PROJECT NEWS

Projects which inspire others to build their own aircraft Compiled by Mike Slaughter

Project News

The clocks have sprung forward, a sure sign that summer is just around the corner, we can but hope that the ‘roadmap’ goes to plan, enabling us to enjoy a reasonably normal flying season. Dare I suggest things are looking up?

The New Projects listing at the end of this column, shows a reassuringly healthy number of new builds under way, covering types from the 1930s Chilton DW.1A through to the very 21st century Sting Carbon S4. And despite all of the movement restrictions, three projects have managed to reach that major milestone of being cleared for their maiden flight – and good luck to them all.

Mark Albery has been a ‘Brit abroad’ on and off for some years, working in sunny California, and in our June 2013 magazine he recounted his trans-Atlantic adventure when, his current contract having ended, he flew home in his Van’s RV-8 and moved it onto the UK register. You can read all about that trip, Homeward Bound, at https://tinyurl.com/latoenstone It wasn’t long before he was back to California however, and this time around he decided to build a Carbon Cub. Originally, Mark planned to also fly the Cub home, following the route he’d previously taken with his RV, but in early 2020 something changed everybody’s plans and he had to have it shipped. It too is now on the UK register for Mark to enjoy. It’s not unheard of for members to buy or build an aircraft before gaining their licence, I can remember a few in Project News, but Mike Wilson acquired his Auster and then started taking lessons as he approached his 70th birthday! He knew the aircraft type he wanted and found it. Now, following its comprehensive restoration, there are just two Beagle A.109 Airedales flying in the UK. In his account below, he makes light of his significant renovation project, initially described as ‘simply requiring a bit of fabric and paint’. It’s a fantastic achievement made all the more challenging by the restrictions of the last 12 months, but he now has a lovely aircraft with a full Permit to Fly and nearly 20 hours on her – with a keen desire to get back to it once we all return to flight. Well done Mike, let’s hope that the weather and armfuls of vaccine give you, and indeed the rest of us, all the opportunities we desire to get off the ground this year.

Please do get in touch with Project News, and tell your story, report a milestone or just to send a picture, email: projectnews@ laa-archive.org.uk. Please share your story!

G-MACC (s/n CCK-1865-1016) Carbon Cub EX-2

By Mark Albery

After two-and-a-half years spending weekends in my hangar at Hayward, California, I received certification from the FAA for my Carbon Cub in August 2018. I then did the type training with Tac-Aero at Hood River Oregon, as a prerequisite to getting insurance for the first flight.

The next six months were spent completing the FAA’s required 40-hour test period in a 50-mile wide permitted test area, with no passengers other than a qualified observer. Over the next year and a half, I flew an additional 100 hours, including a 3,000nm round trip to Oshkosh in 2019, a bit of back country flying in Flying Cowboys territory, a trip to the High Sierra Fly-In in Nevada and some backcountry and STOL training with CC Pocock at Calnevari, south of Las Vegas. Late in 2019 I was planning to end my 11-year stint in the US and return home, and had made plans to fly the Cub back with a group taking part in the Greenland Air Trophy and complete the crossing in 200-300 mile legs. I have long range tanks that would allow up to seven hours airborne at 90kt, combined with the Carbon Cub’s 900lb payload, that would make such an adventure possible.

But, as we all know, events in March last year put paid to such plans, and I now had to work out how to get myself, my personal possessions and my Cub back to the UK amid the lockdown, when nearly all businesses and international flights had stopped

Right Late in 2016 the fuselage is receiving its Oratex covering. Photo: Mark Albery.

Below Re-assembly at Gravely after import. Photo: Mark Albery.

Left The very first power up of the Cub’s panel. Photo: Mark Albery.

Below The 2020 Lundy Island Fly-in during a lull in the pandemic. Photo: Ed Hicks.

operating. Fortunately, there was a company at my Hayward base in California that specialised in the international shipping of aircraft, and also took care of loading all my other stuff. After three flight cancellations I managed to get myself on the last Virgin passenger flight back to the UK (via LAX and Paris CDG)!

The container arrived some six weeks later after its journey through the Panama canal and was unloaded at Graveley airstrip, where I had the offer of hangar space to reassemble the Cub. After reassembly and careful inspection, I got a 28-day exemption to fly on the US registration, a test hop at Graveley to check all systems were normal and then I flew to a permanent home at Enstone. The 28-day exemption also allowed a bit of local flying before starting the LAA Permit approval process, including a trip to the Lundy Island fly-in, which went ahead during a lull in the pandemic restrictions.

Then, having cancelled the US registration, the work started to register with the CAA and gain a Permit to Fly. This included re-weighing and a new fuel flow test, a thorough inspection by my LAA inspector, John Giddins, and a visit by Francis Donaldson and Ben Syson to take care of the final details.

Matt Colebrook had led the way for approval of the Carbon Cub with his fine example G-EXCC, so other Below Mineral Canyon, Utah. There’s some great off-airfield flying in the States. Photo: Mark Albery. than approving the substitution of Polyfiber fabric with Oratex, I followed in his wake of type approval. Clearance to test was issued on 26 December and I managed to get the test flying completed on the 30th, just before the new lockdown put a stop to most flying. The Carbon Cub offers all the delights of Cub flying combined with excellent STOL performance, improved comfort and handling, and massive payload capability. Maybe not as sporty or fast as my RV, but it never fails to put a smile on my face. I look forward to reacquainting myself with the UK scene and sharing the Cub's delights here as soon as the flying restrictions are lifted.

G-ASRK (s/n B.538) Beagle A.109 Airedale

By Mike Wilson

Iwas dreading retirement so made the conscious decision, at 69 years of age, to put an interest I’d always had into practice. Like all young boys (well most of the boys I knew) I was making model aeroplanes from six years old, so I decided, with some persuasion from my brother-in-law who already had his

PPL, to learn to fly. And, of course, if I was going to learn to fly, I’d better buy an aeroplane too, and – against my wife’s advice – I started searching for one.

The search didn’t take me long because my criteria were: it had to be British, non-taildragger, four seats,

LAA Permit and affordable. Thus, the Auster/Beagle Below G-ASRK Seen back in 2011 at Compton Abbas in its previous colour scheme. Photo: John Morris. A109 became my only choice! It was an Airedale A109 or nothing and there wasn’t anything out there that was available at that time, which isn’t surprising as they only built 43 examples. As I approached 70, I started my flying lessons at Headcorn, and quickly realised that this would have been a lot easier if I had been 40 years younger. My flying instructor would have agreed with this too, he grew older right before my eyes as I ‘crashed’ the Robin after each circuit, week after week.

Getting off the ground was easy, apart from a couple of excursions into the weeds when I forgot

which rudder pedal to press. It was just getting the damn thing back on the deck that beat me, time after time. My instructor amused himself (and me sometimes) by telling me little jokes, “Michael, I would like you to know that those sticky out things with round black rubbery things on them under the wings MUST stay where they are. IF they come up through the wings after one of your attempted landings, you’ll be looking for a new instructor and I'll be looking for a new job!” Oh, didn't we have a laugh… I guess most people would only buy an aeroplane if they already had a licence, but true to form, not me. At long last I found an advert for Beagle Airedale G-ASRK, and contacted the owner, Roger Wilson. I agreed to go up to Spanhoe and take a look, and it wasn't long before I’d had a short flight in her, courtesy of Brent Owen (Gawd bless you Brent), my test pilot. A little haggle (not much) and the deal was done. Now ALL I had to do was a little light restoration, recover her with Ceconite, a new coat of paint and then… look out France here I come.

Back of a lorry…

Rebecca Tyers at Spanhoe did an excellent recovering job but by the time this had been completed, I was already suffering from the four-five hour drive each way between Spanhoe Airport and Canterbury, and decided to bring the aircraft down to Headcorn and let Shenley Engineering finish her off. She duly arrived in late 2017, on the back of a lorry, and we set about getting her shipshape. I knew this would take a couple of months at least to complete.

The restoration started badly because the engine had broken followers and the prop was out of hours, and unfortunately below restorable limits, so had to be replaced. I decided to zero time the engine and it was packed off to Norvic to be totally rebuilt with new mags, new starter, new carburettor, CSU overhaul etc. I had to buy a new propeller and hub and eventually plumped for the Hartzell C2R10704STP with Scimitar blades, because this combination was already being used on the Piper PA24 Comanche and Mooney M20. With a 10lb weight saving over the McCauley and a guaranteed 1-4kt improved performance (read as fuel saving), this new combination also didn’t have the rpm limitation like the old McCauley, so no rpm placards were required. Top Mike’s first flight and commencement of his differences training and revalidation with instructor Gavin Ashdown at Headcorn 15/07/2020. Photo: Richard Foord.

Above Teasingly close but incarcerated in the Headcorn hangar, unreachable like so many other projects during the first 2020 lockdown. Photo: Mike Wilson. In 2018 I became a fully signed up PPL, so now all I had to worry about was getting my aeroplane sorted! I decided that, while the engine was out, I’d restore the engine bay and fire-wall etc. We bead-blasted the engine and nosewheel cradles and replaced the cables, rose joints and bearings. The heater control box, engine muffs and associated parts were also stripped and repainted.

The airframe itself needed some corrosion treatment, pulley replacements and of course painting. If it didn’t work properly, we fixed it or replaced it. The overhead console was restored by me in my garage and re-wired by Adrian of Sussex Aviation Electrics. All the plastic (Royalite) cockpit extrusions were repaired in my garage by my flying buddies Ken Catt, Derek Mott and myself with fibreglass matting and resin – a ghastly job! The upholstery was professionally restored by Terry Brown from Maidstone in exactly the right coloured leather. Shenley Engineering’s painter, Baz, doped, UV proofed and did the superb final painting of G-ASRK using, as far as I could tell, the original Beagle colours of blue, grey and white. After five years and some 1,000 hours of hard graft, often in freezing temperatures, the engine and taxi runs were completed. There were a couple of problems to iron out with the Lockheed oleo nosewheel assembly and the Dunlop brake callipers, but the Permit to Test paperwork was soon in hand.

It was our intention to flight test and finish some of the interior trimming and fettling in parallel. However, just as a very wet and windy winter drew to a close and the skies cleared, Covid restrictions were introduced, and Headcorn, like most airfields, closed. If there was any good fortune in 2020, it came with the easing of the initial constraints. All issues were resolved, the full Permit to Fly was received in early July and I also managed to revalidate my licence. So, after getting through my CS propeller differences training, I went on to log nearly 20 hours of flying before this year’s limitations stopped everything again. Hopefully very soon I’ll be able to get back in the air in my beautiful A109! I have to say this project would never have been completed without the help of some very special people: My wife, through thick and thin, helped me get through those tiresome PPL exams and, even though I was spending the Earth, remained my bestest mate and number one supporter. The incredible (and patient) Dave Baker of Auster Spares, for finding me ‘the unfindable’ in his amazing hangar full of ‘new old stock’ original Auster parts. Our International Auster Club technical adviser, Ron Neal, for his bang-on research and advice (even at weekends) and who just didn't get phased by my often-stupid questions. The IAC historian, Peter Stoddart, who researched the Auster/Beagle files held at Leicestershire County Council, and printed copies from the original dye-line drawings for me so that we could authenticate the restoration/build details right down to the correct BA nut and screw when necessary. Malcolm and Steve lsbister for spares support – their knowledge and encouragement through this exercise was paramount! My Engineer, Jon Dean, who made it all seem easy and, instinctively, knew when l was vexed or worried and managed to dismiss my fears. And finally, my flying buddies and helpers Ken Catt and Del Mott who stuck it out with me no matter what I threw at them.

Bless you one and all! Below Mike revalidating his licence while able to fly during 2020 and dropping into the Isle of Wight for a pit stop. Photo: Mike Wilson.

New Projects

If your aircraft has been featured in the New Projects list, please let Project News know of your progress at: projectnews@laa-archive.org. uk

n Chilton DW.1A (LAA 225-15750) 23/2/2021 Mr S Rickett, The Barn, West Street, Brant Broughton, Lincolnshire, LN5 0SF

Cleared To Fly

n Sling 2 (LAA 399-15749) 10/2/2021 Mr D Green, 2 Parkwood, Badingham Road, Framlingham, Suffolk, IP13 9JX n Van’s RV-14 (LAA 393-15748) 5/2/2021 Mr C Martin, Hayward, Romsey Road, Whiteparish, Salisbury, SP5 2SU n Van’s RV-7 (LAA 323-15746) 1/2/2021 Name & Address held by LAA Engineering n TL2000UK Sting Carbon S4 (LAA 347A-15751) 22/2/2021 Name & Address held by LAA Engineering n Van’s RV-12iS (LAA 363A-15747) 5/2/2021 Name & Address held by LAA Engineering

If your aircraft has featured recently in the magazine and has subsequently completed its maiden flight, Project News would like to hear from you at: projectnews@laa-archive.org.uk n G-CLAO Van’s RV-7 (LAA 323-15307)

8/2/2021

Mr Michael Carter, Pinelands, Penwood Heights, Highclere, Newbury, RG20 9EP n G-FLNT Van’s RV-8 (LAA 303-15558) 23/2/2021 Southern Alps Ltd, Flintwoods, Ashen Grove Road, Knatts Valley, Sevenoaks, TN15 6YE n G-OTSI Sling 4 TSi (LAA 400A-15656) 7/2/2021 Name & Address held by LAA Engineering

Left G-CLAO – a very nicely finished Van’s RV-7. Photo: Michael Carter.