PROJECT NEWS

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

Project News

There is a healthy mix of New Project registrations this month, at one end of the spectrum is a Replica Sopwith Triplane, at the other a brace of the eternally admired Van’s, the newly popular Sling 4, and not to overlooked, a new start on a Kitfox 7. The Kitfox doesn’t crop up so often these days, due I’d imagine, to the many derivatives available more locally.

As an Avid owner myself, I thought I was pretty much on top of all of the Avid/Kitfox derivatives, but no, there is yet another from the land Down Under… where beer does flow and men chunder (Men at Work, 1982). Graham Johnstone introduces us to his appropriately registered Skyfox Gazelle and his struggle to break free from a CofA would you believe. On building one’s first project, people will ask you, “When will it be finished?” and of course we’d trot out some naive response based on hope. With the benefit of experience next time around, our answer may well be ‘when it’s finished’. I remember Barrie Towers stating in his report last of last autumn that his Starlet should be finished around the start of this year, and ready for testing in the spring – and he was spot on! The true voice of experience. I believe there is only one other flying example in the UK and more conventionally powered, so Barrie’s early performance data is interesting for this Rotax 912 powered variant.

Chris Skelt started his project in Surrey back in the early 1990s, finished it in Texas nearly 25 years later, and is hoping for one final ‘season’ out there before returning home without his creation. There are only a handful of Lancair 320s in the UK and Chris has decided that he’ll need something more suitable for our grass airfield scene when retirement returns him to these shores. I’m sure parting with a project that has been part of his life for so long will be difficult.

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

G-IDAY (s/n CA25N028) Skyfox CA-25N Gazelle

By Graham Johnstone

G’day, and welcome to our journey. It’s quite a chequered history and it’s still going… As with many aircraft on the LAA register, G-IDAY’s origins can be traced back to the early Avid and Kitfox designs. However, after a few false starts with Skyfox Ltd, a start-up company in the Philippines, and then with Calair in Australia, eventually Skyfox Aviation Ltd got off the ground in Australia in 1992. The first aircraft model was the CA22, a lightweight ultralight aircraft which sold quite well.

It was then decided that a beefed-up version was needed for ‘flight training and rural property use’, so a Kitfox on steroids was developed and called the CA25N Gazelle. It was anticipated that it would be a low-cost alternative to a helicopter, with very low loiter speeds, superb visibility (certified to fly doors off) and very safe low-speed handling. In addition, it had a tall tricycle undercarriage that was designed to be able to taxi over irrigation ditches, and folding wings so it could be put into a trailer. All this on an 80hp Rotax 912 was quite a challenge, however it sold quite well and 76 were produced.

G-IDAY started life as VH-RCR and was imported to the UK as a demonstrator in 1996. It is the only example flying in the UK, Europe, and probably the Northern Hemisphere. G-IDAY was originally on the fleet of Tayside Aviation, who used it as a low-cost hour builder for new PPL holders, and this was where I first encountered it in 1996 at Fife Airport. However, it was on a public CofA and proved quite costly to operate for such a robust simple aeroplane. Consequently, as one of its regular pilots, I was offered the opportunity in 2003 to buy G-IDAY from Tayside, and we are still together today a few hundred hours later. Pockets are lighter too, due to CofA and ARC maintenance costs, but we got there.

Since those early days of ownership, it was always the intention to try and get G-IDAY onto a Permit to Fly,

Above The Gazelle, is a fine-looking, rugged aeroplane. Photo: Graham Johnstone

Right Test flight day at Kingsmuir in Fife with Archie Liggat as the appointed air test pilot. Photo: Graham Johnstone.

Below Graham at the controls of his Gazelle before the transfer. Photo: Wallace Shackleton

but due to various reasons, mainly that it had a type holder certificate still active with CASA in Australia, it was not possible to go down the LAA orphanage scheme route until now, 17 years later.

In late 2020 I was given the green light that we could proceed, and transfer G-IDAY onto the LAA register, and we applied for a Permit to Fly. That’s where the real learning began. To fly an aeroplane that someone else maintains for you is one thing, but to start preparing the aircraft for its Permit to Fly is a whole new ball game, and I must say a great personal learning experience around airframes and engines. It also allows you to get to know some very talented people and meet real characters along the way.

For this part of the journey, I have been guided by my LAA inspector Sandy Hutton, and supported by Rotax guru Alan Gilruth, fellow LAA member Peter Mair (G-BYBY) and my appointed test pilot Archie Liggat. G-IDAY was cleared to fly in January and, while observing all Covid-19 restrictions, Archie conducted the test flying schedule in late February. All went as expected without any surprises, so fingers crossed that we had completed the next stage of our journey. The paperwork was submitted, and hopefully we may get a Permit issued soon, as Covid-19 restrictions recede, and the weather improves…

However, the journey may not stop here. In Australia, the Gazelles still flying are on the LAA equivalent organisation, the RAAus, and over time have acquired CASA approval for shiny new composite props, 100hp engines, and have even had turbos fitted.

These are things I couldn’t do readily while on a CofA. So, on this new LAA journey who knows what improvements or modifications might be allowed as we go down the track.

Watch this space… and say G’Day to G-IDAY, Archie, or me, if you see us out and about! Safe flying.

G-CLNP (LAA 292-15599) Stolp Starlet SA-500

By Barrie Towers

Ithought I would give a final update to everyone on my plans-built aircraft that I started in November 2018 and, after two years and two months (2,890 hours of work), the aircraft was completed, and all paperwork ‘signed off’ on 21 December 2020.

The paperwork was dispatched to Turweston HQ as soon as I could in January, and after providing some additional details that were requested, I received my permit to test fly on 8 March. She finally took to the air with my inspector, Peter Montgomery, at the controls on 24 March. Below The unique Rotax installation provides the required power without the CofG issues of Lycoming or Continental powerplants.

There is nothing quite like a single-seat aeroplane, whether one flies warbird’s, antiques or homebuilts, when there is room for just one, the thrill is the same and that first flight is also your first solo, which can make things quite interesting! Open cockpit flying has always had a following, and fills your head with a bygone golden era of aviation, although it’s not for everyone, especially when the weather turns colder!

The Stolp Starlet is fantastic for sightseeing as its fuselage is narrow, also making take-off, taxi and landing easier due to the improved view compared to aircraft with a broader fuselage.

I believe it’s also attractive, with its semi elliptical wing, and as with a few other designs, if you want one, building from plans is your only option as, understandably, only commercially viable aircraft are produced in kit form today.

For those who like detail, November Papa has an empty weight of 618.4lb (281kg) and will accommodate pilots from 121 to 215lb (55-98kg) with full fuel of 11 gallons (50lt) and 20lb (9kg) of baggage and therefore has a MAUW of 933lb (424kg). The Rotax 912 installation, as expected, brings the aircraft into the middle of its CofG range, rather than flying on the forward limit, and will benefit from this in many ways. At normal Rotax cruise power it looks like she’ll cruise at around the 100mph mark and climb at best rate is in the region of 1,500ft min. Fettling and debugging continue, but it’s pleasingly close to all being there. For those interested in seeing a video of ’NP’s first couple of flights, go to https://tinyurl.com/StolpG-CLNP.

Right Peter returning to home base with Barrie’s fantastic looking creation. Photo: Peter Montgomery

Below Already for Peter to make that all important first flight. Photo: Barrie Towers

G-BSPX / N1990L (PFA-191-11865) Lancair 320

By Chris Skelt

Like many builders, I started with radio-controlled models that became larger and more complex, until a resolution in my teens to control the next one from on board. By my mid-thirties I was living in Houston Texas, had UK and Irish PPLs, a US Instrument Rating, about 200 hours in rented spam cans and was looking for more performance and ramp presence. It was time to activate the resolution. After a demo flight in the Lancair 320 factory demonstrator in Santa Paula California, I left with a copy of the builder’s manual, from which I concluded it would be a doable project and committed to go ahead.

What is in the manual is indeed relatively easy. It subsequently became clear that what is barely covered – for example building accurately with ill-fitting moulded parts, panel design and getting all the components to communicate, and selecting and installing the engine and accessories – is much more of a challenge. It is though, an education, which is after all, one of the EAA’s stated goals.

Work and family circumstances brought us back to the UK, so the ‘fast build’ kit was shipped across the Atlantic, arriving in June 1990 and remaining in storage during a year in Aberdeen.

We moved to Reigate and then converted a large 1960s Marley garage into an insulated workshop that could be heated to 25°C throughout the year for fibreglass work. The first entry in the builder’s log was in September 1992.

The only major airframe issue was the ‘small tail’ controversy that has been thoroughly discussed elsewhere, which required junking the original tail and replacing it with a larger and better engineered version to improve low speed pitch stability and control feel – and comply with a PFA mandate. Subsequent comparative measurements by the Lancair community of control forces and landing incident statistics have endorsed the PFA’s demands and resulted in an aircraft that is safer for amateur pilots without sacrificing performance. Below The now rolling airframe is being readied for its Atlantic crossing in February 2002. Photo: Chris Skelt

Below left March 2015 and just about 18 months before her first flight, the interior just needed a little final trimming. Photo: Chris Skelt

Below right Surface preparation for painting being supervised by the ‘ship’s cat’ . Photo: Chris Skelt

Then 2002 brought a move back to the US, so the project was loaded into a container for its second Atlantic crossing, and work continued in the garage at home in Houston. On leaving the UK I removed G-BSPX from the UK register before determining that my US H1-B visa didn’t permit me to own an aircraft and, because I wasn’t allowed to own it, nor could I transfer it to my American wife. Fortunately, the FAA were able to find a way around this unforeseen glitch and register it as N1990L, with Carole as the proud owner, until I obtained permanent residency in 2007 and bought it back for $1.00. The first two flights in November 2016 (so just under a quarter century from start to wheels up) were by a professional who followed the traditional single circuit with a 45-minute check of the entire operating envelope, and declared it a good one. Reassurance indeed from a retired Navy test pilot, and an auspicious start to the formal 40-hour test programme. N1990L has Dynon EFIS and EMS, Garmin GPS, NavComm, Transponder and ADS-B in and out, and

TruTrak altitude and roll autopilot. I have incorporated several of the subsequent airframe improvements, such as the forward hinged canopy and torque tube latch, as well as the seat belt anchor and firewall modifications mandated by the then PFA for UK builders.

A Lycoming Thunderbolt IO-360 engine drives a Hartzell constant speed propeller giving ’90L a 195kt cruise at 8,500ft burning 8 US gallons (30l) per hour at peak EGT, about average for the fleet. It has a benign stall, and responsive handling with no vices once you have climbed the steep learning curve. However, it demands concentration on final approach and landing as it doesn’t forgive imprecise height and airspeed control during the last few seconds before touchdown.

N1990L is coming up to 300 hours, has been to Sun ‘n’ Fun twice, to Cleveland to visit the US Airforce National Museum, and has visited many destinations in Below Fully finished and looking great against the Houston skyline. Photo: Chris Skelt Texas and Louisiana to sample the barbecue and gumbo that we locals prefer to $100 hamburgers.

I know of no other aircraft with the Lancair’s combination of performance, handling and economy, but it’s not grass strip friendly, and so not very compatible with the UK GA environment. I have therefore decided that 90L will stay when we return to retire in the UK at the end of this year. It will be replaced by an aircraft that will take two adults plus bags in and out of short, rough fields.

I’ll miss passing the upwind end of our local 4,000ft runway with wheels up, accelerating through 120kt before pulling up into a 2,000fpm climb, but that’s not the only way to enjoy the sky.

Hopefully Covid will have receded enough by the summer to permit some intensive travel in North America before selling, and 90L will find a buyer who appreciates the only Lancair on the FAA register with a PFA serial number, sporting a colour scheme inspired by a Cambridge college scarf.

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-8 (LAA 303-15759) 26/3/2021 Mr I Belmore, Broadoaks, Dragons Lane, Dragons Green, Horsham, West Sussex, RH13 8GD n Sling 4 TSi (LAA 400A-15753) 10/3/2021

Cleared To Fly

If your aircraft has featured recently in the magazine and has subsequently completed its maiden flight, Project News would love to hear from you at: projectnews@laa-archive.org.uk Mr K Jobling, High Barns, Bellerby, Leyburn, N Yorkshire, DL8 5AF n Replica Sopwith Triplane (LAA 366-15757) 17/3/2021 Mr R Merewood, 14 Wainwell Mews, Off Winnowsty Lane, Lincoln, Lincolnshire, LN2 4BF n Denney Kitfox MK 7 Supersport (LAA 172D-15755) 15/3/2021 Mr J Kemp, 48 Ledbury Road, Hereford, Herefordshire, HR1 2SY n X’Air Hawk (LAA 340-15758) 23/3/2021 Name & Address held by LAA Engineering n Van’s RV-14A (LAA 393-15756) 16/3/2021 Name & Address held by LAA Engineering n Sling 4 TSi (LAA 400A-15754) 11/3/2021 Name & Address held by LAA Engineering n Van’s RV-7A (LAA 323-15752) 3/3/2021 Name & Address held by LAA Engineering

n G-CLMW Mission M108 (LAA 370-15620) 9/3/2021 Mr David Collins, Horseshoe Cottage, Chapel Hill, Kington Magna, Gillingham, SP8 5ER n G-CJBV Yak-52 867203 3/3/2021 Name & Address held by LAA Engineering n G-CLNP Starlet SA500 (LAA 292-15599) 9/3/2021 Mr Barrie Towers, 32 Hunter Rise, Pershore, WR10 1QZ