4 seat experimental helicopter

• Specification

THE HUMMINGBIRD HELICOPTER KIT LEGACY

The Hummingbird 300L helicopter model is based on the S-52 helicopter. The S-52 model was FAA certified. The Hummingbird helicopter kit has been improved over the years and sells as an amateur build kit. The Hummingbird 300L is an experimental helicopter kit with wheeled landing gear, good for any type of surface (only found on million-dollar helicopters), has a cabin with plenty of space, for up to four passengers and of which we can proudly say that it is a safe helicopter.

WHAT MAKES US STAND ABOVE THE REST

• Safety – Safest aviation record
• Easy to build and maintain
• Spacious – Comfortable cabin with plenty of space that can fit up to four passengers and has two baggage areas under the forward two seats (4 1/2 cubic feet total space).
• Reliable – Based on an FAA certified design with years of proven reliability. Aviation approved Powerplant.

Spotlight On Safety

Safety is what sets the Hummingbird helicopter apart from other experimental kit helicopters as well as certified designs. Thorough engineering and meeting FAA design standards makes the Hummingbird one of the safest helicopters available.

The following lists some of the extensive design testing completed on the Hummingbird;

• The fuel system is designed to the latest occupant safety and post-crash fire FAA regulations for Part 27 certified commercial rotorcraft.
• Transmission/Rotor containment in order to protect occupants.
• Seat mounting structure designed to collapse in the event of hard landing.
• Shock absorbing struts assist in the event of hard landing.
• Epoxy resins for composite components meet FAA fire resistant regulations.
• The firewall meets FAA Part 27 regulations.
• The fuel bladder is protected by 370 lb. puncture resistant liner.
• In the event of engine failure the blade pitch is automatically reduced to assist with pilot reaction time.
• FAA approved windshield & installation with wide area visibility, chin windows and sun roof.
• Lycoming aviation powerplant with excellent performance margins.
• Components tested to FAA standards for fatigue life substantiation.
• No mast bumping or flight restriction during maneuvers or wind gusts.

• Nose/Windshield structural analysis and FAA approval of new fuselage nose
• Cowling structural analysis
• Horizontal and vertical stabilizer structural analysis
• Tail cone support structural analysis/Finite Element Analysis
• IO-540 engine mount structural analysis/Finite Element Analysis
• Oil tank structural analysis
• Fan blade structural and containment analysis
• Mixing unit structural analysis
• Electrical load analysis
• Safety assessment
• Battery installation report
• Stabilizer load tests
• Endurance tests
• Cooling tests
• Performance tests
• Engine crankshaft torsional vibration test
• Engine calibration test
• Engine detonation test
• Oil tank pressure test
• Carbon monoxide test
• Rotorhead structural test with stress coat
• Tail shaft critical speed
• Critical Whirling speed of main shaft
• Stress and motion survey of twisted rotor blades
• Stress and motion survey of rotary dampers
• Ground resonance test
• Taxiing on rough surface test
• Environmental tests of rotary dampers
• Physical and structural characteristics of main rotor blade extrusion
• Static test fittings
• Service life expectancy of the main rotor blade
• Pressure test of fuel bladder
• Maneuvering flight condition static test
• Drop test for ground loading conditions
• Static test of control system
• Seat and safety belt static test
• Main rotor pylon test of centrifugal unbalance
• Landing gear drop test
• Transmission main shaft test
• Transmission structural test
• Fuel flow test
• Fuel tank calibration
• Exhaust back pressure test
• Handling Qualities test
• Height Velocity test
• Airspeed calibration
• Night flight
• Compass swing
• General casting tests
• Tail rotor endurance life substantiation
• Tail pylon, intermediate, and tail gearbox strength substantiation
• Endurance life of main rotor blade retention
• Stress survey of blade lock
• Endurance life of tail rotor blade retention
• Fuselage static test
• Distribution of applied loads on aircraft for all design conditions
• Operating manual performance calculations
• Ground test program
• 100 hour tie down endurance test
• Cabin vibration survey

So ask yourself, do I really need a certified helicopter with all of the strings attached for the type of flying I enjoy when a Hummingbird offers the same or better engineering, safety, performance and costs. Fly anywhere with no restrictions. Build it yourself while learning every aspect of it, maintain it yourself, make changes with no FAA involvement. Bring back the fun factor!

Oh, and the Hummingbird has no 12 year calendar inspection or 2200 hour overhaul and no mast bumping!

1609 Hangar Rd, Sanford, FL 32773

© 2022 all rights reserved | handcrafted by vglobaltech.

Revolution Aviation Inc.

Build fast, fly faster, rai-6 foxtrot, rai-6 “foxtrot – redesigned”  4 seat aircraft.

Home-Built Experimental Aircraft

The RAI-6 builds on our original Foxtrot 4 design and is what all four place aircraft want to be when they grow up! With speeds of up to 220 knots, it’s clear the RAI-6, and the cruise speed of 200+ mph ensure you’ll get there fast with time to spare. If you want 200+ mph cruise speeds in a four seat aircraft, the RAI-6 is for you. This is a simple sturdy design that offers exceptional performance, affordable cost and a quick build time that is unique among kit built aircraft today.   Contact us today and we will get your dream projected started.

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The Best 4-Seat Experimental Aircraft to Build or Buy in 2024

25 November 2023   |  Updated on February 05, 2024

As we fly into 2024, the exciting world of airplanes and aviation is more amazing than ever, especially for those who love the idea of one day having their own airplane.

Experimental aircraft offer a thrilling blend of adventure and technology, with lots of choices for everyone, whether you like modern, stylish planes, high-tech features, good prices, or easy-to-build kits. In this article, we’ll explore some of the best 4-seat experimental aircraft available for you to build or buy in 2024. We’ll focus on:

• Practical Insights : Understand what makes each aircraft special.
• Recommended Options : Discover the top choices in the market.
• Personal Recommendations : Get insights based on real experiences and expert opinions.

Whether you’re a seasoned pilot or a newcomer to the skies, our focus will be on providing practical insights and recommendations. We’ll explore the top choices in the market, highlighting their notable features, performance metrics, and what makes each one stand out.

Important Disclaimer : The information and data provided here are for informational purposes only, and are subject to change over time. We strive to provide the most current and relevant information, but the dynamic nature of the topics discussed may result in changes that are not immediately reflected in our content. We recommend our readers to conduct their own research and consult with professionals when making significant decisions based on the data or information provided here. Your reliance on the information in this post is solely at your own risk.

What are Experimental Aircraft?

The Sling 4 is a popular experimental airplane with 4 seats.

Before we delve into the top options for 4-seat experimental aircraft, it’s important to first understand the experimental aircraft category and its requirements.

The experimental aircraft category, as defined by the Federal Aviation Administration (FAA), includes a range of non-standard aircraft such as amateur-built, kit-built, and some factory-built models. These aircraft are primarily intended for educational or recreational use, not for commercial purposes. To ensure safety, they must undergo a thorough inspection to receive a special airworthiness certificate from the FAA.

The term “experimental” refers to the FAA’s classification system, indicating that these aircraft are partially built by amateurs rather than fully by manufacturers. This category originated in the 1930s to regulate the growing innovation in aviation. One key FAA requirement for these kits is the “ 51% rule “, which requires the builder to personally complete or assist in over half of the construction and installation processes.

Why Choose a 4-Seat Experimental Aircraft?

When you think about flying, what comes to mind? For many, it’s the freedom of soaring through the skies, the thrill of piloting, and the joy of sharing these experiences with others. This is where a 4-seat experimental aircraft shines. But why choose a four-seater, especially if you’re considering building or buying one in 2024? Let’s dive in.

More Room, More Fun

A 4-seat aircraft is perfect for bringing along family or friends. Whether it’s a weekend getaway or just a joyride, having four seats means more shared experiences and memories. The added space isn’t just about carrying more passengers; it also means more room for luggage, camping gear, or whatever else you might want to bring along on your adventures.

The Joy of Building

Building your own aircraft is not just about the end result; it’s about the journey. Each bolt, wire, and panel is a testament to your dedication and skill. And when you build, you have the freedom to customize. Want a specific avionics package or a unique paint job? It’s all up to you.

Cost-Effectiveness

Generally, building an experimental aircraft can be more cost-effective than buying a commercially manufactured plane. You’re not just buying an aircraft; you’re investing in a hobby and a passion.

The process of building also teaches valuable skills and knowledge about aviation mechanics and engineering. This knowledge can save you money in the long run on maintenance and upgrades.

4 great 4-seat Experimental Aircraft to consider in 2024

The world of experimental aviation continues to evolve, bringing forth an array of impressive 4-seat aircraft that cater to a variety of needs and preferences. In this section, we’re going to introduce you to some of the best 4-seat experimental aircraft available for building or buying this year. Each model has been carefully selected based on its performance, reliability, ease of construction (for those looking to build), and overall user satisfaction.

Whether you’re a first-time builder, a seasoned pilot looking for a new project, or someone interested in purchasing a ready-to-fly model, these aircraft represent the pinnacle of what the experimental aviation community has to offer. We’ll delve into the specifics of each model, highlighting their unique features, pros and cons, and sharing insights from builders and pilots who have firsthand experience with these planes.

1. Vans RV-10

In the realm of 4-seat experimental aircraft, the Vans RV-10 is a standout choice, especially for those seeking a harmonious mix of performance, handling, and cost-effectiveness. This aircraft is more than just a four-seater; it’s designed to comfortably carry four adults, full fuel, and additional baggage without exceeding its maximum gross weight. The spacious cabin is a highlight, comfortably accommodating individuals up to 6’4” tall in both front and back seats, a rare find in smaller aircraft. The adjustability of the pilot seats and the convenience of composite gull-wing doors for easy boarding further enhance its appeal.

The RV-10 isn’t just about space and comfort; it’s also about the experience it offers. If your flying adventures often include more than two people, and you appreciate aircraft that excel in performance and handling, the RV-10 deserves your attention. It’s an aircraft that not only meets the practical needs of travel but also adds an element of enjoyment to every flight.

Learn more on the Van’s Aircraft website

2. Lancair Mako

When purchasing a Lancair, a retractable nose gear is offered as an option, to improve aerodynamic performance. This option adds another 10 to 12 knots of cruise speed with the nose gear tucked away. Although the pilot can override it, gear operation is fully automatic, based on a number of parameters including speed and GPS altitude.

The Lancair Mako emerges as another standout in the 4-seat experimental aircraft market, offering an impressive blend of speed, utility, and style. It positions itself as an affordable alternative to higher-end models like the Cirrus or Corvalis/TTx, without compromising on performance. The Mako is not just about efficient travel; it’s about doing so with a flair of elegance and comfort.

Key features of the Mako include optional air conditioning, a BRS parachute , and icing protection, allowing for enhanced safety and customization to suit individual preferences. The aircraft also boasts a larger baggage door and increased capacity, ideal for longer journeys or carrying more gear. With its sleek design and elegant lines, the Mako stands out for its ramp appeal, reflecting Lancair’s commitment to quality and attention to detail. For those seeking a high-performance, cost-effective 4-seat aircraft, the Lancair Mako is a compelling choice in 2024.

Learn more on the website of Lancair

The Sling 4 Turbo Kit is a notable entry in the 4-seat experimental aircraft market, designed to fill a niche for a practical, lightweight, and desirable aircraft. Essentially an elongated version of the Sling LSA, the Sling 4 Turbo is equipped with a more powerful Rotax 914 Turbo engine and features gullwing doors instead of a sliding canopy. This aircraft is tailored for those who seek an affordable yet high-performing cross-country aircraft. It comfortably seats four people and has sufficient baggage capacity, making it an ideal choice for family trips or group adventures.

Pilots who have flown the Sling 4 often praise its flying characteristics, noting its perfectly coordinated and highly responsive controls that are not overly sensitive, offering a balance between sporty handling and comfortable cruising. The aircraft’s construction uses aluminum for ease of maintenance and durability, and it comes with a variety of customization options, including a ballistic parachute for safety. The Sling 4 Turbo is often lauded for its spacious cabin, which provides ample knee-room and a sense of roominess, comparable to much larger aircraft. Its turbo performance, with a climb rate of 900 fpm and a cruise speed of over 130 KTAS, combined with its economical operating cost, makes the Sling 4 a well-rounded choice for pilots looking for efficiency and reliability in their flying adventures.

Learn more on the Sling website

4. MCR 4S Evolution

The MCR 4S Evolution is a distinctive choice in the 4-seat experimental aircraft category, known for its blend of efficiency and performance. With a payload capacity of 430 kg, it stands out as an aircraft capable of carrying four passengers while offering a long range of up to 6 hours, high security, and an impressive speed of 160 knots (TAS at FL125). The MCR 4S Evolution is available with a choice of Rotax engines ranging from 100 hp to 140 hp, catering to various performance needs and preferences.

Pilots who have experienced the MCR 4S Evolution often commend its versatility and efficiency. The aircraft’s rear seats can be folded to increase trunk volume, adding to its practicality for different types of journeys. Additionally, all models are equipped to receive a BRS parachute system, enhancing safety. The aircraft’s dimensions, including a wingspan of 8.66 m and a cabin width of 1.17 m, contribute to its overall performance and comfort. The MCR 4S Evolution is appreciated for its ability to combine a high level of security, speed, and range, making it a well-rounded option for pilots seeking an economical yet capable 4-seat aircraft.

Learn more on the website of MCR here

Key factors to consider when choosing an Experimental Aircraft

Choosing the right experimental aircraft is a crucial decision that requires careful consideration. Here are the key factors that you should keep in mind:

Performance

One of the most important factors to consider when choosing an experimental aircraft is its performance capabilities. This includes its maximum speed, range, endurance, and altitude. You should select an aircraft that meets your specific needs and flying goals. For example, if you plan to fly long distances, you’ll need an aircraft with a longer range and greater endurance.

Safety Features

Safety should always be a primary concern when selecting an experimental aircraft. Ensure that the aircraft you choose has state-of-the-art safety features such as anti-icing systems, fire suppression systems, and advanced avionics.

Experimental aircraft can be expensive, so cost is a crucial factor to consider. You should factor in not only the purchase price but also the cost of maintenance, fuel, and insurance. Consider your budget and ensure that the aircraft you choose fits within it.

The complexity of an experimental aircraft can impact its ease of use and safety. If you’re new to flying, it’s advisable to start with a simpler aircraft and work your way up to more complex ones. An aircraft with simple systems and controls will be easier and safer to operate.

An extract of the Sling 4 building plans.

Builder Support

If you’re building your own experimental aircraft, it’s crucial to obtain builder support from the manufacturer or other experienced builders. This support can include technical assistance, training, and access to spare parts. Ensure that you choose a manufacturer that provides robust builder support to make your build process smoother.

Availability of Parts

Consider the availability of replacement parts when choosing an experimental aircraft. It’s important to select an aircraft for which parts are readily available in case of repairs or maintenance. This will save you time and money in the long run.

Building your own 4-seat experimental aircraft step-by-step

Building your own 4-seat experimental aircraft can be a rewarding and satisfying experience for aviation enthusiasts. The process may seem daunting, but with careful planning and attention to detail, it can be accomplished with ease.

Step 1: Research and Planning

The first step in building your own aircraft is researching and planning. Research different aircraft designs, components, and kits that are available, and decide on the one that best suits your needs and budget. Make a list of required materials, tools, and costs, and create a detailed plan outlining the build process.

Step 2: Sourcing Materials

Once you have a plan, it’s time to source materials. Purchase a kit or individual components from a reputable supplier. Make sure to obtain all required permits, licenses, and inspections before beginning any work.

Step 3: Assembly

The assembly process can take an average of 1000 hours, but the reward is worth the effort. Follow the manufacturer’s instructions on building the aircraft, and always seek the help of a licensed and experienced mechanic or builder. Make sure to keep the aircraft’s logbook updated with all build information and inspections.

Step 4: Testing and Inspection

Before taking your aircraft up in the air, it’s important to conduct thorough testing and inspections. Inspect the aircraft for any defects and conduct ground tests to ensure the aircraft is working correctly. Once inspections are passed, take the aircraft on its maiden flight with an experienced pilot.

Step 5: Certification

Once your aircraft passes all inspections and tests, it’s time for certification. Register the aircraft with the FAA and obtain a Certificate of Airworthiness. This will ensure that your aircraft is eligible for flight and meets all necessary safety and regulatory requirements.

“Building your own aircraft is a journey that requires careful planning, attention to detail, and patience. But the result is an aircraft that you truly understand, control, and appreciate. It’s a feeling like no other.”

Building your own 4-seat experimental aircraft can be a challenging yet rewarding experience. With careful planning, attention to detail, and the right resources, you can achieve flight in an aircraft that you built with your own two hands.

The Sling 4 Experimental aircraft kit.

Buying a 4-seat experimental aircraft – What you need to know

The process of buying an experimental aircraft rather than building one can be an equally interesting, rewarding and valuable experience. However, there are several factors that you need to consider before making your purchase. Here are some things to keep in mind:

1. Research aircraft models

Before buying an aircraft, it’s critical to do your research. Consider the type of flying you will be doing and look for models that suit your needs. Also, research the manufacturer’s reputation and safety records.

2. Determine your budget

Experimental aircraft can be costly, so it’s important to set a budget before starting your search. Be sure to factor in the cost of any necessary upgrades or modifications.

3. Consider the aircraft’s condition

When purchasing an experimental aircraft, it’s important to thoroughly inspect its condition. Look for signs of wear and tear, and check the maintenance records to ensure the aircraft has been well cared for.

4. Get a professional inspection

Before finalizing your purchase, it’s vital to have the aircraft inspected by a licensed professional. This can help identify any hidden issues or potential problems that could lead to safety concerns.

5. Understand the regulations

Experimental aircraft are subject to different regulations than standard aircraft. It’s essential to understand these regulations and ensure that the aircraft you are buying meets all necessary requirements.

“Buying an experimental aircraft can be a complex process, but with careful research and professional guidance, you can find the perfect aircraft for your needs.”

Cost analysis and budgeting

Investing in an (experimental) aircraft is undoubtedly an exciting prospect, but it’s important to consider the financial implications before making a commitment. In this section, we’ll break down the costs associated with owning a 4-seat experimental aircraft and provide some useful budgeting tips .

Cost Analysis

The cost of a 4-seat experimental aircraft varies greatly depending on whether you choose to build or buy. Building your own aircraft can cost anywhere from $40,000 to $200,000 or more, depending on the materials used and labor involved. On the other hand, purchasing a pre-built aircraft can range from $50,000 to $300,000 or more, depending on the model and its features.

Aside from the initial purchase/building cost, it’s important to factor in ongoing expenses. Maintenance, fuel, and hangar rental fees can add up quickly. Additionally, experimental aircraft may require more frequent maintenance and inspections than traditional certified aircraft, which can lead to higher costs.

A formation of the hugely popular Van’s RV-10 aircraft

Budgeting Tips

Creating a budget is an essential step in the process of owning a 4-seat experimental aircraft. The following tips can help you establish a budget that meets your financial needs:

• Research the costs associated with building or purchasing the specific model you’re interested in.
• Factor in ongoing expenses such as maintenance, fuel, and hangar rental fees.
• Consider reducing costs by building your aircraft with a group of like-minded individuals or purchasing a used aircraft.
• Plan for unexpected expenses by setting aside a “rainy day” fund.

With proper planning and budgeting, owning a 4-seat experimental aircraft can be a rewarding and exhilarating experience. Remember to consider all costs, both initial and ongoing, to ensure a smooth and successful ownership experience.

Choosing a 4-seat experimental aircraft, whether to build or buy, is about more than just owning a plane. It’s about the experiences you’ll have, the skills you’ll learn, and the joy of sharing the skies with others. In 2024, with technology and resources more accessible than ever, it’s a fantastic time to embark on this journey. Whether you’re a seasoned pilot or a newcomer to the world of aviation, a 4-seat experimental aircraft offers a unique blend of adventure, challenge, and fun.

About the author

Senne Vandenputte

As a 28-year-old digital entrepreneur, glider pilot, private pilot and tow plane pilot, Senne is passionate about aviation. He started gliding at age 14 and flew his first solo in a glider at 15. After getting his PPL about 10 years later, he mostly spends his weekends towing gliders into the air. When not flying, he runs his marketing & web design business , fun projects like Hangar.Flights, scuba diving, traveling and enjoying the outdoors.

More articles by Senne

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Sling 4 turbo kit – a dream with 4 seats, pure performance | absolute quality.

Available as Standard or Quickbuild Kit

Quickbuild Kit (FAA audited 51% kit) saves 400 hours

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Well-Engineered, Proven Aluminum Construction

With pulled rivets for ease of assembly (solid rivets used in spar and spar box (completed at factory))

The Airplane…

Design and construction, structure/materials, quality control.

The Airplane Factory is proud to be the producer of high quality, high performance Light Sport and Experimental Aircraft. We take every step to ensure that each aircraft produced, whether ready-to-fly or kit version, is held to the highest of standards, above and beyond that required by ASTM or the FAA. The reason for such meticulous design and construction is because most of us here at The Airplane Factory are pilots. We know and understand the concerns of our fellow aviators and we would never build anything we did not 100% believe in or endorse. Every new design prototype is tested to its ultimate breaking points to ensure maximum reliability and durability, not too mention the extraordinary efforts The Airplane Factory goes to in order to make sure handling and stability are in the upper echelon of all airplanes on the market today. In addition, each kit we produce is inspected and assured to be top quality before being shipped to the buyer. The Airplane Factory founders feel that the Sling airplanes and kits are the best on the market and believe that you will soon agree!

The design was conceived in 2006 as a result of Mike Blyth’s desire for a Light Sport Aircraft (LSA) that had better performance and handling characteristics than anything on the market. This vision would be an airplane capable of acting as either an exciting pleasure craft or a forgiving trainer. Mike decided to go with a stressed skin, riveted design for its proven technology, durability, and ease of construction. He also wanted to make an all-metal, low wing airplane that would have excellent visibility, sporty handling, and a sleek and sexy exterior.

The aluminum he chose was 6061 Aluminum Alloy. To be more specific, 6061-T6 Aluminum, a tempered grade that has been heat-treated and aged to add a significant strength element. The Sling uses all traditional AN Hardware in its construction, meaning it lives up to the US Air Force/Navy Standards. Solid rivets are used on the main spars, which are standard aviation type spars with our own unique design for added strength, and pull rivets for the rest of the structure, making construction a bit easier while maintaining structural integrity. The Airplane Factory uses high quality rivets manufactured in Germany that are well known throughout the aircraft manufacturing industry. Composites are also used throughout the airplane where appropriate, for example, cowling, fairings at the wing roots and the intersection between the vertical stabilizer and the fuselage, wheel pants, as well as the instrument panel and canopy structure. For reduced weight but added strength, the landing gear is also composite construction which can take a heavy amount of stress regularly without issues.

The standard assembly process for each Sling begins with the different aircraft subsections being assembled. After the Empennage, Wings, and Fuselage are ready they are sent off to receive their Primer and Epoxy painting. Concurrently, the engine, electronics and canopy are fitted. When the parts come back from painting the wings and empennage are bolted to the fuselage and tested. Lastly, the fairings are put in place and the aircraft is ready for testing.

Each part of the aircraft manufacturing process has a full set of quality control procedures that The Airplane Factory directors personally oversee. Each part part is carefully inspected and all metal is punched precisely by our CNC machines. The quality assurance managers then inspect the entirety of the shipment before sending out to the buyer.

Sling 4 Turbo Videos

The Sling 4 Turbo’s flying characteristics make for a perfectly coordinated, highly responsive control setup. This gives her the distinct qualities of a fighter jet aircraft, while not being overly sensitive. Comfortable for the whole family. The Sling is a Pilot’s Airplane. You fly it for the love of it.

Ramp appeal. You want your airplane to look as good as it flies. The Sling 4 Turbo has bold, sexy, aggressive lines. You’ll feel proud stepping out of it.

Glass Cockpit

The Sling 4 Turbo’s avionics options make for a very unique, state-of-the-art flying experience, at a fraction of the cost of our certified competitors. Full integrated EFIS with autopilot, radio and transponder with 2020-compliant ADS-B is available with live weather and traffic alerts in the cockpit. No more flying blind.

Gullwing Doors

The Sling 4 Turbo’s Gullwing doors make for easy ingress and egress for all 4 occupants. The wide cockpit, excellent all around view and substantial luggage capacity make the Sling 4 Turbo a very comfortable, yet versatile aircraft.

Spacious Cabin for 4

The Sling 4 Turbo has a spacious cabin for 4 people. With ample knee-room in the back seats, there is a feeling of roominess in the cabin. The Sling 4 Turbo has as much cabin space as many much-larger aircraft.

The sturdy construction of the Sling 4 Turbo make it an aircraft able to go the distance, reliably. The incorporation, by design, of a ballistic parachute, makes the Sling an exceptionally safe aircraft to fly. The use of high quality components throughout gives you, the owner, the peace of mind that you deserve, when making this kind of investment.

Turbo Performance

The Sling 4 Turbo’s turbo-normalized Rotax 914 engine, combined with the Airmaster Electric Constant Speed Prop, provides outstanding performance. At max gross weight, with 4 adults onboard and full fuel, the Sling 4 Turbo climbs at 900 fpm. It maintains a solid indicated airspeed up to altitude resulting in cruise performance of 130 KTAS+

900 fpm climb

130 ktas+ cruise above 9,500′.

With an operating cost of around $50/hr and burning just 6GPH of car gas, the Sling 4 Turbo is the efficient, economical cruiser of the modern age.

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Hummingbird Four Seat Kit Helicopter

Posted By: redback June 15, 2017

Vertical Aviation Technologies

The dictionary describes a hummingbird as a tiny, brightly colored bird with narrow wings that is capable of hovering in flight..

It’s a perfect name for a helicopter — it’s surprising someone hadn’t thought of it before… someone before Brad Clark, president of Vertical Aviation Technologies, Inc., that is. The Hummingbird is what he calls his new four-seat, kit-built helicopter.

It’s only about a 30-minute hop from Sanford, Florida, where Vertical Aviation Technologies is located, to Lakeland, so it was no surprise that the Hummingbird made its public debut at Sun ‘n Fun this year. Painted silver and blue, the 30.5-foot-long, 8.5-foot-high helicopter easily dominated the scene in the rotorcraft display area.

Hummingbird Four Seat Kit Helicopter: History and Philosophy

If something about this helicopter looks familiar, you have a pretty good memory, for the Hummingbird is essentially a cleaned-up kit version of the 1949 Sikorsky S-52. With the help of his father (who owns Orlando Helicopter—his latest project was modifying a batch of Sikorsky S-55s to look like Soviet Mil-24 Hind gunships for the U.S. Army), Brad Clark spent years acquiring the world’s largest inventory of new and used S-52 parts. Wanting to do something with his investment, Clark began developing the Hummingbird in 1985.

Built in Sanford, Florida, by Vertical Aviation Technologies, the four-place Hummingbird is basically a modified, updated version of the 1950s-era Sikorsky S-52.

In January, 1988, the first Hummingbird lifted off. A second Hummingbird has since been completed, but has not yet flown as it is being used as the guide for writing building instructions and taking assembly photos for the kit plans.

Clark’s objective in developing the Hummingbird is to “create a new dimension in affordable vertical flight, with particular attention to safety and reliability.”

The reason he prefers to produce the Hummingbird as a kit rather than a fully assembled helicopter is to avoid the staggering expense of certification and having to pass it on to his customers, pricing himself right out of the market in the process.

In order to grow steadily from a solid foundation, Clark plans to limit the initial production run to just a few kits. Only when he is satisfied that his concept of kit production is compatible wit h his customers’ requirements (in other words—people are able to finish the kit) will production rates be increased.

Hummingbird Four Seat Kit Helicopter: Nuts and Bolts

The Hummingbird is powered by a 245-hp Aircooled Motors 6V6-245-B16F engine, otherwise known as the Franklin 0-425-1. Although spare parts for these engines are abundant, Clark’s supply of complete engines is not. He plans to sell off the Franklins with the initial production run of kits and has already evaluated replacement engines.

After considering a V-8 auto conversion, he settled on the Lycoming 0-540, the engine for which the Sikorsky S-52 was originally engineered. In the meantime, however, Clark is testing an Allison turbine in the second Hummingbird.

The 420-hp engine will have to be derated to 245 hp, but the excess power will still be available if needed, and besides, the price — $12,000 — was right. Another modification Clark has in the mill is a five-blade rotor system being designed for the Hummingbird by a former Sikorsky engineer.

Clark will sell the Hummingbird minus the engine, which knocks $14,510 off the kit price and allows the builder to choose his own powerplant.

His advice: “Your engine should weigh no more than 450 pounds and develop at least 245 hp. It has to be able to operate at a 60° angle, and if it will have a direct drive connection to the main gearbox, it has to be able to operate at 3275 rpm. Remember, there are various reduction drive units available on the market.”

The transmission system consists of a coupling between the engine and main gearbox, a main driveshaft that extends from the top of the main gearbox to the main rotor head, and a takeoff drive from the main gearbox that drives the tailrotor driveshaft, intermediate gearbox and tailrotor head. The Hummingbird has a three – blade main rotor (33 feet in diameter) and a two-blade tailrotor (5.75 feet in diameter).

Because of its inventory of original Sikorsky parts (complete with all engineering drawings), Clark is able to produce a very complete kit that still qualifies under the FAA’s 51% rule. Many brand – new and zero – timed Sikorsky components are used.

The cabin and tailcone are two of the few assemblies manufactured new by Vertical Aviation Technologies. Both of these are made of aluminum and require rivet assembly by the builder.

But the hardpoints where the trans-mission, engine, tailcone and main rotor attach come preassembled. The Hummingbird’s nose is fiberglass and its windshield—look closely, helicopter buffs—is from a Bell Jet Ranger.

Rather than the skids familiar on most homebuilt helicopters, the Hummingbird has a quadricycle-type gear (two nose wheels, two mains) with shock – absorbing struts and hydraulic brakes. The Hummingbird kit is actually sold in 14 separate component-kits. Kit 1 is the lower cabin section; Kit 2 — the upper cabin section—come partially preassembled.

The Hummingbird can carry a 900-pound payload at a cruise speed of 90 mph. The kit is currently selling for $59,000.

After fitting the two cabin sections together, the landing gear (Kit 3) and the windshield and nose section (Kit 4) are added. Kit 5 is the partially assembled tailcone, and Kit 6 consists of the tail gearboxes, hub and blades.

The mainrotor hub and gearbox, flight controls, the engine (optional), fuel system, instruments and electrical system, seats, cowlings, and the mainrotor blades comprise the remaining eight component kits. Not included in the kit are paint, upholstery, instruments, avionics, a battery, and maintenance and flight training from Vertical Aviation Technologies.

Hummingbird Four Seat Kit Helicopter: Let’s Get Specific

With the Franklin 0-425 engine installed, the Hummingbird weighs 1800 pounds empty. Maximum gross weight is 2700 pounds, giving it a useful load of 900 pounds. Fuel capacity is 57 gallons of 100-octane fuel, which the Franklin burns at a rate of 16 gph.

Maximum speed (VNE) is 110 mph and cruise is 90 mph. Range is 250 miles. Rate of climb with a 500-pound payload is 1250 fpm; fully loaded, it is 950 fpm. Hovering ceiling in ground effect for the same weights is 5700 feet and 1300 feet, respectively.

Grand total for the complete Hummingbird kit: $76,010, plus $840 for crating and shipping. “That may seem like a lot of money, and it is,” admits Brad Clark, “but consider what you’re getting for your money: a four-place helicopter with a 900 – pound payload that cruises at 90 mph and has a 250-mile range.” I have to admit — he has a point.

And to make that point even more strongly, Clark recently announced that the price of a Hummingbird ordered from the first production run was being knocked down to $59,000. To get this price, customers must order the entire kit and put down a $2500 deposit (with 50% of the kit cost due once an order is ready to be processed).

Vertical Aviation Technologies’ Hummingbird helicopter is now flying with a Chevy 350 V-8 engine. AUTO POWER FOR THE HUMMINGBIRD HELICOPTER: The Hummingbird, the four-seat Sikorsky S-52 helicopter offered in kit form by Vertical Aviation Technologies, has flown successfully powered by a liquid-cooled V-8 engine. The iron-block Chevy 350 replaces the original powerplant — a 245-hp Franklin. Turning at 3275 rpm, the V-8 has shown a 20% increase in available power over the Franklin. It also weighs 45 pounds less than the aircooled Franklin.

If a kit is purchased in stages, the $76,000 price applies. From the looks of the prototype he displayed at Sun ‘n Fun, Clark may be making us an offer we can’t refuse. At least it was for one overseas customer—he just paid $98,000 for the prototype!

FOR MORE INFORMATION on the Hummingbird, contact Vertical Aviation Technologies, Inc. at Orlando Sanford International Airport 1609 Hangar Rd, Sanford, FL 32773, USA.

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3 comments on "hummingbird four seat kit helicopter".

Send to prices: 1) Plans constructions 2) Prices: 3 blades rotor with gear control swift; cabin structured, prices for each part, I´m pilot and mechanic too, from 1960 to day, and I have bank of America account. Regards Edy

Hi Edy, You need to contact http://vertical-aviation.com/

This article is five years old. and the price has gone up. It’s a great helicopter, but I think the price is now at a point of “not worth it”.

Standard Kit Total without engine $159,000.00 ADD $68,475 for the engine. =$227,475 NOT INCLUDED: Engine, instruments, paint, upholstery, battery, crating and freight (Specifications and Pricing subject to change). That’s expensive AF. I still want one, but I doubt I will ever be able to afford one.

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Let safari helicopter make it happen while we have been out of the spotlight recently, we're still in the helicopter business we've been focused on repairs to helicopters that have had a bad day with their pilot, upgrading older machines, and charting our future course. so.....don't believe everything you see on the internet safari is alive and well and looking forward to the inclusion of helicopters in the light sport category, safari brings the quality of certified to the price point of experimental. the classic simplicity of the safari 400 or the sleek lines of the new safari 500 whichever you choose, your new safari will be powered by a real aircraft engine and the proven quality of the safari drive train and controls..

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Rotor X Aircraft

Continuing the rotorway legacy into the future of aviation, order a new phoenix a600 turbo, dragon personal air vehicle, parts and maintenance, future projects, rotor x aircraft business update – january 31, 2024.

 Rotor X Aircraft is currently engaged with an investment group and is undergoing a due diligence process for a full acquisition and is progressing toward closure. Due to the confidential nature of the transaction, we can not share the particulars at this time; however, when cleared by the investment group, there will be a press release with the pertinent information. 

For further inquiries,  please email Interim CEO, Chris Anderson: [email protected]

The World's #1 Two Seat Helicopter Company

The Phoenix A600 Turbo is the world’s most affordable and capable two-seat helicopter. With a cruise speed of 95mph, a range of 170 miles (or 320 miles with the extended range tank,) and a 655lb payload, the new A600 Turbo is the perfect helicopter for both new and experienced pilots.

The 180hp turbo engine is more than enough power to pick up two heavy men with full fuel. Rotor X Aircraft offers transition training and free technical support, but we also have plenty of other resources such as third-party builder assist programs and access to CFI’s all over the country to help you get your helicopter rating.

Honoring our dear friends Mark Peterson and Tom Volz

We’re thankful for all the years of wonderful memories and all the knowledge and passion that Mark and Tom have brought to the community.

It is truly an honor to have been a part of their lives and it is our promise to continue their story and love for aviation.

Our hearts and prayers go out to the Peterson and Volz families.

The World's #1 Kit Helicopter

Introducing the new phoenix a600 turbo.

General Specs:

• Horsepower: 180 HP
• Gross Weight: 1,630 lbs
• Empty Weight: 975 lbs
• Useful Load: 655 lbs
• Pilot, Passenger, Baggage: 545 lbs

Dimensions:

• Length (with blades): 29.5ft
• Length (without blades): 22ft
• Width (skid to skid): 72in
• Width (fuselage): 44in
• Height (Blades on): 10.9ft
• Height (Blades off): 8.5ft
• Max Speed: 115 mph
• Cruise Speed: 95 mph
• Max Sideways, Rearward Airspeed: 20 mph
• Fuel Consumption: 8 gallons per hour, 30 liters per hour
• Fuel Capacity: 17 gallons (31 gallons with aux tank)
• Hover in Ground Effect (HIGE): 9,000 ft
• Hover Out of Ground Effect (HOGE): 7,000 ft
• Service Ceiling: 11,500 ft
• MGL EFIS with GPS
• Dual ECU System
• Dual Ignition System
• Cabin Heating
• Removable Doors
• Customizable Dashboard Panel
• A600 Governor
• Extended Range Fuel Tank
• LED Light Package
• Lowered Seat Package
• Air Conditioning
• 10.4 inch MGL Glass Display
• Avionics Package (radio, transponder, ADS-B)
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Rotor X Aircraft provides support for older RotorWay models such as the Exec 162F. Order parts by emailing [email protected] .

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Reserve your spot in line by placing an order today. Contact us with any questions, your name, email address, phone number, and shipping address and we'll send a purchase agreement for you to review.

Due to an increase in demand, we have improved our factory by replacing many vendors and fabricating more parts in-house. This means that new orders can get started on their builds in as little as 4 months.

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Don't have the space or time to assemble your kit at home? Rotor X Aircraft has relationships with builder assist programs with qualified builders. Email us for more information at [email protected]

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Jim Hardy is hosting the Texas RotorWay/Rotor X fly-in in October. More info coming soon.

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Can Anyone Build a Helicopter? Top 5 Kits

The dream of owning your own helicopter for most people is just that, a dream. The high price tag of a helicopter makes it out of reach for most people, but for those with a mechanical mind, basic tools, and a workshop, the many helicopter kits available can make that dream a reality.

I remember watching a TV show many decades ago about a guy who bought his own DIY helicopter kit and built it. Fascinating to watch, it showed just how well a modern DIY kit helicopter can be assembled by the average Joe.

Helicopters to design and build from scratch are very difficult and require a lot of expensive research & design. A helicopter kit from an established helicopter manufacturer can allow the average person to build and fly their own helicopter for around $50,000 and 500 hours of assembly time.

If the challenge of building and owning a helicopter is something that interests you then read on to find out which are the best helicopter kits on the market today.

What is Needed to Build a Kit Helicopter?

Some engineering knowledge and experience working with basic tools are beneficial to building a kit helicopter. Most kits are assembly-only using basic tools and following instructions. A dry and clear area to build the kit will be required during the many months of assembly.

Building an aircraft can be as much of a challenge as learning to fly it but with today’s modern helicopter kits, the manufacturers have spent a lot of time and effort to create a kit that not only assembles easily but also requires very little mechanical experience.

Most of the intricate or specialist components are manufactured, assembled, and then calibrated in the factory so all the customer has to do is assemble ‘Modules’. Welding and sheet metal are usually always done at the factory as this can require specialist skills and tooling which most kit builders do not have.

The Easier the Manufacturer Can Make the Kit to Assemble, the More Kits They Sell – Simple.

Some of the main things a potential kit buyer needs to possess are being able to follow plans and read engineering diagrams, have a methodical approach to working through tasks, and a basic set of tools, most of which can be purchased at your local hardware store or online like Amazon.com

One of the most important elements to successfully building a helicopter is having a dedicated space to assemble the kit. An area that is dry, protected from wind, rain, dust, moisture, and is close by is paramount. The closer the assembly area is to your home, the easier it is to do another step in the build when you get a ‘Spare 10 minutes’.

The assembly area does not have to be huge, but as the kit begins to come together a typical garage will be the minimum size to build it. The other thing to remember is that once it is built you cannot just fly it off your neighborhood driveway to your hanger or friend’s farm. It would be a better option to remove the rotorhead and trailer it to an area at which it can be inspected and test flown.

Wire-Locking Pliers Will Become Your New Best Friend!

Some kits may vary in the depth of the build. Some will be ‘Assemble Only’, whereas some may require the manufacture of items or sheet metal. To give you some idea of the type of tools most helicopter kits will require, see below:

• Metal Shears
• Die Grinder
• Hand Grinder
• Bench Grinder
• Sanding Drum
• Belt Sander
• Drill Press
• Countersinks
• Center Punch
• Screwdrivers
• Pop Rivet Gun
• Cleco Fasteners (Amazon Link for Reference)
• Feeler Gauges
• Disc Sander
• Wet & Dry Sand Paper
• Wire-Locking Pliers (Amazon Link for Reference)
• Spring Clamps
• Vice Clamps
• Socket Sets

If you would like to see a more comprehensive list of the most common tools used to build and maintain aircraft please visit my Aircraft Tool Section in my Amazon Store HERE

Also bear in mind most kits come unpainted, so an area large enough for you to prep, paint, and dry the fuselage, tailboom, cowling covers, and components will also be required. Painting an aircraft is a very important step and should not be rushed. Also, be aware that paint will need to withstand spillages of aviation gasoline or jet fuel, depending on the engine type installed in the helicopter.

Learn More … Try These Articles: * Learning To Fly Helicopters – Is it really that hard? * Thinking of Buying a Helicopter? Best Tips From a Pilot

What are the Most Popular DIY Helicopter Kits?

Today’s DIY helicopter kit market is dominated by 5 main helicopters with varying passenger-carrying capabilities, build times, and price tags. Those helicopter kits are:

• XEL By Composite-FX
• HeliCycle By HeliCycle Ventures LLC
• Safari 400 By Safari Helicopter
• Phoenix A600 Turbo By Rotor X Aircraft Manufacturing
• Hummingbird 300L By Vertical Aviation Technologies Inc.

Let’s take a look at each of these kits individually…

Composite-FX

One of the most popular helicopter kit manufacturers in the market today provides a range of 4 different helicopter kits ranging from an Ultra-Light version to a gas turbine version. All are single-seat kits.

The XEL is the only helicopter kit that you can assemble and fly without needing a pilot license! Designed as an Ultra-Light vehicle to fall under the FAA’s Part 103 regulations, this helicopter can be flown by anyone! But, just because you do not need a license does not mean you can just jump in and take it for a ride! Training is required in a two-seat helicopter beforehand!

My students used to take on average around 10 hours just to get the art of hovering a helicopter and Composite-FX include a $5000 discount if you can show you have a helicopter pilot certificate or have gained a hovering endorsement from a Certified Helicopter Flying Instructor in a two-seat helicopter like a Robinson R22.

This Ultra-Light kit has a piston-powered engine that will give a pilot weighing no more than 240lb. a flight of up to 45 minutes cruising at speeds around 62mph. This very basic helicopter kit comes with floats as standard making it the perfect fishing machine! Just roll it out of the barn, fire it up, and off you go!

For those that wish to skip the building phase, you can buy the helicopter factory assembled for a further $11,000, and a list of upgrades allows you to customize the kit to your liking.

You can find out more about the XEL at the manufacturers’ website HERE

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HeliCycle Ventures Inc.

HeliCycle Ventures is a New Mexico-based company offering the latest evolution of the HeliCycle which has been steadily progressing since its first creation in 1997 by B.J. Schramm, the same person who also started the Rotorway International helicopter company.

The HeliCycle is now a 6th generation single-seat kit helicopter that is now powered by a modified T63-T32 100Hp gas turbine engine. It is designed primarily as a fun-fly, good-weather helicopter allowing the pilot to fly at a top speed of 110mph up to 150 miles with an aux fuel tank fitted.

Having a gas turbine allows for a much higher power-to-weight ratio allowing the pilot to weigh up to a maximum of 220lb.

This simple-to-assemble kit usually takes most builders anywhere from 400-600 hours to complete, but a fast-build option is available from the factory dropping this time to 200-300 for a further $12,000 and helps to eliminate most of the common build errors the manufacturer sees.

Once you have assembled your kit the manufacturer will send a factory check pilot to inspect, make final engine and flight control adjustments, track & balance the rotor system and complete the first few test flights to ensure your HeliCycle is safe and ready to go!

The manufacturer has left all of the avionics, radios, and electrical system out of the kit as most pilots will have different requirements as to what equipment they will need in their HeliCycle. With space at a premium, this gives the owner complete flexibility but will have to be budgeted for when purchasing a kit.

You can find out more about the HeliCycle at the manufacturers’ website HERE

Rotor X Aircraft Manufacturing

Rotor X is now the new owner of the world’s most popular helicopter kit. They purchased RotorWay in 2021 and released the latest version of their kit based on the hugely popular RotorWay Exec and A600 Talon models.

Phoenix A600 Turbo

The Phoenix A600 is a two-seat, FADEC-controlled, piston-powered helicopter aimed at looking like a true helicopter rather than a kit. The pedigree behind this latest model has allowed the manufacturer to sell over 2500 kits creating one of the best build processes of any kit helicopter.

Most of the ‘Heavy Lifting’ has been done at the factory allowing it to be an ‘Assemble Kit’ using basic hand tools and a few aviation-specific tools. No welding, sheet metal, or intense aviation engineering is required by the customer.

The A600 comes standard with dual electronic ignition, dual FADEC (Full Authority Digital Engine Control), leather seats, a digital flight instrumentation system, and a 17 gallon fuel tank giving just over 2 hours of flight. An additional ‘Aux’ tank can be added to provide a further 14 gallons extending this helicopter’s range to 278 NM.

The manufacturer has incredibly detailed assembly instructions, videos, online support, and a builders/owners online community but if that is not enough, you can also apply for their ‘Builders Assist’ program where you can pay to have someone help you build your kit.

You can find out more about the Phoenix A600 Turbo at the manufacturers’ website HERE

Safari Helicopter

Safari Helicopter produces two helicopter kits. The Safari 400 is their most popular, followed by the Safari 500.

The Safari 400 helicopter kit is positioned in the market as ‘The Complete Kit’. It can be ordered as a whole kit that gets delivered all in one go, or the customer can select to have it shipped in 4 stages to help those with limited building space.

The Safari 400 is a two-seat helicopter kit powered by a Lycoming O-360 piston engine which is one of the most reliable and popular aviation piston engines used in many types of helicopters and airplanes, not just kits. The Robinson R22 I used to instruct in has the same engine and it never missed a beat – ever!

A 28 gallon fuel tank allows this helicopter to fly for around 2.5 hours at a top speed of 100 mph.

All of the crucial construction like welding and sheet metal have been completed at the factory allowing the customer to just assemble the aircraft and paint it to their liking. The company also includes a premade wiring harness so even all the electrical equipment is just a matter of plugging it together! This makes the Safari a very attractive proposition, especially to those who are not experienced mechanics or engineers.

You can find out more about the Safari 400 & Safari 500 kits at the manufacturers’ website HERE .

Hummingbird 300L

Vertical Technologies is the only helicopter kit manufacturer to offer a 4 seat helicopter kit. Based on the Sikorsky S-52, the Hummingbird is their version to which they now own the S-52 FAA Type Certificate.

The Hummingbird 300L is based on the Sikorsky S-52 and is aimed as ‘The Family Helicopter Kit’. This 4 seat helicopter comes with two baggage areas under the 2 front seats making it perfect for stowing small luggage for a trip or weekend away, even when all the seats are occupied.

The enclosed cabin is now created using composite panels to help save weight and is all pre-fabricated at the factory so all the owner has to do is paint and install them.

The 300L is powered by a 6 cylinder, fuel-injected Continental Titan 300Hp piston engine allowing this helicopter to lift 950lb. of useful load, fly at a top speed of 105kts, and have a range of 375nm.

Just like all the other kits, the majority of the intricate assembly has been completed at the factory but allows for 51% of the assembly to be completed by the customer under the FAA’s 51% Rule (EAA.org) for kit aircraft.

This helicopter was originally certified as a commercial helicopter and as such went through stricter build protocols to meet this standard. To keep costs low for the customer they then decided to sell it as a kit but using the strict manufacturing standards to provide a higher factor of safety for their customers.

Although this helicopter requires more build time, a higher price tag, and the engine to be purchased separately from the kit, if you are looking for a cheaper 4 seat helicopter to build yourself, then the Hummingbird 300L is definitely an option.

You can find out more about the Humminbird 300L kit at the manufacturers’ website HERE .

If you wish to watch a 9-Part Series on the building of a Rotorway kit helicopter check out the video below:

A Chopper is Born

How Much Does it Cost to Build Your Own Helicopter?

A helicopter kit can cost from $50,000, then it will need shipping, paint, avionics, consumables, and an area to build the helicopter. This can push the cost up to $60,000-70,000 depending on how many extras are required. If flight training is also required then a further $5-10,000 will be required.

The cost of the helicopter kit is just one part of the cost to build your own helicopter. Careful inspection of the manufacturers’ quotation will be needed to ensure no surprises come down the road.

Here are some costs to be aware of:

Not Included in the Kit

Some helicopter kits do not come with an engine, this could be a further $60,000+ expense. Most kits do not come with a radio, some come with no electronics or instrumentation at all. Most kits come unpainted and depending on how much fuselage needs to be painted, this could cost a further $2,000-10,000.

One other consideration is crating and shipping. Many of the manufacturers offer kits to be sent in one go or in phases. Each time parts are shipped, the crating and shipping charges will be passed on to you. Be sure to check the costs of these before signing any agreement. The shipping charges alone could cost several thousand dollars!

Inspections

The FAA will require your kit to be inspected once it is complete before it is allowed to fly. This service, if completed by the FAA is free, but due to long delays, the FAA may require you to have the inspection completed by a Designated Airworthiness Representative, who may charge for their time.

The other inspection you may have to be aware of is from the kit manufacturer themselves. Some kits include a final inspection, setup, and test flight by a manufacturer’s test pilot. This may be included in the purchase price or it may be an extra cost that may be required at the end of the build.

This will be something to enquire about at the time of purchase.

For more information on FAA inspections see the FAA website HERE

Building a kit helicopter in a shed or garage is great until the helicopter begins to become too big! Finding a location that is close to home, big enough to finish the entire build, and then in a location remote enough to fly the helicopter from may require the renting of space.

Hangers at a local airport can be rented and this is where you will find most kit helicopters are built. Farms or rural properties are a second favorite as they meet all the requirements mentioned. Getting halfway through a build and then having to move can really set back the pace of the assembly, especially when all the tools and workbenches have to be moved as well as the kit itself!

Hanger or unit rental can range from several hundred dollars per month to several thousand, so looking around will be required. Also, many spaces may add in additional fees if not contracted to yearly lease terms.

Tools & Consumables

Most helicopter kits require only basic tools to assemble. There will be however certain aviation-specific tools that will be required to ensure the kist is assembled safely and to meet FAA requirements.

Cleco Fasteners Are Essential During Sheet Metal Installation

Two of the most popular tools that most people outside of aviation do not own are: (Both can be found at Amazon.com)

• Wire-Locking Pliers
• Cleco Fasters

Before the build is started it is advisable to get a ‘Tools & Consumables List’ from the manufacturer to ensure you have all the necessary tools on hand before you begin. There is nothing worse than getting a good pace and then having it stalled because you are missing a tool or a certain-sized Reamer for example.

Flight Training

No matter which helicopter kit you purchase I can tell you now that without ANY flight training, you WILL crash it on your first attempt to hover it. Hovering a helicopter is hard, really hard, and without dual controls and an instructor next to you, the machine will end up in a pile of bent parts with you wedged in the middle of it.

Even training on a PC simulator will not help you get the ‘Feel’ required to master hovering. Helicopters are susceptible to the Pendulum Effect and Overcontrolling. These two factors will need to be overcome before you can safely hover a helicopter.

Typical students will take on average around 10 hours just to begin mastering a hover, let alone safely executing an autorotation if you experience an engine failure. Helicopters are a great machine but when they bite, they bite hard and the only way to prevent them from biting or recovering from a bite is with proper training!

If you would like to find over 100 ways to save money on ANY kind of flight training please see PilotTeacher.com

Learn More … Try These Articles: * How Much Does it Cost to Become a Helicopter Pilot? * How Long Does It Take To Become A Helicopter Pilot? – Your Guide

How Long Does it Take to Build Your Own Helicopter?

On average, it takes 400-600 hours for most helicopter kits to be assembled by their owner. For a 500 hour build, working 10 hours per week will take approximately 1 year to complete. Working 40 hours per week will take around 3 months. The larger the helicopter, the more hours will be required.

Assembling a helicopter kit is not difficult but does require the methodical execution of the assembly instructions without rushing or working when tired. The assembly of the kit should be a fun part of the journey and having a dedicated space that is easily accessible will allow the build to progress at a good pace.

Any part of the build that is not fully understood should be halted until complete clarification can be sought to ensure it is assembled correctly.

Most kit builders will work on their kit in the evenings and weekends and it’s not uncommon for a build to take 1-2 years.

Do You Need a License to Fly a Kit Helicopter?

All helicopters require the pilot to hold at least a Helicopter Private Pilot Certificate to fly, except for those helicopters classed as an Ultra-Light under FAR Part 103 Regulations. These can be flown without any pilot certificate but are single-seat & will require previous helicopter training to operate safely.

The only helicopter at this time that can be flown without any pilot certificate is the Composite-FX XEL helicopter kit. This helicopter kit is purposely designed to meet the FAA’s requirements as an Ultra-Light Aircraft.

Those requirements in 14 CFR §Part 103.1  state the aircraft:

• Is used or intended to be used for manned operation in the air by a  Single Person  – Only one seat allowed!
• Is used or intended to be used for recreation or sport purposes only
• Does not have any U.S. or foreign airworthiness certificate
• If  unpowered , weighs  less than 155 pounds
• If  powered , weighs  less than 254 pounds  empty weight, excluding floats and safety devices which are intended for deployment in a potentially catastrophic situation
• Has a fuel capacity  not exceeding 5 U.S. gallons
• Is  not capable of more than 55 knots  calibrated airspeed at full power in level flight
• Has a power-off stall speed which does not exceed 24 knots calibrated airspeed

Once a helicopter exceeds any of those requirements the pilot is required to have at least a Private Pilot Certificate Helicopter. For those pilots who wish to own the XEL then flight training in a dual-controlled helicopter with a Certified Helicopter Flight Instructor is a must to prevent injury and damage to the aircraft.

Learn More … Try These Articles: * Buying a Helicopter? Which is the Best? * Can You Land a Helicopter Anywhere? What Will Get You Busted!

I am an aviation nut! I'm an ATP-rated helicopter pilot & former flight instructor with over 3500 hours spanning 3 countries and many different flying jobs. I love aviation and everything about it. I use these articles to pass on cool facts and information to you whether you are a pilot or just love aviation too! If you want to know more about me, just click on my picture!

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beauty by design

Max Altitude

Useful Load

1,049 lb (476 kg)

Flying Perfection

Backed by more than 30 years of aircraft innovation, Panthera is the culmination of unerring knowledge and expertise designing efficient aircraft. This four-seater offers an exhilarating flying experience.

Revel in every thrilling climb, turn and descent. With a centrally-positioned stick, the Panthera puts control where it naturally should be for the ultimate hands-on flying experience. The Panthera’s exceptional performance is matched with its safety features making it the ultimate four-seat tourer.

Luxurious Surroundings

Gull-wing doors provide easy access to the cockpit and cabin and with a comfortable, ergonomically modern four-place interior, you will feel right at home.  Finished with high-quality, handcrafted leather, LED lighting and virtually unobstructed views, the Panthera is not just fast, but comfortable.

Efficiency by Design

Pipistrel is shaping the future of flight with cutting-edge, efficient aircraft. The Panthera is designed with advanced fluid dynamics software. Its sleek looks come from the design philosophy to reduce drag and lower fuel consumption. Thanks to advanced technology, the Panthera is lightweight while powered by the Lycoming IO-540.

why panthera?

A perfectly designed four-seater optimized for performance while reducing its environmental footprint. At your fingertips, the Garmin G1000 NXi provides superior situational awareness and a proven, advanced flight deck.

A luxurious setting without the expense. Low operating and maintenance costs mean you don’t have to compromise. More speed, less power. Cruise at nearly 200 kts in comfort with a range of nearly 1,000 nm. The Panthera gets you to your destination fast.

Feel at ease with exceptional flight handling characteristics, integral roll bar protection and built in energy absorption zones, matched with a full airframe parachute rescue system.

Technical Data Pipistrel Panthera

Description, technical characteristics, certificates and registrations.

Unique 4-seater with an attractive design and efficient performance!

The sky has opened up and the need for traveling long distances quickly and efficiently has never been greater. Imagine an airplane, that can take full advantage of small, short runway airfields or fly around the world. Panthera is an airplane carefully designed to keep you safe and comfortable, while also quiet and friendly to the environment. It is an innovative airplane, instantly catching attention.

It is important to highlight Panthera’s key outstanding characteristics:

Panthera is designed by applying the most modern design and construction techniques, on top of 30 years of knowledge, experience and excellence in building aircraft. Panthera’s organic curves are a product of optimization through advanced, in-house developed computer tools, where each detail is designed to ensure minimum drag and maximum efficiency.

It is specially optimized to ensure minimum noise and maximum performance, reducing the aircraft’s environmental footprint and increasing cabin comfort. Panthera also features all-electric systems for component actuation. Its titanium trailing-link undercarriage, flaps and trim are all electrically operated, resulting in low weight and maximum reliability by removing the need for complex and heavy hydraulic systems. All internal and external lighting is realized using state-of-the-art LED technology, providing for better clarity, recognition and feel.

Performance

Panthera achieves unprecedented efficiency through careful aerodynamic shaping, retractable titanium undercarriage, lightweight advanced composite structure, a tailor-made propeller and a dedicated performance exhaust system. Efficiency is translated directly into more speed for the same power. No other four-seat aircraft exists that flies this fast on the same engine! For the owner/operator this represents significantly lower operating costs and simplified maintenance.

The maximal range is available with any payload, something which pilots of four-seat airplanes have been wishing for. The robust design of the undercarriage and low overall weight allows for operations from short grass strips, taking you as close as possible to your desired destination. The engine is ready for the future, able to accept unleaded fuels and meeting the future environmental requirements. Hybrid and electric models further reduce the take-off noise footprint by taking advantage of the pure-electric take-off.

Cabin comfort

One of the major design points of Panthera is the state-of-the-art ergonomic cabin. All features provide superior comfort and usability for people of all sizes. Access is easy via three large gull-wing style doors, two in the front for pilot and co-pilot and one for the back row of seats. Pilot and co-pilot seats are adjustable. The central stick is ergonomic and provides the sporty feel signature to Panthera. The two back seats are very wide and convenient. There is a supersized – standard cabin luggage sized – cargo door, but the cargo can also be accessed from the cockpit during the flight! The interior is furnished with the highest quality leather and LED lighting for exclusive feel and functionality. Climate is controlled thanks to the on-board air-condition with automatic ventilation (optional). It will keep you cool during the summer and warm during the winter. Also special is the solar-powered ventilation which keeps the cabin cool when Panthera is parked outside in the sun.

Available colour combinations of the interior: Panthera interior.pdf – download here

Materials and technology

Each detail of Panthera’s graceful lines has been thoroughly aerodynamically optimized using customized, state of the art computational fluid dynamics software, resulting in a smooth and clean shape. The specially designed wing airfoils are optimized for cruise efficiency and therefore speed, while at the same time ensuring high maximum lift and docile stall characteristics. Its instantly recognizable T-tail ensures low interference drag and helps improve spin characteristics by preventing the horizontal stabilizer from shadowing the rudder at high angles of attack.

Realizing Panthera’s aerodynamic shape while still ensuring maximum safety and keeping the weight low would be impossible without the use of advanced next-gen materials. The majority of the structure of the aircraft is made from carbon-fibre composites, with antistatic materials and Kevlar used in areas where it matters. The retractable trailing-link undercarriage is built from titanium, giving it superior strength and energy absorption properties at minimum system weight. All actuation systems on the aircraft are fully electric, avoiding the need for complex and heavy hydraulics.

Panthera is your personal high performance bubble of safety! As part of the rich serial equipment, Panthera features a full-airframe parachute rescue system, which was specially developed, so it can be deployed at both low- and high speeds as well as low altitudes.

The cabin has been engineered as a safety cell/roll bar with built-in energy absorption zones, providing superior safety to the occupants in the event of an accident. The seats and safety belts are engineered to the latest +26G CS/FAR-23 certification standards. Immediately noticeable is the incredible view from the cockpit. By having just one central pillar, the pilot’s view forward and sideward is virtually unobstructed, thus greatly improving the safety of flight. The ergonomic cockpit comes with special annunciation panels, improving situational awareness when it comes to different audio and visual alarms (terrain, stall, overspeed, engine issues, etc.).

Panthera’s performance also contributes to safety – the lightweight structure, powered by powerful engines means that you will reach safe speeds and altitudes much quicker than usual, reducing time spent in the »critical zones«. Special attention has been paid to realize the aerodynamic shape, which gives Panthera excellent handling at low speeds and superior stall/post-stall characteristics. Also important are tailored solutions to simplify maintenance, thus reducing the probability of mistakes occurring during the check-ups.

• PANTHERA Non-TC Factory Finished (with Certified Lycoming IO-540V-V4A5)
• PANTHERA Individual Non-TC Self-built (with Certified Lycoming IO-540V-V4A5 – requires approximately 1800 hours of skilled labor)
• PANTHERA EASA TC CS-23 Amdt 5 – Anticipated for 2024
• PANTHERA HYBRID Non-TC Factory Finished – under development
• PANTHERA ELECTRO Non-TC Factory Finished – under development

Technical Data

Note: Data is for sea level, hard runway, ISA conditions. Pipistrel reserves the right to revise this data sheet whenever occasioned by product improvement, government/authority regulations or other good cause.

Future Variants

Note: Data is provisional. The aircraft are under development and the parameters are subject to change.

Certificate of Airworthiness according to Civil Aviation Safety Regulations of Australia

Certificate of Airworthiness for VH-BEL PIPISTREL Panthera 22-01-2020

PIPISTREL NEAR YOU

Kit Helicopter (Experimental) / DIY Helicopter

This section provides an overview of kit helicopters (experimental helicopters). Kit helicopters range from relatively simple machines to really complicated designs. Some kits must be completely built yourself (you only get a design), whereas other kit projects come up to 49% pre- fabricated, with the remaining 51 % left for you to build.

Choose unit system: American / British (Lbs, Gallons, Miles, Feet & Inches) SI system (Kg, Liter, Km, Meters)

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Best Sellers

4S Evolution

With a payload of 430kg , the MCR 4S Evolution it is the only aircraft capable of carrying 4 passengers while maintaining a long range (6h), a high level of security and with a 160kt speed (TAS at FL125) Le MCR 4S Évolution is equiped with sRotax Engine of 100 hp , 115 hp or 140 hp R ear seats can be folded in order to have a larger trunk volume available MCR 4S Évolution are all equiped to receive a BRS parachute system

Wingspan : 8.66 m

Lenght : 6.72 m

Wing area : 8.15 m²

Cabin width : 1.17 m

Fast and economic

Large payload : up to 430 kg, stol performances: takeoff and climb to a height of 50 feet in 450 m.

• Landing gear
• MT Propeller electric or hydraulic variable pitch, two or three blades
• MT Propeller and E-props two or three blades

• Carbon fiber construction ensuring resistance, lightness and absence of corrosion
• Heating and ventilation
• Electric flaps control
• Electric elevator trim and electric fin trim controlled from the stick
• Oleo-pneumatic tricycle landing gear with wheel hull
• Hydraulic brakes: controlled by hand or toe-brakes
• Cell parachute (compulsory for MCR 4S Evolution equipped with a Rotax915 iSengine)
• Personalized avionics: GPS, radio, TCAS, autopilot … (AvMap, Dynon, Garmin)
• Landing light, strobe light and navigation lights
• Fuel tanks: 120L or 200L
• Cowling flap
• Rear left window opening
• Ground anchor loops
• Glider towing possible

(TAS at FL125)

km autonomy

kg of payload

m takeoff distance

MCR EVOLUTION 4S

Engine rotax 912 uls.

• Power 100 hp
• Speed 242 km/h
• MTOW 750 kg
• Capacity 120-200 L
• Consumption 20 L/h

Engine Rotax 914 UL

• Power 115 hp
• Speed 264 km/h
• MTOW 820 kg
• Consumption 22 L/h

Engine Rotax 915 IS 

• Power 141 hp
• Speed 283 km/h
• Consumption 26.5 L/h

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• Order Parts
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World’s premier single seat experimental & ultralight helicopters

         join us at the 2024 eaa airventure fly-in oshkosh for our      20th year anniversary in booths 940, 941 & 942 july 22-27 2024.

Join us every year for our Annual Mosquito Helicopter Rally featuring factory tours, flight demos, displays, and refreshments.

Free admission !   This year will be our first to host at 6FL8, our new FAA registered airstrip 4 miles West of the factory. 

We welcome fixed wing and rotor wing to this event April 6 & 7 2024  

FACTORY – Drive In

9069 SE CR 319 Trenton FL USA

FACTORY – Fly In

HELICOPTER ONLY

29.605648,  -82.804311 Air Boss: 123.025 Mhz

6FL8 AIR STRIP – DRIVE IN

17551 NW 60th Ave  

Trenton FL USA

6FL8 AIR STRIP – FLY IN

HELICOPTER & FIXED WING

29.58756,  -82.87125

2600 x 75 ft / 792.5 x 22.9 m

TURF – GOOD CONDITION

Tours are available by appointment only. Guests must sign in and present identification.  Please call or e-mail to schedule a personal tour of our facilities.  We do not accommodate walk-up, unscheduled visitors.  Hours of operation are M-F 8AM – 5PM excluding holidays.

Have fun in the sky.

in your single seat helicopter

Personal helicopters with piston and turbine engine options with exceptional power and auto-rotation capabilities., “the mosquito is quick but not skittish, stable in a hover, even in the wind. this little heli flies great. truly an example of mechanical ingenuity and superb construction.” — robert mason, author of new york times best seller chickenhawk, purchase your own, factory finished and kit options, purchase your own helicopter. factory finished and kit options.

Cozy Mark IV by Aircraft Spruce

The Cozy MK IV is a high-performance, 4-seat, homebuilt / experimental canard aircraft from Aircraft Spruce . It has a range of about 1,000 miles and a top speed of 200 mph.

The Cozy MKIV features dual control and two-axis trim. Built with composite ensures a very strong construction, resistant to corrosion and fatigue. Composite construction also offers great protection to the occupants.

Common questions about the MKIV

How long does it take to build a Cozy?  Building a Cozy from plans takes for a good worker approximately 2,500 hours.  

How much does it cost?   At current prices about $18,000 to build the airframe. This includes purchasing some pre-fab parts which would be difficult for an unskilled builder to make himself, such as cowlings, canopy, landing gear struts, engine mount, manual or electric nose-gear retract mechanism, and other parts which require machining or welding. It does not include the cost of an engine, or expensive instruments and avionics.

What engines are approved? The Cozy Mark IV was designed around the 180 hp Lycoming engine. Lycoming engines from 160 hp to 200 hp are suitable. We have evaluated the 6-cylinder 200 hp Franklin engine.

Specifications

Watch 18 videos about the cozy mark iv by aircraft spruce.

Cozy Mark IV by Aircraft Spruce - Photo #2

Cozy Mark IV by Aircraft Spruce - Photo #3

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Aircraft Spruce & Specialty Co. has acquired all existing inventory, tooling, and drawings for the prefabricated metal parts used in construction of the popular Cozy Mark IV aircraft. Ken Brock Manufacturing Co. of S...

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Best Experimental Planes

March 7, 2023

This article may contain affiliate links where we earn a commission from qualifying purchases.

‍ Key Takeaways

• The best experimental plane is ultimately the one that best suits all your overall needs
• The fastest experimental design is the Lancair IV-P, whose top cruise speed clocks in at almost 350 mph
• Teh Lancair Evolution is the best experimental for seasoned pilots
• The Velocity V-Twin is the best experimental
• The easiest experimental kit aircraft design to build is the Hummel H5, which takes less than 1000 hours to complete start-to-finish

‍ Experimentals come in all shapes and sizes these days. Spoilt for choices, it’s hard to pick the one that will give you the best experience.

The best experimental planes are the perfect aircraft for your needs. They include:

• Lancair IV-P - fastest top speed and cruise speed
• Extra 300SC - best for aerobatics
• Lancair Evolution - best for seasoned pilots
• Pelegrin Tarragon - best overall
• Velocity V-Twin - best twin
• Hummel H5 - easiest to build

With experience in nearly every aspect of aviation imaginable, I have long admired all types of certified and non-certified aircraft, and even worked for a company who used to sell experimentals prior to completing my flight training.

Table of contents

‍ my criteria.

Experimental aircraft are one of those classes of aircraft that’s somewhat misleading. The general public, and indeed many pilots, often assume they are aircraft (particularly military ones) currently under development.

However, at least as far as the FAA registry and flight regulations are concerned, these are not the only types of “experimental” aircraft (these, in fact, are known as demonstrators). Instead, the FAA uses it as an umbrella term for a variety of aircraft types that don’t fit into any of the other aircraft categories laid out by the FAA.

For the purposes of this article, I am only including aircraft that fit into at least one of the following categories:

• Kit aircraft
• Ultralights
• Light sport aircraft

As such, no UAVs, demonstrators or air racers - all of which also fall into the “experimental” category - have been included.

When looking at the “best” of anything, it’s important to take into account the differences in pilots’ needs. After all, some will need speed above all else, whilst others will need something like simplicity, range or any other number of factors.

As a result, each entry on this list covers a different aspect of potential needs. These aircraft are chosen as they are the best in their particular sector based on my years of experience in the aviation industry and with experimentals in particular.

Lancair IV-P - Fastest Top Speed and Cruise Speed

The best experimental plane that you can use for frequent personal transport on long distances is the Lancair IV-P . The 'P' in the model name refers to the fact that this experimental plane is pressurized, making it one of the few pressurized experimental kits available on the market.

But that's not the only reason this plane takes the top prize among all experimental planes to be the best personal transport experimental plane. This plane, even when it is flying at its top cruise speed of almost 350 miles per hour, is, by far, the smoothest plane you will ever fly. And that includes Normal Category General Aviation twins.

Another reason this is one of the best planes ever designed, and not just in the experimental category, is because it is one of the easiest planes I've ever flown.  Whether it's high-speed long-distance runs, or lazy-eights and chaendless, the aircraft handles with crisp yet graceful personality.

The flight characteristics that make it one of the best - like its handling, speed, and agility, sometimes are enough to make you forget that it also shines because it can be all those things while carrying four adults. When you want an aircraft to be your personal transport, you want to be able to take family, associates and friends.

If the plane has just seats for four but load limitations dictate just you and a bag, then there is no point. The Lancair is not that way. Its four seats can take 4 FAA-sized adults and still be able to top off the tanks.

With a fuel capacity of 90 gallons and a twin-turbo engine which burns 20 gph, flying at FL290, the Lancair can leap across 1300 nautical miles and still land with IFR reserves intact. It can do that without needing its passengers to tether themselves to oxygen cannulas because Lancair pressurized the IV-P.

And they did it with an aircraft made almost entirely of composites and similar other components. Its fuel burn of only 20 gph also makes it one of the most fuel efficient aircraft out there.

Whether you’re a passenger in the Lancair, or the Pilot in Command, the comfort you feel from smooth flight is only amplified by the characteristic peace you feel in the relatively spacious cabin. The thicker walls of the composite not only have good sound absorption qualities, making the cabin quieter.

Closer to earth, the Lancair proves itself yet again as it is able to leap off the ground on take off, and come to a halt on landing in fairly short distances. It is not necessarily a bush plane, but its wing area means it can land on turf, does really well coming in and getting out of paved and unpaved runways. Just needing 1500 feet to get out and under 2000 feet to get in, the Lancair can get to just about any airport in the country, or in the back country for that matter where there are lots of short runways.

The IV-P has optional speed brakes . Whenever possible you should get it, just because this plane was not designed to go slow, and so when you do want to slow it down, it will take a lot of effort and preplanning. In most cases, pilots extend the landing gear and deploy the flaps to decelerate, but since that can’t be extended until you’re at 145 kias, your descent profile from FL290 can get tricky.

But that’s about the only thing that you have to watch out for - speed management. Other than that the aircraft is as simple to fly as your first complex trainer.

When it comes to experimental planes, each design is built to do something specific really well - let’s call it its mission. The Lancair’s mission, something it does better than any other experimental aircraft out there, is to travel cross country quickly and comfortably without any fuss.

Extra 330SC - Best Experimental for Aerobatics

One of the sleekest, meanest experimental designs out there that looks as good with military livery as it does with racing stripes is the Extra 330SC - a low wing single engine aircraft tested for up to positive and negative 10Gs.

This single-seat plane has won numerous world titles, including the World Champion Aerobatic Aircraft numerous times. The Extra 330 SC has conventional wings and is one of the most robust builds in the world. It can take high-g maneuvers and perform with crisp agility that is limited by only the pilot’s skill.

The entire aircraft is built using advanced materials in addition to the advanced technology. That results in superior handling, low empty weight, high useful load, and better performance. The Extra SC works well as a sole transport vehicle, meaning you can take this on business trips. It would be the equivalent of arriving in an exotic sports car.

Able to travel at 200 knots, it has an endurance of 3 hours excluding VFR requirements. That lets you get to a meeting 500 nautical miles away. The aircraft is VFR-only, and other than a recreational pilot’s license or a Private Pilot’s license, there is nothing more you need to fly the plane.

It is the best aerobatics plane on the market because of its inherently negative stability profile that allows the aircraft to be manipulated into numerous attitudes of flight with relative ease. The high-wing loading design and relatively large ailerons result in lighting quick roll rates exceeding 400 degrees per second.

The increased roll rates and roll stops allow the aircraft to perform crisp maneuvers with military-like precision.

Aside from its ability to perform advanced aerobatic maneuvers, the reason the Extra 330 SC is the best in my view is that it is just amazingly fun to fly. From its rapid acceleration and short take off rolls, to its extended inverted flight ability, the 330 SC takes experimental flying to a whole new level.

The 330 SC is also one of the few aircraft to repeatedly win world championships and be the world’s number one choice among professional aerobatic champions. It is sold in the United States as an experimental aircraft since it is certified that way by the FAA but in Europe, it is fully certified as an aerobatic aircraft and often takes part in championships in the Unlimited Category.

The 330 SC is one of the best experimental kits also because of its engineering. Not only is the design well balanced and negatively stable, the aircraft is structurally superior to most production aircraft. This is from a structural perspective and from the use of advanced materials, since the aircraft is mostly made of composites, giving it huge structural integrity.

From an engineering perspective, the 330 SC sets the standards for experimental flying, highlighting stability benefits more so than aerodynamic ones that most engineers who are attempting to beat speed records do.

This is the other reason this aircraft, to me, flies so well. It’s more than just the aerodynamics, structure, and propulsion that has been meticulously bought together, it's also about human factors - the ergonomics of flight.

The cockpit, for instance, is snug, and offers a good feel for the aircraft, making the aircraft almost a natural extension of your body. Combined with the large bubble canopy, the 330SC provides unparalleled views of the flight environment.

While stability issues are primary in the design of the SC330, aerodynamics has not been abandoned. The aircraft hits the sweet spot when it comes to power-ascents to set up for a roll, and has the right drag profile to allow the plane to use drag as part of its maneuvers to result in some physics-defying moves.

Its advanced design includes a full carbon fiber wing assembly which integrates the fuel tank within, built strong and able to  remain rigid with a steel roll cage that adds to the ability for the wing and body to withstand sustained 10G maneuvers.

Lancair Evolution - Best Experimental for Seasoned Pilots

The Lancair Evolution is fast, and built for pilots who know their way around speed and sophistication. From the moment you climb into its p[lush leather cockpit the luxury and advanced capability of the plane is evident.

The plane, while advanced, is easy to operate. From this perspective, a newbie can handle it. It’s as easy as driving the minivan to the grocery store. Even setting the power for takeoff is a breeze. Just key in your gross weight and the onboard computer calculates everything, including how much power to tap from the engines when the time comes.

In fact, the engines are not even physically connected by a cable or a push rod, it's connected by data cables to a computer. The computer gets the pilot’s input based on where the pilot places the throttle, and the computer tells the engine what to do based on environmental conditions.

When you’re using your experimental plane to get from point A to point B, and you want it to just get you, your passengers, and your cargo there, there is nothing better than flying the Lancair Evolution.

This plane is the best experimental plane for seasoned pilots because it is fast and it is as fully automated as you could possibly want it. The only thing it can’t do is taxi, takeoff and land by itself.

The Evolution is so powerful that if you don’t already have a good understanding of speed and timing, and a sound understanding of navigation, pressurization, turbine operation, it is going to get away from you and that is more likely to happen to a low-time newbie than an old hat.

Most of the aircraft is fully automated. You can program the auto pilot like a corporate jet pilot programs the FMS on his flight deck. Everything is at the push of a button or mouse-like controls on a digital screen. The cockpit is a full glass cockpit with advanced data and weather at our fingertips.

It’s so advanced, it's hard to believe that it is built from a kit. Afterall, not every kit plane can reach 270 knots (true airspeed) at FL280 carrying four occupants and golf clubs. And with all that power and reliability of a turboprop providing the power for thrust and pressurization, the feeling of having a Pratt and Whitney PT6 provides incredible comfort.

The flight deck is so advanced that it is possible to add autothrottles to the already-included FADEC setup. The auto throttles will allow you to set the autopilot for your climb, giving you the ability to set the climb speed and rate of climb while flying flat-footed  and hands free.  This is one of the major aspects of this plane that gets me the most excited - it's powerful and digitally advanced.

The Evolution is a serious piece of machinery. It can get you across 1,290 nautical miles - that’s like going from Key Largo to Boston on a full tank of gas in just under six hours. Non-stop.

And since it's powered by a turbine, you get bleed air de-ice systems. At 29,000 feet, you won't get into icing that often since going around towering columns of visible moisture that can be easily avoided since you have satellite weather feed on board.

Then there is the ability to perform like a mid-size jet, but when you return to earth, it behaves like an ultralight with the ability to get down and stop in less than 1200 feet of runway. Take-off is the same. It just needs 1200 feet. And since it can land on turf, you can fly it from the backyard of your beach house in Florida to the clearing near your cabin in Massachusetts.

Pelegrin Tarragon - Best Overall

The Pelegrin Tarragon is arguably the most fun experimental plane to fly. It is simple, with just the necessary VFR equipment installed, it seats two in tandem. While it's not fully aerobatic, it is a lot of fun to fly with the ability to do Lazy-8s, chanedells, loops, barrel rolls and even powerful enough to do knife edges.

Completely built from pre-preg carbon, the aircraft can handle significant loads in flight. The fuselage, from firewall to strakes is made as a single unit that is then mated to the cantilevered wing resulting in structural strength and flight stability that is uncommon for aircraft in this price range.

There are two reasons the Tarragon makes it to the list of the best experimentals, and specifically for the plane that is the most fun. The first reason is that the Tarragon is an absolute beauty and those who love the attention to detail will be pleased with this aircraft as every inch of it is meticulously molded and machined.

The Tarragon’s parts and panels are built to within tolerances of ten-thousands of an inch, giving them a snug fit when putting it together. Once painted, the Tarragon looks smooth and lends itself like a canvas to an artist to be painted on in any color scheme you see fit.

The second reason the Tarragon makes it to the list is because of the absolute pleasure pilots feel when flying this plane. It is as easy - or easier, to fly than the first primary trainer most pilots have stepped into.

The forward seating position is snug, giving the pilot a powerful connection to the plane. Sitting precisely on the centerline of the aircraft, and very close to the aircraft’s center of gravity which allows the pilot to feel the plane pitch and roll around him. Flying it for a short while can very quickly give the pilot a good feel for how the plane behaves and reacts.

When it comes to doing aerobatics, where you sit relative to the center of gravity determines how much you feel the plane. In essence, this is the only plane I can safely say, looks, and flies like a fighter jet. The fabricators have done such a good job of designing and manufacturing the fiberglass panels that the plane has no rattle and looks amazing, without any break in reflection lines - usually indicating poor assembly, workmanship, or molding.

Once you retract the gear, the Tarragon wants to do nothing else but fly so it accelerates quickly toward its screaming 190 mph top speed and climbs at its regular 2,500 feet per minute to get to its ceiling of 25,000 feet in just ten minutes from brake-release. But what is really amazing is that all this sounds like it will guzzle fuel. But it doesn’t.

The Tarragon is one of my personal favorites not because it costs about $50 an hour to fly, excluding purchase costs. But that number tells me how efficient and effective this plane’s design is. And, that is important to me. It sips just 4 - 4.5 gallons per hour and still gives me 190 miles per hour and 11 hours of endurance.

For a new builder, the precision of the fit will make it tremendously easy to put together. There are no parts that you will have to fabricate yourself. Everything is in the box. Even the engine and the prop. You have a choice of three engines, and there is the rumor of a turboprop engine being considered.

In my personal opinion, no matter how inexpensive this plane, how sleek it looks, or how little fuel it consumes to burn the airways, this plane is my personal favorite because it is just a pleasure to fly. It makes even the novice look like an ace aerobatic pilot.

Velocity V-Twin - Best Experimental Twin

Then there comes the time when you want to build yourself a twin engine aircraft. Whether it's for the surety over bodies of water, or you just like the sound of a twin telling you that you have two of everything. Whatever your reason, there is only one twin engine experimental aircraft that will come close to sweeping you off your feet and that is the Velocity V-Twin .

It looks like something out of a futuristic James Bond movie, and so right off the bat, the looks make it a winner. Most people who first look at it mistake the V-Twin for Beechcraft’s Starship with the twin pusher configuration and forward canard.

The design is one that would work well for new pilots, giving them the comfort of an added engine, and the comfort that a canard-configured aircraft like the V-Twin is next to impossible to stall (as its stall speed is in excess of 100 kn) and that makes it next to impossible to spin.

This Twin looks and feels like a Caddilac. Even the process of getting in is easy, and just because it's an experimental doesn't mean it has to look and feel like it was built in a garage. It doesn’t. It looks like it was built in a master craftsman’s lab.

Coming back to it looking like a Caddilac, it begins as soon as you walk up to it and pop the door. It’s a gull wing, and that means you don’t have to be a contortionist to get into the plane like most other experimental planes make you do. Don’t get me wrong, I love tight cockpits for aerobatic stuff, but when I am out with the family or taking a trip, comfort and redundancy are my main concerns.

The V-Twin satisfies both accounts.

The leather interior and padded ceiling go a long way in making it aesthetically a winner, the extra sound-proofing does a lot to absorb the sound, which is already minimal since the engines and the props are in the rear and as you fly forward, the frequency you are exposed to is less invasive.

Speaking of sounds, the vibration levels are pretty well muted as well. Not only are your ears spared, but so are your tactile perception of vibration since the composite structure insulates the cabin from aerodynamic and mechanical vibration to a high degree, keeping the cabin cozy enough to enjoy the in-flight entertainment that you can opt for in the avionics package.

Even with the added capacity you get to carry four adults and luggage with full fuel, the V-Twin will still hurry along at 185 knots (true) with just 75% horsepower. That should tell anyone who is observing that the plane has to be sleek enough to slip through the air for it to be able to get those kinds of numbers. And it is.

The thing that makes this aircraft the best of the experimental twins is that it does not fly like a twin, especially when one engine quits. Look, the whole point of getting two engines, aside from having two of everything while paying for two of everything, is about playing the numbers.

The odds of both engines quitting is rare and when one does, you have the other to keep you aloft. But people are scared away from twin engine aircraft because the moment one engine quits, most planes want to turn into the dead engine and roll toward it and make it harder to fly. Uncomfortable, I know. But that's because most twins have their engines out on their wings pretty far away from the centerline, and that creates a greater moment.

The V-Twin’s engines are closer to the center line and as soon as one stops generating thrust, there is some yay, but easily managed. Flying around to the nearest airport with one prop feathered, is a non-event on this experimental twin and that is one of the main reasons the V-Twin makes it to this best list.

Hummel H5 - Easiest Experimental to Built

And finally we have the best experimental plane that is easy to build and the least expensive of all the planes on the list. For under twenty grand and 1000 hours of build time you can be up and flying in a Hummel H5 .

The Hummel H5 is a low wing, single seat, single engine aircraft. If you have never built an experimental plane before and you’d like to dip your toes into the shallow end of the pool, this is the plane you want to get.

But if you think you are a little more along in your building skills, Hummel actually offers three options. The easiest is what comes with blanks. Blanks are sheet metal pieces that are all cut and ready for you to assemble according to their highly-detailed plans. But if you like, they will just sell you the plans, and you can do everything from cut the pieces, weld them yourself and put them together. Which you choose depends entirely on how skilled you are in metal work.

Putting this plane together will bring about hours of fun but less challenges as they are pretty straightforward. It should take someone with average tool skills about 800 hours to build it out, if you take the least complicated option that Hummel sells. If you just buy the plans, it will take as much as 3000 hours of work.

Once the plane is built, you will find that it's a single seater that has ample baggage allowance. A respectable 1000 foot per minute climb and a better than expected 130 mph cruise up at 7,000 feet is enough to get you to enjoy all the golf clubs in a five hundred mile radius.

Coming back to the building. The Hummel H5 makes it up to the top of the easy to build list for the simple fact that it is the only one on this list that uses a car engine, a VW engine to be precise, which you can get easily.

The other reason that contributed to the H5 making it to the top of the list is that it is made of all metal. From the structural tubing to the sheet metal skin that covers everything from the wings to the fuselage and control surfaces.

The beauty of working with metal is that it has a lower learning curve compared to learning how to work with composites. And, most folks are already set up or have workshops they have access to that can weld and shape metal more so than shape composites.

As far as flying the Hummel H5 is concerned, anyone with just 25 hours and a Recreational Pilot’s License will be able to pull it off. Aside from having a stick instead of a yoke, the plane is as simple to fly as an old barnstormer.

The flight characteristics of the H5 are unexpectedly brilliant.. For something that is as simple as the Hummel, it flies more straight and true than I would have otherwise anticipated. and handles on all three axes with such precision and grace that pilots are usually surprised. It is well balanced and positively stable.

The cabin will accommodate a stature that is 300 pounds and up to six and a half feet tall. Anything larger than that and you will have a little problem fitting into it or enjoying the plane. Likewise, its maximum gross weight clocks in at 850 lbs, a remarkable feat given how small the aircraft is.

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• single-engine (51)
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• piston engine (54) 4-stroke engine
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• light (50) light sport very light
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• amphibious (11)
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tourist aircraft Turbo Skylane®

Cruise speed : 165 kt Empty weight : 959 kg Max. take-off weight : 1,406 kg

Take your adventures higher. Faster. Farther. The Cessna® Turbo Skylane® piston packs enough muscle to climb 1,040 ft per minute to a maximum cruising altitude of 20,000 ft, and then maintain its full 235 hp. Cruise comfortably at 165 ...

instructional aircraft SR20

Cruise speed : 155 kt Empty weight : 469 kg Max. take-off weight : 960 kg

Cirrus Perspective Touch+ includes larger, more-colorful displays and offers three times more resolution making them ideal for viewing charts, managing your flight plan, or keeping an eye on the weather. FLIGHT DISPLAYS The new split-screen ...

tourist aircraft Panthera series

Cruise speed : 198, 177 kt Empty weight : 495 kg Max. take-off weight : 1,315, 1,360 kg

... Backed by more than 30 years of aircraft innovation, Panthera is the culmination of our knowledge and expertise designing efficient aircraft . The Panthera offers the most exciting flying experience that ...

instructional aircraft Archer DLX

Cruise speed : 228 km/h Empty weight : 800 kg Max. take-off weight : 1,157 kg

The Archer® DLX is the perfect combination of the beautifully appointed LX model along with the efficiency and flexibility of the Continental CD-155 diesel engine. The Archer® DLX is designed with the private owner in mind – providing ...

piston engine aircraft LE500

LE500 is a light 4 - 5 seat aircraft designed, tested, manufactured and certified strictly according to the CCAR-23-R2 Aviation Regulations. It meets the commercial license training requirements of CCAR-141 ...

instructional aircraft V1

Cruise speed : 237 km/h Empty weight : 763 kg Max. take-off weight : 1,155 kg

... piston aircraft Vulcanair leverages its long experience in designing and Manufacturing complex certified multi-engine aircraft to supply an exceptionally priced single-engine aircraft ...

instructional aircraft RV-15

Cruise speed : 140 kt Fuel capacity : 50 gal

... great handling, and some awesome features … The aircraft you see on these pages is the RV-15 Engineering Test Prototype. It is not the final design. What we are learning from the prototype aircraft ...

instructional aircraft Sportsman

Cruise speed : 70 kt - 140 kt Max. take-off weight : 1,000 lb

The Sportsman is the most versatile 4 -seat single piston aircraft available. The Sportsman’s performance specifications compare favorably with other aircraft in the class that are priced ...

tourist aircraft Husky 200

Cruise speed : 130, 140 mph Empty weight : 578 kg Max. take-off weight : 1,020 kg

... -360 A1D6 engine in place of the standard 180 hp O-360 engine? I’ve never met a pilot who thought adding horsepower to an airplane was a bad idea, but the 180-hp Husky already exhibits remarkable takeoff and climb performance. ...

tourist aircraft MAKO

Cruise speed : 200, 240, 190, 225 kt Empty weight : 2,200 lb Max. take-off weight : 3,550 lb

Better performance and more options than other 4 -place aircraft . Mako is customized, not compromised Introduced at EAA AirVenture 2017, the MAKO is the sleek new 4 -place design from ...

tourist aircraft Pioneer 400

A truly unique retractable gear four- seater aircraft , fast, modern and economic. The Pioneer 400, or Quattrocento, represents a new era of aviation for PPL pilots incorporating the latest technology and ...

tourist aircraft GRAND MAGIC GS 750

... the company IBIS AIRCRAFT S.A. with Light Sport Aircraft , in their models: IBIS Urraco GS-501 LSA and IBIS Magic GS-700 LSA-ULM, which are seen in Colombia the best airplanes in the market, ...

tourist aircraft J430

The Jabiru J430 ( 4 seats) aircraft has been developed as a touring aircraft . It has a wide cockpit, high cabin and ample leg room. The Jabiru J430 has 2 rear seats with a MTOW of 760kg ...

single-engine aircraft APM 41 Simba 915iS

Cruise speed : 150 kt Empty weight : 520 kg Max. take-off weight : 985 kg

tourist aircraft RAI-6

... four place aircraft want to be when they grow up! With speeds of up to 220 knots, it’s clear the RAI-6, and the cruise speed of 200+ mph ensure you’ll get there fast with time to spare.If you want 200+ mph cruise speeds, ...

tourist aircraft SLING TSI

Cruise speed : 153 kt Empty weight : 505 kg Max. take-off weight : 950 kg

... the exterior of your Sling Aircraft to your liking. You can turn your Sling into your personalised dream aircraft using our numerous standard or complex paint scheme and vinyl design options. In addition, ...

instructional aircraft DR401 - 160A

Cruise speed : 132 kt Empty weight : 420 kg Max. take-off weight : 100 kg

... flight qualities and its robustness. This aircraft has been designed to give into demand of flight schools and clubs in offering a bigger available power (160hp vs. 120). Designed with an adapted wing-profile, this plane ...

instructional aircraft V-24-I

Cruise speed : 195 km/h Empty weight : 810 kg Max. take-off weight : 1,300 kg

V-24-I is a plane of new generation. It is a twin-engine light plane, designed by the company especially for customers, who appreciate safety and comfort in combination with high flight characteristics and modern technologies

instructional aircraft RADICAL

Cruise speed : 125 mph Empty weight : 2,100 lb Max. take-off weight : 1,150 lb

The radical Aircraft is a culmination of 32 years of Aircraft design and building experience. This design is a very roomy 2+2 aircraft . Even the largest of pilots will find they have ...

instructional aircraft Strom Fury

Empty weight : 290, 410 kg Fuel capacity : 100 l - 160 l Length : 7.2 m

Aluminium aircraft Storm revolutionizes the all-metal fixed gear aircraft design with the introduction of the new STORM FURY. Developed from STORM RG, the STORM FURY design can be considered the STORM ...

instructional aircraft MX-7-180B

Cruise speed : 138 mph Empty weight : 667 kg Max. take-off weight : 1,136 kg

Engine: Lycoming 0-360-C1F (2000hr. TBO) Useful Load: 1030 lbs. (467 kg) Landing (light weight) over obstacle: 900 ft (274 m) More Details Stall Speed (full flaps / power off / light weight) (IAS): 40 mph (35 kts) Take Off, Ground ...

tourist aircraft V-TWIN

Cruise speed : 185 kt - 250 kt Max. take-off weight : 3,200 lb - 3,440 lb Fuel capacity : 90 gal - 100 gal

... takes full rudder to keep the airplane from yawing, airspeed is decaying and a turn back to the runway can result in the lowered wing to stall. Not much different than most airplanes where you use full ...

tourist aircraft

... forward.FLYING FOR 19 YEARS WITH 1400+ SETS OF PLANS SOLDProfessional engineer Bob Barrows originally designed the Bearhawk to carry aircraft engines for his engine rebuilding business in 1995. He offered plans for sale ...

tourist aircraft P4

The four seats aircraft The Paradise is once again at the forefront with its newest project. The P- 4 emerges in the aviation field as a four seats airplane that speeds and performs like ...

instructional aircraft Ventura 4

Cruise speed : 250, 225 km/h Max. take-off weight : 800 kg

The Ventura 4 is the four- seater aircraft of I.C.P., designed to meet the requirements of amateur construction, and suitable for the experimental category. The kit has been reviewed ...

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Sling TSi, all metal, 4 seat experimental aircraft, Rotax 915, aircraft review, Airplane Factory

Use the top navigation bar or the search bar to navigate light sport aircraft magazine  ..

Sling TSi with Rotax 915 aircraft engine

I have to admit my pleasant surprise. This tie-up of Copperstate and Buckeye Air Fair might be exactly what is needed to generate a major show in the Southwestern USA .

Let me be fair. Other West Coast aviation events have interesting qualities but none has ever risen to the level of AirVenture Oshkosh or Sun ‘n Fun. 

Those two dominate general aviation events. Both are “back East.” 

Sling TSi  Aircraft Images

With big pilot and aircraft populations in California, Arizona, and Washington, why have we no major shows in the West? No one I’ve asked can explain the riddle but could Copperstate Buckeye Air Fair be the right combination? 

Only time will tell yet on Saturday, crowds were as thick as Oshkosh, albeit in a much smaller area. City planners offered an airshow and lots for attendees to look at plus the Copperstate trade show alongside the Buckeye Air Fair gave the public close access to pilots operating all manner of light aircraft. 

When Rotax debuted their new 915iS engine at an Oshkosh press conference, Sling designer Mike Blyth raced forward at the end of the conference to closely examine the new power plant. It was clear to me this answered a creation he had in mind and now we can see the fruit of his ambition: the new Sling TSi.

Since the Rotax 915iS remains a powerplant that requires an in-flight adjustable prop, it cannot be used on a Light-Sport Aircraft, but TSi is based on The Airplane Factory’s Sling 4 four seater so kit-built it must be. For Oshkosh 2018, The Airplane Factory USA said, “[We are] excited to present the North American debut of the all-new Sling TSi! 

This kit is the airplane Sling fans have been waiting for!” The Southern California importer said TSi has all of the style, economy and practical utility of the Sling 4 but with more speed.

Sling TSi  Aircraft Review

By Tomas Marrow I have been waiting 3 months to fly this airplane. It had been away doing airshows and demo flights but finally it was my turn to get my hands on this beautiful new experimental Sling TSI aircraft. The Airplane Factory really out did themselves when designing this plane. With a climb rate of over 1500 feet per minute and cruise speeds nearing 150 knots, this sure is a thriller that makes you feel like a little kid. The performance improvements over the Sling 4 is amazing. That Rotax 915is engine is unbelievable. With a rated horsepower of 141hp, turbo charged and fuel injected and all controlled by a FADEC system. This is true modern technology in an airplane engine and it is clearly expressed in the low fuel burn. Whether you're doing cross country flights or just the fun flip every now and then, this aircraft will always give you that butterfly feeling. In this video we go over all the new features of the Sling TSI and how it differs from it's little brothers. I hope you enjoy the video. Follow me on Instagram for more up to date content: https://www.instagram.com/thomasmarrow

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Wild Nordics

The best 4 seater aircraft (sep).

By Andrew on 08/06/2020

The perfect aircraft for me would be one that cruises fast and lands slow, burns less than 30 liters an hour (diesel or 98), and is cheap to maintain. Being able to also land on short bush strips and take a family of 4 on adventures would be a definite plus.

Unfortunately, you can’t always get what you want – there are always trade-offs – usually, planes that fly fast need to land fast and hence, more runway to slow down. Low wings provide you with a better sun tan but are more likely to strike ground objects off-field. Taildraggers take more abuse on bush strips but have poor forward visibility and can behave badly in inexperienced hands.

Below are my favorite aircraft in the 4 seater category. Some are certified and others experimental, but they all excel in one way or another. All said and done, I probably like bush planes the most but still see the value in trainers and fast cruisers.

Certified vs. Experimental

In this article, we will look at some planes that come close to fitting the bill in one way or another. We will look at both Certified and Experimental Aircraft. Both of these types of aircraft are classified as Single Engine Piston (SEP)

Certified aircraft can be a lot more expensive to maintain due to the need to use licensed mechanics and certified parts but they can be a lot less of a headache in the long run and sell as they are a well-known commodity. Certified aircraft can also be used in generating offer additional income to help offset their costs (training, rental, etc.)

Experimental aircraft can be cheaper to buy and operate, but they require the owner to be a bit more personally committed to the maintenance and upkeep.

1. Diamond DA 40 NG (Certified)

At the top of the list is the Austrian produced (now Chinese owned) Diamond DA40 NG. This is the aircraft I used to obtain my Private Pilot’s License. It is an excellent modern training platform/family commuter if you can afford it.

The new list price for the aircraft is around €500,000. Second hand they are going for €200,000 and up depending on the age. To keep this bird flying and afford the repayments one would need to be utilizing it as a trainer.

Diamond took the stock Mercedes OM640 diesel engine (found in A and B Class Mercedes cars) and added a turbo and full electronic engine control (FADEC). This system is simple to fly with just 1 lever which automatically controls the engine and constant speed propeller.

The cockpit has all the bells and whistles – a Garmin G1000 glass cockpit, IFR certification, autopilot and some other very nice stuff.

On the downside, it needs to land at around 76 knots (140 km/h), which compared to a Cessna 172 at 55-60 knots (100 km/h) is quite a big difference. The Diamond can handle bigger crosswinds though (25 knots vs. 18 knots for Cessna) due to the higher landing speed and big rudder.

The Diamond would not be my first choice for short runways. Neither would it be suited to bush strips, with its snuggly fit wheel pants, low wings and tricycle gear. (link to POH )

It would be my first choice as an all-round aircraft for paved runways that could be used to generate side income as a trainer.

2. Lancair IV (Experimental)

The Lancair IV-P is a 4 seater personal rocket ship. It makes it on this list for no sensible reason other than it is super sexy and ridiculously fast. I first saw this aircraft as a teenager and have idolized it ever since.

The Lancair has a cruise speed is 290 knots (537 km/h) @ 24,000ft with a burning 76 liters per hour and has a range of well over 2400 km. It can be found second hand these days for around €250,000. There is also a pressurize version (IV-P) which goes higher and a bit faster.

The Lancair IV is home-built kit aircraft. It runs a Continental TSIO-550 twin-turbocharged engine, capable of producing 350 HP. There is also a Turboprop version which produces 700 SHP (330 knots, 611 km/h cruise) if you have an extra €250,000 to add to the purchase price.

While the Lancair does not hit the target fuel burn of 20 liters per hour, it gets places very fast saving in overall fuel burn. The aircraft’s carbon fiber composite airframe moves through the air with very little friction, but the cockpit is tight.

Pilots of the aircraft remark that it can be difficult to fly at low speeds. Approaches are done in the high 80-90 knot range and touchdowns a little below 70-80 knots.

The accident rate for the aircraft is quite high both due to the difficult handling characteristics of the aircraft at low speed, and at times, lack of experience of pilots who fly it. ( Lancair training manual with crash statistics). Still, the aircraft attracts very many commercial and ex-military pilots who seek out a high-performance aircraft.

Being Experimental, much of the maintenance can be done by the owner. Keeping the high-performance engine in good working order though could get expensive, especially if an overhaul is needed.

This aircraft would be my first choice if I only needed to visit paved runways and I wanted to get there fast (e.g. Port Macquarie to Sydney) To make it viable cost-wise, you would need to be able to offset some of the expenses to business travel.

3. Maule M7 (Certified)

Stepping away from the trainers and fast cruisers, we enter the world of Bush planes. Bang for buck, you can’t get much better than a Maul for off-strip capability – built for Shot Takeoff and Landing (STOL), these aircraft are absolute workhorses.

Maules can take off in less than 100 meters and can land in less than 300 meters. Skilled pilots have been known to get them off the ground in as little as 30 meters and land them in about the same. The stall speed is very low at 35 knots.

The aircraft has an aluminum wing for better aerodynamics and fabric-covered steel tubing fuselage for lightness. Priced new these aircraft go for around €250,000. Older versions are upwards of €100,000 based on their age and condition.

Maules come mostly in a Taildragger (M7, MX7) configuration, but there are a few Nose wheel models (MT7, MXT7) available. They have rugged landing gear and can be fitted with standard wheels, Alaskan bush wheels, snow skis, or even floats.

These aircraft use Lycoming engines, either a Carbureted 180 HP or 225 HP model that can run on 98 auto fuel, or a Fuel-injected 225 HP or 260 HP version that runs on only 100LL fuel.

As to the 225 HP or 260 HP versions (M7), they get up in the air a bit faster which would be good for float flying or landing in the backyard. They also cruise a bit faster, but at the expense of another 10L/ hour. They have a smaller useful load that the 180 HP version (407 kg) but offer the option of an additional 5th seat at the expense of luggage space.

One big selling point of the Maules is the clamshell opening doors. The seats can be quickly removed with a quick-release mechanism and the back pod filled with cargo.

There is also an M9 version of the Maule aircraft which is based on the standard M7 version but has a higher useful load (499 kg). To make that possible some reinforcements were made to the undercarriage.

The M9 has a higher stall speed of 40 knots, most likely due to the fact it does not have VG’s fitted to the wing. Not sure what the story is behind that.

The Maule factory at some point was looking into fitting the M9 with a Diesel engine, the SMA 305 230 HP , but it didn’t go too much further. Cessna was also looking at the same engine for their latest 182 model, now called the JT-A. Also would be interesting to understand the story behind this.

For Australian bush flying this would be a very good aircraft and very well suited to the rough strips we have around the country. As the aircraft would most likely be a taildragger it would not make a good trainer and the fuel burn would be a bit too expensive. A lot of people have used them successfully in commercial operations to haul people and cargo into remote locations.

Here is a Maule factory tour which shows the construction process. This is a sales brochure on the models.

4. Bearhawk 4 (Experimental)

The Bearhawk is a Maule on steroids – it does everything better and even comes with those famous clamshell doors to pack in the family and every piece of camping equipment you own.

Being lighter than the Maule, it has a higher useful load, close to 600kg. It will also climb out faster if fitted with a comparable engine. Being experimental, there are quite a few engine choices but most people fit Lycoming engines of 180HP or greater. Fuel consumption is on par with what you would see with the Maule aircraft and there are also options to use Autogas.

The Bearhawk 4 is a kit aircraft designed by the American engineer Bob Barrows and produced in Mexico. The latest version of the kit (Bearhawk 4 B) has design enhancements which have improved its structural integrity, cruise speed and slow-speed handling.

Quick build kits start at around $50,000 USD and require 800-1200 hours of build time. Add on top of that the cost of an engine upwards of $80,000 and some avionics $20,000 and you would have a nice aircraft for $150,000 and probably 5 years of your life.

If I saw one of these aircraft second hand I would definitely consider buying it, but not sure that I have the skills or interest to build one from scratch.

5. Cessna 170, 180, 185 (Certified)

These are good old bush planes that have a solid reputation. Production started in 1948 with the Cessna 170 and ended in 1985 with the Cessna 185. Many of them fly today as floatplanes.

Engine sizes varied over the years, ranging from 145 HP up to 300 HP. Take-off and landing performance is not as good as a Maule but they do cruise slightly faster.

Early versions of the Cessna 170 had a fabric wing and metal fuselage but later they moved to an all-metal aircraft. The Cessna 180 and 185 came in a 4 or 6 seat configuration and had a useful load of around 500 kg.

These aircraft have become a bit of a collector’s item and usually fetch upwards of €100,000, depending on their age and condition.

Fuel consumption is around 30-40 L/hour with the 180HP and below engines and 40-60L/hour for the higher horsepower engines. There are some auto fuel STC’s (approved modifications) available, depending on the engine.

While I haven’t flown these aircraft, I have flown a lot of Cessna 172’s and I would expect similar handling, apart from the landing gear configuration. These Cessna’s can be used off-field and can be landed short but still not as short as a Maule.

Aircraft not on the list and why

Zenith CH801 is a kit aircraft with great STOL performance and comes in a tricycle gear for those who don’t like taildraggers. It has an impressive useful load of 450 kg but cruise speed is slow at 95 knots. There are many engine options all around the 180 HP range. It’s not beautiful or fast enough to make the short list but it’s definitely worth a mention.

Cessna 172’s can’t be faulted for their reliability but every club has got a couple and you can usually rent them cheaper than you could own one. Cessna 182’s are a great workhorse of a plane with a useful load of around 500 kg, but they burn a lot of fuel (50-60L/hour) and if you don’t need the extra useful load or speed (+22 knots), you would do better with a 172.

Pipers (Archer, Worrier, Cherokee) are almost as common as Cessna’s and are easily rented. They are good trainers but most people want to step up to something a bit more sexy if they are buying. Being a low wing, they are also more prone to vapor lock issues when using auto fuel. It seems though that there are STC’s available but they usually require the installation of an additional fuel pump which needs to run all the time. There is now a 155 HP Diesel model called the Archer DLX which is stated to get 120 knots on 25 L an hour.

Cirrus aircraft (SR20 SR22) are comparatively expensive to other aircraft, burn more fuel, and don’t have a great useful load. They do fly a bit faster though and have the magic parachute which is intended to put our wives at ease.

Mooney aircraft are fast and fuel-efficient but I am not a huge fan of their look, especially the tail. Their turbo engines require a skilled pilot which I am not.

Socata TB represent good bang for buck. There was a plan to produce a diesel powered TB20 but production stopped in the early 2000’s due to industry downturn and never bounced back. It’s the same company that is making the very sexy TMB 930 but that bad girl is out of the reach of this article and my wallet.

Sorry but Tecnam aircraft (P2002, P2004) are just plain ugly. The later models (P2008,P2010) are slightly better looking but the P2008 is underpowered with the Rotax engine and the P2010 is just a new looking Cessna 172 for about the same money. Admittedly they do have some redeeming features like a lighter airframe, a Garmin G1000 instrument panel and an engine that runs on auto fuel without STC, but I still would take a Diamond DA40 any day.

Robins are supposed to be quite fast but they have weird looking wings and canopy and the fact they are made out of wood makes me want to fit a parachute before I fly one. This is probably down to my ignorance.

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4 place experimentals

• Thread starter UngaWunga
• Start date May 24, 2017

Pattern Altitude

• May 24, 2017

What's out there? I've seen some articles on the Bede BD-4 , and am surprised to find a 4 place experimental at a reasonable price. Sure, most of them at this point are older and might need some work, but it got me thinking. Are there other experimental out there that can carry a reasonable load, are quick, and aren't over $100K? I know about the Rv10, but even uncompleted projects are almost $150k. What else is out there?  

Administrator

velocity, sportsman 2+2, among others: https://www.pilotsofamerica.com/community/threads/180hp-4-place-eab.71017/  

Super Administrator

Lancair, Revolution RAI-6. There's quite a few.  

Final Approach

RV-10 is the first that comes to my mind.  

Ejection Handle Pulled

Velocity XL might work?  

Velocity173

Touchdown greaser.

Need a little more detail on "reasonable load" and "quick" but my Velocity has a 500 lb payload, 165 KTAS (2700 rpm) and 1000 mile range. Well under 100K.  

Ideally I'd love to have an experimental Mooney M20F. Can find them for $50-60k, 150knts, and 900-1000 useful. Another problem is that my home field is 2100'.  

donjohnston

Forget about a Velocity then. Even with a beta prop, that's tight.  

Sounds like to me you want to buy and not build. If your budget is less than $100K then IMO you are better off buying a used standard certificated aircraft like the Mooney you mentioned. There's a lot of things you can do to lower your cost of ownership, like owner assisted maintenance, to bring things closer to the E-AB world.  

These are planes you can actually build, not vaporware. Sling 4: http://www.flyingmag.com/sling-4-is-joy-in-kit Bearhawk 4: http://bearhawkaircraft.com/bearhawk-description/ Zenair CH 640 and the STOL 801: http://zenair.weebly.com/zenair-aircraft-designs.html And if you are really ambitious and like the '80s canard retro-look (if you hunt you can probably find a few of these not being flown that may be for sale): http://www.aircraftspruce.com/catalog/kitspages/cozy.php  

Is the RV-10 as tight as the 7?  

ircphoenix said: Is the RV-10 as tight as the 7? Click to expand...

I've sat right seat in a 7. Ho-lee crap. The little asian dude who is about 5'2 and 94 pounds loves it. I'm only 5'10 and 180 and it was uncomfortable for me.  

ircphoenix said: I've sat right seat in a 7. Ho-lee crap. The little asian dude who is about 5'2 and 94 pounds loves it. I'm only 5'10 and 180 and it was uncomfortable for me. Click to expand...

GRG55 said: Probably the reason Ravioli avoids bulking up too. Click to expand...

hindsight2020

The reason I fly an Arrow is because there is no 4-seater experimental equivalent. That community likes to retort that it's because an Arrow/182 sucks in the first place, which is true but not for the reasons they argue. The reality is that they simply forego the market segment because you can't match the acquisition price of the certified used product, and no one wants to build something as "slow" as an Arrow/182 that's otherwise proliferated in the resale market, let alone resell their EAB version of it at cost. Part 23 rewrite would have bridged the gap in the EAB family cruiser market (at non-housing price points that is), but as you may or may not know, the FAA assassinated the primary non-commercial category with impunity. So we're stuck in certified purgatory at the sub-80K level. Sure, there are odd duck hen's teeth 4 seater samples that aren't priced at RV-10 levels, but other than that you're stuck with certified. That's the sad state of GA for people who wish to involve their families in flying who don't have SR22 money.  

Ravioli said: Yah, that's the reason. And I can carry more fuel! Click to expand...

Line Up and Wait

Mind if I change the parameters a bit? Which 4 place experimentals have enough cargo space to carry luggage for 4 people? Let's say the PA28's cargo area is the starting point. The aforementioned Bearhawk is one.  

hindsight2020 said: The reason I fly an Arrow is because there is no 4-seater experimental equivalent. That community likes to retort that it's because an Arrow/182 sucks in the first place, which is true but not for the reasons they argue. The reality is that they simply forego the market segment because you can't match the acquisition price of the certified used product, and no one wants to build something as "slow" as an Arrow/182 that's otherwise proliferated in the resale market, let alone resell their EAB version of it at cost. Part 23 rewrite would have bridged the gap in the EAB family cruiser market (at non-housing price points that is), but as you may or may not know, the FAA assassinated the primary non-commercial category with impunity. So we're stuck in certified purgatory at the sub-80K level. Sure, there are odd duck hen's teeth 4 seater samples that aren't priced at RV-10 levels, but other than that you're stuck with certified. That's the sad state of GA for people who wish to involve their families in flying who don't have SR22 money. Click to expand...

hindsight2020 said: That's an interesting observation. I'm as far removed from an RV/Cirrus apologist as they come, but I did an IPC for an RV-9 owner (identical cabin dimensions as the -7 fuse) and the seating didn't seem notably different than the PA-28-variants seating I've spent most of my GA time shoehorned into. According to the literature the elbow width is 43" (dependent on EAB owner interior finish decisions). That seemed about right to me. Also recognize the leg room is owner built and NOT adjustable ( what a joke...experimental builders couldn't be bothered to have the foresight of making the seating adjustable either on the seat pan side or the rudder pedal side ?). Click to expand...

asicer said: Mind if I change the parameters a bit? Which 4 place experimentals have enough cargo space to carry luggage for 4 people? Let's say the PA28's cargo area is the starting point. The aforementioned Bearhawk is one. Click to expand...

kyleb said: The seats are adjustable on all of the side by side models. There are 3 positions for where the seat bottom and back join (that drives legroom) and 3 positions for setting the seat back incline. Add that to how thin or thick you stack the cushions, and there is a lot of adjustability. It only takes a couple of minutes to adjust. In addition, you can move the fore and aft location of the rudder pedals, but doing that is a lot like work... So, there! Click to expand...

• May 25, 2017

My RV-10 has 13cuft of baggage space behind the rear seats-- easily holds 4 full size duffle bag type bags or enough gear to camp at Osh for a week. And since we're talking 4-place aircraft I don't get why folks are bringing up RV-7/8/9's -- there is no comparison to an RV-10 which is cavernous in comparison. As for performance, in my 10 I can carry myself (185lbs) and three 170lbs pax (or any combo totaling 510) and full fuel (60 gal) but no baggage. For bags either someone has to go on a diet or we go with reduced fuel. For example, if I reduce fuel by 10 gals I can add ~50lbs of bags, remain in CG, and have an IFR range of 610NM (~3 hrs 48 min @160TAS burning 11GPH plus IFR reserves). This won't win any bragging rights but that's OK because when I have pax, especially family, I rarely fly over 3 hour legs. Oh and 2100 ft runways are a piece a cake.  

About the only 4 place experimental that you can buy that will operate out of that small of a strip for under 100k is a CH801 or maybe some older Pacer replicas. Best value for speed and 4 seats will be a cozy or a Velocity. You may be able to find a stripped down mid time Bearhawk for around 100k that will do 182 speeds, carry a massive load, and can handle the short strip with ease.  

• May 26, 2017

tsts4 said: My RV-10 has 13cuft of baggage space behind the rear seats-- Click to expand...

asicer said: For reference, an Archer has nearly twice that: 24cu-ft. Click to expand...

Pre-takeoff checklist

Art VanDelay

edo2000 said: I guess this is subjective. I recently sold a Tiger and bought a Van's -9(same cabin width as the -7). Wife and I are 140/5'5 and 180/5'9. She says there is more room in the -9 than the Tiger. I tend to agree, it's plenty comfortable for us. You do sit lower in the fuselage in the Van's, so ingress/egress is a little less convenient. Click to expand...

Capt. Geoffrey Thorpe

Art VanDelay said: Plus, you can't climb out with the canopy open in the Vans. That's a nice feature on a hot day. I really wish Vans would fix that. Click to expand...

asicer said: Interesting. Let's paraphrase the sub-thread, shall we? Me: "What 4 place experimental has as much baggage space as an Archer?" You: "My RV10 can carry 13cuft" Me: "Uh, that's only half the space of an Archer" You: "I'm 40kts faster than an Archer! Archers suck!!!" Me: "Um, that doesn't answer my question" You guys are funny. Click to expand...

asicer said: Me: "What 4 place experimental has as much baggage space as an Archer?" Click to expand...

tsts4 said: Not quite -- I never said Archers suck. You asked what 4-place experimentals carry enough baggage for 4 people using an Archer as a starting point. To which I initially replied with 13cuft which is enough to easily hold 4 full sized duffel bags. That's more than adequate for 4 adults as is the 100 lbs load limit but is definitely not the best out there. How much luggage did you have in mind? Click to expand...

tsts4 said: If it matters, I have hardpoints to which I can attach an external cargo pod (which I have yet to purchase) that adds an additional 25cuft of cargo volume at the cost of about 5-7KTS: You can even put a motorcycle in it: Click to expand...

Capt. Geoffrey Thorpe said: You don't need Vans to fix it, you can fix it yourself. Click to expand...

On the Brink of Revolution: NASA’s Quiet Supersonic X-59 Moves Toward Maiden Flight

NASA ’s experimental X-59 aircraft is in the final stages of testing before its first flight, focusing on ensuring it can surpass the speed of sound without the disruptive sonic boom.

The tests range from structural integrity assessments to control system evaluations, setting the stage for a new era in quiet supersonic travel.

NASA’s X-59 Testing

The team preparing NASA’s X-59 continues through testing in preparation for the quiet supersonic aircraft to make its first flight. This includes a trio of important structural tests and critical inspections on the path to flight.

The X-59 is an experimental plane that will fly faster than the speed of sound without a loud sonic boom. It will be the first of its kind to fly, with the goal of gathering sound data for NASA’s Quesst mission , which could open the door to commercial supersonic overland flight in the future.

Engineering Challenges and Ground Testing

Because of its unique design, the X-59’s engineering team must do all it can to predict every aspect of it before it ever takes off, including how its fuselage, wings, and the control surfaces will behave together in flight. That means testing on the ground to give the team the data it needs to validate the models they’ve developed.

“The testing not only tells us how structurally sound the aircraft is, but also what kind of forces it can take once it is in the air.” Walt Silva, Senior Research Scientist at NASA Langley Research Center in Hampton, Virginia, who serves as structures lead for the X-59.

Data Collection and Structural Analysis

The X-59’s structural tests provide the team with valuable feedback. From 2022 to –2024 the engineers collected data on the forces that the aircraft will experience in flight and the potential effects of vibrations on the plane.

“You do these tests, you get the data, and things compare well in some areas and in other areas you want to improve them,” Silva said. “So, you figure that all out and then you work towards making it better.”

Final Preparations and Anticipation

Earlier this year, the X-59 underwent structural coupling tests that saw its control surfaces, including its ailerons, flaps and rudder, moved by computer. It was the last of three vital structural tests. In 2023, engineers applied “shakers” to parts of the plane to evaluate its response to vibrations, and in early 2022 they conducted a proof test to ensure the aircraft would absorb the forces it will experience during flight. This year the X-59 ejection seat was installed and passed inspection. The ejection seat is an additional safety measure that is critical for pilot safety during all aspects of flight.

With structural tests and ejection seat installation complete, the aircraft will advance toward a new milestone, starting up its engines for a series of test runs on the ground.

Also ahead for the X-59 is testing the airplane’s avionics and extensive wiring for potential electromagnetic interference, imitating flight conditions in a ground test environment, and finally, completing taxi tests to validate ground mobility before first flight.

“First flights are always very intense,” said Natalie Spivey, aerospace engineer at NASA’s Armstrong Flight Research Center in Edwards, California. “There’s lots of anticipation, but we’re ready to get there and see how the aircraft responds in the air. It’ll be very exciting.”

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The best news is that an accident will only affect billionaires.

fu_ck a sonic boom. think of it as thunder.

Did you see the Chinese knockoff? Walz X69!

As quiet as Oklahoma car bomb.

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