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  #1  
Old 08-18-2012, 11:29 AM
flyboywbl's Avatar
flyboywbl flyboywbl is offline
 
Join Date: Aug 2012
Location: New York, NY
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Default New to homebuilts

Hi everyone,

My name is Matt and I've been flying for about 5 years now. Three of which were spent as a flight instructor and the last one spent flying the CRJ200 out of New York's JFK airport.

I used to own a Citabria back when I lived in MT but I had to sell it when I moved to New York City. I'm starting to get the itch own my own aircraft again but I did not like spending over $80,000 on a used fabric covered 100 mph airplane that was a mediocre aerobatic performer. I think the homebuilt route is the way to go.

My wife and I are looking at buying a house in Long Island next spring and I really want to build some sort of aircraft once I have a garage again. I'd like it to be a good VFR xcountry machine that will be safe, economical, and comfortable for my wife and I (i'm 6' 2").

I have never built an airplane before so needless to say I'm a little overwhelmed with all the info out there. After doing some research for the past few weeks, here is what I came up with so far,

I think the RV-7 would be a good fit. I wanted to do an RV-8 but my wife said she would not want to ride in the back again like the Citabria. I instructed in Diamond DA20s, 40's, and 42's and my wife liked the visibility in these aircraft. I also like aerobatics so I think the 7 would be a good choice.

I think I would go with an IO-360 180 HP with a CS prop. I'm not sure if i'll be able to afford new or will have to go the used route yet.

As far as avionics, I'll have to see what I can afford. I would like to do a dual screen setup Garmin G3x with a 430W but that might be overkill for a VFR aircraft. I also don't plan on flying this aircraft IFR but I love the situational awareness for VFR cross country flight especially in New York's busy airspace.

Budget, $50,000-$70,000

Time Frame 3-5 years

Is this reasonable or am I dreaming? Thanks in advance for all the help i'm sure i'll need!

-Matt
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  #2  
Old 08-18-2012, 11:42 AM
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dicel87 dicel87 is offline
 
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Location: Kansas City, MO
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The Vans Website has a pretty good cost estimator. From the posts I have read here, most folks seem to think it will give you a decent ball park figure for the type of RV configured they way you are thinking. But...I hear also that adding 15-20% to the number you get is a smart thing to do.

http://www.vansaircraft.com/public/cost-estimator.htm

This link ought to get you there.
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  #3  
Old 08-18-2012, 11:44 AM
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Ironflight Ironflight is offline
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Default Realistic

Sounds like a reasonable plan to me Matt - I'd skip the 430W if you know you're not going to go IFR - the built-in GPS's in the G3X units are going to give you much better capabilities anyways, and are perfect for VFR. That will save you $6K and about 15 lbs right there!

Paul
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  #4  
Old 08-18-2012, 11:45 AM
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flyboywbl flyboywbl is offline
 
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ok thanks!
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  #5  
Old 08-18-2012, 12:20 PM
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pierre smith pierre smith is offline
 
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Matt, as a professional pilot, I'd go IFR...you'll never regret it, as I did, in both my -6A and now my -10, with an SL-30 and a 430W.

You're probably IFR rated already and the extra utility being able to file IFR is for me, a major plus, especially when wx is around 800' overcast at the destination.

Welcome to the VAF family

Best,
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  #6  
Old 08-18-2012, 01:14 PM
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flyboywbl flyboywbl is offline
 
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Thanks for the input. I'd have to look into the costs for an IFR bird but for me i don't think it's worth the effort. There is more equipment you have to buy up front. The 430 for one. Also i would require an autopilot if i'm flying single pilot IFR.

If I remember from my CFI days there are more inspections that need to be done as well to keep the plane IFR current. There are also the 430w GPS updates that I would have to pay for every 28 days.

Lastly I don't like flying single pilot, non turbine single engine, IFR in a plane with out known ice certification, especially something I built. just kind of gives me the whillies

I wont rule it out compleatly though. A lot more reserch needs to be done!

Thanks
-Matt
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  #7  
Old 08-18-2012, 01:46 PM
BobTurner BobTurner is offline
 
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Location: Livermore, CA
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A few comments:

1. Keep looking and learning, but bear in mind that by next spring things will be different. Experimental avionics, for one, change fast.
2. The non-certified autopilots work very well, and are relatively inexpensive (like $3 - 4 K, less if you buy one driven by your EFIS).
3. IFR capable is your choice, of course. I happen to be based at an airport in a valley, and it's not unusual for it to be closed in - 800 OVC, tops 2000, temperatures above freezing. eg. an easy IFR approach, with more or less vfr options for the last 800 feet if the engine quits. If I couldn't do an instrument approach there, I'd make a lot fewer trips, just out of concern that I'd end up away from home, renting a car, etc. As far as GPS database costs, you do not have to keep it current if you choose not to. In this case, it is not legal to use for approaches but you can still use it for enroute stuff (you're supposed to check the fixes haven't moved). So you could still depart IFR, and return if you have an ILS or VOR approach you can use. The only extra inspections required are a more complete pitot-static inspection every 24 months.
4. My guess is new is above your budget if it includes a new engine. Van's web site shows the cost of a new engine bought thru them, and it's competitive.
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  #8  
Old 08-18-2012, 02:39 PM
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flyboywbl flyboywbl is offline
 
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Yeah I hear you on the not renting the car/canceling the trip. You are also right about technology changing. By the time it comes down to building the panal, there will probably be something new out that is better.

I do like the idea of it being IFR capable in a pinch. Are the requirements for IFR certification for experamentals the same as part 23 aircraft? Where can I look them up?

Lots to think about.

-Matt
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  #9  
Old 08-18-2012, 03:36 PM
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Jeff R Jeff R is offline
 
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You can simply get a Garmin SL-30 and you can fly certified VOR, ILS and Localizer approaches. The Dynon EFIS is great and, for the cost of servos, you will get a dual axis autopilot, all for much less $s than the Garmin.

Expect to spend closer to $80K to $90K, depending upon engine, avionics and paint. If you don't want to build, you can probably buy a decent RV for not much more than it would cost to build. I would not advise doing that, as building is so much fun! (Well, not always....)
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  #10  
Old 08-18-2012, 03:39 PM
BobTurner BobTurner is offline
 
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I don't know where to look the requirements up, probably in a FISDO order of some kind. The FAR's limit experimentals to day-VFR "unless otherwise authorized by the administrator". However, it seems the standard boilerplate operating limitations that everyone gets from their airworthiness inspection authorizes night and ifr operations if you abide by the requirements of 14 CFR 91, e.g., the same rules as everyone else.

About the only difference between experimentals and certifieds, from an operational point of view, is that experimentals cannot be used for compensation or hire. (The FAA will issue a waiver to this for type specific training, only.)

BTW, although GPS is very popular, there are still lots of IFR capable aircraft around that don't have certified GPS on board. In my case the home airport has an ILS with "ADF Required"; I paid for the Garmin 420, in part, because I couldn't stomach the thought of an ADF antenna on the plane!
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