Pipistrel Virus SW100 vs kids' inheritance?
Thread Starter
After careful consideration of all your urging me to "buy it", I've reached the conclusion that EASA with its preposterous permit has destroyed my dream. In the UK a 600 kg MTOW is only possible by agreeing to be subject to a regime which is much the same as for a certified aircraft. That puts aircraft owners squarely in the grasp of licenced engineers; no disrespect to such experts but it isn't in the spirit of affordable permit flying.
That leaves my only option as 472.5 kg MTOW flying on a BMAA permit and with full fuel, I could only carry half a passenger. So thanks for the advice anyway.
That leaves my only option as 472.5 kg MTOW flying on a BMAA permit and with full fuel, I could only carry half a passenger. So thanks for the advice anyway.
Thread Starter
Well, yes, but...........I subscribe to the wisdom of my venerable father-in-law who was good with money. He claimed that it isn't the capital amount that matters nearly so much as the regular income or outgoings.
So ignoring the £100k for the moment by pretending that a rich person has simply gifted me that amount, what concerns me is the cost of running and maintaining such an aircraft. My pension simply won't stretch to the costs associated with an EASA permit, but I could manage the likely costs incurred under a BMAA permit.
Having already built a fibreglass aircraft and done much maintenance over many years, I know that I can keep costs down to a sane level.
Thread Starter
Fantastic, at last someone who has actual experience on the type! I didn't know that operating on the LAA permit system is possible and I can't find the aircraft on their accepted type listing.
120 knots seems a bit slow, when I've seen claims ranging from 135 to 145 at 75% power i.e. 26" at 5000 rpm. My basis for comparison between the various fibreglass aircraft types sporting the 912ULS is the recommended 65% cruise power at 26", 4800 rpm and I'm mainly interested to know the indicated airspeed straight and level not above 2000' QNH.
Perhaps you don't have a CS/VP prop, which might account for only 120? Perhaps you opted for the very nice smooth and economical 912UL?
Do you use the negative 5 degrees reflex flap setting in the cruise and if so what speed difference does that make, compared with zero flap?
Does the aircraft have wet wings, which would push me towards having to use avgas exclusively? I prefer the idea of the tank not being part of the wing structure, thereby avoiding potential long-term damage from ethanol in mogas.
Finally, does your aircraft have a cockpit heater and/or demister? Thanks.
Last edited by Colibri49; 7th Oct 2017 at 23:34.
Aw crap. Sorry Colibri I should have been more specific. Mine isn't a Pipistrel it's a TL Sting...I suppose my point was that it doesn't have to be a Virus.
There are others out there with good performance and 600kg. Or how about a DynAero MCR 01? I think they are 472 but very light empty (research needed) -Have a look at
https://afors.com/index.php?page=adv...d=38625&imid=0
Ooh just clicked Flyingmac's link, great minds etc. Although if you have your heart set on a Virus...
There are others out there with good performance and 600kg. Or how about a DynAero MCR 01? I think they are 472 but very light empty (research needed) -Have a look at
https://afors.com/index.php?page=adv...d=38625&imid=0
Ooh just clicked Flyingmac's link, great minds etc. Although if you have your heart set on a Virus...
Thread Starter
Thanks everyone, but I'm going to drop this idea for now. The Virus on a BMAA permit, limited to 472.5 kg, is a complete non-starter because not being able to use its full load potential would be a complete waste of money. As I've already indicated, an EASA permit isn't an option for me.
Years ago I considered the MCR-01 and reached the conclusion that it's too "delicate". Read through the LAA TADS and look at the comments on the flap mechanism as well as other mandatory items to see what I mean. I would also want a VP/CS propeller and the Arplast isn't my "cup of tea".
So I'll bow out and spend time thinking about other options. Thanks again.
Years ago I considered the MCR-01 and reached the conclusion that it's too "delicate". Read through the LAA TADS and look at the comments on the flap mechanism as well as other mandatory items to see what I mean. I would also want a VP/CS propeller and the Arplast isn't my "cup of tea".
So I'll bow out and spend time thinking about other options. Thanks again.
Join Date: Jan 2009
Location: UK
Age: 62
Posts: 1
Likes: 0
Received 0 Likes
on
0 Posts
I have a very similar dream, although I am interested in the Pipistrel Flex which is much the same except for longer wings which allows you to switch the engine off and go soaring. The great news if I understand it correctly is that the MTOW goes up from 472kg to 600kg in November so full fuel and two large passengers and some baggage should be no problem, all without needing to be EASA certified.
I plan to spend some of my retirement cruising rapidly to France or the Scottish Highlands or to Kerry to go slope soaring and then cruise rapidly back. Crossing the sea would be safer than in a typical Cessna or Piper because the glide ratio is so much better enabling land to be reached in case of an engine failure; there is also the ballistic parachute system in the very unlikely event that ditching was required.
Let us know if you decide to go for it!
I plan to spend some of my retirement cruising rapidly to France or the Scottish Highlands or to Kerry to go slope soaring and then cruise rapidly back. Crossing the sea would be safer than in a typical Cessna or Piper because the glide ratio is so much better enabling land to be reached in case of an engine failure; there is also the ballistic parachute system in the very unlikely event that ditching was required.
Let us know if you decide to go for it!
