projEcT NEWS

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

Project News

So here we are in that strange part of the year, sunrise continues to happen later, although we are now past the winter solstice, giving the impression that the mornings continue to get darker as we return to work after the festive break.

While the evenings have been slowly pulling out for a couple of weeks now and, certainly down south, we will have gained nearly an hour in sunset time from its earliest point by the end of the month. Solar anomalies aside, I hope you all had a pleasant festive break and that the turkey sandwiches and mince pies are becoming a pleasant but fading memory…

Looking down the N e w P r o j e c t s list there is a very broad selection of new aircraft being started this month, including the first customer KFA Safari and another new type, the Shock Cub. The predecessors of the

Shock Cub from Zlin Aviation have been around for nearly 20 years in progressive ‘Cub-alike’ formats and this latest version has been popular in the US and South Africa for a while. Synergy Aircraft, in Coventry, have been appointed the UK agent by Zlin and are currently building their demonstrator. Cub in name and general layout, the similarities end there with a different wing profile, huge fowler flaps and leading edge slats, monster back country tyres and, giving the aircraft its name, huge shock absorbers up the outside of the airframe. Conceptually it’s like the Just Superstol, an out and out STOL off airport fun machine, powered by the 100hp-140hp Rotax 9 series. I hope we will hear of its maiden flight in Project News in the very near future.

Due to their popularity, P r o j e c t N e w s sees a fair number of Van’s aircraft through any year, but every build has a unique story behind it and so it is with Nick Williams-Jones’ RV-9. A chance call put Nick in touch with that vital component on any project, an enthusiastically engaged inspector. Not only is Nick’s inspector, Ernie Horsfall, a little unusual at 101 years old, but he kept in frequent proactive contact throughout, preventing the Van’s from falling by the wayside.

You would expect an architect to have an eye for detail and that is definitely so if you take a close look at Nick Kenney’s Europa XS. Having started with a part-built project he collected from the near continent, he has completed a beautifully trimmed, painted and equipped example of type with the latest tech and engine. It’s a real modern ‘go places’ cruiser.

To get in touch with P r o j e c t N e w s , and tell your story, report a milestone or just to send a picture, email: p r o j e c t n e w s @ l a a - a r c h i v e . o r g . u k . Please share your story!

G-RVWJ (LAA 320-15128) Van’s RV-9A

By Nick Williams-Jones

Having chosen to build an RV-9A, for all the reasons that have made it so popular, and convinced my wife Julie that it was a sound investment, not quite as popular, all that was left was to find an inspector to supervise, guide and advise me during the build. I looked through the LAA list and saw that Ernie Horsfall lived just a couple of miles away, which was ideal. He had all the inspector categories to see the build through, from first rivet to final inspection before first flight, and a quick check on Google revealed he had received the Bronze Medal from the Royal Aero Club for outstanding achievement in aviation. I made the call and the following day we met and shook hands. I spent my early career in the Fleet Air Arm, leaving as a Chief ‘Tiff’ in 1990, having spent the previous 13 years maintaining Wessex V helicopters and latterly Sea Harriers. Even though my career then took me away from aircraft, I was quite confident that my sheet metal and riveting skills would quickly get back up to speed, and I was raring to go. As it turned out, it was my workshop practices that were rusty and it was only after numerous 3/16th holes had been drilled in my fingers, some close shaves with a pneumatic rivet squeezer and other painful mishaps, that I admitted that I should start paying a bit (lot) more attention in the workshop!

I had been able to retire early in 2012 and estimated that if I worked full time on the project, I should be able to complete it in two years! As I entered the second year, progress was not as I had predicted. I realised I was missing the daily contact with people, other than

Above A double garage looks like a reasonable space to build the components of an RV-9. Photo: Nick WilliamsJones

Left Early test of the panel confirms the investment in pre-made harnesses was indeed worth it. Photo: Nick Williams-Jones

the postman, and I drifted back into part-time work, that eventually turned into full-time projects – and the build suffered.

This is where Ernie really came into his own. He would call regularly, checking on progress, encouraging me to get back out there, finding out what problems I was encountering and offering his expert advice.

Without his constant badgering, I know that what turned into a seven-year build would have reached double figures.

Months to achieve

I did hit some very big walls during the project. Cutting the canopy to size was one such event that took months to achieve and yet, when I actually made the ‘big’ cut, it was all very straightforward. A success, but stressful all the same. Having never experienced avionic or even basic electrical installations due to what used to be a strict trade demarcation when working on Navy aircraft, designing and installing a Garmin G3X based system was another incredibly challenging period.

Harry Mendelsohn’s were very helpful, and I jumped at their offer of making up all the looms only to have to then de-pin every D Sub to thread the looms through the airframe! The things you learn so you don’t make the same mistake on the next build (I don’t think Julie reads this magazine!). I finally moved the project to Blackpool Airport in early 2018, where Westair Flying Services very kindly gave me a space at the back of their engineering

hangar to complete the build. Having blown my budget on the Garmin G3X Touch system, I decided that I would paint the aircraft myself… and hit another block. The more I read about 2K automotive paint the more I convinced myself that I would never survive the process, due to the horror stories about toxic side effects but, with sensible precautions I did. The end result is acceptable; it’s not showroom condition but with strategically placed decals, at 3,000ft it looks fine from the ground. Since 2012, I’d attended the LAA Rally every year. Each time I would swear that next year I would be flying in with my completed aircraft, a process that repeated with Groundhog monotony. Whilst there was progress, it was slow, until in September 2018 I decided enough was enough and I committed myself to spending every spare waking hour I had, seven days a week, to complete the project and make the 2019 Rally. Finally, in June 2019 I sat down with Ernie, signed, dated and double checked every last bit of paperwork (Engineering still found one unsigned/dated sheet) and sent it off, being rewarded a few weeks later with the Permit to Test. I then handed the aircraft to the extremely experienced and capable test pilot, Dave Harvey and on 15 July 2019, WJ took to the air.

There were some minor defects and teething problems to overcome but we were soon into the full test Below Ernie and Nick reflecting upon a job well done. Photo: Nick Williams-Jones

Bottom Looking handsome, the Nine outside the hangar at Blackpool. Photo: Nick WilliamsJones schedule. Unfortunately, Dave and I had summer holidays to take (at different times!) and a gloriously wet traditional Lancashire summer to contend with but, three months later, the test phase was complete.

It was incredible sitting there watching the aircraft being put through its paces, but my most memorable event was on a summer’s evening at 6,000ft over Morecambe Bay, observing as Dave took her to VNE – 183kt. I looked down at the wings shaking my head thinking, “I built this in my garage!”

The full permit has now been issued and after some RV-9A coaching I flew her solo for the first time at the end of November. The experience was incredible. I cannot thank Julie and my lads enough for their support and patience with me over the last seven years, and everyone else for their help.

However, my appreciation and heartfelt thanks go to Ernie. I’ve enjoyed all his stories of his time in the REME in the Middle East during World War II, of his experiences building and repairing his beloved Jodels, his many flying exploits and his career in the motor industry, but most of all his encouragement to see the project through.

Without Ernie, it would not have been such a complete journey and I’m so glad I made that call seven years ago. Thank you, Ernie.

G-NICX (LAA 247-15362) Europa XS

By Nicholas Kenney

The inspiration to build a permit type aircraft began one sunny summer’s day in 2015, whilst on a jolly with friends to the Goodwood Festival of Speed. Marshalled upon arrival, we parked our C172 in line with an array of other visiting aircraft and my eye was drawn to what was, in my opinion, a beautifully crafted Europa XS Tri-gear. With the arguably futuristic styling of this 1990s designed vessel, I took a few cheeky pictures and think it was fair to say that, at that moment, I knew this was going to be the start of a new challenge and journey.

So, after falling for this newfound idea, I set about contacting Europa Swift to make some initial enquires about performance, kits, costs and availability etc. Upon speaking to the sales rep, I was advised that a new build kit had a pretty long lead time and I may have to wait many months before manufacturing would even start. As a result, I turned my efforts to sourcing a partially built Europa kit. Below Nick’s Europa looking great at the 2019 LAA Rally. Photo: Nick Kenney

Below left Would sir like parmesan with that? You can have any colour wire – as long as it’s white. Photo: Nick Kenney

Below right

Attention to detail and the efforts of a professional automotive upholsterer have resulted in a beautiful interior finish. Photo: Nick Kenney After a reasonable amount of research, I followed up an advert on the internet for a part-built Europa located in the Netherlands. Advertised as mostly built, with just some painting, firewall forward and avionics required, I concluded this was just a case of obtaining some remaining components, plus a bit of work, and we would be off. How wrong and naive can one be! I booked a commercial flight to Amsterdam with a pal, hired a car and headed off into the depths of the Netherlands to inspect the aforementioned aircraft. Andre, a well-established racing car mechanic with a great sense of humour and plenty of tales to tell, warmly welcomed us upon arrival.

He had bought the part-built aircraft as a project for himself, but soon found that he lacked the time to complete it due to work commitments and the associated travelling. As a result, he found himself a completed Europa from the UK. However, Andre did not have a pilot’s licence, so I wagered him I could

Below Thanks to friend Brinsley Manzi’s expertise, it all miraculously came alive when the power was switched on! Photo: Nick Kenney

complete the aeroplane before he could obtain his licence. A deal was struck for the aircraft and a bet was sealed with a handshake. All we needed to do now was to arrange a trip to get the project back to the UK. Once home, I spoke to Andy Draper regarding the pros and cons of foreign imports. Now, I would advise anyone planning to import an aircraft to speak to the LAA first, but Andy managed to answer all of my questions and allay my concerns. So, a return visit was planned for collection. After the three-day epic road trip picking up trailers, the aircraft and repeatedly explaining to onlookers why we had a part-built aeroplane strapped to a trailer on the back of our truck on an overnight ferry heading for England, we parked the aeroplane on its trailer in my workshop, which is located in my hometown of Shoeburyness. Next, I had to set about formulating a build team.

Initial inspection

Andy Draper was kind enough to visit me at my workshop for an initial inspection of the aircraft. After a good few hours of poking around the fuselage and the components we acquired, he advised some alterations had been carried out which were not factory standard. This would need rectification. He then kindly accepted my request to become our inspector. Next, my friend Harry Page, an established CFI at our local flying school with a background knowledge of toolmaking and all things wise, was keen to get involved. Then another friend, Brinsley Manzi, who had a profound knowledge of electronics and pretty much anything with a wire going through it, joined the team as well.

It soon dawned on me after a few nights of discussing the project that this wasn't going to be just a case of bolt an engine on and obtain a nice spray job – this was going to be somewhat more of a challenge. In fact, the more we spoke, the more daunting it became. However, words of wisdom were provided by Andy, which stuck with me throughout the project, ‘Just try and concentrate on the small task you’re working on, the remaining and bigger picture will eventually fall into place’. This proved to be a very calming statement when thinking of the enormity of the project ahead. Below The 912is installation proved relatively straightforward with help from Andy Draper and Jonathan Porter. Photo: Nick Kenney

Over the coming weeks, we formulated an initial design brief for the build. This involved the engine type, propeller, avionics, graphics and theme for the interior etc. The choice of power plant was to be the Rotax 912is. With its improved redundancy, fuel efficiency, power and torque, it seemed to be a reasonably obvious choice. Rotax have a pretty good track record and is the preferred engine type recommended by Europa. However, as this was a fuel-injected variant of the powerplant, and had an electronic engine management system, some new considerations would need to be adopted for this application. The engine was sourced from CFS Aero via Jonathan Porter (now Metal Seagulls). Jonathan offered us a day’s installation course that proved to be very enlightening, if not slightly overwhelming at times. But, one Thursday evening the engine was hoisted onto its mount and, with further assistance from Jonathan, proved to be a relatively straightforward install. The choice of propeller was the Airmaster Whirlwind with an AP332 controller via Dirk Oyen. This would go hand in hand with the new powerplant. For avionics, Dynon was the chosen solution. We opted for a single, battery-maintained 10in touchscreen, pitch and roll autopilot servos, with Comm, GPS and transponder. For aircraft conspicuity, we opted for the Pilot Aware system, which can be displayed on either the Dynon PFD or Panel mounted iPad mini via the Sky Demon platform. Dynon works well with the electronic management system (EMS221) supporting the Rotax engine and its built-in sensors.

Electrical loading and distribution management is controlled through a Vertical Power VPX. Planning the electrical system was a joint effort between Brinsley and myself, which worked out quite methodical. However, compiling a wiring loom was something else. It would seem when wiring aeroplanes you can choose any colour variant of wire you like – as long as it’s white.

Whilst being handy for people who are colour blind, it left us scratching our heads at times, but purchasing a Dymo labelling machine with heat shrink tags proved a successful solution for recording the vast network of white cabling. Looking back and thinking about the mass of white spaghetti behind the panel seems insane to me now, so hats off to Brinsley for pulling it off.

My advice to anyone carrying out an avionics install from scratch, would be to get some help from someone with experience. Whilst the installation manual suggests a lot of ‘plug and play’ with their kit, an awful lot of wiring for both powerplant, propeller and non-Dynon equipment is still required. It has to be said, however, when the system was first powered up, everything pretty much down to ‘canopy open’ warning lights worked first time, after a few software updates to the Dynon system. This also included the Dynon to engine sensor values displayed on the PFD. Dynon fortunately have pre-sets for the 912is engine making relatively light work of the setup process. If my memory serves me right, Brinsley decided to don the rear section of the nosewheel spat and proceeded to wander/dance around the workshop in a moment of celebration or wiring induced madness. We have the photos Brinsley! The fuel system was definitely a concern to us all. Being fuel-injected, with high-pressure fuel lines running through the fuselage, we knew we needed to get this right. We designed and produced a fuel system drawing

in conjunction with the Rotax manual and the Europa saddle tank. After a few added words of wisdom from both Andy and Jonathan in relation to micro bubbles and return fuel lines, mods were made to the design and we have come up with what we feel is the best solution for this type of aircraft application. It isn’t too different from the fuel system on a Rotax 914.

Flawless finish

Preparing the fuselage, wings and components for painting was also a huge undertaking, being a balance between applying just the right amount of filler to obtain a flawless finish versus not adding too much weight. I feel a happy medium was struck here and I am equally happy with the final finish. The completed paint job was managed by friend and sprayer (Jim) just a few miles away from the workshop.

We spent a long time procrastinating over the interior finish. Due to my job as an architect, I waded through quite a few hours on CAD designing the main instrument panel and finish. This skill further proved fruitful when producing the wiring and fuel diagrams, along with drawings required for the many MOD applications.

The panel was eventually cut from brushed aluminium Diabond on a CNC, along with the throttle panel and other matching interior components. However, ultimately, the finesse of the interior was carried out by a local and skilful car trimming expert, Carl.

In the summer of 2018, we transported the Europa to Damyns Hall aerodrome for its weigh in. Again, we were met by Andy Draper and the tedious task of weighing the aircraft began. The final APS weight (aircraft prepared for service) was recorded as 907lb after a little ballast was added to the tailplane due to a slightly forward C of G. We put this down to the slightly heavier fuel-injected engine and the firewall forward positioned battery.

When I consider the amount of equipment and trim installed, I am pleased with the final weight outcome. With full fuel and two POB, we would still have reserve for a bit of baggage. As the ‘jobs to do’ list shortened, unfortunately so did the amount of daylight towards the end of 2018. A couple of test flights had been planned, then deferred due to weather or circumstances. The next scheduled test flight was programmed for early March 2019, and indeed in March G-NICX took to the skies for its first flight, which again was carried out by Andy Draper. After a 30-minute initial flight, we flew together on a shake down test for a further three or so hours. During this and the coming flights, we tested the aircraft’s handling, stall performance, AOA and ASI setup along with the autopilot functionality. These all proved accurate and stable. I am now in receipt of the Permit to Fly documentation and overall, I’m pleased with the aircraft. It took three-and-a-half years to complete and was both enjoyable and a vast learning experience.

Since permit issue, I have completed just over 40 flying hours, including trips to the LAA Rally, various airfields in the UK and a trip to Hasselt in Belgium, where the propeller was dynamically balanced. I would like to thank all involved with the project for their patience and expertise. I would be happy to share my experience with anyone looking to build a Europa. Oh, and just for the record, Andre should have just managed to complete his LAPL by the end of 2019! n

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 Van’s RV-7 (LAA 323-15674) 28/11/2019 Mr S Starkie, 7 Barnes Road, Castleford, West Yorkshire, WF10 5AA n Pitts S-2SE (LAA 009A-15673)

27/11/2019

Mr P Begley, 10 Grassington, Bancroft, Milton Keynes, MK13 0QJ n Mission M108 (LAA 370-15672)

Cleared to fly

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-CLDC Aerotechnik EV-97 Eurostar

(LAA 315-14907) 08/11/2019

Martin and Heather Child, 15 Barlby Way, Leeds, LS8 2PS n G-CLFM Glastar Sportsman (LAA

295A-15433) 27/11/2019

Mr James Edgeworth, 15 Tees Grange Avenue, Darlington, DL3 8DD n G-EEHA Sonex (LAA 337-15220)

14/11/2019 22/11/2019

Mr M Wood, Wonston House, 3 Bovington's Yard, Aston, OX18 2BQ n Sherwood Scout (LAA 345-15671)

15/11/2019

Mr A Liggat, 43 Spottiswoode Gdns, St Andrews, Fife, KY16 8SB n KFA Safari (LAA 402-15670) 06/11/2019 Mr D H Pattison, Ridgewood, Ham Road, Liddington, SN4 0HH n Shock Cub (LAA 419-15669) 04/11/2019 Mr M Divito, Chase Cottage, Tamworth Road, Coventry, CV7 8JG n Van-s RV-7 (LAA

323-15668) 01/11/2019

Name and Address held by LAA Engineering

Right A factory picture of the Shock Cub, a new type to the UK. Photo: Zlin Aviation

Mr Timothy De Salis, Corner Cottage, Cookham Dean Bottom, Cookham, Maidenhead, SL6 9AR n G-OOAK Jabiru J430 (LAA 336-15601)

08/11/2019

Mr Robert Swift, Burnt Mill, Coach Road, Egerton, Ashford, TN27 9AX n G-CKTX Van's RV-7 (LAA 323-14871)

08/11/2019

Name and Address held by LAA Engineering n G-DPRV Van’s RV-7A

(LAA 323-15455) 26/11/2019

Name and Address held by LAA Engineering n G-MCAB Minicab GY201 (PFA

056-11161) 04/11/2019

Name and Address held by LAA Engineering n G-ORBT Bristell NG5 Speed Wing

(LAA 385-15591) 05/11/2019

Name and Address held by LAA Engineering n G-RATC Van’s RV-4 (PFA 181-13996)

13/11/2019

Name and Address held by LAA Engineering

Left Jabiru G-OOAK coming in to land from an early test flight. Photo: Rob Swift