By Jeff Justis, EAA 3559
This piece originally ran in the May 2023 issue of EAA Sport Aviation magazine.
Why would anyone in his mid-to-late 80s begin a major aircraft building project with the sure knowledge that his ability to continue flying would be sorely limited? The answer is somewhat complicated but had its origin in 1954 when I soloed in a J-3 Cub. Back then one of the first lessons was in hand propping the starter-less machine, but the love affair with airplanes and the freedom they provide was kindled. A succession of airplanes followed. All had lessons to teach and have given me access to the world. With the help of A&P mechanic friends over the years maintaining these airplanes and through the restoration of an Aeronca 7BCM with my son, Jeff, EAA 512226, I was able to obtain an A&P rating. Years later, after visiting Van’s Aircraft in Oregon, Jeff convinced me to build an RV-6. That was 1987 — 23 years later, in 2010, N921SJ took to the air: the ultimate slow-build kit.
In the meantime, I had been flying a Turbo Aztec that provided more than 3,500 hours of reliable transportation; however, after 33 years of ownership, major expenses would be required, and my wife, a loving partner in flying and life, and I decided it was time to let the Aztec fly away with someone else at the controls. So, what now? Jeff and I were intrigued with the RV-10 on visits to SUN ’n FUN and Oshkosh, so, using the money from the sale of the Aztec and realizing that I certainly did not have 23 more years, I ordered an RV-10 quick-build kit. The empennage kit arrived May 4, 2019, and I immediately began work.
As I unpacked and inventoried the wooden crate, anticipation of beginning sheet metal work and construction of a new airplane was reason enough for my investment in time and confidence that I would be able to finish the project. By early August I completed assembly of both stabilizers, the rudder, and elevator. By November 2019, with Jeff’s help, I had attached the stabilizers, elevator, and rudder to the tail cone.
Mating the empennage/tail cone assembly to the forward fuselage began December 2020. My total knee replacement in February 2020 slowed construction until three weeks post-op when I resumed light detail work: rudder pedals, hydraulic system, fuel system, and control system. With Jeff’s long, strong arm bucking rivets deep in the assembly, we installed the bottom skin of each wing. The onerous work on the fiberglass cabin cover generated a lot of white dust that seemed to cover everything in the hangar. In the fall we installed both wings including the flaps and ailerons. Work on the fiberglass doors required a lot of trimming, mechanical assembly, and bonding. The Plexiglas windows and windscreen were bonded in place.
The firewall forward kit arrived May 2021. Once we installed the engine mount, we hoisted the airplane with nylon straps high enough to place it on wing jacks to install the landing gear. Later, with the airplane finally on its wheels, the Lycoming IO-540 and Hartzell propeller were installed in July 2021.
I painted many small parts, cowling, fairings, etc. at my shop at home and later spent a lot of time masking off all the installed prepainted sections so that my painter friend, Pat Rikard, could spray the fuselage and leading edges of the wings. Vinyl striping, like what we used on the RV-6, was frustrating to apply, but from 2,000 feet who is going to notice a few mistakes. I completed the upholstery, supplied by South Florida Sport Aviation, with Eliane “Elaine” Lignelli’s able advice.
The old saw that the last 10 percent of the detail work takes 25 percent of the time is close to being a truism. Fitting and finishing the wheelpants and the instrument panel with avionics was intensive. Jeff, an engineer, used a CAD machine to design and cut out the instrument panel. I did all the wiring and avionics installation using Gulf Coast Avionics wiring harnesses for the Garmin GPS 175 and GNC 255 nav/comm, PS Engineering audio panel, GRT Avionics Horizon and Mini electronic flight instrument systems with ADS-B receiver and autopilot servos. An ACK Technologies emergency locator transmitter, Trig Mode S transponder, Alpha Systems angle of attack system, and carbon monoxide detector round out the package.
Three years and four months after beginning this self-imposed challenge — with the help of Ron Williams, other friends, and my son (also an A&P and ATP), whose advice and help was indispensable — we applied for a special airworthiness certificate in the amateur-built experimental category. It was granted September 10, 2022, by Vic Syracuse.
Finally, on a blue-sky day, with my wife, Sally, and friends standing by and my son flying chase in the RV-6, I took N3360V on its maiden voyage October 8, 2022.
Attention — Aircraft Builders and Restorers
We would love to share your story with your fellow EAA members in the pages of EAA Sport Aviation magazine, even if it’s a project that’s been completed for a while. Readers consistently rate the “What Our Members are Building/Restoring” section of the magazine as one of their favorites, so don’t miss the chance to show off your handiwork and inspire your peers to start or complete projects of their own. Learn more ->