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    32 views20 pages

    Colomban CriCri MC 15 Aircraft Flight Manual

    Uploaded by

    legoulu21

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
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    - RICRi FLIGHT MANUAL cRICAL He 1S FLIGHT AND MAINTENANCE MANUAL SUMARY | Genera, 2 Operating Limitaniens <3 Use & Emergency procedures 5 Perfarmance Copyright (E} Michel cOLoMBAN (983 e LQ Cantrals end cob! 1 _SEWERAL dil Dimensions = Wieg #pan 4.30 m. = Leagen 5.90 m. Wing aren 3110 a + Aspect ratio wa 4.2 weight = Enpty equipped 78 wp «(172 Ibs) = Maximum ot take-of€ 190 ke GTS tbs) Lud Cacegory, ~ Urilicarian, v¥ serabaric. [4 Snainas Ste JPx PUL 212 D vad G engine. 15 HP at 6000 rpm. LS Prone iors EnaneMieblade composice CH/AS 695 - 290 ~ 303. 1.6 Fuel Tank oe liter fuseloge tank (6 US gallone)~ Euel Flyer premium axade succmobile gesolime oF 100-130 aixplans fuel gir 2 f cuc-sereke oil, 18 Landing peat aaa eT: Composite blads. Total stroke ¢ 160 mm. Thre pvestuoe 7 Pelarinal coleccopie vith eisetic suspension. Total stroke | 130 mm: Wei taceriocked wich the wudder bar: Tire oreseure : 0-4 bate B bar +9 serge coserat syscem cengeat scicks Artificial cress from rubber bands. Teim on Ce right side. - _ badts Tepntrat nreificial seeest from eubbey bande. Trin on the Fee surface af the stick. were Gherol F adjustaenc ia Ehighe. artificial seveas from Puppet bands. = Fiaps : Gontyal on the left side. Three positions + erusing, take-off snd landing = Engine gontacce ; left side. 7 Enbtn teri with cables en the main uhecls, General brake grip on fhe sticks _ EON tion ¢ 2 geonps at che bottom of che fuselage in frent of Frsme 4 © Disassembly Quick assembly end ¢igarsembly of the wanks using the cva sain pins, 4 See sey pine and Z rod #nds Joce(es on opposite sides of the cabin 4c wing level, one 2 _openaTitG LIMLIATIONS 2.1 Design epeeds - vane : Speed never co extend 180 uph. va Maximur manoeuvering speed +118 ph. ar chip apeod, the controls, and in pagticular che ailercns, cen be def2ecred te extreme positions, provided havever you don’t exceed che Load factors set ferin farther on. Beyond chis speed, reduce progressively tho deftestion so thet you den'e exceed the angular acceleration produced ac Va. - ve 1 Maximum speed fisps down = take-off deflection (12°) + 80 aphe = Landing deflection (277): 80 mph. — Heximus eross vind U2 mph 2.2 Weight, Maximum veight at cake-ofE 1170 kg G75 Ibs) Maximum (wel for cerobacic ese 1 45 Liters (4 US gallons). 2.2 Center of gravity 1imizarions = Forvard limit : 24 % of the wing chard or [SD am. bebind the leading edge. = Rear limit : 40 Zof the wing chord, oF 250 m. behind che leading edge. auTuoRIteD Cate RANGE, jie Limic inad factors in symmetrical maneuvers Ven, CHORE 225m Limjt load factors exe those beyond which cercain elenents of the struccure geRin ta undergo permsnenc defortasion, They shoukd never be exeneded and should be appresehed only accidentally. If you reach ehese fagtors, stop the plane and inspect the structure, = Flaps up, posicive +66 ~ Flaps up, wegative -36 = Flapa dovn +2d 2,5 Maximum load feccors in symmecrical mangeuver vee ror am “experimentel plone", the Lone use faccors have volontardly been Limiced co half the breaxing load. They consequently represent the maximum values which eon be Tesched in cerobatadl ust, provided, hovever, you don't exceed the fatigue life of che plane (see ‘allowing chapter} ~ Flaps vp, positive ra = Flaps up, nepacive -2 2D che flight envelope HC 15 symmetrical sangeuvers, corresponding Eo these te ceces, are represented on Chare | vhould be reduced to 2/3 on discyometrical manceuver use, the max toed factar of the sbove values. 2.8 Fatigue life An obeimate lead factor "$G" aeans that the struccure should brest ae etload factor of 9G the firse title it teaches chis value. The same screcture Eubjected méay times to eepeated loeds, ven if chere Lands never exceed the line, con eventually bresk; sicernatiag leds markedly reducs cesistence te geotie fraccure. This phenmencs is actribucable to “structeral fatigue’, An eccimace of the fatigue life of MG 15s used in pesabatic# has led to the feeultt belav, This eseimace has been made taking into e¢cqunt, along vith formal correction faccors, a cargin of eatery of 20% with regard to the sorvdual resistance of 2 “facigued™ acructure. It fs valid fer 4 plane buile leeording to tolerances end vich che cave and precaucians incicared in the dcratruceion Hamudl bat shauld be considevably reduced in the case of faviry work (nated metal, Misdirecced scoring, cicked Tivet hole, ete.) Estimated Escimated Uleicace fatigue Life useful facigue Life asd factor at *$ a009 cycles 1000 ayeles " 4 soond von * " 44 escape” s30000 " +2 r9p000 jondo0o As you can gee, 2 rugular increase, even though nadesc, of the load factor eres Sfonsideruble redection in the fatigue Life, Cenecally speaking, cash Sime che ussge lumit ig increased | G the Eabigue ILfe is shortened abeut cen Cines nea the wang spar is Teinforeed vith che aid of “oprienal sci ffener” lolo& che above fatigue life is qultipiied by about Since the wing spat is the part which js subjected to the more facigue in this plane, Jf vould be pradenc to change the fiping surfeces (Flaps nor included) ex the end of the Cacigue life. = Speed never co be exceeded : 6500 zpm- 1 yduinen pover : use full engine throttle only for cake-off, climb, and aerobatics, {Becaure ef engine Life potentials. Haginem goncinuous pover #@ 2° 9 ¢ 80 2 of maximum pover. ‘this power 1s abtsined + - Either by reducing che maximum spead by JO xem ac a piven airspeed: ~ Gr, in level flight, by bringing back the chrottles uneil the cirapead stabidices 10 R beluw the naxicum airspeed obtained at fui) throttle in Level fYighe 2 = Macimun cagcinuows pawer at 2 © 2000 mn. (6500 £r) Beyond an altitude of 2000 m, yau can leave the engines at ful] chrovete (power Lover chan 12 hp} = Maxinum cenperature : iimit the temperature ae the cylinder head (ehermocuhasse) to 450" F. B Jsable fields The CRICRE wheels, being of small diameter, function bese, cbviovsly, om hard surfaces. Nevertheless, charks to the flexibility of the suspension, this plane seems zo do vell cico on properly leveled fields of short grace. Ie would be wise to aveid Fickds that are tao buspy oF Facky~ 2,9 Temperature Limit A macal assembly glued vith epoxy if comparable co a “plastic” assembly- you should cousequently reduce a bit the use Muits under very warm conditions ae ‘4 2 yee Di] Teanspext Piano enchored and peocected in ics cradler Accelerometer locked Wing gia bex, on board. 3.2 Assembly = Plane on che ground, fic the wings in place, flap¢ in Elight position. = Put che two wala pias in place and Lighhens” Loolt TE ERE four secondary pine in place and cigaeets LOGK = Agcagh che 2Llap ligkages and cheek Che correct tightening of the ball joine cps. Locks = Umleck the accelerane ter, 4.4 Center of grpricy cneck pat the C00. szays vichin che Limies set out fa che paragraok "operating ini seek yh For chat use tha table in Chart 3, starting ich che cencer #f gravity ond veight of your plane equipped but eapey. yoru 33 Bok Peal prepare in a jertycan 2 mixcuze of sagolint Jpfemiun svcomobLbe of 100130 ciigiane gasoline) to vhten you 220 2.5 te 3% prescribed two stvale oF) aeeeeene re Trenséer te fuel cank. Serew fa the cap oll che way (201), Peet eatiea, tual shoulé be Limicad co 15 litera, (gee oh.2,22 3.5 Bee-fLight check = Geckpie, Concace off, Fuel tank cap screved ix Instruments Fer ar were, Feec attachmencs ond harnes# checked. — Fuel tank venc clean and open- = Furclage: general condEtion T Fotal and scatic pressure poincs clean and opt, T feedgoneal cail: general condition, joints and rod connections: c Meeigat cail: general condition, rudder, Joints, and cable attacaments « «Sing fortace: general conbition. Firciags and Ehap srticutecens. Geel of ving-fuselage junetion. a fadn Landing gearr sendivion of suppore fittings and af silenc blech. Frakes. Vice conditzan ané |.8 bor pressure. Fairing accachnent cfene auac: normal {lanibslicy of the suspension, eendicien of tive apd 0.8 bac pressure, Paicing actachment. = Engines: check the ELexibility of the suspension sad ite centering Condition of ave: fairing. Condition and sttachoent o£ engine fairings Sparkplug vire Lo prover pesities and ceneicion. Syecemaci cell glance at the tightening marks of 221 visible bolts (emer of peint sinibie), tdencily soucee of any abmermal of] leakage o eeioe. clean. Genees] condicion. Boles. No change in position cPeitaness scrow: Thrattle cable arcachmeec. Conditine of fuel Line + Frapellers ard spinners: Clean. Genera! cand?cion Balts. + Canopy: Clean. General cepdicien. Hinges. Latches. Seal. 3.6 Pilot enery 2 Skanding oo the seat, support yourselé en the edgez of che fuselage around the main frane, Slide yous legs in. Adivet the rudder bey. Attach the harness. Tighten the scteps. 1.7 Searcing che engines Gatoline valves Rand L open, fencact off, Beskes on, The engines sre sterted by an assisranc. Close the carturetor entcy (by head), Push in the decocpressian value. Turn che qrepeller co drau up gssaline uti! it drips ender the carburetor elbow, Uing che cord around the stacting core pulley. Fosh che throttle control a Little (about | inh}. Geocaet on. Full the cord. AS d00n ds the engine starcs, keep © speed of above 3500-4000 rpm beyend vough canning for abauc 20-30 seconds in arder co allow it to warm up a bit, AEcer chat it should idle smoochly Once the engine is varm, iL is not necessary co craw up gasoline. If che engine is barely warm, Gray up gasoline very Litske. (one or two turns only) Check the speed and emoocnarzs cE the idte (1690-1800 rpm). Check the full theolele speed (5000"5200 rpm). Oo nek Be ce che pover check beyond 2 sylinday head cemperature of £40-460"F, Check that 4 tepid increate in enging speed is possible Without gap er hesication. Close apd lock the canopy. Flaps in take-off position (12"}. Adjust ventiletion. Release brake, Tani slowly and tty the brakes, Terme are made only wich pedals (steerable acre vheel}. The difference in engine speeds is unfaportant. Ic Will have an eFEser. Rapid taxiing is act a problem, The aicplane is trable and visibility is perfecc. But beware, ic is sensitive. Avoid braking a8 much as possible, You Will save che cires, che brakes, and fuel. Crossuinds (maximum 12 mph) don't pose any particular problems. 23 Tanesore Before caking off, check the instruments, then: ~ Landing gear, altinecer. » controls Eres, Correct carburetion, ~ Propellers. - Gas £low opon. Tank adequately filled. Cap sevewed in, ~ Harness attached. Once egain, wing pins and ball jaine tips end Elap rods. Flaps ac takeroff position. canopy Locked. = Exeerior. Wo approaching airplane. ~ Adjustment of toke-vff tab position according to C.G. position 2 In order to take d£f2 g6 lined up, full throttle. At about 55 mph (about 10 seconds) pull gently on che scick (Warning: artificial effore gives an itpression of firmness. Tt js always such curing low speed flights). On rough ground, taxi wich che stick @ bic uack and take-off ac abowt £5-50 mah. le 4 crosswind (was 12 mphh a¢ jeregular winds (quate) inerease these speeds .” 3.20 Chime, - Full throttle ~ Pleps brovgne back co cruising gosiclon (slowly Necauce sensitive) beyand 2 = 40 £¢ and before veaching Vi * 60 aph = Hex gcaditnt speed (9becacle) 62 wph. < Max rate af climb speed 27S mph. = Climbing speed "royage™ (discance) i $$ mph a = Havinal ceaperacoces of cylinder heads © 420 = 410°F - (otherwise increase speed) wee ~ Karmal full sheoccle ts approxinetely 5500 rpm. eh «Trim adjusted accordingly, stick releesed. 3 eee ene u 4 et ane all ye an ney OVA. = 2M Flight in calm staoaphes — Maximal speed in tevel Elight : Pull chrottle. Engine speed approvacacely 8400 cpm. Faited airplane VL abour 135 mph. _ Pane cruising : Bring che theaccle Levers back so that che speed is equel co 50% of the maximal evel flight speed Frem an sititude of 6300 Et om, fU1L chrorele should be used aL] the tine ; engine power bectaing less than 12 HP. ong distance" cruising : Power needed to bring the indicaced sirsperd back ty sbouc 33 + 100 mph. + Hayimum flight Eine ; Fever for Vi = 80 mph. Z pull chroctle diving peed i Mevar exceed speed : 16 mph. Limit pover to 6500 cam. faution | Becoves of artificial stress on the contr@ls, stick lowd becomes very Tighe at overspeed, De not forget this, particularly In care of gevobetic (light uancuvers and begin very slowly. 3.12 Flight tp gesty scmosphece in exeremely guéty weather the airplane can resch ica mex, toad [actor ar p speed of ILS pk, 1 iz cherefore best never to exceed thiy spesd in e dutch «case, Also, be wwate cht ® speed untch is coo slow Ceomfert) exposes one to stalls et gusts, In the #bave cose, always use a 100 - 113 mph speed range. In serovatic (light gust loed foctors are addeé to maneuvering ones. En order noc to cxceed the established lead factors (chart 1) the higher the gust [ead fectors the more che maneuvering Loads should ve decreased. eee tries Nene amere ueerher 3.13 Scott idling in nectroncel flight (vectometec Oft/un} + Craistag configueaeion ve = 5b mph. = Teke off configueacion vee SL mph. = Landing ctafigurecien Ve = 45 mph. Stall warning signs ere faicly subtle. Stell con be a little dizsymetrical. The cose down attitude mocked after #e01] 48 #bouc 20 te JO", Pemediace recovery if che scick is eased foward. Slight lose of eleacude Hare gain, the 4izplane 1g at low speed and the pulling effect to bring the airplane to rteil, cick practteslly ae the extreme back position, ts relatively great (ares ficial e€farc). Same explavacton for che feeling nf hrawines# during (he ‘elloving recovary. Lite spin Tk ds wery haxd co gec che cRLERE co spin. When one succeeds, the. exit, marmuver ia simple : Bring cre controls back (o cencerling or better stilt, slightly pase ct, all controls can also be Lec go. Spin exic in less then une tura, Ut Appepach = Let the airplane decelecace to VE ~ BO.mph before bringing the taps co cake-vfé (12°) or landing configuration (27"?, ~ Hormel approach speed - 7 mph, - Trim adjusted wccordingly. —Abnecd be, be apare that the geeacesc Life to drag approach ratio if ubeaiaed vith flege in cake-off position (124) at Yi = 70 mph. + Retusn Ue dull chrottle is possiole whatever che flap deflection. Caucion « Stetted Eleps covering the entire span are very efficient. De nat handle them eGugtly, Wever raise the Elaps near the ground whatever the speed nay be. Jeg Lana Low postin < appeonch speed Vi = 85 = 70 aphe © Roling off progeesttvely witudie czplog co stall. Be coceful of the unusual hetehe BE the seac, Poe not round off too high = Touch down very slightly aose up ot Vi= 52 to 56 sph, IE the laadieg js misted, return co full chrotcle befere ¢ lowly raising the flaps, In erose-vinds, epproach slightly banked or @t # diagonal. Rectify jusc before impact, Aftervardr, direct vith the pedal, In chis ase, as vali as in ievegular vinds, incrckae the abave tpeeds & Little, To keep running tring flaps back up ¢3"), Avatd hard and long braking wnen the fvel level 1s low : risk of anpeiming sinking hose pines. é Je1Z Stepping the engines as Swirch off the centasra. 3.12 Moving shy aSrplane on the ground Pesh the sicplané t¥ the horizontal tail, Tf need be, push down on the tail to raise che fzomt Wheel for easiee handling. 3.84 Mooring on ‘uorizonral ground: [ece the vind, Gaps up 3°, Brake. Fescen by che holes of che flap suppact arms TE possible peotece vich # padded covering: On Such lay airplanes dropping Gamevas, handbags aod other cools is noc tnfrequent.. 3.20 storiag ghe nese vay to score the sirplanc, whatever the Length of time, is to place 11 in its trailer sheltered from bed weather, dust, shocks ete; and prefecaviy in 4 dey garage Li possible, clean snd dry che airplane before closing the traile In order to ovata condensetion in che tank 1c ts beac to fill at op before storing 3.21 Operating che NC 1S ip gerobacte Eliphe Thanks ta che way the engines are fed end lwbrieated they can operate honsscap in any position. = Fuel : 4 US gallons maximum (15 liters}. + Power rating © Full chrotcle. Sue 6500 rpm maximum Foting. - Inverced flighe ; Do net go under an indicated aicapeed of Vi = 90 mph. < Slow, fast, hesicacton roils and rclling corns ; Same minima Vi as abave ~ 90 mph, yo aot practice sharp deflectioné t¢ the extreme position over Wi = 115 mph. From this speed on, either Iimie the anplitude or che deflection speed 30 chat che rate of rell ders nen execed the rexinel value obtained et 115 mph = Loops . Minimum entrance speed : Vir 190 mph. Lead factor 7 4 + Welf cuban and reverse half cuben : Vi= 180 mph. 4 "6", = Seatl worn : Mor recowmended because very difficult co perform. - Snap roll = Forbidden ("T° cai) Hocice + Considering the slight stick toad racing in overspeed iz is ine “wspensoble tu us¢ an aecelerometer for sevobatie flight in CRIGRIS ll aa 4 EMERGENCY PROCEDURES 2 bab Eegine fire = Close che ges. = Go full chroctle uncil che engine scops = Gut che cancact 2 Ising ncil wow no ieLng tendancy has been noticed on these types af engines, Mowever, if a power drop uccurs in isy Weathes, the only ansver vovld bo to bit the cheoctle lever # Fev clues ak full tbrottie. 4.3 Engine Exiluce LE an engine fails keep the eruising configurecion if the indicaced airspeed 4 is over 10 mph. Upon sparadch and at landing remember chae che flops deflection accentustes the yaw caused by che engine digeymerry, Thecefore, vich Elepe in landing configerétion stdture gower to an engine very progressive! 4.4 Restarting an engine in flight , = apen the decompression valve (££ che engine ds equipped wich a control system}, = Push the throttle control a Uttele (as for starting on the ground). = Keep concacr swlcch on = Incresse speed until che engine starts. 4.5 Makeshi fe landing If both engines sre crcemgdisely out of order: > Close beth fuel valves. + Tur the toacaet svicch off, — Tighten the harness straps. Mighest 1ift to dag ratio : Elops at 12° confdguracion and Vi + 70 mpp. Lend in ismding configuration, flaps dom ac 27°, Tf the runosy is unsure vefusc che ground until sted], a > 5_PERFORMANCE The performances eee given for an aicplane which corresponds fm a2] respeors (a che deflattien in the set of plans and ac ¢ totel maximum poves of 30 HP 3.1 stalling speeds "us" Figueing on ensrt 2a chey aré ic relacion te weight end the chree flops deflections : ervising 3°, cake-off 12, ianding 27°. these are indigsteé speeds, thecefore unrelated te altitvde and Cenperscure. They are sbceincé by alioving che airplane co decelerate Wich the varienecer at & Et/mn, 3.2 Takesotf cuns Figuring on chare 2b they are ia relation ro weight sad tkrftude, Given in atandaré atmosphere in zero wind and on a hard hocizontal cunway. Fey a grassy vunvay increase the discances by 25 t 30% The sicplene 4s in téhe- EE configuration flaps ac 12° 5.9 Teke-off distances to. ft Figuring on chart Ze, onder the same conditions ag above. The 20 Fr. clearance speed is 1.3 Rimes the reeling speed in take-off configuration. 5.6 Maxiowm races of

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