DevDad
Well Known Member
As Sarah and I get closer to getting started (we cleaned out the garage last night, and I built a modified EAA work table today; one more to build this week), we are beginning to talk more about which model we are going to build. We have gone back and forth and back and forth. Here's our decision process, and I will get to my real question towards the end. Feel free to skip to "The Question" if you don't want to read this stuff.
Decision 1: RV-7, RV-7A, RV-9A, or RV-10
While I think we will ultimately (many years down the road) end up with a -10, I think the financial burden of that project would be too much for us to handle. We are currently able to set aside $2-4K per month for a project, and given a 2-2.5 year timeline, a -10 just doesn't fit the bill.
I primarily want to have an airplane for cruising, and being able to hop around the southeast to meet with clients I otherwise never would have had the opportunity to meet. I work from home, but I think even my existing clients would appreciate a meeting a couple of times a year. This leads me thinking about the -9A.
Why don't I just start the -9A? Well, I like the higher gross of a -7/7A. I like the stronger airframe. I like the opportunity to do aerobatics, if I decide to do so. I like the fact that they seem to have a higher resale value than the -9A's. Are they more expensive? Well, the different in (new) engine costs between an IO-360 and a O-320 seem to actually be relatively small (<$5K). Faster? A little bit, but nothing crazy.
Ok, so now I'm at the -7/7A, which I've been planning on building, when the time is right, since checking Dan C's site every day to see if it was updated. I like the -7A, and don't feel the *macho* thing about taildraggers, but I would like to be able to fly the thing wherever I want. I don't want to be crapping myself on the "death taxi" at Oshkosh, etc. So, that leaves me thinking taildragger. I have plenty of time to decide, but I have begun to prepare myself, in the event that I go the TD route.
The Question:
I need a BFR, as it's been a long time since I've flown. I had planned to go get my taildragger endorsement to make my BFR a bit more interesting, kill two birds with one stone, etc. Anyway, is it worth getting my TD endorsement in a less "standard" training aircraft, to get some time in RV's? I'm thinking of doing a BFR/TD endorsement/RV transition with Jan Bussell here in Florida, instead of popping around in a C-172 for my BFR, or getting my TD endorsement in a Cub or something similar. Would the time in type help with my insurance, whether I end up going TD or NW with my RV?
For your reference, I'm about a 125 hour private pilot since '02, no incidents of any kind, etc.
Thanks!
Mike
Decision 1: RV-7, RV-7A, RV-9A, or RV-10
While I think we will ultimately (many years down the road) end up with a -10, I think the financial burden of that project would be too much for us to handle. We are currently able to set aside $2-4K per month for a project, and given a 2-2.5 year timeline, a -10 just doesn't fit the bill.
I primarily want to have an airplane for cruising, and being able to hop around the southeast to meet with clients I otherwise never would have had the opportunity to meet. I work from home, but I think even my existing clients would appreciate a meeting a couple of times a year. This leads me thinking about the -9A.
Why don't I just start the -9A? Well, I like the higher gross of a -7/7A. I like the stronger airframe. I like the opportunity to do aerobatics, if I decide to do so. I like the fact that they seem to have a higher resale value than the -9A's. Are they more expensive? Well, the different in (new) engine costs between an IO-360 and a O-320 seem to actually be relatively small (<$5K). Faster? A little bit, but nothing crazy.
Ok, so now I'm at the -7/7A, which I've been planning on building, when the time is right, since checking Dan C's site every day to see if it was updated. I like the -7A, and don't feel the *macho* thing about taildraggers, but I would like to be able to fly the thing wherever I want. I don't want to be crapping myself on the "death taxi" at Oshkosh, etc. So, that leaves me thinking taildragger. I have plenty of time to decide, but I have begun to prepare myself, in the event that I go the TD route.
The Question:
I need a BFR, as it's been a long time since I've flown. I had planned to go get my taildragger endorsement to make my BFR a bit more interesting, kill two birds with one stone, etc. Anyway, is it worth getting my TD endorsement in a less "standard" training aircraft, to get some time in RV's? I'm thinking of doing a BFR/TD endorsement/RV transition with Jan Bussell here in Florida, instead of popping around in a C-172 for my BFR, or getting my TD endorsement in a Cub or something similar. Would the time in type help with my insurance, whether I end up going TD or NW with my RV?
For your reference, I'm about a 125 hour private pilot since '02, no incidents of any kind, etc.
Thanks!
Mike