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I don't know. But there are lots of post about aluminum build quality but I don't recall these caused accidents. But it seems when the engine stumbles, like the RV8 that had a fuel related problem and crashed on take off, bad outcomes happened. This RV8 was flown by the builder. There was another RV8 at the field that had a fuel related problem but for the grace of God, landed safely. It was also flown by the builder.
Agree on all. Harder to find those good A&P/IA's who are knowledgeable in EAB & willing to work on them for sure, but worth the search. I had my 1st join CBP, another retired, and a third that moved. Each time I had to shop around for a while, so to speak.
Sorry. I thought we were discussing the difference between doing it yourself or having a “pro” do it. Not matter. You’re absolutely right.
Of course none of this applies to you Bob, you’re my hero
Your ego probably wouldn’t have done well at the airlines, 3 sets of eyes/signatures on flt critical stuff.
I think we should just call it an Annual
That's my situation, although I'm not a builder. I'm at a moderate-size un-towered regional airport with avionics and maintenance shops and three helicopter companies, but no experimental aviation presence. In fact I'm the only person in two local EAA chapters with an E-AB of any kind...one chapter at my home airport and one at another airport 10 miles in the other direction from my house. Overall, I'm pleased with my decision to buy into experimental aviation, but it does come with challenges.
Some of us who have been an A&P for several decades will tell you that their A&P license was a license to learn more and not a certificate that we know everything.
The A&P profession is no different than any other trade, construction, mechanic, farmer, doctor, etc. There are good ones and bad ones.
Same as a pilot's license!
I agree. Physician training is basically a 6-8 year apprenticeship. And as you imply and as in other professions, today's young doctors-in-training are rather prone to getting their feelings hurt by their mentors.
Having recently completed my A&P and training through a part 147 approved school, this statement is very true. One lab doing a butt weld of some sheet steel with an oxy acetylene torch. No wood work (just inspection of an old wooden spar on an Aeronca). A simple fabric covering project with Poly-fiber, and learning some knots to tie. Most of the curriculum is solely to pass the various written, oral and practical tests. 98% of the students are headed to the airlines and will never work on an Experimental or GA aircraft.
Since the original question was cost of a CI from a non-builder, I'll add my experience. I'm on my 10th EAB and 7th RV. I did not build any of them, for various reasons, and greatly admire builders who do quality work. I've owned my latest RV for 4 years and all the CI's have been done by a Cirrus center (KSFF). The A&P/IA has experience with EAB aircraft (hard to find). I do all the prep work, no outsiders allowed in the shop, and the flat rate has been about $2100. They provide a list of recommended work, and approximate cost if I want them to do it (rare). I've appreciated the extra set of eyes.
Definitely is not, iMHO. My -9A has been the cheapest airplane to own and fly in my 50+ years of owning and flying airplanes.
20 years here, same report. My -9A has been the cheapest to own and operate.
Add one more to report the same. With its simple systems there really wasn't much to require maintenance. It was a good plane for us.
How long did this take?
Exactly. RVs are the Mazda Miatas of the Skies: sporty, relatively inexpensive, there’s only so much that can break, and often you can fix it yourself.
True, but on the flip side, paid "inspectors" will likely find and you will pay a lot of money for work that isn't necessary.
I've seen this in person, original Lyc paint and safety wire on the sump plug after many years of "condition inspections" by owner.
I don't like to use generalizations because the exception confirms the rule, but when I bought my RV-8 it had been built and inspected by the same person for 10 years. When I bought it I had someone inspect it. What wasn't caught in the pre-buy was then later caught by another person during my CI. We realized it was missing a whole mess of bolts attaching the wing to the fuselage. Kind of important, I'd say. Those missing bolts turned into a few threads here too.
Making a profit is expected, I'd say mandatory, if you're doing it for a living. Does that mean that since I have 3 ATPs, CFI-I in airplanes, helicopters, seaplanes, gyroplanes, and 4 decades doing it, I should charge $1000+ an hour to teach? It's cost me a lot to get these ratings and experience. Seriously now, every job takes time to learn it, but that doesn't mean prices should be set by that alone.
