - 3.10m* (93.3 sq, ft) Span - 5m (164 f) Aspect ratio - 8 ‘The airfoil is thick and is a Wortmann laminar profile. ‘The construction process developed by Colomban which makes possible a highly accurate and smoothly finished profile, plus the low Reynolds Number of the wing (chord is 480mm - almost 22 inches), which allows a positive Inminar flow, combine to indicate-why the choice of this airfoil. Suspended below the trailing edge of the wings are full span Junkers type flap-ailerons which can pivot from, 15" to +35°, They can move symmetrically to provide high liR (fap function) or differentially for lateral control (aileron function). This basically simple arrangement has the added advantage of allowing the wing to flex freely. Horizontal Tall — Area - 60m? - 64 sq. Span - 1.4m - 4 ft 6 in, (Less than the width of a typical French auto.) Weight - 2 keg ~ 4.4 Ibs ‘The Cricri has a full cantilever “I” tail. The “all ‘lying” stabilator has the same airfoil as the wing, but with 12% thickness and built slightly asymmetrical. ‘This has the effect of aerodynamically reducing tail loads some- what, Artificial trim takes care of the rest. The elevator feel is rigid, Vertical Tait — ‘The vertical fin and rudder are swept back at a slight angle — has the same airfoil as the stabilator. The classle rudder is cable controlled and is adjustable in flight, Fusolage — Type Soap-bax like Length - 3.90m - 12.8 f Width - 60m - 1.92 fe Height - 35m (plus the canopy) Weight - 14 kg - 90.8 Ibs Laz The panoramic canopy swings open t side of the plane and only the center part Landing Gear — Trieyele gear with the nose wheel controlled by rudder pedal, The main gear is a leaf spring typ Rowena oF Stihl ith hand Weight 6.5 kg (143 lbs., each) comp ‘er, One eylinder, two eyele with 187em? of com jon. Maximum pnwer teach! — 9 h.p. at 7,000 rpm hr engine is fitted with a Tillotson diaphragm earbur heh allows running In any position, Propellers — [ameter - 680m - 26.8 in Pitch ~ 18" at 70% af the radiu Static rpm - 5,500 rpm ‘Track - 3kgihp - 6.6 Tos,/h.p Cruising rpm = 6,000 rpm, me blades ave cut from 6mm duraluminum, p and twisted. Hub design allows ground adjustment pitch from 15° to 21" Fuel Capacity — 20 to 5.2 to 6.6 gallon: Weights — Total empt 65 kg 149 Tb ight + 170 ky (374 Ibs.) CONSTRUCTION One of the really unique features of Michel Colombarr Crier! is the method of construction, The wing and tail wurlace ribs and much of the interior of the fuselage are niwed from sheets of a rigid plastic foom material named KLEGECELL 100, The outer shell is aluminum sheet bonded to the inner structure, The end result is a sm near rivetless surface and a sivong, lightwaight airframe Editor's Note - This pr similar to that w Dick Schreder in the construction of the wings of his planes, Dick will be at Oshkosh this summer to demon: Strate.) ‘The wing contains 70 identical ribs. They are cut slightly oversize from KLEGECELL 100 and finished with fa belt sander to the exact shape. Bight hours of labor ‘All the ribs are glued to the “I” beam spar made o \V4G-1 and the wing skin — a single sheet for each wing panel — is glued in place by an unusual process. First. the skin is held against the leading edge with rubt bands, then the top and bottom surfaces are rolled into position over the ribs. The whole thing is wra hylon sheet with the ends sealed by mean od. squeezed together forming an air tight bag. Into an opening in the bag is inserted @ ho hold vacuum eleaner hose, The vacuum eleaner is plugs nto a source of 110 volt current to keep it running ai low speed (in France is standard) — this main tains a suction of 20 to 30.em of a colored liquid circulat. ng in a clear plastie tube that serves as s manomete hen the suetion bag i nto the bag and the other st difference in level reaches 200 to 300 kg/m en ‘eseure on the wing skin #36 Forming the proper aivf ply. matter of few hours f a take place — and Teheck tobe ce vacuum system iestill hile using the same mpleted, one hose is inserted ut in free air, When the A streamline cowling being considered for the power pods. The young French aviation enthusiast was not Identified Crier in its original form. The bicycle-type landing gear did not prove feasible so was changed to a ti-cyele type. ‘A Cricri design criteria was that the aircraft could be hoisted by two people. CRICKET (Goatinues trom Preceaing Page) ‘The fusolage is different. It's a box-type made out of 0.5mm aluminum glued to internal KLEGECELL 100 bullcheads and stringers — riveted at the four corners. Only the front and middle parts of the fuselage have metal Dulkgheads to take and distribute localized forces. They are made of AVAG/AS (2024-T3) aluminum of .5mm thick- ness, bent up and riveted. This results in a very rigid basic metal box with a weight (without accessories) of less than 10 kg (22 pounds). THE FLIGHT TEST OF THE CRICRI ‘The Might test was executed by Rogert Buisson, an ex-military pilot, who became a test pilot of light aircraft. Buisson had been retired for a few years but at the age of 65 years he was seduced by engineer Michel Colomban's airplane and agreed with pleasure to fly all the tests. The airplane flew its first flight July 19, 1978 at the Guyan- court airport (near Paris). That airport was once used by the Societe Caudron. ‘A fow taxi tests were made with the original bicycle- type landing gear, which did not produce good results, At the last minute, we installed a tr-cycle gear instead, After 15 fast taxi runs and test hops on the runway, the initial flight began. Tae initial impression felt by the pilot was of ‘an unsuspected surge of power, without @ doubt due to the exceptional efficiency of the propellers and of the low inertia of the airplane, considering its weight. On July 19, 1973, with a wind down the axis of the runway of 8-10 knhrs. (4-5 mph) Rebert Buisson lined up. his airplane, checked the two engines at 5500 rpm, low= cred the flaps 15° and put the trim on neutral. After add- ing the power, the speed came up to 75 kn/ars, (46 mph), the nose wheel lifted up and the airplane took off after 8 seconds of ground roll. The indicatod speed for the climb ‘was 90 knvhrs, (55 mph) and after 100 kmJ/hrs, (62 mph) the trim was adjusted because the pressure on the slick could be felt. ‘Vacuum bonding of the wing skin. After applying glue to the closely spaced foam ribs, the one piece aluminum skin was sucked down into a snug fit by a vacuum. ‘The entire wing half was enclosed in a nylon bag and a household vacuum cleaner runat slow speed provided the Suction. The result was a super smooth laminar wing, This shot tells better than words how the wings attach follows successful European sailplane practice, ‘The flaps were eased slowly into the “up” position. ‘The indicated specd climbed to 120 kunlhrs. (74 mph) with a slight change in the flight attitude. At around 200 feet of altitude the first slow turn was execated to the left, the flaps were put back down to 5° and the climbing con tinued to 500 feet with the same speed as before. "The approach was made at around 100 kmihrs. (in- dicated) with the flaps down to 30° and the trim adjusted. ‘The airplane goes down normally and the wheels contact the ground at 70 km/hrs. (48 mph), First impressions of the pilot were just opposite of the worst fears of all involved, The airplane took off smartly tnd the climb was brisk at an indicated speed of 100 kkmfhrs, (62 mph). The only instruments installed are a speedometer and a sensitive altimeter. To fly the airplane the controls do not require much effort. Movement is, very slight on the three axes and make the airplane very touchy. Apart from that, the airplanes very clean and the rigging is good. ‘A second flight was made immediately — around the pattern with a right turn this time. For the first day the Cricri, the world’s smallest twin engine airplane, flew 20 minutes with two landings. ‘On duly 24 more test flying was done. After some mod- ifications to the controls (except for the rudder), the flying was better and more precise. Five landings A Grieri wing spar. That grimace is the result of bright ‘sunlight — not from lifting the feather weight spar. ‘Another angle of the first assembly of Crier were made during 49 minutes of flying. Stall tests were made after reaching an altitude of 2,000 feet: Yst Stall — Flaps down -5°. engines reduced to 2500 rpm. Stall is rough but straight ahead. Break is at 75 kmlbrs. (46 mph) indicated. Down 1/4 turn of a right spin and instantaneous con- trol 2nd Stall — Flaps down -80, slight shaking but stall very gentle, Slight nose down attitude to- wards the left, immediate control without difficul ty. Speed at the break — 70 kn/hrs. (43 mph), (Continued on Next Page) SPORT AVIATION 37 CRICKET {Continued from Preceding Page) In level flight at 75% power, indicated speed is 170 Jkmfhrs. (106 mph). ‘Later the airplane went to the national fly-in of the RS.A. (French homebuilder’s organization similar to EAA) at Montargis and was a big success among the 20,000 spectators, By that time the Cricri had made8 land- ings and had accumulated 1 hour 45 minutes of flight time. ‘The fights started again on September 8, 1973. The rudder had been modified and was less sensitive. Two flights of 50 minutes duration were made for television, purposes. ‘On September 10 two flights were made which includ- ed the first roll and loop. The controls behaved well in those aerobatic maneuvers. On September 11 a flight was made for picture pur poses. The right engine swallowed a bolt from the air filter — 5 km (approximately 3 miles) away from the air- port and 150m (approximately 500 feet) of altitude. The engine stopped and the airplane returned on ts left engine with a 60m (164 feet) loss in altitude. It took 15 min- utes to get back to the airport, but the airplane made a good landing, ‘September 18 — After repairs to the right engine the flight test program continues. The left engine stopped frequently while idling on the landing approach. ‘September 19 — Two flights were made but the air filter from the right engine became loose during flight but the airplane returned to the airport safely. After two flights the hand starter for the right engine closed and the engine lost rpm, Once again the airplane returned to the One wing panel prior to skinning. The closely spaced rigs are made of KLEGECELL 100 and are glued to the spar with ARALDITE. The inboard and outboard ribs are of aluminum to close the “box" once the panet is skinned. Balsa strips near the trailing edge are temporary spacers. Since the flaperons are attached separately below the wing, the wing is super smooth and should achieve the laminar flow characteristics possible with the Wortmann airfoil The cockpit area showing the spar carry-through, flap torque tube with attached actuating handle, contol stick and rudder pedals, The squeeze-tever on the stick is the brake... . American toe and heel brakes have never been popular in Europe. airport safely. The adjustment of the engine was the most delicate point in the flight test program because, “The engines adapted from chain saws never flew on their own", said Robert Buisson. On the other hand, the airplane is excellent — it’s a purebred with easy flying characteristics, As of September 20, the airplane has flown 6 hours 16 minutes and has made'18 landings. Today, the flight test program continues with some reinforcement of the engine mounts. The engines will be covled later to add some aerodynamic finesse which wil give it a eruising speed at 76% of power of 290 km/s, (143 mph) with 12 horse power. ‘Michel Colomban is in the process of proparing a construction kit for the airplane. ‘SPECIFICATIONS COLOMBAN MC-10 CRICRI Wing Span 5m (16.4) Length 3.90m (12.8 fe) Area 310m? (33.8 sq. fh) Empty Weight 1653 kg, (188.6 Ibs.) Gross Weight 170 kg (974 Tbs.) - The airplane ‘can carry 170% of its empty weight Power at 7,000 rpm. ‘hp. 2) Top Speed 2260 lees. (125 mph) - With no covling around the engine. Climb Rate 3 milgec. (9.8 feetisec.) Range 4 hours 30 minutes Fuel consumption 4 liters per 100 km (approximately 4 ats. per 62 miles) The ground adjustable propeller for one of Cricri’s chain saw engines, Fabricated entirely from aluminum (AJ4G), the blades are adjustable in pitch from 15° to 20°. The entire assembly weighs just over 3 pounds and has proven to be quite efficient, (Photo by Raber J Rou) Test pilot Robert Buisson in Cricri =a ‘SPORT AVIATION 39, (Photo Courtesy Michel Colomban) CCRICRI MC 11 bulltby Gerard Cor Version of Michel Colombon's ti By Michel Colomban (EAA 123688 Lifetime) 37 bis, rue Lakanal 92500 Rueil: Malmaison, France Ts sins Now been three rears sine the prostype CRC MC 10 was frst shown, arousing enthusiamn Jamong spectators, amateur builders and potential pilots by its unusual capabilities. ‘You will doubtless remember comments on its characteristics, performance, economy and handling which appeared in magazines throughout the world. But then, as with many other prototypes under devel lopment, the CRICRI had a problem oneday andcamedown in a forest. The pilot was absolutely unburt and the un- forseon test demonstrated magnificently the advantages of this light end robust type of construction, And for two years nothing more was said about CRICRI. ‘But it was not neglected. Its development continued, silently but surely, ‘Even though the 18 pilots who tried the prototype wero unanimously pleased by its fying qualities, by its speed and the precision of its maneuvers, a num- ber of improvements have been made to the new version concerning the following points: lightness, strength visibility, handling, performance, noise. All of this required a great deal of design and test time. As a simple example, the main gear leg, originally in 2624 aluminum, was replaced by a fiberglass lami- nate — suppler, stronger and 6.6 pounds lighter! Several of these legs were made, of which two were static tested to failure while a third was submitied to fatigue testing: 160,000 eycles at a load equal to touchdowns at 300 to 400 feet per minute! In spite of these extremely severe tests, the gear remains intact, thanks to its remarkable design Today the plans for the “new design CRICRI” are practically finished. There are some 40 sheets, 2 feet natant, frat of anew, Improved ny twin. by 4 fect, which show the details of every piece, without} exception, and of their assembly, with index, bill of materials, specifications, ete. A highly detailed construc- tion mantal which accompanies the plans is also nearly finished. At the same time ten CRICRIs are under construction in France by amateurs, friends of mine, using the definitive plans. This preparatory operation allows me to verify that the plans are correct in every respect ‘The airframe furthest along is that of Gérard Constant, who has done a remarkable job. This ship will earry on the testing begun by the prototype and finish the develop- ment of CRICRI in its new form T must say that, above all, I am concerned about the quality of the CRICRIs which will be built and about the safety that will result. I have put aside my worries ‘about the time it has taken to prepare the plans; 1 ‘am convinced that serious homebuilders will appreciate that T have not wanted to release either plans of ‘materials before the CRICRI is completely developed. On this subject, I must emphasize that I have not yet sold any plans for the CRICRI, nor have I given anyone the least right to commercialize CRICRI, whether in the form of plans or kits ‘Consequently, anyone who has up to now offered or sold anything pertaining to construction of an aireraf carrying the names CRICRI or COLOMBAN has done so fraudulently, without my approval or authorization 1, therefore, warn amateurs who may have been Vietiimized by certain offers of incomplete plane or Kits not conforming to the latest standard about the risks and disappointments which may be incurred, and con- cerning which I decline all responsibility Further news will be sent to your magazine when the CRIGRI built by Gérard Constant fies. ‘As soon as the plans are available I will not [@ ARE COMING > os Those oF YoU who end te fantasia show seronstration of the Cet srt byte French ps st the Bt Oshtoch Convention wil fe moc hat Rappene te ite bdo "ies of ym ho were not lucky enough to se the Crit a Oxtoch muy be mone ha al the es wa Wall the Cricket shore and in god health The to sus the endef io and Me. Calon, the Sec, and hi le ee al earl to rane when the Convention terminated, However Sedma lt i nth Ameren ogo and frsh hie Hence popular nid designer and ki manaictarer, is elaborating with Me Clean provide coriplte kit forthe Crit svat my tet Bonde can get on nti Folening Osha, Bete and Colombe vet one anther ant eoresponged through Deuter prparng te pans anconarucen Iman forthe Eng rede and terng wey sal taieationsnecsary To spline deta br et predation “huout November and December, Cris Heine and Gary Bondron, Zenit prt and plan manager Grice material and tained ney all see troduction. nthe meantime hundreds ngs food Imasking about te aeraf.'t bceme sis tha te ide 68 pnd craft was caparing the anton Stony builders ad ers who arte a he seman ‘Momanenverbiiy,cmrenert dsnsembly rcp tn inueie seams a pation Burped hy the respons originating at Oshkosh, tcin Colona and Boudre apie fa tee Stati with fon carly orders ander ito Api thy soon had to toed eres Fructis wo acommodate ance twenty oer and Ben mother Hints incronsed he sa! fm sine Sy thieen i Improve the predation rte and shrtn delivery te Now thal startup probleme hove bean aver, protons nfl swing and te bag sein ve. come. Less than a month exists now between ordering and shipping of the material kits for wing, fuselage and tail. Although Zenair has undertaken to provide the com- plete kit for the Cricket, certain components are imported from France. For the moment, all canopies, fiberglass parts, undercarriage and engines come from Mr, Colom- ban. ‘While there have been some shipping delays, builders have not been delayed, and the arrival of com ponents is keeping pace with builder requirements, ‘The powerplant, a 11.5 hp Valmet engine, has been the prime concern for prospective builders. The per- formance and hardiness is unquestioned, but the delivery thas been the doubt. Everyone remembers the Bede fiasco, and all kit manufacturers still suffer the stigma of unreliability. However, the Valmet engine, while originally a Finnish engine, is now in fall production ‘im France. Delivery to Zenair is expected to be regular and reliable. Obviously, as kit production commenced, Heintz expected there might be glitches, so he undertook to build the first aircraft from the kit. Any problems in production were identified, and corrections were made to insure that builders encounter few difficulties. That in-plant Cricket is nearing completion and will be air- borne, from the trailer, before this article appears. In its semi-complete shape, Heintz trailered the Cricket to the Lakeland Sun ’N Fun Fly-In where it attracted enormous attention, Zenair will be completing two Cricket aireralt for dis play at Oshkosh, and the two French pilots are expected to provide another scintillating flying performance. And the Cricket troupe are expecting to have to demonstrate the incredibly short assembly and dismantling time again and again to an unbelieving audience - five minutes from trailer to flight readiness. Now, that is some accomplishment. Any inquiries about the Cricket aircraft should be directed to Zenair Ltd., 236 Richmond St., Richmond Hill, Ont., L4C 3¥8, where an information brochure i available for $10.00, By Red Morris (EAA 3232) 4005 Bayview Ave., #801 Willowdale, Ont. M2M 3Z9 “

    Potrebbero piacerti anche