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The Cherry BX2 is a light-weight-aircraft, 2 seats (side by side), composite-construction (lumber, styrofoam, glas-fibre and epoxy). Low-wing monoplane with quick removable wings and retractable nose & main landing gear of Swiss origin..

Update : 24-02-2016


Several pictures of the building process. Mid 2001 I started building the Cherry. December 2010 I got the permit to fly.

Click picture to supersize.

February 2001.

After 5 years of gliding with K8-13-23 and 5 years of motorgliding a Dimona H36 and Hobbyliner I finally received my PPL-SEP. The C172 is stationed at Teuge EHTE.

August - December 2001.

Time to start building my own plane. My choice was the Swiss design of Max Breandli. I started with the Chrome-Molybdinum parts.

February 2002.

Machining the steel (St52) brake disk.

April - August 2002.

Many parts in the Cherry are aluminum 6082. Wheels build up from plates and tubes. Finally every part is anodised.

July 2002.

My usual working steps are : drilling some holes.

July 2002.

Fixture on the lathe and machining the bore.

July 2002.

Cutting away aluminum using a bandsaw.

July 2002.

And grinding to the exact dimension.

June 2002.

Aileron - flap hinge.

July 2002.

Assembled wheels showed including bearings, diskbrakes and tires.

September 2002.

During the building time to enjoy flying. Mountainflying in Austria LOLU.

September 2002.

With two other members at 10000 ft above Austria. A fantastic view.

September 2002.

And guess what we saw : a Cherry BX2.

September 2002.

This is how the Cherry looks like.

September 2002.

Final at St.Johann Tirol. Time for a break.

September 2002.

The Cessna was thirsty too.

September 2002.

Take-off from St.Johann. Via Bad Neuberg EDFD back to Teuge EHTE. A fantastic experience. Next time with my own Cherry.

September 2002.

Back to building: One of the two assembled elevator hinges.

September 2002.

Mechanism in the push-pull rods for the ailerons.

September 2002.

Hinge for the vertical fin rudder.

September 2002.

A lot of plastics in the Cherry. Nylon, Delrin, Teflon, HDPE, etc.. In the picture a pertinax wheel from the retractable gear.

December 2002.

The drawings of the designer Max Braendli are perfect.

December 2002.

The brake-claws fixted on the lathe.

January 2003.

Brakes ready including dual cilinders.

May - December 2003.

Sawing and planing stringers out of 7,5x12x420cm Oregon pine.

August 2003.

Glueing the spar of the elevator. Epoxy is used for protection against moisture.

August 2003.

Elevator spar including the aluminum tube. Glueing the foam is the next step.

September 2003.

The polyurethane foam glued into place.

September 2003.

Wire-cutting the foam (0,8mm - 20V-5,5A). Next step is sanding everything in shape.

October 2003.

Two layers of glass are applied (160gr/m2).

December 2003.

Vertical fin halfway.

December 2003.

The vertical fin with rudder. The peelply is for protection and better adhesion of a next layer.

January 2004.

Elevator ready including 2 kg of lead for balance.

January 2004.

Building the flaps with three layers of glass cloth.

February 2004.

The turtle-deck with 5 mm PVC foam and glass cloth.

February 2004.

The chair also made of the same PVC foam and three layers of glass cloth.

April 2004.

The main spar ready for inspection by Hans Regeer, my supervisor from the NVAV. The main spar is already closed at one side.

June 2004.

The main connection of the removable wings. After aligning with a laser the four brass bushes are fixted with 200 m of glass fibre and epoxy.

June 2004.

A lot of rovings with epoxy in a small gap in the main spar.

July 2004.

To prevent twist the ribs left and right are aligned to each other. The shown spar weighs 28 kg.

August 2004.

The right wing with wooden and foam ribs. The left wing already includes the top foam layer.

October 2004.

Laminating the wings with two layers of glass cloth 160 gr/m2. The cloth is diagonally applied. Jan Hermsen (re) gives a helping hand. Jan is building his own Cherry.

November 2004.

Left and right wing assembled. My garage becomes a little too small. The angle of attack is within 0,2 degrees.

November 2004.

Wings removed saves space.

December 2004.

Wingtips with mico.

December 2004.

Removal of the peelply, applying micro and pre-sanding.

December 2004.

As my garage is not that big storage of the wings is elsewhere.

January 2005.

Middle main spars of my and Jan Hermsens Cherry. Inspection is again done by Hans Regeer (le). In the background another Cherry (PH-REK).

January 2005.

Starting with the fuselage. The side panels are build up from 16x16mm oregon pine and 2mm okume plywood.

February 2005.

To get a straight fuselage I used a laser to align it.

March 2005.

Fuselage ready to receive the middle main spar. The designer calls it "das Rumpfboot". In this stage it really looks like a boat.

March 2005.

The middle main spar with the mechanism of the retractable gear. The shown position is gear-up.

March 2005.

Gear-down.

April 2005.

Assembly of the middle spar in the fuselage. Aligning is very important in this stage. A horizontal/vertical laser simplifies this job. It starts to look like a plane.

April 2005.

Main landinggear on the right.

April 2005.

Preparation of the fuselage.

May 2005.

Adjusting the retractable nosewheel. It is cable-operated together with the main wheels.

May 2005.

Nosewheel up (or down as the fuselage is upside down ?).

May 2005.

Vertical stabilizer and the torque-tube for the pendulum-elevator. In this position my garage is not wide enough to assemble the elevator.

June 2005.

No, it's not a load test for the fuselage. It deliveres the pressure needed for good bonding of the bottom covering.

June 2005.

It took two days to design and build a contruction to rotate the fuselage in the needed position. This improves accessability. Thanks Jan for the right idea and equipment.

July 2005.

Creating the inner wings on the fuselage was the next step in the process.

July 2005.

Main gear down in the upside-down position. A flying position you will not find in real life with a Cherry.

July 2005.

Main gear up. The legs are flush with the wings reducing drag.

July 2005.

Another view of the inner wing with the gear up.

August 2005.

Building the two-seat chair. PVC with three layers of glass on both sides. Very strong.

September 2005.

Aligning the main wheels.The centre-line, disc-brakes and a straightedge at the end of the fuselage are the reference points. Again the laser is used.

September 2005.

As the alignment depends on the load I applied 410 kg. With 65 kg of the fuselage and 75 kg on the front wheel this load equals MTOW of 550 kg.

September 2005

Wing - fuselage connection reducing drag.

October 2005

Bottom of the fuslage and inner wings with a layer of micro.

October 2005

Preparation and transportation to the place where the fuselage and wings will be tortured during the loadtest.

October 2005.

Preparation of the loadtest. The world is turned upside down.

October 2005.

With a little help from my friends...

October 2005.

The moment of truth: Load test of the wings with 1820 kg. Tip deflection 10,5 cm. With the help of fellow Cherry builders and Cherry pilots the job was done within the hour. Thanks guys!

November 2005.

I bought a second hand engine of a R1100S complete with airbox, muffler, tank, oilcooler, motronic, the complete wiring and instruction manual. Probably it will become a mini-project within the Cherry-project. I like challenges...

December 2005

This is what the engine looks like in the motorcycle. I both like it, flying high in the air and flying low...

December 2005

Fairings made out of foam. A hell of a job but rewarding. Three layers of glass cloth have been applied.

December 2005

Micro has been added.

December 2005

Aligning and adjusting the pendulum-elevator. In this reversed position my garage is just wide enough to assemble the elevator. The width of the elevator is 2.4m.

January 2006.

The turtledeck bonded in its position. 5mm PVC foam with some glass/epoxy on it.

January 2006.

The fairings on the tail. It's a lot of work but results in the end hopefully in a smooth, slick like tail.

January 2006.

After sanding and modelling the tail is covered with three layers of glass. Be sure that it can be removed.

January 2006.

This is the result.

January 2006.

Tail, turtledeck and fairings with micro applied.

February 2006.

Preparation for the canopy sliding mechanism. I extended the glass-angle to the end of the canopy to prevent water dripping into the cockpit.

February 2006.

The fusalage has to move again to get some space in my garage. Next step is building the tank.

March 2006.

First step is the okume deck with the right contour of the firewall. Two layers of glass are applied.

March 2006.

Then the tank is build up from 5mm PVC with three layers of glass on both sides. I chose to mount the pump and gascolator in the tank the same way as the motorcycle.

March 2006.

Before closing the tank it has to be tested with water. What a relief, no leakage at this point. 80 Litres are shown in the picture. 85 Litres should be possible, enough for 7 hours of continuous flying.

March 2006.

The tank is sealed with slushing compound. Automotive fuels could dissolve parts of the epoxy and this could cause problems with the fuel injectors.

March 2006.

After this test the tank can be closed and has to be tested with an overpressure of 1,5 m of watercolumn (0,15 Bar).

April 2006.

Starting with the canopy. The frame is made of laminated 1 mm plywood. It will be carbon reinforced afterwards.

April 2006.

It has to fit nicely around the tank to get a smooth transition tank - canopy.

May 2006.

Painting the luggage room with DD paint (polyurethane) before the assembly of the rear window. The two access holes for maintenance will be covered.

May 2006.

Rear window glued in place. Now I can make a start with the sliding canopy on the front side.

June 2006.

Sunset at the NVAV fly-in at Drachten EHDR. A well organised BBQ and a good night rest completed this visit.

June 2006.

The next day getting lunch at Texel airport EHTX and afterwards back to Teuge EHTE.

June 2006.

The frame of the sliding canopy. Laminated wood reinforced with carbon.

June 2006.

Sliding canopy on the front.

June 2006.

Front and rear canopy.

August 2006.

Sanding and prepainting of the smaller parts. A lot of work which doesn't seem to end.

August 2006.

Spraying the first parts with polyurethane paint. Flaps and ailerons painted white with DD-paint. The result was not perfect. Some exercise will improve it along the way I guess.

December 2006.

A mockup of the instrument panel. The screen is a transflective 10.4" LCD screen with a homebuilt pc running on WindowsXP. Navigation and engine-monitoring will be it's main purpose.

Januari 2007.

Spraying the wings with polyurethane coating wasn't easy. The result was still not perfect but good enough for me as an amateur in paint jobs.

Januari 2007.

Right wing with room for the retractable main wheel.

Januari 2007.

One layer of pantsercoating has been applied on the fuselage. Grinding with 100-180-240 sandpaper will follow. A lot of elbow grease is needed.

May 2007.

After weeks of sanding and preparing the first layer of DD-paint on the fuselage has been applied.

May 2007.

The construction to flip the fuselage also turned out to be very handy during the spraying process.

May 2007.

During the days the paint has to dry the preparation of the wings can be done.

May 2007.

The place were the registration has to come.

May 2007.

The empennage with fairing. The electrical trim servo has found its place in the fuselage under the elevator.

July 2007.

The inside view of the fuselage. Wheel retraction mechanism is ready. Control rods for the ailerons and the brake lever still have to be assembled.

July 2007.

Gear up from the inside. The front wheel is visible in the channel. I probably mount a lexan sheet as a cover. This way I will have an extra check during my landing preparation.

August 2007.

The seat with all the openings for stick, brake, gear and flap-handle.

September 2007.

The BMW R1100S modified by HenkJan and his crew. The generator has found its place under the right cilinder, a vacuumpump can be installed and the oil-glass has been replaced by an oil stick.

October 2007.

The engine is aligned using the laser on Z=0.

October 2007.

The engine-mount welding preparation. The R1100S is mounted on a temporary contruction to align it to the fuselage.

October 2007.

Cutting away the bracket for the generator. This way the cowling doesn't need the necessary hump on top. I like it better without.

November 2007.

The first impression of the instrument panel. Both panels are mounted with shock-absorbers (40 shore) all around. The radio, fuses and switches are missing at this point.

December 2007.

The CrMo engine mount. Welded and normalized.

December 2007.

The engine mounted in front of the Cherry.

January 2008.

Next step is building the cowling. Wrapping up the engine with plastic to protect against......

January 2008.

....the polyurethane foam needed to model the cowling. I found out that gravity also works on foam.

April 2008.

After a lot of laminating and sanding this is the result.

April 2008.

I found a Woodcomp three-blade propellor SR3000 that would convert horsepower into thrust.

April 2008.

The big top holes are for air cooling the engine and intake. The small holes are for landing- and taxïng-lights. The square duct is divided in three parts: Left oil cooler, right oil cooler and sump/generator cooling.

May 2008.

Because of the afterwards position of the engine there was very little room for the exhaust. I had to find another solution for cabin heating. Two oil coolers on the firewall should solve this problem.

May 2008.

A stainless steel protection still needs to be fitted. The exhaust parts are (again) bought on the internet.

June 2008.

The SR3000 mounted on the engine. The cowling is ready for painting.

July 2008.

Due to the limited space this belt comes very close to the right exhaust pipe. This is my attempt to reduce the temperature of the multibelt. Fresh air has to cool the belt. Nice view on the vacuumpump.

August 2008.

The last items painted white with DD-coating. This is the lower cowling. If engine-cooling is ok the cowling will stay this way. If it isn't than I have to modify and repaint this part.

August 2008.

Upper cowling with oil inspection door. A flush latch reduces drag.

September 2008.

The retractable nosewheel painted. Also the modified rubber damper has been mounted. This should smoothen out the forces during landing and taxïng.

September 2008.

Testing and fine-adjusting the Hall sensor.

September 2008.

Engine-mount painted and mounted on the firewall. The motronic is placed in the aluminum box. Cool air must prevent temperature problems. Also visible is the new lower rubber engine mount. The steering damper was ex-Ducati.

December 2008.

In January we will move to the other side of town. This is the reason why my project is "on hold" for now. I hope to start again in spring 2009. The space for building has doubled. What a relief !

April 2010.

After a one year stop I started to pick up the work on the Cherry. I tried to fabricate the baffling with epoxy (the R&G heat resistant version). It turned out to be unsuccesfull. I will stay with aluminum.

May 2010.

The electrical wiring turned out to be a nice puzzle.

August 2010.

The engine and gearbox are in place. The baffling under the engine is part of the lower cowling.

November 2010.

The completed fuselage including Woodcomp in flight adjustable prop SR3000.

November 2010.

The customized cocpit. On the left the tradiotional instruments in T-configuration. On the right a windows PC.

November 2010.

The first start-up after approximately five years was without a problem. Running time without prop is now one hour. Next step is running with propellor.

November 2010.

The first test with my Woodcomp SR3000 propellor. Firts impression of the oil temperatures were good. OAT was 10 degrees, oil temperature after 20 min at 3200 was 92 degrees.

November 2010.

Not on the airstrip but in my garden. The unuseable amount of fuel is now determined.

November 2010.

A longer testrun was done in my garden. After 25 min at 3200 rpm oil was 85 degrees, after 15 min at 6200 rpm oil was 111 degrees. Cooling down 10 min and temperature was back at 85 degrees.

November 2010.

Max throttle and minimum pitch (aprox. 17 degrees) gave 7500 rpm. Too much for static. I have to increase the pitch. Increasing the angle during full throttle gave less rpm.

17 dgrs : 7500 rpm

21 dgrs : 6800 rpm

23 dgrs : 6500 rpm

28 dgrs : 5400 rpm

29 dgrs : 5300 rpm (max pitch). Reduction ratio 1:3,2

December 2010.

Another milestone : Certificate of Airworthiness for my Cherry BX2 registration PH-TBJ. After 9 years the Cherry is ready to fly.

January 2011.

Cherry ready to be shipped to Teuge EHTE. Jan was so kind to lent me his trailer.

January 2011.

Ready for the first taxi tests. It turned out te be much more agile than a common C172.

January 2011.

Now the Cherry of Jan Hermsen is not alone anymore at Teuge.

February 2011.

Taxiing out to holding point runway 09.

February 2011.

February 9th 2011 at 15.35 first take off. After a short run my Cherry was airborne. There is very little movement needed for the control stick. It is a wonderfull experience to do the first flight yourself.

February 2011.

Jan Hermsen was there with his camera. The sound was OK.

February 2011.

I climbed to an altitude of 6000 ft. There I could check the speed indicator with a handheld GPS.

February 2011.

This is me with a big smile on my face during the first flight. I couldn´t wash it off that day.

February 2011.

A little camera on the tail fin recorded the flight. This one was a screenshot of short final first landing.

February 2011.

A week later I flew again with Jan in a C172 next to me. He was so kind to take some pictures.

February 2011.

Visibility was not very good. The flight in the Cherry however was.

February 2011.

Undercarriage retracted.

February 2011.

My first non-homebased landing at Seppe

March 2011.

Blue/black striping for my Cherry.

March 2011.

My first visit at Texel airport.

March 2011.

After 14 hours the servomotor of the propellor angle adjustment came loose while flying causing vibration. During a visit at the Woodcomp factory a new electromotor and new spinner was mounted and everything balanced again.

March 2011.

I adjusted the lower cowling because the removal and assembly was very hard. I also replaced the cooling-air inlets from the front to the sides. I made the inlet-area a lot smaller because I had plenty of cooling capacity (still have after the modification).

March 2011.

The protection hood of the multibelt was a little too small.

March 2011.

The aluminum baffling started cracking. I replaced the aluminum with glass/epoxy.

May 2011.

NVAV 40 year. Beautiful weather, a lot of people, newspaper and television cameras.

May 2011

Fly-in at Lelystad in front of the Aviadrome museum.

December 2011.

A 3D view of my homebuilt trailer. It turned out to be more difficult to get a trailer officially registered compared to an airplane. The green and red parts can be removed. The yellow part can be lowered.

March 2012.

Registration moved to the fuselage for better readability. It also looks nicer.

July 2012.

Fun flying to Marville LFYK. A huge landing strip with the hospitality of Wim.

August 2012.

Mountain flying at Asprès sur Buech LFNJ during holidays. A very nice experience and I would like to recommend it to all of you.

August 2012.

My wife climbed the Mont Ventoux by bike, I flew over it the next day....

December 2012.

The trailer is designed to store in a garage. The height is approximately 220 cm.

December 2012.

My homebuilt trailer with a one-man wing installation device.

December 2012.

It takes 5 minutes to rig or de-rig a wing. It is done with the Cherry on the trailer.

June 2013

Reinforcement and alignment of the wheel axles.

June 2015

Formation flying at Midden Zeeland EHMZ. Great experience and nice air to air close-up pictures.

December 2015

Dismantling my R1100S after 5 years & 300 hours of good service.

January 2016

As a few others I also couldn't resist the temptation of the R1200GSA.

January 2016

Rebuilding from R1100S to R1200GS. More power, less weight. R1200 GS Adventure engine, 110hp.

February 2016

As the engine moves 6cm to the front a new cowling has to be made.

February 2016

End of the forming process. Left and right is air intake for cooling and breathing. Opening in the middle is meant for oil cooler on the firewall.

Cherry BX 2

Inside view of the Cherry.

Cherry BX 2

The power plant will be the BMW boxer (R1100S - 98 pK). The picture shows the Cherry of Bart Kroes. This gives the Cherry a cruising speed of 105 kts (190 km/u) and maximum speed of 150 kts (270 km/h).

 

To be continued....

Feed-back : amateurbouw@hotmail.com

Link to the "Nederlandse Vereniging van Amateur Vliegtuigbouwers" : http://www.nvav.nl/