So this might be comparing Apples to Aardvarks but what are the differences in cost of ownership/operation between a certified aircraft and a home built?
So.. lets say we find a used Cirrus Sr22 for $150k with all the bells and whistles that we could want. (And I'm not sold on the Cirrus, just using it as an example.. Could be talking about a Diamond or Piper.. whatever..)
And, lets say we build an RV10 for $150k (used the vans cost estimator to get that number.. is that high? How much more plane is that compared to the Sr22?)
Now, I have to think that flying a plane that you personally built has a level of satisfaction several orders of magnitude above just buying a plane.. but I'm mainly wondering about dollar amounts.
What are the different costs, hidden fees, gotchas I probably wouldn't think about..etc.. ?
How much more plane do you typically get when doing a dollar for dollar comparison?
I bow to your expertise.. Love to hear your thoughts.
The Cirri have nice curves and maybe a little less flat plate area.
We might have went certified but did not want to borrow money and building was a dream of this ex A&P since I was 10 yrs old. My family built our slow build -10 in 2 yrs from first rivet to test flight. It is no show plane, has painted interior and cloth seats. It was like when we built our house...same planning, hours to build, money for tools/materials, dedication and sacrificing. We are very happy with it, had it up to 16,500', Oshkosh-Florida and all in between in 125 hrs since Dec 2011. There are many places and people we want to see. Unfortunately it takes a lot of money for trips, not just the $70/hr in fuel, which is harder to come by since 2009. Still decreasing annually, but that is for another thread.
If you want an all new with a basic IFR panel, you better plan on $180K minimum. I will probably never get my IFR rating, but the only extra items for mine vs VFR was the $7500 G430W/VOR antenna, so I decided to put it in for resale value. Insurance $2000-$2400. 10.3 gph @ 160 kts @ 12,500', avg 12 gph on long xc trips, 4.5 hrs max safe range. All numbers at full gross 2700 lbs. Climb out at hot/humid Osh in 2012 in our RV-10"Heavy" was a sluggish 1000-1100 fpm. No zoom climbs for us.
Normally about 1500 fpm in summer, 2000 fpm in winter. Takeoff 1000-1500', landing distance= 1500-2500' with light braking(varies greatly with final appr speed). My normal short final speed in calm winds= 70 kias, 30 deg flaps, steep appr angle, idle, fine pitch with descent rate around 1000 fpm. Simulates engine out landings, things happen quicker, timing is more important and more difficult to make an easy touchdown. I occasionally keep some power in and shallow the appr angle for easier greasers. You will want ANR's. I upgraded fuel lines to 5052(like certified)instead of supplied 3003 and added spare panel powering/starting battery. Other than some minor upgrades, pretty much stock. There are a bunch flying, so a good support network. We don't worry about breakdowns as it is all new, I maintain/inspect it often and thoroughly(always precious cargo), carry tools, have redundant avionics and know it inside and out. We carry main/nose inner tubes, start contactor, 60A fusible link and some other misc parts. The common AOG items are easily acquired with Fed Ex next day...Skytec NL starter, Plane Power 60A alternator, Odyssey batteries, Slick magnetos, Van's fuel pump. Any engine/prop problems are no different from certified other than some A&P's won't touch EAB. Any airframe problems that would ground you for more than a day should have been caught at annual or preflight.
Have fun in your search. There are many wonderful cert and exp flying machines out there. Go get a ride in one near you.
