Once there it gathered more parts as though magnetized and consumed money like, well, a suddenly well-paid merchant marine on extended shore leave. You embraced one and tolerated the other. In time, the list of to-be-completed tasks shrank, and the possibility of it actually flying came into view, almost mirage-like.

The path from having a huge pile of airplane-kit components in the driveway to a flying example has complications beyond the construction process, all of which you learn as you go—with help from KITPLANES, naturally. But the ultimate goal for most is to have a flying airplane. (Truly, for some, the journey is the driver, not the goal.) And it’s the step from an assemblage of airplane-looking parts to an actual flying machine that is unique to homebuilding.

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Every Cessna you’ve flown has had a professional test pilot commit its first hour or more of flight. For your homebuilt, the task is on your shoulders. Probably.

The question, of course, is: Should you? It depends. How experienced are you overall? How many different aircraft types have you flown? What is your experience level in airplanes the same or very similar to your project? How recent is your flight experience? These are all fixable things, meaning if you have spent most of your budget on the build, it becomes smart, as you get near the end of the project, to start investing in flying time.

Begin with whatever you’re most comfortable with or what is locally available. At this getting-back-to-it stage, it is less important to be in an airplane similar to your homebuilt than it is just to get the stick or yoke time. Find an instructor who will not let you fly sloppy and who will keep you honest. Also, don’t fool yourself into thinking that an hour or two of dual instruction after years away from the flight deck will do it. You need to get well and truly current and, more importantly, proficient.

Then it’s time to consider training in airplanes similar to yours. The average homebuilt has more power for any given gross weight. Consider that the Van’s RV-7A typically has as much installed power as a Piper Archer, yet is 750 pounds lighter. It also has less wing area but, more important, far lighter controls. While the RV series in general has predictable stall characteristics, they are not as “mushy” as your common four-seat family airplane. Training only in the Piper will not prepare you for the RV.

For some of the most popular brands, again we’re talking Van’s RV series, transition training is available, which is highly desirable. In fact, many insurance companies effectively demand it for the first flights. If training is available in your make/model of homebuilt, find the money and do it. There is nothing better than recent experience in an airplane likely to be very similar to the one you just built.

• READ MORE: This 2022 Van’s RV-14 Is a Homebuilt, Cross-Country ‘AircraftForSale’ Top Pick

How important is this training? Accident statistics around homebuilt first flights illustrate the need. About a third of all reportable accidents during first flights fall into the broad category of “pilot miscontrol”  or improper handling of the airplane. Nothing in the airplane broke or caused the accident; it was pilot error.

Of those mishaps, the greatest single category involves stalls, followed by a bad flare or bounced landing, followed by misjudged approaches and loss of control during landing. Sometimes misrigging can make an airplane touchy near the lower end of the speed range, but more often than not, it’s just flown with inadequate margin. In the first few hours, you really don’t know what you don’t know.

Just because you feel ready doesn’t mean the airplane is. In the past, Experimental/Amateur-Built aircraft were required to have something called pre-cover inspections, basically a partway check by a designated airworthiness representative (DAR) or inspector to help ensure you’re doing a good job. That’s no longer required, but you do need to have a DAR or an FAA representative inspect the airplane prior to first flight.

More often than not, this is a spot check of critical systems—flight controls, in particular—and a thorough review of the paperwork to support that you did build the airplane and that you’ve completed all the forms. It is not necessarily a guarantee of airworthiness. That’s up to you as the manufacturer.

What most builders do today is host a last-look party. Invite other builders around for an afternoon poring over your airplane. Best are those who have built and are flying the same type you have, but those with keen eyes and a mechanical bent are also helpful. Open up the airplane, stand back, and let them find stuff. Stow your ego. They will find things wrong—missing cotter pins or rivets, wires rubbing, bolts not properly secured, all kinds of things. Fix every single defect they find before you fly.

Why is this so important? Because it can prevent problems. In a recent survey of first-flight accidents, 20 percent were attributable to builder error—most often mistakes building or configuring the fuel system (22 percent of the total builder-error accidents) with problems involving the carburetor, propeller or rotor, and airframe each accounting for 18 percent of the accidents.

• READ MORE: Buying a Van’s RV-4 Is an Experimental Adventure

Some of these accidents begin when builders try new ways to do things—as in the fuel-system design, for example—but sometimes it’s just poor execution of common and well-understood systems. A core truth in homebuilding is that the closer you stay to the plans—meaning that you’re building an airplane as much like the factory’s efforts as you can—the happier you’ll be in the long run. Every divergence from plans is a place where you lose the fleet experience and the engineering savvy others have gained for you, sometimes at the expense of other accidents.

In the not-too-distant past, builders who planned to perform first flights (as well as the rest of the flight-test program, defined as Phase I flight test by the FAA) could piece together elements of a good program, but it wasn’t ready made for them. It is now, thanks to the EAA’s Flight Test Manual and the accompanying Flight Test Cards. The manual provides step-by-step instructions on how to commit the most common portions of Phase I flight test, including the first flight, so there’s no need to freelance the materials.

Moreover, the test cards make each flight into bite-sized missions that focus on specific aspects of airplane control and performance. The concept is to commit the flight, note the results on the cards, and then continue only when the test is completed successfully.

In fact, the flight test cards underpin a new program in the Experimental world called task-based flight testing. Before this idea, all homebuilts were subject to a Phase I flight test based on hours flown, most commonly 40, but sometimes as few as 25 when the engine and propeller combination was a certified duo. Experimental LSA are the exception. But for the most common homebuilts, the new task-based system allows builders to complete Phase I once all the tests are complete.

Most of us have found that the last few hours of Phase I was a matter of trundling around, burning time. It’s too early to tell if Phase I hours are really reduced, but some have completed all the tests in 30 hours or less.

The last question is a hard one: Are you willing to treat your airplane like the machine that it is? If the engine quits on takeoff, you have to be willing to put it into the trees off the end of the runway. Because you’ve spent years building has no bearing on the outcome. You must be willing to sacrifice the airplane to save yourself. Builders have come to grief trying to stretch the glide after a problem, trying to make the airport or a softer landing spot because they don’t want to bend their new bird.

Truth is, doing your own flight testing takes more than piloting skill—though it absolutely starts there. You need to be careful, thoughtful, disciplined, and laser focused on the task at hand. When you land after the first flight and someone asks you how it felt, your answer should be more than “pretty good.” Instead, be precise: “Well, rudder trim’s a bit off, number 3 CHT is a little high, and I think the right main brake is sticking a bit.” Write that down (or, better, review the in-cabin video you so wisely employed), pull the airplane into the hangar where you can uncowl it, and inspect it like it’s the first time.

Then, once the adrenaline has worn off a bit, fist pump all you want. Just remember you have a bunch more of this ahead of you before your dream airplane is real.

This column first appeared in the Summer 2024 Ultimate Issue print edition.

The post Ultimate Issue: Are You the One for That First Flight? appeared first on FLYING Magazine.

In many cases, that trust is bought with the standardization, quality control, and testing that goes into type and production certification. However, that has its limits, not the least of which are the oft-disparaged cost of certified models and a certain inability for significant customization. As Henry Ford said of the Model T: “You can have it in any color you want, as long as it is black.”

When looking for a less expensive, more flexible option, would you buy and fly an airplane your hangar neighbor built?

Most of us can probably agree that it depends pretty much entirely on the neighbor in question. For Tyler Gibbs, 27, who flies out of California’s Corona Municipal Airport (KAJO), it was a decision that just made sense.

Family History

About a year and a half ago, Gibbs purchased a Van’s Aircraft RV-4, a two-seat experimental/amateur-built (E/A-B) airplane, from his older brother. It’s his first aircraft, though he says it won’t be his last. While he trained in certified models, he had some exposure to the world of experimentals through his brother, opening the door to the possibility when it came time to find his own airplane.

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Flying runs in the Gibbs family: His father, brother, and sister-in-law are all pilots. Even so, it took a bit for Gibbs to take the controls himself. In spite of, or perhaps because of, the early exposure to aviation, he had graduated from college and was working at the family trailer sales business before the flying bug finally bit.

Once it had, he didn’t look back. He earned his private pilot certificate, followed promptly by his multiengine and instrument ratings and commercial pilot certificate. With those in hand, he began to work as a pilot for hire, picking up gigs flying skydive jump planes and towing gliders. With two and a half years of aviation experience, Tyler is pursuing his glider rating and beginning to look toward earning his CFI.

About a year after getting his private certificate, Gibbs decided it was time to purchase his own airplane. Aircraft ownership was not a new concept in the Gibbs family either. The family has owned a number of airplanes over the years, including a Cessna 172 and 210. But, like flying, aircraft ownership wasn’t something Gibbs had really considered for himself.

• READ MORE: ICON A5 Receives FAA Primary Category Type Certification

Once he decided it was something he wanted, he didn’t have to look far to find the one that suited him best. His brother had an RV-4 (N527CG) he was willing to pass along.

N527CG had several owners before coming to Gibbs, having been built by Luther Arthur and flown for the first time in 1991. Gibbs’ brother bought it from a friend years later. He and his wife flew it for almost four years before selling it to Tyler.

There’s a lot to be said for buying a known aircraft from a trusted source, especially when taking the step from certified models to experimentals. For those not familiar with the segment, E/A-B aircraft aren’t subject to the same construction and maintenance rules as their certified counterparts—though the RV-4 is made from extremely conventional materials wielded in very conventional fashion, and all experimentals are required to have annual inspections. They can be built and worked on by pretty much anyone and modified to suit the builder. It’s also safe to assume that no two builds—even if the same plans or kit components were used in construction—will be exactly alike. That’s an adventure for a first-time E/A-B buyer, for sure.

With N527CG, Gibbs had the advantage of direct knowledge of the aircraft’s maintenance and operational history. Prior to coming to the Gibbs family, the aircraft was repainted with its current World War II U.S. Army Air Corps-inspired livery.

When Tyler’s brother owned the airplane, the engine was rebuilt after it developed an oil leak. During the overhaul, the Lycoming O-320 received some new additions, including electronic ignition and a conversion to fuel injection.

Assessing a Homebuilt

As Gibbs’ story might suggest, there are a few things to consider when buying a used E/A-B that might not come up when purchasing a certified aircraft. To start, a potential buyer will need to study up on the model they intend to purchase. The goal is to develop a solid idea of what a well-built example should look like, what types of problems are most common to the design, and what kinds of modifications are likely to crop up. If possible, a look at the plans for the kit can help provide a better sense of how everything should fit together. Buyers looking at Van’s designs have another tool in the drawer: Because of the popularity of all of its airplanes, it’s easy to find “comparable” examples, and several shops have popped up around the country that specialize in RV maintenance and prepurchase inspections.

In Gibbs’ case, he had a source on hand who knew the aircraft nearly as well as the original builder. Not to mention, the RV-4 wasn’t his brother’s first experimental— and Gibbs had experience helping him work on several of those. That familiarity made it a comfortable, reliable purchase, and a solid choice for a first aircraft.

When examining a potential E/A-B buy, the first thing to look at is the overall quality of the build. It’s usually safe to assume that an aircraft with significant problems on the surface (i.e. wavy fiberglass or deformed rivets) is likely to have other, not-so-visible issues underneath. A clean, tidy build with no obvious faults is a good place to start when considering a used experimental.

N527CG is a beautifully built and maintained aircraft with a long and well-documented history. Having been in the family for four years—with significant engine work done during that time—it doesn’t have many surprises left. While Gibbs’ particular situation might be hard to come by for another first-time E/A-B buyer, it does bring up the importance of taking the time to talk with people who know and have worked on the airplane. If a builder isn’t excited to talk about the trials and triumphs of making an aircraft, it’s probably time to look for a different one to buy.

Another aspect to pay close attention to with an experimental is how the builder might have modified the design from the original plans or kit components. Mods are common in this segment and can significantly affect the performance and handling characteristics of the model. While this provides a lot of room to adapt a design for its intended mission, it is a potential trouble spot for a buyer who will be tasked with figuring out exactly how, where, and why the aircraft differs from factory specifications and to understand if the nature of the modification is common (therefore vetted by the fleet, or at least some of it) or an outlier. In general, the fewer mods the better when it comes to buying a used E/A-B.

As previously discussed, N527CG received its biggest mod while in family hands and was then flown for a meaningful period of time. Post-modification performance reports were likely to be accurate. Even so, Gibbs says his first flight in N527CG was a memorable experience. He’d completed his tailwheel training in a Cessna 140 and flew with a friend to get in some dual in a different RV-4 before heading out in his own airplane. Gibbs was smart to do so, but even better are full transition courses available for most RVs that have proven to reduce risk for pilots new to the type. With the engine modifications giving it more power (and being solo in the cockpit), it took off like a rocket. As it should: The RV-4’s maximum gross weight is 1,000 pounds less than a Cessna 172’s of similar horsepower.

While it seems obvious, it is important to take the time to check which equipment has been installed before buying an aircraft. Returning to the flexibility aspect, the options can vary far more widely in an E/A-B than in a certified model. An airplane outfitted with old, unsupported avionics isn’t a great place to start unless the buyer is planning to overhaul it themselves. Especially for a first-time E/A-B owner, it is worth looking for an aircraft with an updated panel.

The panel in Gibbs’ RV-4 is set up with a Dynon FlightDEK-D180, Garmin GTR 200 radio, and BendixKing KT-71 transponder. While the current avionics aren’t exactly getting any younger, he has plans to update them in the near future. Since he is already aiming to do the work necessary to make the aircraft IFR-capable, what it came with is of less interest than it might be to a buyer who doesn’t want to perform any panel work any time soon.

When it comes to assessing a used homebuilt, another thing to look at is which engine and propeller the builder chose to install. A good prospect will have an engine and prop specifically listed by the kit manufacturer. When it comes to reliability, accident records, and resale value, alternative options—those not named by the manufacturer—generally don’t hold up as well.

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In the case of N527CG, the engine selected when it was built makes the list. However, the modifications make it a little less of a slam-dunk for a buyer looking for the perfect homebuilt prospect. A stock O-320 produces 150 to 160 hp. Gibbs reports that post-rebuild, the modifications to N527CG’s engine have boosted power above the stock 160 hp. While he had insider intel on the work done and how the aircraft performed afterward, a buyer less familiar would need to put in extra effort to ensure they knew what they were getting.

As a final note on purchasing considerations, when buying a used experimental aircraft (any aircraft, really), a thorough prebuy inspection conducted by someone familiar with the specific model being considered—or at least who knows homebuilts—is highly recommended. The upfront cost of an inspection can keep a “great deal” from turning into a money-guzzling, unflyable, uninsurable headache in the long run.

Owning an RV-4

N527CG has been Gibbs’ for a year and a half. During that time, he has flown it all over the West Coast, building tailwheel time, commuting to work, and mostly just having a great time. These days, the aircraft is based at KAJO, where he is also a member of the California Flyers Club.

In terms of reliability, the airplane hasn’t needed much of anything beyond regular upkeep. In Gibbs’ words, it’s a simple airplane with simple maintenance needs—just a really good aircraft. It has also proven to be a good example of what’s available beyond the occasionally narrow world of certified airplanes.

Flight Future

When asked about his aviation goals, Gibbs says he is thinking hard about getting into aerial firefighting. He’s also very interested in teaching and believes he will always want to spend at least some of his time with students after earning his CFI. When it comes to aircraft ownership, he has no plans on stopping with the RV-4. He is thinking about adding an airplane more suited to traveling cross-country with a family—something like a Cessna 310.

Also on his bucket list, proving that it can be hard to walk away from experimentals once you’ve had a taste, is building an RV-8.

E/A-B vs. Certified

There are always a great many things to consider when buying an airplane. Not only is it a significant investment, it is one in which we trust our lives—and those of our family and friends. With that in mind, it might be easy to assume that flying anything not built in a factory, even ages ago, increases the risk. Rather, like the rest of aviation, it usually comes down to making good, well-reasoned choices.

A certified model with a murky maintenance history and more stop-drilled cracks than solid surface should raise flags with a buyer in much the same way as weirdly rippled sheet metal on a homebuilt.

On the other hand, a good example of each airplane is a ticket to adventures defined by arguing pattern etiquette, grumbling about fuel prices, and knowing that no one else is doing it right, for the love of Orville and Wilbur.

Also, there’s that feeling when the wheels leave the pavement and the sky opens up in front of you. You know the one.

A Brief Look at the Van’s RV-4

Manufactured by Van’s Aircraft, the RV-4 kit is a clean-sheet design and the first two-seat model in the company’s extraordinarily popular RV line.

It logged its first flight in August 1979, and kits are still available for sale, though now in limited production. To date, there are well more than 1,400 kits on record as having completed their first flights.

The RV-4 is an all-metal, low-wing monoplane that seats two in a tandem configuration. Van’s lists the model as having a top speed of 213 mph (185 knots) with a 180 hp engine, typical empty weight of between 903 and 913 pounds and gross weight of 1,500 pounds. It will carry 32 gallons of fuel and 50 pounds of baggage.

Manufacturer-listed engine options for the RV-4 include the Lycoming O-320-D1A/D2G, IO-320-D1A, and O-360-A1A. Van’s notes that the model was designed for engines between 150 and 160 hp, but engines between 125 and 180 hp are commonly installed and work well.

According to estimates collected by the company, building time for an RV-4 averages between 2,000 and 2,200 “person hours,” with the caveat that many builders don’t log every minute they spend in the shop.

Kit price for the RV-4 is listed at $32,365.

Just add an engine, prop, interior, paint, avionics—and your time.

This column first appeared in the November 2023/Issue 943 of FLYING’s print edition.

The post Buying a Van’s RV-4 Is an Experimental Adventure appeared first on FLYING Magazine.

That’s how the folks at Comp Air Aviation describe the Comp Air 6.2 high-wing speedster. The prototype made its public debut last week at EAA’s AirVenture in Oshkosh, Wisconsin. The prototype aircraft, painted red, white, and blue was displayed on amphibious floats. The airframe can also be mounted on tricycle gear.

Larger Than the Competition

According to Comp Air, the 6.2 is a combination of size and speed. The cabin measures 52-inches wide and has room for six people–or fewer people and a whole lot of camping gear, as the useful load of the CA6.2 is 2,000 pounds.

For comparison, the Cessna 206, another six-place aircraft on the market, has a cabin width of 43 inches.

The Comp Air 6.2 is made from carbon fiber, resulting in an airframe that is both light and strong, and with a pedigree to back it—as Comp Air Aviation has a storied history in the kitplane world—employing the latest technology backed by years of experience to create kits that are buildable in both fit and finish.

“Careful attention has been paid to making sure that a builder can do the job properly, swiftly, and with confidence,” notes a Comp Air media release. “Modern carbon composite fabrication techniques minimize construction complications while the additional availability of a Builder Assistance Center can all but guarantee a speedy —and worry-free—construction process.”

According to the company, “The quick build features molded into the composite parts will get you airborne much faster than previous generations of composite experimental aircraft, and the new assembly techniques remove the need for complicated lamination techniques by joining formed parts with specialized adhesives, making this a robust, but light airframe.”

The Comp Air 6.2 is powered by a 350 hp Lycoming capable of cruising at 185 knots.

How To Get Your Reservation

Comp Air has started taking reservations for kits.

According to a Comp Air spokesperson, “We are currently taking reservations for the CA6.2 with our “OSH22 Show Special” pricing and two reservation options. $5,000 reserves a delivery slot. $10,000 reserves a delivery slot and current OSH22 show special pricing of $195,000. All deposits are fully refundable.”

The company estimates kit delivery slots will be available by June of 2023.

Comp Air 6.2 Specifications

Engine

• Manufacturer: Lycoming
• Model: IO-580-AC1A
• Horsepower: 325 at sea level
• TBO: 2,000 hours

Propeller

• Manufacturer: McCauley
• Blades: Three
• Type: Constant speed

Dimensions

• Length: 31 feet, 1 inch
• Wingspan: 40 feet
• Height: 12 feet, 5.5 inches
• Cabin Width: 52 inches
• Cabin Height 45.5 inches

Wing

• Wing Area: 208.5 square feet
• Wing Loading: 21.5 pounds/square feet
• Aspect Ratio: 8.2

Speeds

• Max Cruise: 175 ktas
• Economy Cruise: 173 ktas at 8,200 feet (75 percent power)
• Stall Speed: 62 knots with flaps

Weights

• Empty weight: 2,500 pounds
• Gross weight: 4,500 pounds
• Useful load: 2,000 pounds

Details

• Seating: six places + baggage
• Maximum range: 840 nm at 6,500 feet with reserve
• Service ceiling: 15,700 feet
• Climb rate at gross: 1,250

For more information: https://www.compairaviation.com/

The post Comp Air Unveils New Design at AirVenture appeared first on FLYING Magazine.

“This is the first high-wing design by Van’s,” notes Greg Hughes, Van’s vice president. “We began flying it last month and it flies well, but I want to stress that it is the engineering prototype so it is functionally pretty close to the final design.”

The purpose of the all-metal RV-15 will be backcountry flying. The website touts that this airplane will allow the pilot to “go places, get dirty and catch fish.”

The RV-15 is a clean-sheet design, says Hughes, although Van’s fans may notice a family resemblance to other company designs through the cowling and the distinctive P-51 Mustang-inspired tail. The landing gear of the high-wing is described as backcountry friendly, with an internal shock absorber.

As this story was being prepared, Van’s Aircraft was still test flying the prototype, and had not made a decision as to whether it would make the trip to EAA AirVenture in Oshkosh, Wisconsin, later this month.

“When it’s ready, it’s ready,” says Hughes, emphasizing it is not about a timetable to follow, rather it’s about making sure the engineering and performance aspect of the aircraft meet Van’s expectations.

“What we have learned from the engineering-prototype-article airplane will inform and drive any tweaks and adjustments we will make in developing the kit airplane. The kit airplane needs to be highly buildable. Aesthetic form will follow function, and the engineering prototype’s functionality is pretty close to final design. It is designed and constructed…in a way that allows flexibility in configuration, and ability to make small changes that we would make in the first flying article.”

Hughes added that Van’s is not taking orders for the RV-15 just yet.

Van’s has been very closemouthed on the specifications of the new design, saying they don’t want to give any details until the aircraft is perfect. What they have released thus far: It is a high-wing, backcountry capable, all-metal design that will feature a control stick. According to the website, the engine will be a Lycoming, the aircraft will have seats (“yes”) and “lots” of baggage room. 

The Van’s RV-15 will premier as a tailwheel-equipped aircraft, and a tricycle version will follow.

About Van’s Aircraft

Van’s Aircraft entered the kit airplanes market in 1972 with low-wing, all-metal designs. 

The designs range in size from the single-place RV-3, and several dual-place designs ranging from side-by-side to tandem seating and the four-place RV-10. Van’s designs are known for their versatility. They can be built for aerobatics, cross-country flights, and there is a special light sport aircraft (S-LSA) that can be purchased as a completed build. If the rows and rows of Van’s RVs at AirVenture are any indication, Van’s Aircraft owns the lion’s share of the kitplane market.

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