Aircraft - buying my first one..
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Aircraft - buying my first one..
I am a student with a target of obtaining my PPL within the next couple of months, and want to buy an aircraft for that time.
I am sure this kind of topic must have been posted many times before so apologies for the duplication!
I have been learnng on a PA28 and was thinking of a 6-seater Cherokee/Lance. After more thought, I now think I should first fly more widely in the type of aircraft I know before changing to the bigger one, perhaps in a year or so. So I am back to thinking of looking for something like an Archer III or similar. Are these aircraft (the 4 and the 6 seater) that different to fly? And can anyone tell me, or where can I find, the running and maintenance costs for these two types?
My ideal budget for the Archer would be betwen £60k-£80k tops. For the Cherokee I was going to go to £100k.
Any advice you folks can give me generally on the subject of purchase, I would be most grateful. Any good websites with planes for sale that I can look at?
Incidentally, my flying club has said they would find me an aircraft and get all the paperwork and registrations checked and correct for a fee of £3,500. Does this sound reasonable, or outrageous?!
Thanks.
The Phoenix
(PS: I am in the East Sussex area.)
I am sure this kind of topic must have been posted many times before so apologies for the duplication!
I have been learnng on a PA28 and was thinking of a 6-seater Cherokee/Lance. After more thought, I now think I should first fly more widely in the type of aircraft I know before changing to the bigger one, perhaps in a year or so. So I am back to thinking of looking for something like an Archer III or similar. Are these aircraft (the 4 and the 6 seater) that different to fly? And can anyone tell me, or where can I find, the running and maintenance costs for these two types?
My ideal budget for the Archer would be betwen £60k-£80k tops. For the Cherokee I was going to go to £100k.
Any advice you folks can give me generally on the subject of purchase, I would be most grateful. Any good websites with planes for sale that I can look at?
Incidentally, my flying club has said they would find me an aircraft and get all the paperwork and registrations checked and correct for a fee of £3,500. Does this sound reasonable, or outrageous?!
Thanks.
The Phoenix
(PS: I am in the East Sussex area.)
They are going to charge £3,500 for phoning the CAA and running a credit check on the aeroplane? Are you sure they didn't mean importing an aircraft for you?
Pilot, Flyer and Today's Pilot magazines all have extensive For Sale sections which should have something you'll find attractive.
Before buying a PA-28 variant why not go to a few different clubs post-PPL and try flying a few different types like C172's, Katanas, Robins etc. You might find that you no langer want an Archer......
Pilot, Flyer and Today's Pilot magazines all have extensive For Sale sections which should have something you'll find attractive.
Before buying a PA-28 variant why not go to a few different clubs post-PPL and try flying a few different types like C172's, Katanas, Robins etc. You might find that you no langer want an Archer......
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Hi LowNSlow:
No, the £3.5k was the fee. They may well be looking abroad, but UK first of course. Identifying the right aircraft, right avionics, history... (This is what I was told). Any charges for importing would be on top. I was told that there are so many things to be checked out, so much paperwork to be done and verified that if wrong could cost hundreds to correct later.
Still sounds a lot to me...!
I have a need to get on and get one, as I have to do a fair bit of weekly commuting for business from France to the UK from around October.
TP
No, the £3.5k was the fee. They may well be looking abroad, but UK first of course. Identifying the right aircraft, right avionics, history... (This is what I was told). Any charges for importing would be on top. I was told that there are so many things to be checked out, so much paperwork to be done and verified that if wrong could cost hundreds to correct later.
Still sounds a lot to me...!
I have a need to get on and get one, as I have to do a fair bit of weekly commuting for business from France to the UK from around October.
TP
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The Phoenix Rises,
These aircraft are not very different to fly. Sure, they have their peculiarities, some are heavier to the controls than others, but are much the same overall. I'm not sure you'll get an Archer III for that money, but perhaps an Archer II or even an Arrow III.
One word of advice - fly as many different aircraft types before committing yourself. The fact that you can spend £100k tops makes me think you can afford to take your time and do this, even if it means hiring aircraft for your business trips in October.
For example, I bought a share in a PA28 variant. I bought it after consulting the guys who maintained it - they said it had a sound low time engine, had a comprehensive equipment list and was in excellent condition. Indeed it was and is. In short, it met my specifications.
However, after flying it for some time, I know that my next share will not be a PA28, why? Well this seems petty, but I just can't get past the 1 door thing. It fails on inaccessibility even though the rest of the aircraft is excellent. It's things like this that you need to consider - my next share will be a C182.
Bodie
These aircraft are not very different to fly. Sure, they have their peculiarities, some are heavier to the controls than others, but are much the same overall. I'm not sure you'll get an Archer III for that money, but perhaps an Archer II or even an Arrow III.
One word of advice - fly as many different aircraft types before committing yourself. The fact that you can spend £100k tops makes me think you can afford to take your time and do this, even if it means hiring aircraft for your business trips in October.
For example, I bought a share in a PA28 variant. I bought it after consulting the guys who maintained it - they said it had a sound low time engine, had a comprehensive equipment list and was in excellent condition. Indeed it was and is. In short, it met my specifications.
However, after flying it for some time, I know that my next share will not be a PA28, why? Well this seems petty, but I just can't get past the 1 door thing. It fails on inaccessibility even though the rest of the aircraft is excellent. It's things like this that you need to consider - my next share will be a C182.
Bodie
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Bodie,
Makes perfect sense to me. There's absolutely no way I would buy an aircraft where I had to make sure my passenger got out before I could, in an emergency.
Makes perfect sense to me. There's absolutely no way I would buy an aircraft where I had to make sure my passenger got out before I could, in an emergency.
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I'd get out whether the passenger was there or not 
What about something like a TB20? They are very nice to fly, fast, two doors, nice equipment, and pretty reliable.....
EA
What about something like a TB20? They are very nice to fly, fast, two doors, nice equipment, and pretty reliable.....
EA
Grandpa Aerotart
TFR...
Just buy a Bonanza...why bother with lesser machines like Pipers
.
Seriously though, before plonking down a serious wad of cash make damn sure you are buying the aircraft you really want to own.
With respect you have yet to experience enough aircraft types to know what you want. Better to get your PPL and then go out and get checked in a variety of aircraft and do some trips in hired examples before deciding which type you like enough to buy an example.
I think you will find yourself bored by the lack of performance that Pipers offer after a year or so and aircaft, like boats, are the easiest thing to buy and the hardest thing to sell...which is why you should buy the one you REALLY want first up!!
My 1970 Bonanza A36
Plenty of doors
A mate's 1954 C180
Another mate's 1974 Aztec
You have the budget...take your time and look beyond what you are currently learning to fly in...there's a big world out there...did you marry the first girl you ever slept with
Chuck.
Just buy a Bonanza...why bother with lesser machines like Pipers
.Seriously though, before plonking down a serious wad of cash make damn sure you are buying the aircraft you really want to own.
With respect you have yet to experience enough aircraft types to know what you want. Better to get your PPL and then go out and get checked in a variety of aircraft and do some trips in hired examples before deciding which type you like enough to buy an example.
I think you will find yourself bored by the lack of performance that Pipers offer after a year or so and aircaft, like boats, are the easiest thing to buy and the hardest thing to sell...which is why you should buy the one you REALLY want first up!!
My 1970 Bonanza A36
Plenty of doors
A mate's 1954 C180
Another mate's 1974 Aztec
You have the budget...take your time and look beyond what you are currently learning to fly in...there's a big world out there...did you marry the first girl you ever slept with
Chuck.
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Look no further
Have you considered a Robin DR400?
Check out the numbers, fly one, fall in love with it.
In terms of speed, load, strip performance and sheer delight (the passengers looooove the incredible visibility) it knocks your average spammer into a cocked hat.
If you are lucky enough to find a '95 ish 180 Regent with low hours, rip the vendors arm off.
When it comes to selling it - it will literally fly away for top dollar.
Alternatively, you aren't far off the price of a new Regent.
Finance is cheep these days.
Not sure of the exact prices these days but expect to pay around £125k plus the VAT for a brand new top-spec'd machine (twin 430's, autopilot - the lot).
EMail me if you want an owners persective. Alternatively, my machine was featured in July 01 Todays Pilot, shortly after it was delivered from the factory.
Now that was a good day!
HP
Check out the numbers, fly one, fall in love with it.
In terms of speed, load, strip performance and sheer delight (the passengers looooove the incredible visibility) it knocks your average spammer into a cocked hat.
If you are lucky enough to find a '95 ish 180 Regent with low hours, rip the vendors arm off.
When it comes to selling it - it will literally fly away for top dollar.
Alternatively, you aren't far off the price of a new Regent.
Finance is cheep these days.
Not sure of the exact prices these days but expect to pay around £125k plus the VAT for a brand new top-spec'd machine (twin 430's, autopilot - the lot).
EMail me if you want an owners persective. Alternatively, my machine was featured in July 01 Todays Pilot, shortly after it was delivered from the factory.
Now that was a good day!
HP
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Hi everyone:
I appreciate the replies - thanks.
Hi Bodie:
Well this seems petty, but I just can't get past the 1 door thing. It fails on inaccessibility even though the rest of the aircraft is excellent. It's things like this that you need to consider - my next share will be a C182.
Makes perfect sense to me, it's hardly petty... Are the operating costs difference between the 6 and 4 seater very great?
Hi A and C:
Ok, for sure.
Hi Whirlybird:
Agreed.
Hi englishal:
Is that a 4 or 6 seater?
Hi Chimbu chuckles:
LOL!!
And nice pics. I do have a time problem and need to get one asap after my license for the commuting bit... but of course what you say makes good sense. Is your Bonanza a 4 or 6 seater?
Hi Hairyplane:
Is the Robin a 2-seater? I need at least 4... I will email you...
How can I find out what plane seats what and a few specs on each... There is, I presume, some mag or book that lists all these and similar other types of aircraft, can someone advise?
Thanks again one and all, I really aprecaite the help and comments.
TP
I appreciate the replies - thanks.
Hi Bodie:
Well this seems petty, but I just can't get past the 1 door thing. It fails on inaccessibility even though the rest of the aircraft is excellent. It's things like this that you need to consider - my next share will be a C182.
Makes perfect sense to me, it's hardly petty... Are the operating costs difference between the 6 and 4 seater very great?
Hi A and C:
Ok, for sure.
Hi Whirlybird:
Agreed.
Hi englishal:
Is that a 4 or 6 seater?
Hi Chimbu chuckles:
LOL!!
And nice pics. I do have a time problem and need to get one asap after my license for the commuting bit... but of course what you say makes good sense. Is your Bonanza a 4 or 6 seater?
Hi Hairyplane:
Is the Robin a 2-seater? I need at least 4... I will email you...
How can I find out what plane seats what and a few specs on each... There is, I presume, some mag or book that lists all these and similar other types of aircraft, can someone advise?
Thanks again one and all, I really aprecaite the help and comments.
TP
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TB20 is a 4 seater....a true 4 seater though, 250HP engine and very nice to fly. Did Oxford to Edinburgh in 2hrs 20 mins a few weeks ago, got 174Kts GS out of it.
You can get some very nice Cherokee 6's for £80,000 in excellent condition, though I think if it was me, I'd go for either a "true" high power 4 seater, with retractable gear or a twin. Trouble is with twins, is that now you costs increase by 75%.
I fly a PA28-236 and it doesn't fly much differently to a Warrior / Archer, exepct its faster, climbs better, can carry 4 adults and full fuel, and has a slightly heavier nose when landing.
I don't own my aircraft, but I've heard it said that a PA28 variant will cost roughly £7000 per year to keep, allowing a fund for engine, insurance, CofA, and routine maintenance / parking etc but obviously not fuel, other consumables or unexpected bills.
Cheers
EA
You can get some very nice Cherokee 6's for £80,000 in excellent condition, though I think if it was me, I'd go for either a "true" high power 4 seater, with retractable gear or a twin. Trouble is with twins, is that now you costs increase by 75%.
I fly a PA28-236 and it doesn't fly much differently to a Warrior / Archer, exepct its faster, climbs better, can carry 4 adults and full fuel, and has a slightly heavier nose when landing.
I don't own my aircraft, but I've heard it said that a PA28 variant will cost roughly £7000 per year to keep, allowing a fund for engine, insurance, CofA, and routine maintenance / parking etc but obviously not fuel, other consumables or unexpected bills.
Cheers
EA
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I agree with Hairyplane entirely. I flew a Robin a few months ago for the first time and WOW!!!!! It handles like a fighter jet, goes like a rocket and is a really well thought out aircraft. It even has two doors 
One thing though, and please, no offence is meant: Cross channel commuting in the winter months for a low hour PPL does worry me slightly. Aside from the experience factor, I assume that you will have no instrument rating and so what happens when we get a couple of months of bad weather?
My honest opinion is, as has been said earlier; SLOW DOWN AND TAKE YOUR TIME OVER THIS PURCHASE. Don't let the fanciful idea of being able to 'commute on business', rush you into anything, because the chances are; with the UK winter weather and no IR, you won't be going anywhere possibly for weeks or even months at a time!
Also, as Bodie quite rightly said, there are little things that only start to niggle AFTER you've flown the A/C for a while. It's the same with every a/c; small, medium, large or jumbo you've just got to ask yourself can you live with them?
Anyway, good luck, thanks for a great thread and keep us posted.
Cheers,
G
One thing though, and please, no offence is meant: Cross channel commuting in the winter months for a low hour PPL does worry me slightly. Aside from the experience factor, I assume that you will have no instrument rating and so what happens when we get a couple of months of bad weather?
My honest opinion is, as has been said earlier; SLOW DOWN AND TAKE YOUR TIME OVER THIS PURCHASE. Don't let the fanciful idea of being able to 'commute on business', rush you into anything, because the chances are; with the UK winter weather and no IR, you won't be going anywhere possibly for weeks or even months at a time!
Also, as Bodie quite rightly said, there are little things that only start to niggle AFTER you've flown the A/C for a while. It's the same with every a/c; small, medium, large or jumbo
you've just got to ask yourself can you live with them?Anyway, good luck, thanks for a great thread and keep us posted.
Cheers,
G
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Having purchased my first aircraft 18 months ago, I have a couple of thoughts:
1. Don't buy 'too much' aircraft for your level of experience. A fast, complex aircraft will get you there quicker, but it will also run you into controlled airspace and bad weather quicker. Make sure you can think faster than any aircraft you buy.
2. The finders fee doesn't look that unreasonable, if you're richer in cash than time, but you would need a pretty rock solid contract to give you some redress in case they found you a dud.
3. The actual process of trying to find an aircraft yourself is highly instructive and teaches you an enormous amount about what is out there, what the common faults are and some of the ins and outs of ownership. If you do have the time and inclination, I would recommend doing it yourself.
QDM
1. Don't buy 'too much' aircraft for your level of experience. A fast, complex aircraft will get you there quicker, but it will also run you into controlled airspace and bad weather quicker. Make sure you can think faster than any aircraft you buy.
2. The finders fee doesn't look that unreasonable, if you're richer in cash than time, but you would need a pretty rock solid contract to give you some redress in case they found you a dud.
3. The actual process of trying to find an aircraft yourself is highly instructive and teaches you an enormous amount about what is out there, what the common faults are and some of the ins and outs of ownership. If you do have the time and inclination, I would recommend doing it yourself.
QDM
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Hi englishal:
I think the twin is out for me, too much cost and too much airplane at the mo. I presume the PA28-236 is not the same as a TB20 (sorry, new to all this still!!) yet you said you flew the TB and fly the PA28... I will have to find the TB20 on the web somewhere...
£7,000 a year to keep, eh? Hmmmm. Better go count my pennies in the piggy bank! So much is coming out of the comments from you folks!
Thanks.
Hi greatorex:
One thing though, and please, no offence is meant: Cross channel commuting in the winter months for a low hour PPL does worry me slightly. Aside from the experience factor, I assume that you will have no instrument rating and so what happens when we get a couple of months of bad weather?
No offence taken. That's a very valid point. Basically, I have to be out of the country for 3 x 1/4's of the year, with those 3 other 1/4's spent in3 other territories. This is starting fairly soon, and hence the idea of France to begin with - fairly easy for a junior PPL like me, once I've got it that is. My plan would be to have the winter months elsewhere, not having to come into the UK for the very reasons you say. I am trying to achieve my objective yet fly well within what will be my fairly inexperienced limit. I do not have to be in the UK at specific dates, usually, so I can pick and choose. It is the best plan I could come up with so far...
I take the point about not going too fast. However, I really have got to do something by October. And going on the train or ferry is gooing to be soooooooo excruciatingly dull!
Is there a x4 seater Robin?
Hi QDMQDMQDM:
3. The actual process of trying to find an aircraft yourself is highly instructive and teaches you an enormous amount about what is out there, what the common faults are and some of the ins and outs of ownership. If you do have the time and inclination, I would recommend doing it yourself.
Oh dear! Yes, you're right, I should do it myself, shouldn't I?!!
Thanks to everyone again... What a great site this is!
I'm thinking, thinking...
TP
I think the twin is out for me, too much cost and too much airplane at the mo. I presume the PA28-236 is not the same as a TB20 (sorry, new to all this still!!) yet you said you flew the TB and fly the PA28... I will have to find the TB20 on the web somewhere...
£7,000 a year to keep, eh? Hmmmm. Better go count my pennies in the piggy bank! So much is coming out of the comments from you folks!
Thanks.
Hi greatorex:
One thing though, and please, no offence is meant: Cross channel commuting in the winter months for a low hour PPL does worry me slightly. Aside from the experience factor, I assume that you will have no instrument rating and so what happens when we get a couple of months of bad weather?
No offence taken. That's a very valid point. Basically, I have to be out of the country for 3 x 1/4's of the year, with those 3 other 1/4's spent in3 other territories. This is starting fairly soon, and hence the idea of France to begin with - fairly easy for a junior PPL like me, once I've got it that is. My plan would be to have the winter months elsewhere, not having to come into the UK for the very reasons you say. I am trying to achieve my objective yet fly well within what will be my fairly inexperienced limit. I do not have to be in the UK at specific dates, usually, so I can pick and choose. It is the best plan I could come up with so far...
I take the point about not going too fast. However, I really have got to do something by October. And going on the train or ferry is gooing to be soooooooo excruciatingly dull!
Is there a x4 seater Robin?
Hi QDMQDMQDM:
3. The actual process of trying to find an aircraft yourself is highly instructive and teaches you an enormous amount about what is out there, what the common faults are and some of the ins and outs of ownership. If you do have the time and inclination, I would recommend doing it yourself.
Oh dear! Yes, you're right, I should do it myself, shouldn't I?!!
Thanks to everyone again... What a great site this is!
I'm thinking, thinking...
TP
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I'm now on my second plane a Bonanza F33, my first was an early arrow1, There is absolutely no comparison between the two in any way whatsoever.
I would say if you can afford it, buy a complex type. You will soon get bored in an Archer, they are just not fast enough for serious touring. Two friends of mine recenltly purchased a Trinidad and a Tobago respectively (both new). I should say TB200, The guy with the fixed gear is now regretting his expensive mistake as the depreciation will not really allow him to sell it for some years yet. on the other hand, the guy with the Trinidad has now comfortably learned to handle the extra performance and loves it.
As for running costs, you should allow 10% of the purchase price to put things right in the first year or two, thereafter, if you fly around 100 hours per year your budget is going to be in the region of £10 - £15K which include fuel.
I think £3500k finders fee is extortionate. I'll do it for £2k!!
Mail me if you need any more tips.
GG
I would say if you can afford it, buy a complex type. You will soon get bored in an Archer, they are just not fast enough for serious touring. Two friends of mine recenltly purchased a Trinidad and a Tobago respectively (both new). I should say TB200, The guy with the fixed gear is now regretting his expensive mistake as the depreciation will not really allow him to sell it for some years yet. on the other hand, the guy with the Trinidad has now comfortably learned to handle the extra performance and loves it.
As for running costs, you should allow 10% of the purchase price to put things right in the first year or two, thereafter, if you fly around 100 hours per year your budget is going to be in the region of £10 - £15K which include fuel.
I think £3500k finders fee is extortionate. I'll do it for £2k!!
Mail me if you need any more tips.
GG
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I know someone who got his PPL and then went straight from a bog-standard flying school PA-28 to a retractable-gear, wobbly-prop TB-20 without problems. Provided you get some decent complex single training once you've got your PPL it should be fine.
Much more of an issue is greatorex's point about the weather. If you're going to do serious business flying then you really need an IR - might be worth looking for an N-reg rather than G-reg aeroplane, that'll allow you to go for (and use fully) the much more attainable FAA IR once you have the hours. People can and do get a JAR PPL/IR, but it's much more work (and money!) than the American equivalent.
Much more of an issue is greatorex's point about the weather. If you're going to do serious business flying then you really need an IR - might be worth looking for an N-reg rather than G-reg aeroplane, that'll allow you to go for (and use fully) the much more attainable FAA IR once you have the hours. People can and do get a JAR PPL/IR, but it's much more work (and money!) than the American equivalent.
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Robin DR400
Here are some stats -
Full 4 seater, even with 2 lardasses like me in the front there is still plenty of legroom in the rear.
135kts cruise (book says 140kt) I tend to bimble along at a sedate 125kt/ 2450rpm which returns 38 lit per hour.
635kilos empty weight/ 1100kg gross.
60kg baggage in the rear locker
You therefore have a huge 465kg (nearly half a tonne!) disposable.
Mine has the optional 4th 50 litre tank which does encroach on the baggage volume (it sits on the floor of the baggage locker). However, the 240 litres of fuel I can carry has proved very useful.
With the STEC 30 autopilot and altitude hold and GNS 430 (x2) coupling, its a case of sit back, relax and enjoy.
If you are off touring in it with 2 people - you can pack loads - I mean loads! - in it, neck all 4 tanks and still be well under the MAUW (which I am told can be exceeded by an alarmingly illegal degree).
Mine is due for its first Star Annual (3rd year) in December and I have been quoted £1800.
Why? Because its a simple wooden structure, it has fixed undercarriage and a fixed prop.
Now - before the TB20 etc. afficianado's throw their performance stats into the pot - understand that they aint doing it on 180hp/ fixed prop/ 38 lit ph/ fixed gear. They also aint doing it out of short strips.
THe MAUW (unfactored of course) take off iin the Regent is 320 metres. Think about that for a moment.....!
I have been operating out of a hot, 425m dirt strip (with a few soft sandy patches in it) all weekend without problem. Try that in a TB20 or a Bonanza.
Check out the fuel burns too. On full tanks I can fly(nil reserves/ nil wind) for 6hrs/ 750 miles. Thats without touching the mixture control - something you feel more inclined to do when you are guzzling gas with a 260/ 300hp motor.
If you are seriously thinking about a brand new Robin and want an owners perspective as opposed to listening to a salesman - come and have a chug around the houses in mine.
Stand by to give it a hug (you can hug me too if you'r a girlie) afterwards. You will have found your perfect plane.
I am in the Midlands not far from Coventry.
HP
Full 4 seater, even with 2 lardasses like me in the front there is still plenty of legroom in the rear.
135kts cruise (book says 140kt) I tend to bimble along at a sedate 125kt/ 2450rpm which returns 38 lit per hour.
635kilos empty weight/ 1100kg gross.
60kg baggage in the rear locker
You therefore have a huge 465kg (nearly half a tonne!) disposable.
Mine has the optional 4th 50 litre tank which does encroach on the baggage volume (it sits on the floor of the baggage locker). However, the 240 litres of fuel I can carry has proved very useful.
With the STEC 30 autopilot and altitude hold and GNS 430 (x2) coupling, its a case of sit back, relax and enjoy.
If you are off touring in it with 2 people - you can pack loads - I mean loads! - in it, neck all 4 tanks and still be well under the MAUW (which I am told can be exceeded by an alarmingly illegal degree).
Mine is due for its first Star Annual (3rd year) in December and I have been quoted £1800.
Why? Because its a simple wooden structure, it has fixed undercarriage and a fixed prop.
Now - before the TB20 etc. afficianado's throw their performance stats into the pot - understand that they aint doing it on 180hp/ fixed prop/ 38 lit ph/ fixed gear. They also aint doing it out of short strips.
THe MAUW (unfactored of course) take off iin the Regent is 320 metres. Think about that for a moment.....!
I have been operating out of a hot, 425m dirt strip (with a few soft sandy patches in it) all weekend without problem. Try that in a TB20 or a Bonanza.
Check out the fuel burns too. On full tanks I can fly(nil reserves/ nil wind) for 6hrs/ 750 miles. Thats without touching the mixture control - something you feel more inclined to do when you are guzzling gas with a 260/ 300hp motor.
If you are seriously thinking about a brand new Robin and want an owners perspective as opposed to listening to a salesman - come and have a chug around the houses in mine.
Stand by to give it a hug (you can hug me too if you'r a girlie) afterwards. You will have found your perfect plane.
I am in the Midlands not far from Coventry.
HP
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I've not flown a Robin, but I have been told that you need to keep them in a hangar, due to their construction. If you are planning to travel with the plane alot are you confident that you'll generally have hangar space available?
Join Date: Mar 2003
Location: Livin de island life
Posts: 479
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Just to second what a few other people have said.....
1. Don't rush into anything. If you haven't got your licence yet the jump to an HP/complex is quite big - especially if you combine it with instrument training. Might be worth buying something smaller/cheaper to build hours/experience and do an IMC. Then move up when you have a better idea of what you need. Maybe lease?
2. No single in your stated price bracket will do year-round commuting/touring in Europe. You need ice protection. The cheapest single-engine option would probably be a Bonanza with TKS (there is one for rent at Fairoaks if you need to look at it).
3. Worth considering an N reg aircraft with an FAA/IR. Less faffing and red tape to keep it up.
4. Consider very carefully your required specification - it's expensive to change aircraft. Think about the number of people to carry and luggage (or not). Consider average leg/endurance, where you are going to go (grass, tarmac) and where it will be parked (under cover?).
5. Insurance - low-time pilots are expensive to insure in something racy!
6. Training - choose an instructor very carefully. get somebody who actually has experience of what you will want to do. Many have very little experience of anything outside the circuit.
7. Good luck! Have fun!
2. No single in your stated price bracket will do year-round commuting/touring in Europe. You need ice protection. The cheapest single-engine option would probably be a Bonanza with TKS (there is one for rent at Fairoaks if you need to look at it).
3. Worth considering an N reg aircraft with an FAA/IR. Less faffing and red tape to keep it up.
4. Consider very carefully your required specification - it's expensive to change aircraft. Think about the number of people to carry and luggage (or not). Consider average leg/endurance, where you are going to go (grass, tarmac) and where it will be parked (under cover?).
5. Insurance - low-time pilots are expensive to insure in something racy!
6. Training - choose an instructor very carefully. get somebody who actually has experience of what you will want to do. Many have very little experience of anything outside the circuit.
7. Good luck! Have fun!