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Among the many aircraft designers who have taken inspiration from Henri Mignet's Pou du Ciel (known in English as the Flying Flea, but meaning literally "Sky Louse"), Émilien Croses, of Charnay-lès-Macon, in the French Saône-et-Loire district, stands out for developing aircraft that were both original and lightweight. At the end of World War II, Croses, a piano builder, became fascinated by the idea of the “Flying Flea,” developed by Henri Mignet during the early 1930s. When offered in 1945 to trade a piano for a Mignet HM-14 Pou-du-Ciel, he jumped on the occasion, and it was the start of a lifelong passion. The following year, disappointed by the HM-14's performance, Croses set out to build his own HM-293 from plans he acquired.
After building and flying several Pou-du-Ciel types, and modifying them along the way, Croses finally built his first personal "louse" design in 1960, the EC-1 Pouplume (literally "Lousefeather") [F-PKFF], an aircraft made of wood, with fabric covering. It was powered by a single-cylinder motorcycle engine of around 6 kW (8 hp), and weighed only 108 kg (238 lb). Like the Pou-du-Ciel, the Pouplume dispensed with traditional ailerons and elevators, and pivoted the entire forward wing to provide pitch control.
Three more aircraft have appeared on registers as EC-1 types [F-PCZP, F-PIHL, F-PKMZ — c/ns 01 to 03]; according to Croses's own son, however, these registrations correspond to much older Croses homebuilds, produced between 1947 and 1956. An [F-PIHL] called the EC-1 Goéland still flies, but it looks quite different from the 1956 aircraft, suggesting it was either rebuilt or the registration was reused. Also, a replica of the EC-1 designated EAC-1 [F-PKFF, c/n 03] was built, and has now been given to the Espace Air Passion museum in Angers. The c/n suggests it may be the former [F-PKMZ] reworked, but that needs confirmation.
The EC-1 was followed
by the EC-2 Pouplume, a two-seat version powered by a conventional aero engine. Information is scarce and photos non-existent at this point. In 1962, Emilien Croses asked Gilbert Landray (another Pou enthusiast) to complete a new prototype he had started building, the EC-3, which Gilbert built it with a friend, Raymond Gauthier. The engine was a 65 hp Continental. The prototype was called the Gau & Land, a name that evokes the names of Gauthier and Landray and phonetically sounds in French like "Goéland" (Seagull). That particular aircraft flew from 1962 to 1976 with no incident, but one day, when Gauthier flew it again in the 80s, he lost control in the fog and crashed it.* The EC-3 prototype led to the open-cockpit EAC-3 Pouplume, the definitive version marketed for homebuilding, again powered by a motorcycle engine. By 1977, at least twelve examples of the EAC-3 had flown. A further development, the EAC-3S Pouplume Sport was designed to be powered by a 1500 cc Volkswagen air-cooled engine; it featured wings of reduced span and an enclosed cockpit. In 1977, about 55 of this version were known to be under construction, and as of today over 100 sets of plans have been sold. It must be noted that the "A" in the designations is often dropped, resulting in these being called just EC-3 and EC-3S.
Nothing is known of Croses's next two designs, which evidently never left the drawing board. On July 6, 1965, however, a brand new prototype, the EC-6 Criquet ("Locust"), took to the skies. It was a two-seater wooden aircraft powered by a 90 hp Continental engine, with a tailwheel landing gear and tandem-wing configuration similar to that of the Mignet Pou-du-Ciel family. The cockpit provided two seats for side-by-side seating. By 1977, seven examples had been built, and more than 60 were under construction. An ultra-light version, EC-6 Criquet Léger ("Lightweight Locust"), also dubbed the "Mini Criquet", was also created. It has been a highly successful design, with over 200 sets of plans sold, but since its designation is the same as that of the regular Criquet, it's often hard to distinguish them in registers.
Soon, Gilbert Landray joined the work on the aircraft. He made several modifications to the fuselage, after which the type began to be designated LC-6 Criquet. Powered by 65 to 90 hp Continental engines, the model turned out to be completely successful and is still in use today, with over 250 sets of plans distributed. At least one example [F-PHMC, c/n 122] was designated LC-6W, presumably indicating a change of engine.
Two improved versions of the Criquet were later produced: the LC-6M and the LC-10, both incorporating composite materials. In fact, the latter [F-WXKK, then F-PXKK, c/n 01], designed by Mr. Millet of Société Coplasud and built in 1975, was made entirely from composite materials. Not only did this option turn out to be significantly more expensive than the usual wooden Criquet, it was also 80 kg heavier. Clearly, it wasn't worth the effort. The sole LC-10 was flown as a training aircraft at the Aéro-Club du Maconnais, but remained a prototype.
The B-EC-7 Tous-Terrains [F-PPPM, c/n 01] remained a one-off. It was a three-seater developed with Bujon for cross-country flying. For that purpose, it was fitted with sturdier undercarriage than its predecessor, which consisted of an unusual tandem arrangement of two wheels on each main undercarriage unit; all five wheels were identical. The tail was considerably reinforced; the wings were trapezoidal in shape.
The EC-8 Tourisme was also a three-seater, but much more lightweight. Designed by Croses and built by Jacques Langlois, it was first flown on May 27, 1973, it was a slightly larger derivative of the two-seat EC-6, powered by a 90 hp Continental C90-14F engine. In its original form the aircraft had upturned wing tips on both sets of wings. The EC-8 [F-WTXY, then F-PTXY] was test-flown by Emilien Croses, and it flew very well. Unfortunately, Langlois then tried to innovate by removing the wingtip dihedral to decrease the wingspan, and trying various stabilizing devices, all of which impaired performance. It was eventually deregistered, but a second EC-8 [F-PTXC, c/n 18] was built.
The Croses B-EC-9 Paras-Cargo [F-PYBC, c/n 01] differed from the rest of the line as it was a much larger six-seater. Developed with Bujon from the earlier two-seat EC-6 and three-seat EC-8, it was a cargo-carrying aircraft with a tailwheel landing gear and Mignet-type tandem wing. Using a double main gear resembling that of the B-EC-7 and a 180hp Lycoming engine, it could carry up to six persons or 450 kg (990 lb) of freight, and was intended especially with carrying skydivers in mind: the aircraft was equipped with a large side door that hinged inward and upward to facilitate skydiver egress. Another door at the rear of the fuselage was provided to allow oversize loads to be carried. Unlike other Croses tandem-wing designs, the Paras-Cargo had a conventional three-axis flight control system. The B-EC-9 was first flown in August 1976. Being an amateur build, it could only lead to a production model after certification, which was of course impossible since you have to prove you can take the aircraft out of a spin... and that kind of aircraft just CAN'T get into a spin! A second example [F-WZVC, now F-ACVC, c/n 01-JMV] was completed and flown successfully by Jean-Marie Vançon, and is now exhibited in Angers at the Espace Air Passion museum.
Emilien Croses created no more new aircraft, but the Croses saga didn't stop there... His two sons Alain and Yves, who accompanied their father on the airfield from an early age, caught the flea virus and walked in their father's footsteps designing the latest, and sleekest, Croses type ever: the 73hp Rotax-powered CLP. Before passing, Emilien Croses was able to see it fly and criticize it, which translated more or less as "not too bad"! The CLP prototype is based at Macon and was thoroughly flight-tested, being improved upon along the way. A second example built by J.P. Riou uses a Jabiru engine, which resulted in lower performance: although lighter, it doesn't produced as much pull as the Rotax. A third example will use a more powerful 80hp Rotax. The Croses legacy is alive and well!
Research/article by Stéphane Beaumort for SECRET PROJECTS
Sources: several websites and articles, notably Aviation Magazine, Wikipedia, the official Croses website, 1000 Aircraft Photos
* Eventually, Landray developed his own GL-1 prototype, which derived largely from the EC-3, but with a totally different fuselage. It flew in 1976. Besides the diminutive GL-2 Ami-Pou, he also built the only ever pusher "Pou" design.
After building and flying several Pou-du-Ciel types, and modifying them along the way, Croses finally built his first personal "louse" design in 1960, the EC-1 Pouplume (literally "Lousefeather") [F-PKFF], an aircraft made of wood, with fabric covering. It was powered by a single-cylinder motorcycle engine of around 6 kW (8 hp), and weighed only 108 kg (238 lb). Like the Pou-du-Ciel, the Pouplume dispensed with traditional ailerons and elevators, and pivoted the entire forward wing to provide pitch control.Three more aircraft have appeared on registers as EC-1 types [F-PCZP, F-PIHL, F-PKMZ — c/ns 01 to 03]; according to Croses's own son, however, these registrations correspond to much older Croses homebuilds, produced between 1947 and 1956. An [F-PIHL] called the EC-1 Goéland still flies, but it looks quite different from the 1956 aircraft, suggesting it was either rebuilt or the registration was reused. Also, a replica of the EC-1 designated EAC-1 [F-PKFF, c/n 03] was built, and has now been given to the Espace Air Passion museum in Angers. The c/n suggests it may be the former [F-PKMZ] reworked, but that needs confirmation.
The EC-1 was followed
by the EC-2 Pouplume, a two-seat version powered by a conventional aero engine. Information is scarce and photos non-existent at this point. In 1962, Emilien Croses asked Gilbert Landray (another Pou enthusiast) to complete a new prototype he had started building, the EC-3, which Gilbert built it with a friend, Raymond Gauthier. The engine was a 65 hp Continental. The prototype was called the Gau & Land, a name that evokes the names of Gauthier and Landray and phonetically sounds in French like "Goéland" (Seagull). That particular aircraft flew from 1962 to 1976 with no incident, but one day, when Gauthier flew it again in the 80s, he lost control in the fog and crashed it.* The EC-3 prototype led to the open-cockpit EAC-3 Pouplume, the definitive version marketed for homebuilding, again powered by a motorcycle engine. By 1977, at least twelve examples of the EAC-3 had flown. A further development, the EAC-3S Pouplume Sport was designed to be powered by a 1500 cc Volkswagen air-cooled engine; it featured wings of reduced span and an enclosed cockpit. In 1977, about 55 of this version were known to be under construction, and as of today over 100 sets of plans have been sold. It must be noted that the "A" in the designations is often dropped, resulting in these being called just EC-3 and EC-3S.
Nothing is known of Croses's next two designs, which evidently never left the drawing board. On July 6, 1965, however, a brand new prototype, the EC-6 Criquet ("Locust"), took to the skies. It was a two-seater wooden aircraft powered by a 90 hp Continental engine, with a tailwheel landing gear and tandem-wing configuration similar to that of the Mignet Pou-du-Ciel family. The cockpit provided two seats for side-by-side seating. By 1977, seven examples had been built, and more than 60 were under construction. An ultra-light version, EC-6 Criquet Léger ("Lightweight Locust"), also dubbed the "Mini Criquet", was also created. It has been a highly successful design, with over 200 sets of plans sold, but since its designation is the same as that of the regular Criquet, it's often hard to distinguish them in registers.
Soon, Gilbert Landray joined the work on the aircraft. He made several modifications to the fuselage, after which the type began to be designated LC-6 Criquet. Powered by 65 to 90 hp Continental engines, the model turned out to be completely successful and is still in use today, with over 250 sets of plans distributed. At least one example [F-PHMC, c/n 122] was designated LC-6W, presumably indicating a change of engine.
Two improved versions of the Criquet were later produced: the LC-6M and the LC-10, both incorporating composite materials. In fact, the latter [F-WXKK, then F-PXKK, c/n 01], designed by Mr. Millet of Société Coplasud and built in 1975, was made entirely from composite materials. Not only did this option turn out to be significantly more expensive than the usual wooden Criquet, it was also 80 kg heavier. Clearly, it wasn't worth the effort. The sole LC-10 was flown as a training aircraft at the Aéro-Club du Maconnais, but remained a prototype.
The B-EC-7 Tous-Terrains [F-PPPM, c/n 01] remained a one-off. It was a three-seater developed with Bujon for cross-country flying. For that purpose, it was fitted with sturdier undercarriage than its predecessor, which consisted of an unusual tandem arrangement of two wheels on each main undercarriage unit; all five wheels were identical. The tail was considerably reinforced; the wings were trapezoidal in shape.
The EC-8 Tourisme was also a three-seater, but much more lightweight. Designed by Croses and built by Jacques Langlois, it was first flown on May 27, 1973, it was a slightly larger derivative of the two-seat EC-6, powered by a 90 hp Continental C90-14F engine. In its original form the aircraft had upturned wing tips on both sets of wings. The EC-8 [F-WTXY, then F-PTXY] was test-flown by Emilien Croses, and it flew very well. Unfortunately, Langlois then tried to innovate by removing the wingtip dihedral to decrease the wingspan, and trying various stabilizing devices, all of which impaired performance. It was eventually deregistered, but a second EC-8 [F-PTXC, c/n 18] was built.
The Croses B-EC-9 Paras-Cargo [F-PYBC, c/n 01] differed from the rest of the line as it was a much larger six-seater. Developed with Bujon from the earlier two-seat EC-6 and three-seat EC-8, it was a cargo-carrying aircraft with a tailwheel landing gear and Mignet-type tandem wing. Using a double main gear resembling that of the B-EC-7 and a 180hp Lycoming engine, it could carry up to six persons or 450 kg (990 lb) of freight, and was intended especially with carrying skydivers in mind: the aircraft was equipped with a large side door that hinged inward and upward to facilitate skydiver egress. Another door at the rear of the fuselage was provided to allow oversize loads to be carried. Unlike other Croses tandem-wing designs, the Paras-Cargo had a conventional three-axis flight control system. The B-EC-9 was first flown in August 1976. Being an amateur build, it could only lead to a production model after certification, which was of course impossible since you have to prove you can take the aircraft out of a spin... and that kind of aircraft just CAN'T get into a spin! A second example [F-WZVC, now F-ACVC, c/n 01-JMV] was completed and flown successfully by Jean-Marie Vançon, and is now exhibited in Angers at the Espace Air Passion museum.
Emilien Croses created no more new aircraft, but the Croses saga didn't stop there... His two sons Alain and Yves, who accompanied their father on the airfield from an early age, caught the flea virus and walked in their father's footsteps designing the latest, and sleekest, Croses type ever: the 73hp Rotax-powered CLP. Before passing, Emilien Croses was able to see it fly and criticize it, which translated more or less as "not too bad"! The CLP prototype is based at Macon and was thoroughly flight-tested, being improved upon along the way. A second example built by J.P. Riou uses a Jabiru engine, which resulted in lower performance: although lighter, it doesn't produced as much pull as the Rotax. A third example will use a more powerful 80hp Rotax. The Croses legacy is alive and well!Research/article by Stéphane Beaumort for SECRET PROJECTS
Sources: several websites and articles, notably Aviation Magazine, Wikipedia, the official Croses website, 1000 Aircraft Photos
* Eventually, Landray developed his own GL-1 prototype, which derived largely from the EC-3, but with a totally different fuselage. It flew in 1976. Besides the diminutive GL-2 Ami-Pou, he also built the only ever pusher "Pou" design.
