(Oops just realised I’m half wrong. Self cert is for non EASA only. However you CAN fly an EASA aircraft on LAPL.)
I bet this changes after we fully brexit, and self cert will then apply to all G reg
Peter, I think we are barking up the wrong tree with the class 2 concept.
People buy home builds in the UK because they cost less to run and are often more modern.
If you can’t get a class 2 you can still fly a TB20, using your LAPL privileges or even self certification medical. UK VFR only obviously, or if you can get the LAPL MED you can fly it to Europe too.
There’s no difference in medical requirement now for certified or non certified aircraft in the UK.
mh wrote:
I own certified and uncertified aircraft and in the end, running costs are not driven by the question of the regime.
This is only true if:
Regime, regime, regime.
It is certainly true that the maintenance actions required for safe operation will be the same for two planes – one certified and one not certified – containing the same bits, in the same condition, with the same history, and flying the same profile.
The cost of performing those maintenance actions will depend quite strongly on lots of details, and those can and do vary between certified and uncertified, but they vary even more according to peripheral factors like whether you use a freelance mechanic, or pay a company.
Regarding values, ref my post above, I spoke to somebody who was building an RV10, maybe a couple of years ago, and he would have wanted some £250k. However I believe this must be because it is a highly desirable plane for those who can’t get a Class 2 medical anymore. You don’t need a PhD to work out where somebody with a “high perf” plane like a TB20, SR22, etc, is going to be digging upon the permanent loss of their medical, just so they can fly “somehow, somewhere”… within the UK only and only VFR. If you can get a Class 2, 250k will buy you something much more usable. It will buy you a TB20GT which is gold plated from front to back and so loaded up with goodies that it will never get off the ground
LeSving wrote:
No illusion. It’s very much the truth.
Na, it isn’t. I own certified and uncertified aircraft and in the end, running costs are not driven by the question of the regime.
To the original question: A good MJ-2 Tempête will set you back anything around 15 to 30 k€. The MJ-100 Spit is on the market now for 350k. Both are plans built aircraft. The MJ-2 is usually traded below value of the pieces and the MJ-100 is way above the value of the pieces (although that Allison engine is not cheap). So it is essentially a matter of built quailty and type popularity.
The same as with certified aircraft. A MS880 is realistically trades around 10k. A comparable C150 with essentially the same (or a bit less) practical value is catching around 30k.
Interesting is the value of unfinished projects. You can get a Long-EZ or COZY project very cheap and “only” need to finish it. This is the most “Value for money” can can purchase, if you intend to build.
Now is for sale a new RV14A for 205k, which seems its worth.
The guy likes building so he continually builds RVs and sell them. It’s his 5th.
A different planet
Some RVs fetch good money in the UK, due to this (and many other threads).
The group which can’t get a Class 2 has just as much money as any other group; actually probably more (e.g. stress/workload induced heart disease) and they will pay almost anything for an Annex 1 type which is not a bodge and which flies well.
I think my RV7 will cost something in the north of 150 K euro , plus work .
No way to sell it for that money if I wish
Recently, on the Vans forum, a guy showed up looking for a low hours RV10 for less than 250k$.
He was told to reconsider
So some kit planes are seen as high value and appreciate from the cost of parts. Not enough to make aliving of course, but a little.
The Pioneer 300 versus RV 12 posts are in a new thread