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  #11  
Old 11-27-2018, 09:25 PM
WannFly WannFly is offline
 
Join Date: Nov 2018
Location: Fargo, ND
Posts: 15
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Quote:
Originally Posted by BobTurner View Post
BTW, if the above quote implies that you need regular, scheduled travel (work?), then you should definitely plan on getting an instrument rating. And have an airline alternative available. And have some flexibility.
its not for work, mostly pleasure with ton of flexibility in dates. working on IR right now (fairly slow progress since i want to do mostly in actual and icing is putting a dent in my plan)
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  #12  
Old 11-27-2018, 09:30 PM
WannFly WannFly is offline
 
Join Date: Nov 2018
Location: Fargo, ND
Posts: 15
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Quote:
Originally Posted by 1001001 View Post
Hi Priyo,

I was in your situation too--I own a PA-28-161, and while it actually has more useful load than at least one -181 I have seen (no kidding! --some are loaded up with so many extras as to eat up all the added gross weight), it is not the cross country machine I eventually want. I travel frequently around the East to visit family, and less frequently for business. The RV-10 seemed to me the best option versus the competing certified aircraft in terms of flexibility and performance. The speed will eat up the miles, and the carrying capacity will make for some fun trips with friends and family. I love building things, and since I already owned the Warrior, I figured I would give building a go.

Get the toolbox kit, and get the airfoil kit. I recommend signing up for the EAA's weekend seminar on building Van's kit aircraft. It only costs less than $400, which is nothing compared to what you will spend on building an RV-10. I consider it money well spent; the work that I did in the class convinced me that I was capable of doing the sheet metal work, which was my major concern.

When you do the airfoil kit (they give you one and you build it in the EAA seminar), pay close attention to deburring ribs, because you will be doing an enormous amount of that. If you can keep your focus on quality and not get bored out of your skull doing those ribs, it seems to me the rest of the build will be interesting and rewarding.

If you don't decide that building is for you, there's no shame there, and there are some RV-10s out there for sale occasionally--at a hefty premium over what you will spend building one.

Also give thought to the builder assist programs out there; while I'm building mine by myself with only help from friends, there are pros out there that can help you get through the build process.

If you have a local EAA chapter, consider joining it! I have found a ton of support in my local chapter from folks who have built and are building RVs, and plenty of other aircraft types. The support you'll find from a group of like minded local builders is indispensable.
Thanks for the tip. I was going thru the builder assist program today and it is definitely a great choice, unfortunately nothing around where i live . i am joining the local EAA chapter soon and find out about the weekend class that you mentioned.
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  #13  
Old 11-27-2018, 09:35 PM
WannFly WannFly is offline
 
Join Date: Nov 2018
Location: Fargo, ND
Posts: 15
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Quote:
Originally Posted by Dbro172 View Post
That?s right, looks like you?re right here in my backyard. My -9A is at KJKJ. I have all the build tools and a completed -8 empennage at home. I could definitely take you for a ride and help you get started.

Call or text 701 2one2 3947
WOW talk about small world, thats where my A&P and my avoinics guy is.. you know who I am referring to and thats where i am planning to get a hangar when i get close to moving out of the garage.... i will text you tomorrow and see if you are around this weekend.... depending on the WX, i havent seen a flyable weather in about 2 weeks, apart form today when i was working
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  #14  
Old 11-27-2018, 09:40 PM
WannFly WannFly is offline
 
Join Date: Nov 2018
Location: Fargo, ND
Posts: 15
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Quote:
Originally Posted by BobTurner View Post
My standard advice: try the toolbox kit, maybe even the tail kit. If you enjoy the work, great. I and many others found it rewarding. But if you find that's it's actually unenjoyable work, stop. Life is too short to force yourself into years of unhappiness. Buy a used -10 instead.
Also, be sure you understand the EAB (experimental amateur built) rules. There is only a limited amount of work that you may hire out, especially if you go the "quick build" route.
I havent decided on the QB yet, but good to know that there is a limit on how much pro help i can get. i know about the 51% rule, but time to dig into some FARs... man last time i read those was before my checkride (i will duck for cover now )
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  #15  
Old 11-27-2018, 09:43 PM
WannFly WannFly is offline
 
Join Date: Nov 2018
Location: Fargo, ND
Posts: 15
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Thanks Bruce and everyone else who has replied on this thread. cant figure out how to post in my own thread without a direct reply to a person, but just wanted to reach out and say thanks. I had heard that RV community is one of the best tight nit community out there and i am finding that out first hand

Edit: i might have figured out how...
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  #16  
Old 11-27-2018, 10:08 PM
WannFly WannFly is offline
 
Join Date: Nov 2018
Location: Fargo, ND
Posts: 15
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Quote:
Originally Posted by 1001001 View Post
Hi Priyo,

I was in your situation too--I own a PA-28-161, and while it actually has more useful load than at least one -181 I have seen (no kidding! --some are loaded up with so many extras as to eat up all the added gross weight), it is not the cross country machine I eventually want. I travel frequently around the East to visit family, and less frequently for business. The RV-10 seemed to me the best option versus the competing certified aircraft in terms of flexibility and performance. The speed will eat up the miles, and the carrying capacity will make for some fun trips with friends and family. I love building things, and since I already owned the Warrior, I figured I would give building a go.

Get the toolbox kit, and get the airfoil kit. I recommend signing up for the EAA's weekend seminar on building Van's kit aircraft. It only costs less than $400, which is nothing compared to what you will spend on building an RV-10. I consider it money well spent; the work that I did in the class convinced me that I was capable of doing the sheet metal work, which was my major concern.

When you do the airfoil kit (they give you one and you build it in the EAA seminar), pay close attention to deburring ribs, because you will be doing an enormous amount of that. If you can keep your focus on quality and not get bored out of your skull doing those ribs, it seems to me the rest of the build will be interesting and rewarding.

If you don't decide that building is for you, there's no shame there, and there are some RV-10s out there for sale occasionally--at a hefty premium over what you will spend building one.

Also give thought to the builder assist programs out there; while I'm building mine by myself with only help from friends, there are pros out there that can help you get through the build process.

If you have a local EAA chapter, consider joining it! I have found a ton of support in my local chapter from folks who have built and are building RVs, and plenty of other aircraft types. The support you'll find from a group of like minded local builders is indispensable.
since you are coming from a PA family, you might have a better perspective than others... how did the transition feel? i am fairly low time pilot, about 260 hrs, but i do fly regularly. these hours are exactly over 2 year period, my first training flight was on Nov 10, 2016 (and i didnt know what the heck i was doing, still dont at times ). from what i read, a -10's climb speed is what i cruise at and it also climbs at 1500 fpm or more when not at max gross, that sounds like a rocket ship to me. i have also heard that a -10 is slippery, which is little concerning and i definitely dont want to fall behind the plane. from what i read, the pattern entry speed is 90, then 80 base and 70 final which is at par with what i do, but honestly i am little concerned with the slipperiness of -10 with its short wing. its also a lot of sky while flying from what i can gather that i have never seen from a cramped 181 cockpit. my useful load is 960 so 660 with full fuel and in summer with my fat arse in it i see about 350 FPM climb at times on a bad day and about 500 on a good day. winter here is awesome in the sense i can finally see 1000 fpm climb and that puts a grin in my face
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  #17  
Old 11-28-2018, 09:56 AM
MConner MConner is offline
 
Join Date: Mar 2018
Location: Snead Island, Florida
Posts: 205
Default Not slippery

Do not fret the handling of the -10. It is very capable and has great handling qualities. Yes it is a step above the PA series but with proper training and checkout, it is a pleasure to fly. The combination of stability, high climb rates, excellent range and docile slow speed handling, you will love it.
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  #18  
Old 11-28-2018, 10:03 AM
1001001's Avatar
1001001 1001001 is offline
 
Join Date: Dec 2014
Location: Just Minutes from KBVI!
Posts: 1,039
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Quote:
Originally Posted by WannFly View Post
Thanks for the tip. I was going thru the builder assist program today and it is definitely a great choice, unfortunately nothing around where i live . i am joining the local EAA chapter soon and find out about the weekend class that you mentioned.
You can find out more about the EAA SportAir workshops here: https://www.eaa.org/eaa/aircraft-bui...tair-workshops

BTW, I think EAA still offers a complimentary 6-month membership to attendees of the SportAir workshop who are not already members.

Last edited by 1001001 : 11-28-2018 at 10:09 AM.
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  #19  
Old 11-28-2018, 10:08 AM
1001001's Avatar
1001001 1001001 is offline
 
Join Date: Dec 2014
Location: Just Minutes from KBVI!
Posts: 1,039
Default

Quote:
Originally Posted by WannFly View Post
since you are coming from a PA family, you might have a better perspective than others... how did the transition feel? i am fairly low time pilot, about 260 hrs, but i do fly regularly. these hours are exactly over 2 year period, my first training flight was on Nov 10, 2016 (and i didnt know what the heck i was doing, still dont at times ). from what i read, a -10's climb speed is what i cruise at and it also climbs at 1500 fpm or more when not at max gross, that sounds like a rocket ship to me. i have also heard that a -10 is slippery, which is little concerning and i definitely dont want to fall behind the plane. from what i read, the pattern entry speed is 90, then 80 base and 70 final which is at par with what i do, but honestly i am little concerned with the slipperiness of -10 with its short wing. its also a lot of sky while flying from what i can gather that i have never seen from a cramped 181 cockpit. my useful load is 960 so 660 with full fuel and in summer with my fat arse in it i see about 350 FPM climb at times on a bad day and about 500 on a good day. winter here is awesome in the sense i can finally see 1000 fpm climb and that puts a grin in my face
I'll be honest, I haven't even piloted an RV-10 yet! I can't imagine it's too much different than any other high performance single, but thinking ahead -- well ahead -- is going to be required at these speeds and power levels. As I understand it, it is a bit easier to slow a -10 down than some other slick high performance singles because of the flap configuration, but I'll leave that discussion to the people who have experienced it!
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  #20  
Old 11-28-2018, 10:57 AM
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ppilotmike ppilotmike is offline
 
Join Date: Jan 2010
Location: Denver, CO
Posts: 1,967
Default Welcome Priyo

My experience so far building my RV-10, which is my first airplane project and all (very) slow built, is that it is certainly doable, even for a novice. You certainly won't be a novice for long, especially if you get some training first, join your local EAA chapter, and get help where you can. The SportAir Workshops are very helpful, in my opinion. I have flown in several RV models and the 10 is definitely the "family trickster" of them all, but still responsive and fun to fly. Much more fun than the POS Cessnas I've been renting on occasion.
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