Single seat single engined biplane with con¬ventional three axis control. Conventional tail. Control inputs through stick for pitch/roll and pedals for yaw. Wings braced by struts. Undercarriage has three wheels in tail drag¬ger formation. Aluminium tube framework, with optional pod. Engine mounted between wings driving tractor prop¬eller. Named Pee Wee after an early lightweight aircraft developed by Joe Kirk, one of EAA’s directors in the ’50s and ’60s, the Pee Wee machine is a tractor biplane powered by a KFM opposed twin engine with electric start. The design allows a pod to be incorporated, so that if the builder wishes he or she can take advantage of the engine heat to warm the feet. The Princeton Sailwing shape is used in the wing construction and, as befits a biplane, a tail dragger undercarriage is fitted.
In 1955, the EAA decided to develop a single-seat sport biplane as a service to its members. The prototype was built as a classroom project by students of St.Rita’s High School in Chicago. It flew for the first time on 10 June 1960. The E.A.A. Biplane was designed in response to many requests from members of the American Experimental Aircraft Association for a single seater sports biplane of simple yet rugged construction. The fuselage consists of a welded chrome-moly steel tube frame, to which are fitted plywood formers and wooden stringers, the whole being fabric covered apart from the aluminium coaming panels. Both upper and lower wings have solid spruce spars and built-up wooden ribs, and are internally and externally wire braced. The leading edge to the front spar is aluminium covered, the remainder being fabric covered. Interplane and centre section struts are made of streamline steel tube. A 9.5 Imp. gallon fuel tank is fitted behind the firewall. The empennage, like the fuselage, is built up of welded steel tube and is fabric covered and externally braced. The ailerons which are installed on the lower wing only, are operated by means of push rods, while the elevator and rudder are cable operated. The main undercarriage is built up of steel tube with bungee cords for shock absorption.
Engine: Continental C-85, 85 hp. Wing span: 20 ft 0 in (6.1 m). Wing Area: 108 sq. ft. Wing Loading: 9.4 lb./sq.ft. Length: 17 ft 0 in (5.18 m). Height: 6 ft 0 in (1.83 m). Max TO wt: 1150 lb (522 kg). Empty Wt. 640 lb. Fuel capacity 12 USG. Max level speed: 125 mph (201 kph). Stall mph 55. Climb rate 800fpm. Takeoff run 500 ft. Landing roll 550 ft. Range 200 sm.
Circa 1998, a new version of the Chickinox, the Top 2000 has the tailplane supported by a unique design of boom. Rotax engines of 50 to 80 hp are suitable, or Subaru.
Engine: Subaru 1600, 83 hp Wing span: 9.5 m Wing area: 14.9 sq.m MAUW: 450 kg Empty weight: 220 kg Fuel capacity: 38+22 lt Seats: 2 Max speed: 150 kph Cruise speed: 110 kph Minimum speed: 65 kph Climb rate: 4 m/s Fuel consumption: 15 lt/hr
In October 1988 it was reported that the Indian Air Force had placed an order for 25 Chickinox ultralights to be placed at the disposal of selected flying clubs and for pre-selection of future IAF pilots.
The Limousine S-LSA has elements of the MCR-4S and the Twin-R, designed to fit the LSA category. The airframe is based on the MCR-4S. The cabin is finished with the interior developed for the Twin engine “Twin-R”. It includes the new memory foam seats for comfort. The Limousine S-LSA bascally the MCR-4S certified under the S-LSA category. A two seater factory built in compliance with ASTM standards, with options and the interior designed for the Twin-R. It is a MCR-4S factory built and limited to 2 occupants whereas the 4S comes as a kit.
For its launch, the Limousine S-LSA was offered at 127,728 Euros +GST/VAT ex factory until 31 December 2010.
Engine: Rotax 912S, 100 hp Propeller: 2 blade fix pitch Wing span: 8.72 m / 28 ft 5 in Length: 6.72 m / 22 ft 5 in Height: 1.95 m / 6 ft 4 in Wing area: 8,30 m / 87.7 sq ft Aspect ratio: 9,20 Empty Weight fully equiped: 280 Kg / 616 lbs Structural MTOW: 750 Kg / 1650 lbs Useful load at 600Kg: 320 Kg / 704 lbs Fuel tanks: 2 x 100L=200L Total / 52 US Gal Wing loading: 77 kg/m / 18.8 lb/sq ft Speed at 75% Cruise, FL 0: 128 Kts (240 Km/h) Speed at 75% Cruise , FL80: 139 Kts (257 Km/h) Consumption at 75%: 20.7 L/h / 5.5 US Gal Range standard tanks at 75%: 1342 Nm (2486Km) Speed at 65% & FL110: 132 Kts (245 Km/h) Consumption at 65%: 17.9 L/h / 5 US Gal Range standard tanks at 65%: 1477 Nm (2737Km) Take Off distance: 200 m / 656 ft Climb rate, FL 0: 700 ft/min G loading: +3.8 /-1.5 g Glide ratio: 16/1 Cabin Width: 1.17 m / 46 in
The CR100 was conceived and optimized for use in flying-clubs The first flight took place in August 1992. The selected motor (180hp and vp prop) is the least expensive, the CR100 can receive various options, including 200hp with a fixed pitch propeller. A CR100 built from plans will be able to fly under the CNRA (Navigability certificate Restricts Plane). Aircraft from a kit will be able to fly under the CNSK (Special Navigability certificate Kit) / ” category; experimental “, according to the country of registration.
CR 100T
The CR100T is a two-seater directly derived from the CR100. The first flights took place in November 2000. With a nose wheel, 180-200 hp, and variable pitch prop, the CR100T was optimized for reliable and intensive school use.
CR 100
CR 100 Wing span; 8.50 m Wing area; 10.60 sq.m Length; 6.8m Fuel capacity; 85 lt Empty weight; 550 kg Empty equipped weight; 850 kg MTOW; 760 kg Aileron span; 2.17 m Aileron surface; 1.21 sq.m Max manouevre (Va): 260 km/h Max speed (Vne): 346 km/h Max turbulent air (Vno); 301 km/h Design load: +8 /-6 g Max flap extension (Vfe): 185 km/h Rate of climb; 8 m/s Roll rate at 260 km/h; 195 deg/s
CR 100T Engine: Lycoming O-360, 200 hp Wing span; 8.50 m Wing area; 10.60 sq.m Length; 6.8 m Fuel capacity; 85 lt Empty weight; 550 kg MTOW; 850 kg Aileron span; 2.17 m Aileron area; 1.21 sq.m Manoeuvring speed (Va); 260 km/h Max speed (Vne); 346 km/h Max turbulence speed (Vno); 301 km/h Load factor; +8 /-6 g Max flap extn (Vfe); 185 km/h Rate of climb; 8 m/s Roll rate to 260 km/h; 195 deg/s
CR 100 Engine: Lycoming IO-360, 180 hp Wing span: 8.5 m Wing area: 10.6 sq.m MAUW: 854 kg Empty weight: 550 kg Fuel capacity: 40 lt Max speed: 316 kph Cruise speed: 273 kph Minimum speed: 96 kph Climb rate: 8 m/s Fuel consumption: 40 lt/hr Seats: 2 Kit price (1998): £42,300
The MCR ULC specifications were established in 1996, defining it as an ultra-light airplane based on the FAI requirements, and first flown in April 1997. Based on the Sportster design, with the same fuselage and engine installation, the FAI ultra-light MCR-ULC was specifically designed for fast cruise and optimized for slow approach speeds. The MCR ULC characteristics lie in its wing design, involving a greater span and area, as well as split double slotted fowler flaps and ailerons. The MCR ULC can be equipped with a choice of different power plants, but may also be fitted with other options such as Ballistic Recovery System parachute, Oil Pneumatic under carriage ( for intensive use), extended ferrying fuel, toe operated Hydraulic brakes , and fuselage footsteps. Engine options include the 80 hp Rotax 912, 100 hp Rotax 912S, and 80 hp Jabiru 2200. The MCR ULC is available in a kit form in respect with the CNSK regulation (specific kit airworthiness certificate) or in the “experimental” category, depending on the registration country. Ready-to-fly delivered aircraft are in the Ultra-light category
The MCR ULC R is a direct evolution of the MCR ULC, available in kit form in respect with the CNSK regulation (specific kit airworthiness certificate) or in the “experimental” category, depending on the registration country. Engine options include the 80 hp Rotax 912, 100 hp Rotax 912S, 100 hp turbo charged Rotax 914, and 80 hp Jabiru 2200.
MCR ULC R
The MCR M is a tail wheel evolution of the MCR ULC R, first flown in December 1999. The MCR M is available in kit form in respect with the CNSK regulation (specific kit airworthiness certificate) or in the “experimental” category, depending on the registration country.
MCR M
MCR M
MCR MiniCruiser
Turbo, rescue parachute, autopilot. Price 2009: 100000 EURO
MCR ULC Wing span; 8.64 m Wing aera; 8.13 sq.m Aspect ratio; 9.18 Cabin Width; 1.12 m Fuel capacity standard; 80 lt Extended range fuel tanks; 2 x 40 lt Empty weight Basic version; 230 kg Equipped empty weight; 270 kg Max. Takeoff weight; 472 kg Wing loading; 58 kg/sq.m VSO (stall speed landing configuration); 63 km/h Va (Maneuvering speed); 172 km/h Vne ( Never exceeding speed); 270 km/h Design maneuvering speed; 300 km/h Vno (Normal Operation Speed); 210 km/h G loading; +4 /-2 g Vfe (Flaps extended speed); 140 km/h
Engine; Rotax 912, 80 hp Cruising 75%, FL 0; 250 km/h Cruising 75%, FL 80; 270 km/h Fuel consumption 75%; 17,1 lt/hr Range ,std Tanks 75%; 1245 km Cruising 65% FL110; 265 km/h Fuel consumption 65%; 14,8 lt/hr Range ,std Tanks 65%; 1432 km Takeoff roll; CS. Prop; 140 m Climb rate FL 0, CS; 1750 fpm
Engine; Rotax 912S, 100 hp Cruising 75%, FL 0; 271 km/h Cruising 75%, FL 80; 293 km/h Fuel consumption 75%; 21,3 lt/hr Range ,std Tanks 75%; 1097 km Cruising 65% FL110; 288 km/h Fuel consumption 65%; 18,5 lt/hr Range ,std Tanks 65%; 1264 km Takeoff roll; CS. Prop; 112 m Climb rate FL 0, CS. Prop; 1950 fpm
MCR ULC R Wing span; 8.64 m Wing aera; 8.13 sq.m Aspect ratio; 9.18 Cabin Width; 1.12 m Fuel capacity standard; 80 l Extended range fuel tanks; 2 x 40 lt Empty weight Basic version; 230 kg Equipped empty weight; 270 kg Max. Takeoff weight; 490 kg Wing loading; 60 kg/sq.m VSO (stall speed landing configuration); 63 km/h Va (Maneuvering speed); 172 km/h Vne ( Never exceeding speed); 270 km/h Design maneuvering speed; 300 km/h Vno (Normal Operation Speed); 210 km/h G loading; +4 /-2 g Vfe (Flaps extended speed); 140 km/h
Engine; Rotax 912, 80 hp Cruising 75%, FL 0; 250 km/h Cruising 75%, FL 80; 270 km/h Fuel consumption 75%; 17,1 lt/hr Range ,std Tanks 75%; 1245 km Cruising 65% FL110; 265 km/h Fuel consumption 65%; 14,8 lt/hr Range ,std Tanks 65%; 1432 km Takeoff roll; CS. Prop; 140 m Climb rate FL 0, CS. Prop; 1750 fpm
Engine; Rotax 912S, 100 hp Cruising 75%, FL 0; 271 km/h Cruising 75%, FL 80; 293 km/h Fuel consumption 75%; 21,3 lt/hr Range ,std Tanks 75%; 1097 km Cruising 65% FL110; 288 km/h Fuel consumption 65%; 18,5 lt/hr Range ,std Tanks 65%; 1264 km Takeoff roll; CS. Prop; 112 m Climb rate FL 0, CS. Prop; 1950 fpm
MCR M Wing span; 8.64 m Wing aera; 8.13 sq.m Aspect ratio; 9.18 Cabin Width; 1.12 m Fuel capacity standard; 80 lt Extended range fuel tanks; 2 x 40 lt Empty weight Basic version; 230 kg Equipped empty weight; 270 kg Max. Takeoff weight; 544 kg Wing loading; 67 kg/sq.m VSO (stall speed landing configuration); 70 km/h Va (Maneuvering speed); 191 km/h Vne ( Never exceeding speed); 315 km/h Design maneuvering speed; 350 km/h Vno (Normal Operation Speed); 221 km/h G loading; +4 /-2 g Vfe (Flaps extended speed); 140 km/h
Engine; Rotax 912, 80 hp Cruising 75%, FL 0; 250 km/h Cruising 75%, FL 80; 270 km/h Fuel consumption 75%; 17,1 lt/hr Range ,std Tanks 75%; 1245 km Cruising 65% FL110; 265 km/h Fuel consumption 65%; 14,8 lt/hr Range ,std Tanks 65%; 1432 km Takeoff roll; CS. Prop; 140 m Climb rate FL 0, CS. Prop; 1750 fpm
Engine; Rotax 912S, 100 hp Cruising 75%, FL 0; 271 km/h Cruising 75%, FL 80; 293 km/h Fuel consumption 75%; 21,3 lt/hr Range ,std Tanks 75%; 1097 km Cruising 65% FL110; 288 km/h Fuel consumption 65%; 18,5 lt/hr Range ,std Tanks 65%; 1264 km Takeoff roll; CS. Prop; 112 m Climb rate FL 0, CS. Prop; 1950 fpm
The MCR range of aircraft is a result of 20 years research and development by Michel Colomban and the modern manufacturing techniques developed by DynAero. Michel Colomban was for many years an engineer and aerodynamicist and was associated with Morane-Saulnier, Potez and Aerospatiale.
MCR-01 stands for Michael Colomban Revolution –(series) 01, a carbon-based evolution of the Colomban MC100. When first designed and produced marketing was aimed at the plans-built community. It was successful in Europe.
When Colomban conceived the kit version he decided it would be easier to produce if its structure was all composite with a metal skin on the wing. By slightly enlargening the wing, eliminating the flaps and incorporating flaperons, the designer saved weight, but the all-composite wing was stronger.
Many engines have been used including the 100 hp Rotax 912S and JPX.
Manufactured by American Ghiles Aircraft as the Lafayetti 4S, it uses the Rotax 912S or 914 engine.
The wing and fuselage skin is made from layers of kevlar and carbon-fibre sandwich, with the control surfaces constructed from foam ribs supported by carbon spars and fused to an aluminium skin. Fitted with a constant-speed prop, almost ¾ span double slotted Fowler flaps, and of composite construction. First flown in 1996, the MCR 01 ULM employed double slotted flaperons, but it was soon discarded for separate flap and aileron.
At Epinal, Dyn’Aero showed a new version of the Ban-Bi with a redesigned wing and tail, the longer wing being now 27.1 ft instead of the 21.7 in the 21.7 in the normal kit. French regulations required a lower stall speed and this wing reduces it from 54 mph to 39 mph.
MCR Sportster
The initial design program started in early 1994, and the MCR Sportster flew for the first time in July 1996 The MCR Sportster is a side by side two-seater airplane with incredible performance and capability. Fast and agile, the VLA was specially designed to reach top speed while providing the most enjoyable experience to pilots. The MCR Sportster is a very high performance aircraft, that can cruise as fast as 300 km/h with only a 100 hp engine, at very low cost. The Sportster has a direct control system and can be equipped with a choice of different power plants, but may also be fitted with other options including Ballistic Recovery System parachute, extended range wing tanks, and toe operated hydraulic brakes. Engine options include 80 hp Rotax 912, 100 hp Rotax 912S, 100 hp Rotax 914 turbo charged, and 80 hp Jabiru 2200. The MCR Sportster is available in kit form in respect with the CNSK regulation (specific kit airworthiness certificate) or in the “experimental” category depending on the registration country.
The MCR CLUB is a direct evolution of the MCR Sportster. It is also a side by side two-seater airplane, it is designed around the same fuselage with an identical cockpit and engine installation. The MCR Club appears for the first time in 1998. Its construction and design was developed in partnership with an Aviation club for its own use. Equipped with a 80 HP engine and a fix pitch propeller, it is for intensive use in flight school operations or aviation clubs. With a 100 HP engine and a constant speed propeller, it becomes an high performance airplane with fast cruising speed.
MCR Club
The MCR CLUB can be equipped with a choice of different power plants. Engine options include 80 hp Rotax 912, 100 hp Rotax 912S, 100 hp Rotax 914 turbo charged, and 80 hp Jabiru 2200. Other options including Ballistic Recovery System parachute, oil pneumatic under carriage (for intensive use), extended range fuel tanks in the fuselage (particularly for school or training operations), toe operated hydraulic brakes, and fuselage footsteps. The MCR CLUB is available in kit form in respect with the CNSK regulation (specific kit airworthiness certificate) or in the “experimental” category, depending on the registration country.
In 1999, another WINGGRID demonstrator was tested by the French, and Christopher Robin equipped an MCR-01 with winggrid. A comparative study with a conventional MCR-01 and another equipped with Winglets studied by ONERA was performed.
All Aero 