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On 2005-08-08 16:57:27 -0400, "Barry" said:
IFR flyable. lean towards four seat ... not mandatory. approach 200mph. quick build option. Price is a moderate issue. A Lancair IV-P fully decked out would not be out of reach but truthfully more than I would be probably willing to spend. safe and practical. I don't need a plane with fighter like characteristics. Barry, that is a good, logical list of requirements. Only you know, though, how you prioritize them. For instance, some of the other responces seemed to assume you would be flying hard IMC a lot. That's not what I'm getting -- I'm getting you want to be legal to fly in the system and current to shoot an approach if you need to to visit the grandkids. Bear in mind that instrument flying is a highly perishable skill. You gotta be sharpening it all the time or it gets dull on you. I would like add a full range of equipment that I would feel would make it safer both VFR and IFR. ie GPS, Autopilot ( can you do this in kits ?) and IFR capable. Am I asking too much? This is routine. Lancair Kit has had a lot of builders through their (very excellent) Builder Assistance program, where they build major parts of the plane on site with factory jigs and professional help as required. And all but one of them (including Legacy FG builders, "the bottom of the line") put in IFR panels. The January 2005 Kitplanes has a breakdown on autopilots for experimentals. I haven't flown in several years Then you need to budget time and training to improve the most important piece of safety equipment -- the pilot. One specific plane I have been looking at is Van's RV-10. Any comments on this? Really have not come across any other options. The Lancair ES meets all your requirements. The comments others have made about a high landing speed are also true. You can keep it down a bit by building it as light as you can. The canards are the same way, high landing speeds. Also, why do you want to go 200 per? Especially, once you retire? I suggest, since you are going to want to sharpen your pilot skills anyway, you get a couple of new charts and pull out your E6B. Then flight plan the flight you usually make or a typical flight you know you'd really take. Call 1-800-WX-BRIEF and use today's weather. Flight plan the same flight at 100 (Skyhawk), 130 (Skylane), 160 (210) and 200 knots. There's a big difference between 100 and 200 but... unless your usual flight is from New York to LA you'll find that you usually have to give up a lot to get a fast cruise speed. Aerocomp builds a number of kits that are ugly but strong and surprisingly fast. One advantage of the RV-10 that can be adduced from other Van's products is, that it is likely to have good resale value. Kit aircraft generally have poor resale value and sell for little more than the value of the motor and other certified/TSOd parts. However, there are few RV-10s out there. Bear in mind that even good designers occasionally lay an egg (as Chris Heintz did with the CH810). Several others have suggested that if you want to fly, not to build per se, you may be better off buying a plane. A Cirrus SR22 meets most of your requirements, and with the auto-like interior and the emergency parachute, you might even get your wife into it. cheers -=K=- Rule #1: Don't hit anything big. |
#2
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![]() Kecin, thanks for the info. I'll have to check out the Lancair and the Aerocomop though I am not familiar with the latter. You are right, the purpose of IFR is just in case. I would keep my skills up. Unfortunately, I don't think anything short of a big piece of jewelery on the other end of the trip would get my wife into the plane. Even then, once she got it she would rather walk back. Thanks Barry "Kevin O'Brien" kevin@org-header-is-my-domain-name wrote in message news:2005081902353243658%kevin@orgheaderismydomain name... On 2005-08-08 16:57:27 -0400, "Barry" said: Barry, that is a good, logical list of requirements. Only you know, though, how you prioritize them. For instance, some of the other responces seemed to assume you would be flying hard IMC a lot. That's not what I'm getting -- I'm getting you want to be legal to fly in the system and current to shoot an approach if you need to to visit the grandkids. Bear in mind that instrument flying is a highly perishable skill. You gotta be sharpening it all the time or it gets dull on you. This is routine. Lancair Kit has had a lot of builders through their (very excellent) Builder Assistance program, where they build major parts of the plane on site with factory jigs and professional help as required. And all but one of them (including Legacy FG builders, "the bottom of the line") put in IFR panels. The January 2005 Kitplanes has a breakdown on autopilots for experimentals. One specific plane I have been looking at is Van's RV-10. Any comments on this? Really have not come across any other options. The Lancair ES meets all your requirements. The comments others have made about a high landing speed are also true. You can keep it down a bit by building it as light as you can. The canards are the same way, high landing speeds. Aerocomp builds a number of kits that are ugly but strong and surprisingly fast. One advantage of the RV-10 that can be adduced from other Van's products is, that it is likely to have good resale value. Kit aircraft generally have poor resale value and sell for little more than the value of the motor and other certified/TSOd parts. However, there are few RV-10s out there. Bear in mind that even good designers occasionally lay an egg (as Chris Heintz did with the CH810). Several others have suggested that if you want to fly, not to build per se, you may be better off buying a plane. A Cirrus SR22 meets most of your requirements, and with the auto-like interior and the emergency parachute, you might even get your wife into it. cheers -=K=- Rule #1: Don't hit anything big. |
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