CYAN MAGENTA YELLOW BLACK POU RENEW · POU RENEW • 2 E-mail: [email protected] Third Quarter, 2003...

Third Year of Publication Third Quarter, 2003 Issue No. 11

News FromYou

A Review ofFlying Fleas

Crosley Flying Flea, X-15749

Classifieds

POU RENEWdu CielThe magazine for enthusiasts of Henri Mignet’s designs

CYAN MAGENTA YELLOW BLACK

Oshkosh

EAA Flea

Event

Friday

August, 1

2003.

4:00 p.m.

In 1993 I was living in Belgium, taking fly-ing lessons at the Liernu Ultra-light FlyingSchool. My first experience was with theWEEDHOPPER, I transitioned to a RANSCOYOTE, and then flew a BALERIT. I thankmy flight instructor Victor, who demon-strated for me the wonderful flight qualitiesof this last bird, and who confirmed every-thing I had been told about the Flying-Fleaformula.

After this last experience, I decided toabandon the 3-axis machines entirely andto devote myself to the Pou-du-Ciel. Isoloed the Balerit, and together with myfriend Hervé who owns one, we made verypleasant flights over the Belgian country-

side.

Through Jacques, the club’s bartender, Ipurchased a superb 1937 edition of HenriMignet’s book "The Sport of Air". In 2 days,I read the whole book and was won over toMignet’s philosophy of flight.

Later on, I bought a set of HM-293 plansfrom Rodolphe Grunberg, and I came tothe conclusion that, as I could not afford topurchase a Balerit, I would build an HM-293 with my own two hands and then ulti-mately have the plane I always dreamt ofowning.

At the time, I was going every month to

Why I Built a “Pou-Maquis”

BUILD-continued on page 5

HM-293 built by Tartrat. Right: Yves Tartrat.

POU RENEW • 2 E-mail: [email protected] Third Quarter, 2003

Jeff McCormick is to be congratulat-ed on the building and exhibition ofhis H.M.14 at the Kansas AviationMuseum.

Unfortunately, the text of the articlecontributed to the ever present mythsabout the original Pou du Ciel.

First and foremost, there were noinherent problems with the H.M.14when it was flown in the manner itwas designed to be.

I repeat, there were NO BASICFLAWS in the original H.M.14s; Mostof the so called problems were createdby the “experts”, W.W.1 aces and pro-fessional test pilots who simply couldnot accept the fact that this flying

machine was different than a conven-tional aeroplane. In addition, the Fleawas never banned as such. True, theBritish and French authorities didhowever subject Pou to extensivewind tunnel testing. Following thesetests, Henri Mignet made what were,in essence, minor modifications toproduce what was, and is, “the world’ssafest flying machine”.

If you can make it to Oshkosh thisyear, find an opportunity to search outFrank Easton; Mignet’s compatriatand the world’s foremost authority onall matters pertaining to the Flea.

He can be found at THE PIONEERAIRPORT with his historic Flea,

M.E.2Y/HM2O;If that doesn’t inspire and motivate

you, nothing ever will.As for the statement that France is

the only country where the Flea ishalfway common, HMS collection ofFlying Fleas is at Brodhead, WI.

Our Pou is not a relic from the distantpast, but a viable flying machine witha host of dedicated enthusiastsaround the globe.

Greetings to all Pou fans and hope tosee you all at the Oshkosh Forum thisyear!

Submitted by Dennis Bodkin

Carry on the good work. Thanks for holding the fort.Stan Raddon, 1042 Finch DriveSarnia, Ontario Canada, N7S 6A7

Re: Georges Jacquemin's book

I respect very much Jacquemin's book.At the time, it was an important document and is still

true in many cases.I heard many critics about the accuracy of the formulas

and about the disjointed paragraphs, but this is not impor-tant.

We have principally to remember that it was writtenbefore the reflex airfoils were used for the Flea, whichmeans that everything which is said about the trailing edgeflap is unfounded and groundless.

Also, we must remember that, at the time, grass stripswere generally used, so there was less need for a tricyclegear, which is not even mentioned.

At your disposal if you have any question.

Paul PONTOIS

At the risk of a few brickbats - I see construction of theHM-160 a bit differently. I plain don’t believe in the overallpointed tail cone - and primarily the addition of braces forthe rudder.

I believe a better design would be to bring the fuselagesides straight aft, but with the underbody making a pointlike at present. This would make an admirable platform forthe aft wing, Particularly if a tube weidment to a “T” wouldprovide a strong rudder post and the bottom half integrat-ed into the aft wing structure. Overall a significant con-struction simplification also.

Norman S. Benedict

Letters and news from you

About the POU RENEW…The POU RENEW is the official English language newsletter fea-

turing Henri Mignet’s designs: Pou-du-Ciel, also known as the “FlyingFlea”, and other designs derived from it. The newsletter is a source ofinformation for all enthusiasts who own or love the POU, and who arebuilding, will build, or have built a Flying Flea.

POU RENEW is published quarterly in January, April, July, andOctober. Subscription rates are US $16, anywhere outside the US $20.Overseas subscriptions by cash or international money order only.

We encourage you to send letters, articles, comments, needs, etc.,to: POU RENEW, c/o The Independent-Register, PO Box 255, Brod-head, WI 53520-0255. E-mail us at: [email protected].

Expired!Many thanks to all of you who have sent in their subscrip-

tion in support of the POU RENEW! Your mailing label shows whenyour subscription expires. If you have the word expired on your labelyour subscription is DUE and you risk the chance of not receiving thenext issue of the newsletter. If you would like to receive the POURENEW Newsletter, please send your subscription dues to POURENEW, c/o The Independent-Register, P.O. Box 255, Brodhead, WI53520-0255.

If you move, please promptly inform the POU RENEW. The USPOinforms the POU RENEW with a postage due notice which is payable byPOU RENEW. Informing us that you will be moving helps keep the sub-scription rates down.

Disclaimer: The newsletter is published to provide a common means of communicationamong builders, owners and historians of Flea style aircraft. The newsletters are a compilationof ideas and data from various sources. Technical material in the newsletter is for reference andeducation only and its use is not recommended by the POU RENEW, nor the newsletter editor,or The Independent-Register publishing company, nor by any member of the POU RENEW.POU RENEWdoes not sanction, nor does it accept responsibility for, participation by any mem-ber, or other reader, at any fly-ins, gatherings, or events that may be mentioned herein.

We would like to hear from you.Contact us by mail or e-mail

with comments or news.


This is a book that all Flying Fleaenthusiasts, builders and ownersshould have. Jacquemin goes into thehows and whys the Flea is differentfrom conventional aircraft. Frank Eas-ton once told me that he had the mosttrouble instructing in the Flea withexperienced pilots. I told him that Iwas a very lowtime pilot and had notflown in several years. His reply wasthat I should have no problem withthe Flea as I had no bad habits tounlearn. Jacquemin explains this.

For instance, on takeoff into a crosswind the conventional pilot will applyrudder into the wind and oppositeaileron. A Flea has no rudder pedalsand if, from habit, the stick is moveddown wind a ground loop results. It isrecommended that a conventionalpilot spend at least an hour on theground with a Flea to learn its han-dling.

He mentions that when a turn isinput, the Flea will yaw, bank, andthen turn. This can disconcert a con-

ventional pilot. Another feature thatcan bother the conventional pilot isthat a Flea can be climbed without thefuselage changing its attitude.

In the book it is noted that an under-powered Flea may be able to get offthe ground but will fly at a large angleof attack. The solution for this is toincrease the wing area. This willimprove all performances includingcruise speed. This is quite contradic-tory to conventional aircraft.

A Flea can fly in takeoff before a con-trollable speed is reached. For thisreason it is important to know theproper takeoff speed of your airplane.With conventional airplanes this isusually given as 1.20 V stall. Theapproach speed is given as 1.30 V stall.But, Fleas will not stall so what do youdo? Jacquemin provides two formulasto provide this information for theFlea.

At sea level, takeoff speed is 24.34 X(takeoff weight divided by the totalwing area). Approach speed is 26.37 X

(takeoff weight divided by the totalwing area). In the book there is also achart from which this can be interpo-lated.

The book also has some very valu-able information about airframeadjustment and rigging. A very com-prehensive flight test program is laidout in this book. There is a section onweight and balance. “Cockpit wakeand rudder” are covered.

Information is given on the con-struction of of a Clinometer, Frontwing angle indicator, a vane pitot,trim tabs, stick force compensatorand a front wing incidence calibrator.The Cosandey flap is explained.

This book is recommended readingfor all Flying Flea builders and Fleaenthusiasts. I believe that it is current-ly available from “Flying Flea Archive”P.O. Box 892, Wooster, Ohio, 44691-0892.

Julius [email protected]

Dr. George A. Spratt and his son, George G. Spratt, with their glider in 1909. Two original thinkers, creators andlifelong experimenters in aviation.

New Web site: Please help us add information on to this site: www.GeorgeSpratt.org

A REVIEW of“FLYING FLEAS, Technical Notes for the Amateur”

By Georges Jacquemin

Original Henri Mignet "Flying Flea",built for industrialist, Powell Crosley, byEd Nermier in 1934 is now part of theSmithsonian National Air and SpaceMuseum, courtesy of Mr. Patrick Packardwho restored and donated it to theSmithsonian. Called "The Crosley Flea",the small aircraft was crated andshipped to the 1935 Miami Air Maneu-vers where it garnered a substantialprize. Returned to Cincinnati, OH in thesame crate, the Flea was almost a casual-ty of a huge fire that burned PowellCrosley’s hangar in 1937, destroyingmany airplanes. Local people were ableto pull the crate from the building beforeit was consumed.

A local insurance adjuster, Walt Paner,bought the Flea and stored the parts in abarn loft in Cincinnati where it rested formany years. In 1956, Pat Packard wasfollowing his nose in trying to locate anAmerican Eaglet to rebuild. Stumblingacross some children who spoke of play-ing in an old airplane upstairs in aneighborhood barn, he was able to final-ly locate Walt Paner, who took Pat out tohis back yard barn. Upstairs, the piecesof the Crosley Flying Flea were exposed tothe beam of a flashlight. Pat had severedifficulty containing his enthusiasm!

A deal was struck for $50 and the nextday was spent cutting away supportsand walls to extricate the pieces of air-plane from the barn. Over six hours were

required to complete the loading job andsign the papers of ownership.

In 1959, Paul Poberezny wrote an arti-cle on the Crosley Flea in SPORT AVIA-TION, which drew the attention of PaulGarber and Lew Casey of the NASM inWashington, D.C. Negotiations com-menced that resulted in Pat donating theCrosley Flea to the NASM when therestoration was completed. A CAAinspector was called in to do the inspec-tion on the restored Flea, however, whenthe inspector saw the unusual airplane,he asked to have a different inspector

complete the job. In a few weeks, aninspector named Campbell came overfrom his assignment at Troy, Ohio (WacoAircraft Co.) to handle the Flea inspec-tion. When he asked for the paperwork,Pat handed it to him and sure enough,there was the same man’s signature from1934, when it was first signed off – 25years previously! The famous words ofthe inspector were echoed by PowellCrosley, "Don’t fly the airplane unless Iam on hand to watch!"

Pat Packard was fortunate in trackingdown the original builder, Ed Nermier, inMiami, FL, who had the original AeroncaK wheels from the airplane and, ofcourse, considerable knowledge on wheremany of the parts and pieces came from.

Following a stint of about 25 years inthe NASM, the Crosley Flea was returnedto Pat Packard in 1987 for a secondrestoration to be done according toNASM specifications. Included in the jobwas the building of a wooden reproduc-tion of the ABC Scorpion engine,a Britishtwin-cylinder opposed mill of 32 hp.This mock-up is so real, your skin feelslike it’s burning when you touch theexhaust stacks!

The pretty little red and white restoredCrosley will appear at the Steven F.Udvar-Hazy Center at Dulles Interna-tional Airport in Virginia in 2003.



Where is it now…Crosley Flying Flea, X-15749

Wingspan 5.2 m (17 ft)

Length 3.6 m (11 ft 10 in)

Height 1.7 m (5 ft 6 in)

Weight 158 kg (350 lb)

You can find more information at the Internet link:www.nasm.si.edu/nasm/aero/aircraft/mignet.htm

Patrick Packard and the Crosley Flying Flea.

Car

l Sch

uppe

l



Orléans in France, 100 kilometersSouth of Paris, and from time to time,in the evening, I visited my parentswho live 100 kilometers South ofOrléans. I told my father of my inten-tion to build a HM-293, and he offeredto help me. While I was fabricating themetallic pieces, landing gear, controls,hardware etc., my father started build-ing the fuselage and rudder.

Philippe Balligand had lent me theEllis and Jones superb book aboutHenri Mignet and his Flying Fleas. Thestory of the Flying-Flea was fascinat-ing, particularly the chapter dedicatedto the dark years of the Pou-du-Cieland to the HM-280 Pou-Maquis.

I started investigating the history ofthis plane with the assistance of theFrench Army Historical Departmentand the Air and Space Museum, and Istarted collecting documents.

In 1996, I returned to France, as mycompany had posted me to a new sec-tor, Southwest of France and Spain.This allowed me to move to the South-west and put together a workshoplarge enough to continue the HM-293construction. I moved the fuselageparts and the rudder from my father’shouse into this workshop and I startedconstructing the wings, engine mountand so forth. It took me 6-1/2 years to

complete my Pou-du-Ciel to the pointof having it ready for flight.

As I was living not far from Dunesnear Agen, I had the great pleasure toparticipate in the first Flying-Flea con-vention organized by Michel Jacquetand to be introduced to Pierre Mignet,Henri’s son, and to Alain, his nephew.We became friends and year after year,I brought my plane to Dunes at vari-ous stages of construction.

I confided in Pierre and AlainMignet regarding my intentions forthis project, and they gave me someold photos and documents pertainingto the Pou-Maquis. François Allard

helped me also. Pierre Mignet espe-cially counseled me, trying to find inhis cache of documents and in hismemory details, particulars and col-ors of the original HM-280, with histypical friendly kindness. I did notwant my Pou-du-Ciel to be like anyother, and I made my ultimate deci-sion to make it appear like the 1944Pou-Maquis. It was also and above alla kind of tribute to my father.

My father refused in 1941 to remainunder the Nazi yoke and was amongthe first Frenchmen to go under-ground and join the Resistance. At thetime, France was only partly occupied,and he started his resistance activitiesby helping a notorious poacher assistthe escaped war prisoners across theline of demarcation on the river Loire.He was lucky not to be captured by theGermans and, one thing leading toanother, became a real Resistancefighter.

He was one of those men whoorganized the French Resistance onthe field. With 3 school buddies, andunder the command of their chief"PIC", who was based in London, theywere part of the BOA (Air OperationsDepartment). Their task was to coor-dinate parachute drops and Lysanderlandings in Morvan, a hilly woodlandWest of Dijon and Burgundy. They hadto settle maquisard groups, to distrib-ute dropped weapons, and to organizeResistance networks.

The name Maquis comes from aCorsican custom: In Corsica, when a

BUILD-continued from page 1

BUILD-continued on page 6

A job well done on the cockpit and instrument panel.

Yves Tartrat HM-293


policeman pursued someone whohad committed a murder as a result ofa vendetta, to uphold his or his fami-ly’s honor, the murderer would tradi-tionally take refuge in the maquis, aforest that covers most of the island.By extension, the terms Maquis andMaquisard were borrowed by theFrench who refused to submit to theNazis and took refuge in mountains orin forests.

After the Liberation in 1944, sick-ened at seeing all the false maquisardswho had never fought against anyonebut were displaying usurped stripes,my father joined the French army andtook part in the invasion of Germanyas tank driver.

After the Germany surrender, theGerman General who had been incharge of pursuing and fighting theMorvan maquis paid an unintentionaltribute to my father and his twofriends when he said: "I would give

ten years of my life to know thesethree men, Kiki, Bebert and Charlot(Resistance nicknames of my fatherand his two colleagues) who drove memad for three years!"

My Flying Flea is also a tribute to anexceptional man, Henri Mignet, who,in his own way contributed also to theFrench Resistance when he built thePou-Maquis as a liaison light plane forthe French paratroopers, uponColonel Eon’s request. The war hadalso taken heavy toll upon him, as hisbeloved wife Annette was savagelymurdered by uncontrolled partisans.Mignet mentioned it on the top mar-gin of the first 1947 plan of the HM-290. Some of you may have a copy ofthis plan.

You now know why my HM-293looks like the military Pou-Maquis.When building it, I respectfullythought that we have the duty toremember these men and never forgetwhat they did for us and for theworld’s freedom.

As the only original specimen of thePou-Maquis was destroyed by a fire ina hangar of Le Bourget Air and SpaceMuseum where it was stored forrestoration, I also thought that my Fly-ing-Flea would contribute to bringback to life those valorous little red,white and blue roundels which con-tributed modestly to the history of theFrench aviation.

I dedicate this work I did with pas-sion to my father, to Henri Mignet andto all those men from many countrieswho sacrificed themselves to allow usto become what we are. When I fly,these roundels in the sky are the signof the respect I have for them.

Yves Tartrat

Translation: Paul Pontois with ChrisFrank’s kind assistance.

BUILD-continued from page 5

1)Pou plans/book available. New, unused.$450 takes all, obo.

2) Butterfly/BiFly (lovely Belgian aluminum andplastic ribbed Pou type Ultralight and pureunobtainium!) Some still flying after 20+ years.Originally $45 obo+shipping.

3) HM290-HM 293 (both Falconar and Grun-berg two sets). Each originally $75 obo+ship-ping.

4) The definitive book Henry Mignet and hisFlying Fleas by the Brits Ken Ellis, and GeoffJones, out of print, now selling for only $180 onthe internet.

5) Falconar's HM360 originally $150 obo+ship-ping.

6) Also a good CD-rom of Flea photos andsites, with the package only.

Richard Penney 715-235-2190

E-mail: [email protected]

Classifieds

PEANUTS & PISTACHIOSInternational, Vol. 2

Brief articles onPistachio philosophy,adjusting Peanuts forflight, and photo-graphing your ownmodels. Included areplans for a PistachioBebe Jodel and Water-man racer. 3-viewdrawings include a1928 MignetAvionette, 1911 Cau-dron, 1936

Mauboussin, and a miniMAX ultralight, plus numerous photos. Soft-bound, 18 fun pages. $7.95

MODEL BUILDERS & THEIR MODELS INTERNATIONAL

History • Techniques • Tributes • Inspiration – new from Hannan’sRunway, another “Ampersand” publication, compiled by Bill Hannan,featuring more pages, more photos and full-color covers!

Similar format to Runway’s previous Peanuts & Pistachios vol-umes, Model Builders & Their Models is truly international in scope,including contributions from builders and photographers in elevendifferent countries.

Model building, aviation books, videos & more


HM 360, HM 380, Grunberg’s HM.293Ultralight, Folding Wings

More Than 130 In Flight

or Under Construction

Construction manual and detailed drawingswith French-English translation brochure

Paul PONTOIS1890 Rang des Chutes - Sainte Ursule

Quebec-JOK3MO-CANADA819-228-3159 • Fax: 819-228-4138E-mail: [email protected]

See French JOLLY ROGER FLEA

pictures/videos:http://jolly.roger.

free.fr/lespoux.htm

NEW POU WEB SITES: http://perso.wanadoo.fr/aircollection/essais.htm

http://www.avion.ch/hm8/

School of Aeronautical Activities in France

Amateur FLYING FLEAconstruction in France

http://www.chez.com/airetespace/

E-mail: [email protected]

Also see on: www.flyingflea.org

François MOREAU'sPOU KIDS

Superb publication directed by Michel JACQUET, the Flying-Flea

Convention organizer

Subscriptions are available (23 Euros for the year 2003)

Send subscriptions to:Michel JACQUET

Amicale Prouducieliste30 rue Boudon de St Amans

47240 BON-ENCONTRE

For more information:Telephone: 05-53-68-06-94E-Mail: [email protected]

Le POU du CIEL, the French newsletter

Subscription rates are:US ............................................................................$16Anywhere outside the US ......................................$20

Overseas subscriptions by cash or international money order only.

$ U.S. 30 $ U.S. 5 postage and handling per CD

DON CAMPBELL221 N LASALLE STE 3117CHICAGO IL 60601-1553

Allow two weeks for delivery

CD of 1994 Bookby Henri Mignet

(Three videos included on CD.Original 665 page text in French,

with numerous pictures. Includes revised HM.14plans. All HMs through HM.1000.) SUBSCRIPTION RATES

NOTICE:Pierre Rousselot's article (in French) on internet on the Fly-ing Flea stability. See: NOUVELLES REFLEXIONS SUR LASTABILITE LONGITUDINALE DES APPAREILS DE FOR-MULE MIGNET.

http://inter.action.free.fr/In chapter "publications"

E-mail: [email protected] Third Quarter, 2003POU RENEW • 8

POU RENEWc/o The Independent-RegisterP.O. Box 255Brodhead, WI 53520-0255

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PAIDBrodhead WI

53520


Frank Easton's ME2Y on temporary loan to the EAANote castoring main gear, in flight adjustable CG and "progressive" steering

CYAN MAGENTA YELLOW BLACK POU RENEW · POU RENEW • 2 E-mail: [email protected] Third Quarter, 2003...

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