Clive Sutton
Responsibilities:
a) Progressing Committee-selected builder Modifications to Standard MOD level with the UK LAA,
b) Ensuring website information about Europa Modifications for both marques are as accurate as possible and accessible to the Worldwide Membership through the website
c) Holding/managing the Clubs’ Loaned Tool Cache
Flying & Europa experience to date
Clive has >500hrs in his UK SEP PPL(A) logbook now, of which 135 are Mono and 170 are TriGear – this in addition to experience in PA28 and PA28R, Bulldog, C172, C152, Islander, Caravan (Uganda) and PA18 Cub including floats – and has a night rating. Clive has gone solo in winch-launched K13 and K8 Gliders.
Flying ambitions
Touring that visits offshore islands - and (when funds allow) uprating his Classic XS FFwd to a set of MG wings, is also of interest.
Relevant skills & experience
After a 7-year stint in the RAF in ground Engineering from 1978, Clive worked in a number of Consulting companies specialising in Noise and Vibration troubleshooting, before working in a Senior Mgt role in Corus Automotive (now Tata Steel). He retired in 2018 but subsequently returned to work 2D/week at a Part-145/Part-CAO and BCAR A8-23 & 25 Aircraft maintenance facility - in support of his BMAA and LAA Inspector applications. These authorisations were awarded in 2023 and 2024 - including amongst other types, for Composite Airframe types.
Clive has considerable experience in navigating the LAA system that regulates Modifications – indeed has created a number of Europa-specific Modifications (14179 Alternative positioned Mono brake Master Cylinder, 14467 Tunnel-top fuel tap, 14588 Mono 135-degree enclosed Mudguard, 15339 Coolant Radiator Fan + Inspection door vent & 13072 Forward-facing Conspicuity light). In his Modifications Secretary role, Clive meets regularly with Andy Draper at the LAA to help progress the transition of existing Prototype MODs to Standard MOD status (Mono Gear lock spring [10755] & Rotary Vents [12871], are examples).
Locality
Having lived, travelled or worked in most of the World (Africa, Europe, Asia, Australia and the USA), Clive now lives in Kenilworth, Warwickshire, UK: about an hour’s drive from the LAA’s HQ at Turweston in the UK Midlands.
Contact: CliveSutton@theeuropaclub.org
In 2024 the Europa design is 30 years old. It remains a sought-after side-by-side 2-seater.
Performances (VSo ~44Kts / VNe of 165Kts & Vy ~750ft/min & short-field capabilities ~200m for TO and Ldg), good climb rates, fuel economy of ~13-16lit/hr on MOGAS or AVGAS - and good payload margins, have firmly placed the Europa amongst one of the best touring aircraft out there.
Such performances are enhanced considering reduced cost-of-ownership features e.g the ability to easily de-rig the wings and store the aircraft ready to go on a trailer in your home garage to minimise hangarage or airfield fees. No wonder it has proven a popular choice for those seeking an economical and fast cruising/touring kitplane.
How best to acquire a Europa for yourself/acquiring a Europa – To Build, or Buy-and-fly?
The collective experience of existing Owners suggests that anyone aspiring to own an aircraft will avoid considerable pain - and maximise value to themselves, by asking themselves the following ‘big-picture’ questions before making any decisions:-
Why do you want to own your own aircraft?
This is possibly the most important question of all – if cost is your main driver and you plan to fly less than 30hrs a year, renting a Cessna or a Warrior might be the better choice for you. Knowing clearly what your own flying ambitions are will strongly inform your build/repair/group etc choices outlined below:- if you primarily want to tour, an Autopilot will be useful, if you plan to use mainly hard runways, a Tri-Gear might be easier to land than a Monowheel, if you want to fly high/over mountains a lot, a 914 engine might be better, if you operate from a short strip, a VP prop may be vital, etc. Some people are serial-builders and get satisfaction from that, others just want to fly. Owning means different things to different people.
When it comes to building, experience suggests is not uncommon to spend £50k building an aircraft to your specification from the initial kit of parts. That said, a second-hand already-flying example built by someone else, can cost as little as £35k - though the build quality, payload margin and paint finish can vary the price you will pay. Repairing an accident-damaged aircraft and then repairing it to flight standard, is another possibility – and many have done that. The repair route offers some attractions - since one very good thing about composites is that there is very little that cannot be repaired, given enough time and funds. Finally, what about joining a cost-sharing group that already operates a Europa? Whilst groups can be an easy entry point, successful groups work because every member of that group brings something to the table regarding keeping the aeroplane airworthy – a maintenance lead, a financial lead, a safety lead and maybe a pilot coaching lead too - these are all roles needed in the ideal group. The people dynamics/getting along with each other, is an all important factor to consider.
How much time can you devote to it?
It has been said that Motivation, Family and Money (in that order) are the main considerations facing those wanting to build and/or fly your own aircraft. Whilst sales literature may indicate ~1500hrs to build from scratch, 2,500 to 3,000hrs is not uncommon, and elapsed time can range from 1.5yrs (working on it full time), to well over 20yrs - if time and the other factors above don’t allow a faster work rate. Factor-in reduced or no activity on cold days when its best to avoid doing resin work, and the need for a second pair of hands for some tasks, and it’s easy to see there will be inevitably be delays.
Where will you build and keep your aircraft?
In many ways, the transaction of buying something is the easiest part. But once acquired, where will it reside? For building especially, a 23ft x 7.5ft functional garage/workshop outside your back door is infinitely preferrable to a cold dark 40ft container some 40 miles away on a windswept muddy airfield. This access factor can significantly impact the quality of both build and maintenance work (look up ‘Human Factors in Aircraft Maintenance’ to see what I mean). And when you come to flying, avoiding a long car journey before and after flying, is really going to help your enjoyment of the experience.
How equipped are you to make choices about the aircraft type/configuration you seek?
This is where becoming a Europa Club Member is particularly important – not necessarily just for accessing the wealth of knowledge on the website, but by being in touch with others that have embarked on the journey before you. Rather than buying a second-hand kit on impulse, it is MUCH better to have arrived at your answers to all the questions above, and to then use that information to then match what you want to do with what is possible/for sale. Pre-purchase consideration time is an investment in itself.
Who can help me/where do I turn, if I get stuck?
Finding and talking to an Inspector familiar with the type, will pay dividends as you approach any second-hand kit purchase – they will know what to look for and will be able to check the paperwork completeness and currency as well as having an eye for potential problems in any aircraft structure or systems already built.
Second hand. Link to private small ads
Finally, The Factory will of course be delighted to sell you a new kit.
Clive Sutton. September 2024.
