Meet Colomban Cri-Cri
The Cri-Cri began as Michel Colomban’s compact twin-engine aircraft project in 1971, with the first flight recorded in the ATSimulations manual on 19 July 1973. It packages one pilot, a short-span wing and two engines into an airframe whose scale is its defining visual feature. The original piston aircraft and later jet or float renditions belong to different configuration scopes.
History & design
A small aircraft with a long experimental life
ATSimulations’ aircraft-history section records the project’s 1971 beginning and July 1973 first flight. Its package includes twin-piston, jet and float-equipped versions. Those adaptations change propulsion or surface contact, so the original piston handbook is the reference for that original configuration.
ATSimulations · ATSimulations MC-15 Cri-Cri User Manual ↗ATSimulations history and package variants.
Elastic feel in pitch and roll
The preserved flight handbook describes rubber-band feel and cockpit trim on both primary axes. The small aircraft therefore has deliberately added elastic loading as well as its aerodynamic surface forces. Its three flap positions and central brake grip form separate parts of the cockpit arrangement.
Aircraft flight manual via ATSimulations · Cri-Cri Flight Manual ↗Original Cri-Cri flight handbook; piston configuration.
An ambitious small homebuilt
ATSimulations’ history describes Michel Colomban’s aim of combining two small engines with an economical airframe capable of aerobatics. Robert Buisson made the first flight in July 1973. The developer also stresses that the apparent simplicity of the tiny aircraft hides demanding construction, including specialist materials and tooling. Its all-metal structure and small dimensions are part of the original design story; the package’s jet and float versions extend that story in different directions.
ATSimulations · ATSimulations MC-15 Cri-Cri User Manual ↗ATSimulations MC-15 guide; developer aircraft-history account
In your simulator
No released simulator product is listed for this aircraft in the developers reviewed. Announced products are excluded.
Manuals & resources
Read the original documentation from the people who created it. Manuals open on their publisher’s website.
Manual
ATSimulations MC-15 Cri-Cri User ManualATSimulations · ATSimulations history and package variants. Cri-Cri Flight ManualAircraft flight manual via ATSimulations · Original Cri-Cri flight handbook; piston configuration.Developer documentation
ATSimulations - MSFS Cri-Criwww.atsimulations.com · Aircraft equipment and developer product details.Built-in force-feedback profiles
Read the documentary basis, editable starting settings and remaining questions for the aircraft you fly. Each explanation refers to the exact profile revision shown.
Catalogue programme-20261011-v3 · 5 profile choices
ATSimulations Colomban Cri-Cri Floats
ATSimulations · Free and Pro · Revision 2 · Inherited starting point
MSFS 2020
The Cri-Cri began as Michel Colomban’s compact twin-engine aircraft project in 1971, with the first flight recorded in the ATSimulations manual on 19 July 1973.
ATSimulations Colomban Cri-Cri Jet
ATSimulations · Free and Pro · Revision 2 · Inherited starting point
MSFS 2020
The Cri-Cri began as Michel Colomban’s compact twin-engine aircraft project in 1971, with the first flight recorded in the ATSimulations manual on 19 July 1973.
ATSimulations Colomban Cri-Cri Piston
ATSimulations · Free and Pro · Revision 2 · Inherited starting point
MSFS 2020
The Cri-Cri began as Michel Colomban’s compact twin-engine aircraft project in 1971, with the first flight recorded in the ATSimulations manual on 19 July 1973.
Colomban Cri-Cri Jet
Free and Pro · Revision 1 · Partial review
MSFS 2020 · MSFS 2024 · X-Plane 12
The Cri-Cri began as Michel Colomban’s compact twin-engine aircraft project in 1971, with the first flight recorded in the ATSimulations manual on 19 July 1973.
Colomban Cri-Cri Piston
Free and Pro · Revision 1 · Partial review
MSFS 2020 · MSFS 2024 · X-Plane 12
The Cri-Cri began as Michel Colomban’s compact twin-engine aircraft project in 1971, with the first flight recorded in the ATSimulations manual on 19 July 1973.
ATSimulations Colomban Cri-Cri Jet
The Cri-Cri began as Michel Colomban’s compact twin-engine aircraft project in 1971, with the first flight recorded in the ATSimulations manual on 19 July 1973.
Aircraft and simulator scope
- ATSimulations Colomban Cri-Cri Jet · ATSimulations · MSFS 2020 · Add-on starting point
The simulator model and controls
ATSimulations Colomban Cri-Cri Jet is the selected ATSimulations configuration.
How this profile feels
Spring resistance builds with the selected airspeed response. A separate aerodynamic term adds speed-dependent control load.
Valid trim provides the configured pressure relief. Autopilot following is off.
Aircraft and configuration
The Cri-Cri began as Michel Colomban’s compact twin-engine aircraft project in 1971, with the first flight recorded in the ATSimulations manual on 19 July 1973. It packages one pilot, a short-span wing and two engines into an airframe whose scale is its defining visual feature. The original piston aircraft and later jet or float renditions belong to different configuration scopes.
About the values
Strengths are normalized hardware-feel settings. They set the effect balance; hand force depends on the device and its limits. The IAS reference is a tuning value.
Documentary review and sources
These decisions describe the documentary basis and remaining gaps for this revision. Aircraft documentation and a starting setting describe different kinds of evidence.
Aircraft and variant
InheritedATSimulations Colomban Cri-Cri Jet is the selected ATSimulations configuration.
Flight controls
InheritedThe Cri-Cri began as Michel Colomban’s compact twin-engine aircraft project in 1971, with the first flight recorded in the ATSimulations manual on 19 July 1973.
Trim
InheritedTrim: Pitch and roll cockpit trim. Pitch authority 0.3 provides load relief and permitted centre movement; roll authority is 0.13.
Autopilot and stability
InheritedAutopilot following is off; the configured spring and load retain the hardware feel.
Equipment
InheritedThe Cri-Cri began as Michel Colomban’s compact twin-engine aircraft project in 1971, with the first flight recorded in the ATSimulations manual on 19 July 1973. It packages one pilot, a short-span wing and two engines into an airframe whose scale is its defining visual feature. The original piston aircraft and later jet or float renditions belong to different configuration scopes.
Speeds and limits
InheritedThe indicated-speed references set the profile response scale; they are separate from aircraft operating limits.
Simulator integration
InheritedThe profile targets msfs2020. Add-on-specific controls use only the supported references configured by this profile.
Force-feedback settings
InheritedThe settings define the profile’s effect balance. Device output limits affect physical hand force.
Starting settings and their rationale
These configured values are starting estimates. The explanations describe what each setting controls; physical validation appears separately below.
| Setting | Starting value | What it controls and why |
|---|---|---|
| Spring strength | Starting value0.74 | What it controls and whyThis profile uses reversible-control loading for Colomban Cri-Cri. The baseline spring is 0.74. Its low-speed blend reaches baseline strength at 50 KIAS. |
| Master force gain | Starting value0.85 | What it controls and whyScales overall profile strength while preserving effect balance, subject to device and output limits. |
| Profile force gain | Starting value0.8 | What it controls and whyThe aerodynamic-load gain is 0.8 with an indicated-speed reference of 100 KIAS. This supplies speed-dependent loading alongside the spring. |
| Force tuning speed/reference | Starting value100 kt | What it controls and whySets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit. |
| Spring response reference speed | Starting value50 kt | What it controls and whySets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| Aileron force scale | Starting value0.72 | What it controls and whyRoll and pitch aerodynamic scales are 0.72 and 1, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled. |
| Elevator force scale | Starting value1.0 | What it controls and whyScales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings. |
| Trim feel | Starting valueDisabled | What it controls and whyRetained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement. |
| Trim relief | Starting valueEnabled | What it controls and whyAllows trim relief with supported control law and valid telemetry. Axis authorities set its amount. |
| Autopilot follow | Starting valueDisabled | What it controls and whyAutopilot following is off; the configured spring and load retain the hardware feel. |
| Autopilot neutral hold | Starting valueDisabled | What it controls and whyPermits centering hold during a supported AP state, separate from following a moving target. |
| Output force limit | Starting value0.55 | What it controls and whyCaps directed-force output. Native spring effects and device limits remain separate. |
All 44 starting settings and their rationale
The settings define the profile’s effect balance. Device output limits affect physical hand force.
| Setting | Starting value | What it controls and why |
|---|---|---|
| Spring strength | Starting value0.74 | What it controls and whyThis profile uses reversible-control loading for Colomban Cri-Cri. The baseline spring is 0.74. Its low-speed blend reaches baseline strength at 50 KIAS. |
| Spring deadband | Starting value0.04 | What it controls and whySets travel around the centre before the baseline spring resists. Smaller values engage it sooner. |
| Profile force gain | Starting value0.8 | What it controls and whyThe aerodynamic-load gain is 0.8 with an indicated-speed reference of 100 KIAS. This supplies speed-dependent loading alongside the spring. |
| Master force gain | Starting value0.85 | What it controls and whyScales overall profile strength while preserving effect balance, subject to device and output limits. |
| QBlend Enabled | Starting valueEnabled | What it controls and whyAllows baseline spring strength to rise with indicated airspeed where the control law permits it. |
| QSpring Minimum Factor | Starting value0.85 | What it controls and whySets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength. |
| QSpring Start Knots | Starting value8 kt | What it controls and whySets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit. |
| Spring response reference speed | Starting value50 kt | What it controls and whySets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| Force tuning speed/reference | Starting value100 kt | What it controls and whySets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit. |
| Airspeed spring stiffening gain | Starting value0.15 | What it controls and whyThe high-speed spring-stiffening gain is 0.15. It strengthens the permitted spring response above 50 KIAS, with the squared-speed ratio capped at 5. |
| Airspeed spring stiffening limit | Starting value5 | What it controls and whyLimits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap. |
| Aileron force scale | Starting value0.72 | What it controls and whyRoll and pitch aerodynamic scales are 0.72 and 1, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled. |
| Elevator force scale | Starting value1.0 | What it controls and whyScales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings. |
| Output force limit | Starting value0.55 | What it controls and whyCaps directed-force output. Native spring effects and device limits remain separate. |
| Trim feel | Starting valueDisabled | What it controls and whyRetained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement. |
| Trim relief | Starting valueEnabled | What it controls and whyAllows trim relief with supported control law and valid telemetry. Axis authorities set its amount. |
| Elevator Authority | Starting value0.3 | What it controls and whyTrim: Pitch and roll cockpit trim. Pitch authority 0.3 provides load relief and permitted centre movement; roll authority is 0.13. |
| Aileron Authority | Starting value0.13 | What it controls and whyScales supported roll-trim relief and permitted centre movement. Zero removes roll response. |
| Force Trim Enabled | Starting valueDisabled | What it controls and whyEnables local force trim, separate from aircraft-owned trim and add-on integration qualification. |
| GLoad Enabled | Starting valueEnabled | What it controls and whyAllows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it. |
| Rate Damping Enabled | Starting valueEnabled | What it controls and whyEnables rate damping with the configured coefficients and control law. |
| Autopilot follow | Starting valueDisabled | What it controls and whyAutopilot following is off; the configured spring and load retain the hardware feel. |
| Autopilot follow authority | Starting value0.1 | What it controls and whySets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply. |
| Autopilot neutral hold | Starting valueDisabled | What it controls and whyPermits centering hold during a supported AP state, separate from following a moving target. |
| Autopilot neutral hold strength | Starting value0.6 | What it controls and whySets admitted AP neutral-hold strength; inactive while neutral hold is disabled. |
| Enabled | Starting valueEnabled | What it controls and whyEnables aerodynamic cues; each still needs nonzero strength and its simulator conditions. |
| Gain | Starting value0.35 | What it controls and whySets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings. |
| Gain | Starting value0 | What it controls and whySets high-Mach buffet strength; onset and full-strength thresholds are separate. |
| Gain | Starting value0 | What it controls and whySets flap buffet at the configured position and speed gates. Flap movement texture is separate. |
| Maximum flap index | Starting value3 | What it controls and whySets the final flap index for detent normalization. UP plus three detents uses maximum index3. |
| Minimum flap index | Starting value2 | What it controls and whySets the first flap detent that admits buffet; this is a handle index, not degrees. |
| Gain | Starting value0 | What it controls and whySets gear aerodynamic buffet; movement and ground-contact cues are separate. |
| Shaker Enabled | Starting valueDisabled | What it controls and whyPermits shaker at supported warning conditions; the switch does not establish aircraft equipment. |
| Stick shaker amplitude | Starting value0.5 | What it controls and whySets triggered shaker strength; inactive while the shaker feature is disabled. |
| Enabled | Starting valueEnabled | What it controls and whyEnables ground effects; each still needs its own strength and contact or motion telemetry. |
| Gain | Starting value0.4 | What it controls and whySets rolling texture strength, modified by speed, surface and undercarriage configuration. |
| Gain | Starting value0.25 | What it controls and whySets gear-bump texture during ground motion, separate from touchdown impact. |
| Gain | Starting value0.65 | What it controls and whySets landing-impact strength; landing telemetry and response shape determine the pulse. |
| Gain | Starting value0 | What it controls and whySets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue. |
| Enabled | Starting valueEnabled | What it controls and whyEnables engine cues with nonzero settings and valid running-engine telemetry. |
| Gain | Starting value0.12 | What it controls and whySets estimated engine vibration using configured telemetry and response, not measured cockpit vibration. |
| Enabled | Starting valueEnabled | What it controls and whyEnables accessory cues with configured strengths and observed accessory movement. |
| Gain | Starting value0.12 | What it controls and whySets texture from observed flap movement; a command without movement does not establish the cue. |
| Gain | Starting value0 | What it controls and whySets texture from observed gear movement, separate from aerodynamic and touchdown effects. |
Limits and open questions
- Original manufacturer MPH limits apply to the piston design; no transfer of operating limits to jet or float conversions. Current sales temporarily unavailable; released existing-owner product retained.
- Force magnitudes and tuning references are estimates; installed-aircraft and physical acceptance deferred.
- No custom failure, AP servo, dynamic fit detection or control-lock integration is qualified. Select the exact equipment choice manually if aircraft telemetry omits it.
Physical validation
No physical force validation is recorded in this public catalogue for this revision. Documentary review and software checks do not establish how a particular device feels.
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