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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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If your mission includes more than two people, and you like airplanes that perform and handle well, you really owe yourself a ride in an RV-10.

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When many pilots say “performance” they really mean “speed.” The RV-10 is a fast airplane – it will cruise just under 200 mph – but speed is only part of the story.

The RV-10 derives its high cruise speed from a clean, light airframe instead of from a big, consumptive engine. This means cruise at lower speeds can be very economical. Company pilots often choose to cruise at 50-55% power and take advantage of the economy available there. At 175 mph, the RV-10 is covering more miles per gallon than most of the luxury cars, pickup trucks and SUVs it is flying over.

RVs are known for short-field capability and the RV-10 is no exception. Even at gross weight, the RV-10 can operate out of very short runways and climb well at high density altitudes. At the end of a flight, the generous wing area, big slotted flaps and robust steel rod landing gear allow the RV-10 to land at virtually any small airport — grass, gravel or pavement. If you can land closer to your destination, you can gain a lot of time over “faster” airplanes that must use big paved airports a long way from town.

Occupant protection is an important design criterion. The composite cabin top provides roll-over protection. Like all other RVs, the RV-10 has impressively low stall and landing speeds. If necessary, it can be safely landed in very small spaces at speeds that give the occupants the best possible chance of escaping injury.

The baggage compartment will accept 100 pounds of “stuff” loaded through the baggage door on the left side. If fewer than four people are traveling, the rear seatbacks may be removed in a couple of minutes for extra baggage space.

Up until the point at which the RV-10 was conceived, Van’s Aircraft was a two-seat aircraft company. Over time it became apparent there was a real market for a four-place RV. If we’re being honest, the decision to create the RV-10 was a big one, with some significant risk that represented stepping outside the then-current footprint of the business and into a new segment. The decision was made to invest the time and effort, and the company dove right in.

In the end, it worked out – and quite well.

With the mission of carrying four actual, real, grown adults and a full load of fuel, plus some baggage, the RV-10 was designed taking into account a number of things we’d learned from prior models. The metal portions of the kit were planned to be totally matched-hole, similar to the RV-7/9 kits we were already selling. We hoped to make the standard-build kits even easier to build, and of course we knew we would eventually offer RV-10 QB kits.

We also knew the wing would have to be a different design than we’d used previously. We’d had some recent experience with thicker-chord, high-lift wing designs in the RV-9/9A. Taking what we knew, a new airfoil was chosen to best meet the requirements we’d set forth while still ensuring we nailed Van’s signature “Total Performance” criteria. It had to perform like an RV, and it had to safely carry a real four-person load.

Ask any RV-10 owner or pilot and they will tell you, we hit that target.

If you were one of the folks who called Van’s at about 8:30 in the morning on May 29, 2003 and the phone rang and rang… Well, we had the best possible excuse.  Most of the company was outside, standing along the taxiway watching Van taxi the brand-new RV-10 to runway 35. At about 8:40, the big six-cylinder spooled up (quietly, with that big muffler) and the airplane was in the air in about 450 feet. Takeoff and climbout certainly looked like an RV!

And the rest, as they say, is history.

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CRUISE SPEED

USEFUL LOAD

STALL SPEED

Experimental

Experimental amateur-built (e-ab).

Experimental Amateur-Built (E-AB) certification affords owners broad flexibility in terms of aircraft maintenance and upgrades. New developments in avionics, for example, may be installed as soon as they are available, without waiting for certification.

Equipment For Your Mission

In addition to landing gear options, the Sportsman is available with three different engine choices, eight EFIS instrument panels, and many other options that personalize your new airplane.

FOR EVERY MISSION

easy​ transition from one to the other

The Sportsman may be ordered with Nose-Wheel, Tail-Wheel, and both Straight or Amphibious Float Landing gear. Each may be customized for your adventure. Larger tires for unimproved runways, Extended Tail-Wheel gear with Tundra tires for rocky river bars. Unique to the Sportsman, owners can switch from one landing gear configuration to another!

3 Power Options

The standard IO-360 in the lightweight Sportsman delivers capable take-off and cruise performance at an amazingly affordable price. Sportsman’s IO-390 jumps from capable performance to eye-popping!

Continental

SPECIFICATIONS

6 Prop Options

Every aspect of the Sportsman may be optimized for your mission, including the propeller.  We offer 6 prop options from Hartzell that allow you to focus on short-field performance, cruise speed, or float operations. A sixth prop option from MT is specifically suited to floatplanes. Our prop selection will help you fly how you want, and where you want.

8 Panel Options

The world of avionics is changing faster than any aviation technology. Glasair brings you a state-of-the-art selection of panels. Currently we partner with two leading panel builders, Aerotronics and Advanced Flight Systems, as our preferred panel fabricators. Our panel options are all “glass” and span the gamut from simple VFR functionality to full-featured IFR capability.  

GARMIN | DYNON

VFR & IFR

4 New Factory Schemes

4 new  paint schemes that can be personalized through any number of color combinations. Fully custom paint schemes will always be an option as well. 

TWO WAYS TO BUILD YOUR SPORTSMAN

Two weeks to taxi, available in mid 2023.

Glasair invented the ‘Builder Assist Program’ for E-AB aircraft, and we have perfected the process! Work on your new SPORTSMAN along side our skilled professionals and build a better, safer airplane that maintains a higher resale value.

STANDARD BUILD

Starting at $91,800, fuselage kit.

The way to really know your Sportsman is to build your own kit. Kits are available in several configurations. You may purchase FUSELAGE, WINGS, and TAIL kits separately as your build progresses, or all at once and save freight costs. We also offer Quick Build Kits. Download the Order Form to see all the possibilities.

Click the link to download PDF

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18530-B 59TH Drive NE Arlington, WA 98223

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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The Sling 4 Is Joy in a Kit

Marc c. lee.

"And now for something completely different." It was a line from that brilliant 1970s British television comedy show, Monty Python's Flying Circus , but it could just as easily be used to introduce The Airplane Factory's new, fits-into-its-own-niche airplane, the cheeky Sling 4.

A four-place cruiser that carries four adults, several hours’ worth of fuel and a respectable baggage load, and consumes less than 6 gph, the Sling 4 does so in leather-wrapped comfort. It has a wider cabin than a Bonanza, looks sexy on the ramp, and its turbocharged Rotax whisks it along at a decent 125 knots — all for a fraction of the price of a comparable new Part 23 airplane. Something different indeed.

What does one do with an airplane that has a 1,000-pound useful load and barely sips fuel? It turns out, a lot of things.

That elusive performance goal has been the bane of many manufacturers’ existences. While some had speedy airplanes, their four-place models could carry just three people, limited fuel and no baggage. Others could promise a good payload, but the machine would burn enough fuel to choke your wallet. Still others would offer a good payload and decent speed, but it would reach well into a six-figure price tag and empty the fuel truck to boot. In contrast, the Sling 4’s capabilities and cost put it in a category with few competitors.

A Performance Pedigree

The Sling 4 was born from the same design concept as the Sling 2 — the two-seat light-sport aircraft lauded as a nimble and robust cross-country airplane thanks to three around-the-globe flights since its introduction in 2009. Built by South Africa’s The Airplane Factory, it has been a success in many countries, with some 300 plying the world’s skies and more to come as the United States discovers its “mini fighter” charms, with new distribution and production facilities in Australia, New Zealand and Taiwan being added to that in the United States.

The Sling 2 was set apart by a single quality: handling. It flies beautifully, with a silky, harmonious feel absent the twitchiness and skittery touch of many LSAs. Designer and South African microlight aviation pioneer Mike Blyth spent over a year perfecting the handling once the prototype was completed. The result shows, and it’s a feature that needs little marketing or promotion. Pilots who fly the Sling 2 become quickly entranced by its Zen-like handling and substantial feel, without needing any hyperbole. Flight schools have discovered the Sling 2 and its miserly fuel burn — on mogas, no less — making it an economical and profitable trainer that instills good piloting skills.

Together with South African adventurer James Pitman, Blyth created The Airplane Factory at Tedderfield Airpark in Johannesburg to offer the Sling 2 in both kit and ready-to-fly variations. They also introduced a tailwheel version last year, making the buttery handling available to taildragger aficionados. Built to international ASTM standards, the spry two-seater flies under the S-LSA category in the United States, utilizing the proven and ubiquitous Rotax engines.

The idea for a four-place Sling formed during Blyth and Pitman’s 2009 global circumnavigation in the Sling 2. They discovered that it performed well, even up to the astonishing weight of 2,135 pounds. The airplane’s wing and airfoil design carry high wing loading rather well, and the standard Sling 2 was ultimately certified at 1,544 pounds (though it must adhere to the FAA’s 1,320-pound LSA limit in the United States).

Blyth and Pitman’s idea was to take the successful Sling 2 concept and use it as a basis for a four-place airplane. But, rather than just stretching the fuselage and bolting on a bigger engine, The Airplane Factory team reimagined the entire airplane while keeping key components (like the interior shape and successful airfoil). There was no economical, four-place airplane with real fuel efficiency on the market, so the team created the Sling 4 to fill that void. Pitman flew it from South Africa to Oshkosh with his son in 2013, introducing it to the United States.

The Sling 4 was different. An all-aluminum airplane (with sandwiched fiberglass gear legs), it features gull-wing entry doors, glass cockpit displays and panoramic visibility. It is powered by the Rotax 914 UL/F engine, a lightweight, turbocharged marvel that offers 115 hp and delivers takeoff power to 15,000 feet. The Sling 4 features a constant-speed propeller that utilizes an electric governor with feathering capability. A full airframe parachute is also an option.

Its big feature is efficiency. Scooting along at 125 knots, the Sling 4 burns just 5.8 gph. It prefers unleaded, 91-octane automobile fuel to avgas, and its fuel tanks carry 48 gallons, giving the Sling 4 a nominal endurance of nearly eight hours with reserves. It is one of few aircraft anywhere close to this price range that can carry four adults, six hours of fuel and 70 pounds of baggage.

A Better Build

The Sling 4’s engine, constant-speed prop, useful load and four seats eliminate the airplane from the LSA category. In the United States, it is licensed under the Experimental category, and buyers have the options of building it from a standard kit or a quick-build kit, or taking the turbo-build option.

The FAA requires fabrication work provided by the factory on kits be less than 50 percent of the total needed to complete the airplane. The kit builder must do at least 51 percent of the work. The turbo-build program further reduces the builder’s work by providing assistance to those who don’t want to slog through an entire kit build. Using the turbo-build option, buyers can complete the aircraft in two weeks. For the Sling 4, The Airplane Factory has partnered with Experimental aircraft builder Synergy Air, based in Eugene, Oregon. Synergy Air has been building kit airplanes for nearly 15 years and today builds the Van’s RV-12 E-LSA airplanes.

The all-aluminum CNC-punched components of the Sling kits come in an almost completed state. The control surfaces are nearly finished, wings are virtually complete, fuel tanks are finished and sealed, holes are predrilled, and everything requiring driven rivets is prefabricated at the factory in South Africa. The quick-build kit comprises six smaller subassembly kits, such as the empennage and wing kits.

The factory has taken an innovative approach to helping builders by providing extensive building manuals and a well-designed iPhone/iPad app that works with bar codes attached to every part in the kit. Builders scan a bar code, and the app displays all the information for that part, including where in the plans that part is used, the part’s name and code, how many should be included, and a running inventory of how many of those parts are used and how many are left.

All the plans, instructions and manuals are available in the app, which is a huge improvement over paper. In another forward-thinking move, the factory created an entire build channel on YouTube to assist DIY builders.

A complete Sling 4 kit, including engine, airframe parachute, propeller and MGL avionics, costs approximately $110,000. The quick-build kit adds $15,000, and the turbo-build option adds another $65,000 to that, totaling $190,000 for a completed airplane. The time to build the Sling 4 is about 1,000 hours if you choose to do all the work yourself.

Lone Ranger

The Sling 4 fits into several niches without settling into any one. The only comparisons come from aircraft that are close, but not quite the same, and a bit faster. There aren’t many others like the Sling 4, and this differentiation bodes well for its acceptance in the United States. While the used market also offers alternatives, buyers would likely have to forgo the Sling’s glass panel and technologically advanced engine control. A modern, affordable and economical four-place airplane is not an easy find.

Lithe Ballerina

I flew the Sling 4 on a 103-degree California summer day with Matt Liknaitzky, president of The Airplane Factory’s main U.S. distributor in Torrance, California, and two other full-size adults. Even with five hours of fuel, a bunch of stuff in the back and triple-digit OATs, the airplane climbed out at 600 fpm without trouble. One secret of the Sling’s capability is the turbocharger. At 15,000 feet, a normally aspirated, 100 hp motor would only deliver about 55 hp, whereas the turbo Rotax delivers full power. The high-lift wing, fuselage design and constant-speed prop round out the secret-sauce ingredients. The turbo boost (available by lifting a trigger on the throttle and sliding it past the detent) is essential.

From takeoff to cruise, the Sling 4 is a slippery, agile pussycat. Thanks to pushrods, ball bearings and beautifully harmonized controls, a move of the wrist or fingers puts the airplane exactly where you want it, sharing the velvety feel of the Sling 2.

Airplanes are best evaluated in real circumstances, so I took the Sling 4 from Southern California to Las Vegas to pick up some nonaviator friends. At 9,500 feet over the arid Mojave Desert, the airplane’s characteristics began to shine as ATC vectored me everywhere on this busy holiday weekend. The electric governor proved to be an excellent tool as I dialed in a cruise setting that gave me 128 ktas at a fuel burn of 5.3 gph.

The afternoon sun streamed through breaks in the overcast, dappling the vast emptiness below me with spots of gold as I put the Sling 4 through stalls, slow flight and various cruise configurations to get a good feel for the airplane. Arriving in Vegas was uneventful, as the Sling’s landing characteristics are almost identical to the two-place version. On final, 75 knots with 30 degrees of flaps gave me a perfect, feathery touchdown — of course, nobody was watching.

Airplane manufacturers have discovered that modern pilots and passengers enjoy a personal aircraft that mimics an automobile, and the Sling 4 delivers. The interior is leather, with carbon-fiber accents and panel, and the layout is friendly and carlike. Legroom is unusually ample, and my 6-foot friends had headroom to spare.

Of course, no airplane is perfect, and the Sling 4 is no exception. The heater is a bit anemic, although, to be fair to the makers, South Africa isn’t cold enough to merit a great heater. A better rubber molding system could be used around the gull-wing doors where drafts emanate. An MP3 jack should be standard these days, and some mechanism whereby one could taxi with the gull-wings half open or cracked would be useful.

It’s no secret the Sling 4 is not fast. It’s one reason why comparisons are tough. Fast is subjective though, and American audiences may embrace the airplane’s efficiency and handling over its speed. Then there is the fact that you have to build it. Some buyers have no desire to do that, which could muddy the Sling’s waters.

The Airplane Factory has a winner in the Sling 4, an airplane that is a pleasure to handle while going easy on the wallet. It seems ideally suited to partnerships or flying clubs, with its low acquisition cost and ridiculously low operating costs (my Vegas adventure cost $64 in fuel). It excels at going places, and while it won’t get you there quickly, if you love a sporty airplane that can carry a load and attracts spectators like a happy yellow Cub, the Sling 4 merits a serious look.

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• [email protected]

DESCRIPTION

Based on previous work with innovative light aircraft, the BD-1 (eventually developed into the American Aviation AA-1 Yankee) and the BD-2, Jim Bede designed the BD-4, the first real “kitplane” in the world. The design was based on a high-wing cantilever monoplane of conventional design, able to be fitted either with tail wheel or tricycle undercarriage, as the builder chooses.

The builder was also able to choose between building a two-seat or four-seat version. Bede wrote a 165-page BD-4 builder’s book, “Build Your Own Airplane”, that gives the amateur builder a good perspective on construction techniques. The intention was to have people with little or no fabrication experience start with a set of comprehensive plans and work up to a “bolt together” operation, using complex compone​​nts provided from the factory. In order to simplify construction, there were few curved surfaces and most of the fuselage was made up of flat aluminum sheeting. The only major components with compound curves were the engine cowling and landing gear spats which were made of fibreglass. The fuselage is constructed of aluminum angle braces bolted together to form a truss frame. An innovative wing structure employed a “panel-rib” constructed in sections consisting of a rib whose upper edge was “extended” horizontally to become one section of the wing surface. The wing was progressively built up by sliding these sections together over the tubular spar and fastening them together where they met. Although the original wing design was easy to build, current BD-4B features a redesigned, more conventional, metal wing with a tubular spar bonded to honeycomb ribs.

The BD-4C is a greatly improved four seat model with 1,200 lb (544 kg) empty weight and 2,400 lb (1,089 kg) gross weight. Estimated construction time is 700 hours. Two models completed and flown by 2011 with kits currently being assembled around the world.

range 900 miles

Speed 191 mph, load 1150 lbs, max climb 1700 fpm, | the next generation bd-4c |, engineered to far - certified standards.

All-metal, internally stressed design. Designed for home shop construction. No welding, no complicated jigs. Gusseted and bolted aluminum frame angles form “erector set” safety cage. Sleek bonded .016 and .020 aluminum skin, blind-riveted load-carrying components. The Cockpit can be upholstered and trimmed to production aircraft standards. Spacious instrument panel accommodates IFR components.

THE WING –"A LITTLE BIT OF HONEY"

Forget rivets. The all-metal wings of the BD-4C are tough and smooth. Second generation Jim Bede-designed all-metal “wet” cantilever high wing design with the same 64-415 modified airfoil. The bonded wing skin is rivet-free except for the trailing edge spar. Ribs are 1/2″ aluminum honeycomb. 10, 20, and 30-degree flap deflection. Flaps and ailerons, designed to be removable, are torque-tube controlled. Rugged ready-to-mount 6.5″ O.D. tubular main wing spars of 6061-T6 aluminum are sleeved for fast assembly to fuselage spar. Three-piece spar assembles quickly, is light and strong, and permits foldable wing option. The all metal design incorporates a fiberglass fuel sump to alleviate any possibility of fuel starvation. The new wing is available in kit form from BedeCorp, or visit our Build Center for explicit help which usually takes 3 days.

LANDING GEAR

The BD-4C uses S-ply main gear struts to replace the original aluminum struts. The internal components of the gear box are solid state with no welded components. The nose wheel is a custom designed full castering wheel that replaces the Scott tail wheel. The new wheel is available for separate purchase on older aircraft. The BD-4C can be tricycle or tail dragger configuration.

Horizontal stabilator is an all-flying design with 2.5″ OD 6061-T6 tubular spar, 63-009 airfoil, 36″ chord, and 90″ span. Strong, light aluminum honeycomb ribs bonded similar to the wings. Vertical tail is bonded as well. Both tails are fixture built and come assembled in the kit.

Most of the BD-4C controls remain unchanged from the original ‘B’ version. The trim has been redesigned using a push pull cable and is actuated by a quadrastat, eliminating the weight and complexity of the original wheel design. The flaps and ailerons quickly disconnect from the fuselage when removing the wing.

SPECIFICATIONS

Bd-4c selected dimensions and capacities:.

Folded Wingspan:

Height (tricycle gear) :

Landing Gear :

Fixed tricycle or tail wheel configuration.

Cabin Width :

Cabin Length:

Fuel Capacity :

51 to 80 gallons

Ultimate G Load Limits*

*The BD-4C, as a 4-place 2400-Lb. gross airplane, currently exceeds the required standards for the “Normal” FAA certification category. As a 2-place plane, it exceeds the required standards for the “Aerobatic” category. However, this design is not certified, and is intended only for construction and operation as an amateur-built aircraft.

Item # BDC101 = BD-4C Fuselage Package — $6,391.00

 Kit includes all formed aluminum angles, precut gusset’s, aluminum skins, center section and hardware *Builder Assist Package Available

Item # BDC102 = BD-4C Metal Wing Package — $18,944.76

Kit includes all precut honeycomb ribs, wing spars, formed rear spars, wing skins, new fuel pickup system, Proseal and electric fuel senders.  Kit includes flap and aileron-formed skins, precut mahogany ribs, and aileron torque tubes. *Builder Assist Package Available

Item # BDC103 = BD-4C Control Package — $7,442.30

This kit includes the bonded vertical and horizontal tail sections, all bearings, and hardware. Also included is all the weldments, push pull rods, trim system needed for the internal control systems.

Item #BDC104 = BD-4C Landing Gear Package — $9,299.40

Kit includes S-Ply landing gear struts, formed nose gear strut, redesigned landing gear box, nose gear wheel, main gear wheels, brakes, tires and tubes, all hardware, aluminum support angles, master cylinder, brake lines and all hardware

Item # BDC105 = BD-4C Finish Package — $6,877.67

Kit includes Plexiglas, wing tips, vertical and horizontal tips, all hardware

Item # BDC110 = BD-4C Complete Package — $44,059.62

 Kit includes all of the above packages with some savings.

OPTIONAL EQUIPMENT

Recommended Engines (180-210 HP)  

Lycoming – Special Pricing Available

Continental – Special Pricing Available

UL Power 

Propellers (72″ diameter, 2 blade recommended)  

Prince Aircraft

Quick Links

Ohio facility.

• ​240 E. South Street Akron, OH 44311

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• ©Copyright Bede Corp 2022. All Right Reserved.

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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Note: This feature may not be available in some browsers. Controlled Airspace Home Builders and Sport Pilots 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... Pardon Our Interruption As you were browsing something about your browser made us think you were a bot. There are a few reasons this might happen: You've disabled JavaScript in your web browser. You're a power user moving through this website with super-human speed. You've disabled cookies in your web browser. A third-party browser plugin, such as Ghostery or NoScript, is preventing JavaScript from running. Additional information is available in this support article . To regain access, please make sure that cookies and JavaScript are enabled before reloading the page. After completing the CAPTCHA below, you will immediately regain access to the site again. Share Aircraft Photos Sell Your Aircraft Experimental/Homebuilt Aircraft PIPER STERLING Browse PIPER-STERLING 4-PLACE EXPERIMENTAL/HOMEBUILT AIRCRAFT by Tail Number Your current browser cannot run our content, please make sure your browser is fully updated or try one of the browsers below. Your browser is not supported Microsoft Edge Google Chrome Mozilla Firefox 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. When Do Doors Close On An Airplane Before Flight? What Is A Very Light Jet? Does Cessna Make Jets? How Much Does A Plane Cost? About THE AUTHOR Joe Haygood Obsessed with Planes and Flying Trending Now How High Can A Piper Fly? The Best Small Planes You Can Buy Right Now How Much Does A Boeing Plane Cost? How Much Does It Really Cost To Paint A Plane? Learn all about planes and pilots, and even how to fly, with SkyTough. We'll explore the ins and outs of the sky and how to travel through it. Read more about us, here . ©2024 SkyTough. All rights reserved. We can be reached at [email protected] SkyTough.com is a participant in the Amazon Services LLC Associates Program, an affiliate advertising program designed to provide a means for sites to earn advertising fees by advertising and linking to Amazon. This site also participates in other affiliate programs including but not limited to ShareASale, CJ, and ClickBank, and is compensated for referring traffic and business to these companies. Flight Schools operating Sling NGTs Sling 2 KIT Legacy Model – Sling 4 KIT Sling TSi Transition Training Sling HW (coming soon – factory link) Sling Testimonials Expeditions N. American Distribution Become a Dealer Sling Forum Sling Kit Builder Blogs Safety Bulletins Instructional Build Videos Service Centers Test Fly the Sling! Flight Schools with Sling Next Generation Trainers History of Sling Aircraft After their first successful design and adventure Sling Aircraft began producing the Sling for buyers in Africa and Europe. They have sold over 100 airplanes in their first two years of production in both kit and ready-to-fly format, having delivered more than 65 to date. Simultaneously they took on another director, Jean d’Assonville , and the three of them began work on the next design, a lightweight 4-place experimental, another first for these three gentlemen. The Sling 4 would be the first of its kind throughout the world using a Rotax powerplant and achieving incredible reliability, durability and economy. Design began in 2009 and finished in mid-2011. The guys built a prototype in just over 3 months and once again set out to put the aircraft through its paces. With multiple legs over 20 hours and one leg lasting a heart pounding 27 hours, the Sling 4 made its own circumnavigation finishing in September 2011 without any issues. Sling Aircraft is still located at Tedderfield Airpark in Johannesburg but has moved to a much larger hangar complex in order to accommodate the increasing number of orders. They are using high quality machinery, employ about 300 people from the local area and are churning out airplanes at a fast rate. 386 IMAGES The Best 4 Seater Aircraft (SEP) Experimental Aircraft Plans, Four Seater Plane, Plans Dimensions Pioneer Twin A new concept 4 Seater twin engine aircraft Sling 4 Kit The Airplane Factory Usa-Best 4 Seat Kit Aircraft New The Best 4 Seater Aircraft (SEP) Amateur-Built SubSonex Experimental Jet Airplane COMMENTS The Best 4-Seat Experimental Aircraft to Build or Buy in 2024 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. 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. ... Sling 4 KIT The Sling 4 Turbo was designed with the aim of creating the most practical and desirable lightweight, 4-place Experimental aircraft on the market, a niche not previously filled. The plane is basically an elongated version of its sibling, the Sling LSA, however it uses the more powerful Rotax 914 Turbo and has Gullwing doors instead of a sliding ... Experimental/Homebuilt For Sale We have 169 Experimental/Homebuilt Aircraft For Sale. Search our listings for used & new airplanes updated daily from 100's of private sellers & dealers. 1 - 24. Login; Sell Now; Aircraft; ... Veloce 6 place pressurised twin - 1600 lb useful load - 160 gallons 270 KTAS @ 25,000 ft @ 22 GPH AV/MOV/Bio @ $650,000 - Piston 310 KTAS @ 25,000 ft @ 3... Bearhawk Aircraft [email protected]. 1 (580) 744-9084. Monday - Friday 8 am - 5 pm CST. Bearhawk Aircraft: Explore our range of rugged, high-performance kit-built planes designed for backcountry flying. Panthera 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. Aircraft When it comes to speed, there is still no other piston powered kit or certified 4 place aircraft that can come close. ARE YOU READY TO EVOLVE? Call (541) 923-2233 and we'll help you determine which Evolution is right for you. Evolution Turbine Learn More. ... Experimental Aircraft, Research & Development, Safety. New vs Used: Top 10 Reasons ... RV-10 The RV-10 is designed to fly well on the bulletproof six-cylinder Lycoming O-540 engine, developing 260 hp. In our prototype, power is provided by a fuel-injected 260 hp Lycoming IO-540. When many pilots say "performance" they really mean "speed.". The RV-10 is a fast airplane - it will cruise just under 200 mph - but speed is only ... Sportsman OCCUPANTS 4 CRUISE SPEED 150 kts USEFUL LOAD 1,000 lbs CLIMB RATE 2,000 fpm TAKE OFF 400 FT STALL SPEED 42 kts SEE THE SPORTSMAN GALLERY WITH NEW INTERIOR VIEW GALLERY Versitle SPORTSMAN The Most Versatile 4-Seat Single Piston The Sportsman is the most versatile 4-seat single piston aircraft available. The Sportsman's performance specifications compare […] 4S The only true 4-seater for economical trips. 4S Evolution. With a payload of 430kg, the MCR 4S Evolutionit 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 ... DreamAircraft Tundra This experimental aircraft is a true four place airplane. With the looks and capabilities of a bush plane, the TUNDRA is offered in either a tail dragger or a tricycle gear configuration. At DreamAircraft, the development of our airplane kits, from conception to production, is done exclusively on our highly sophisticated and technologically ... The Sling 4 Is Joy in a Kit The idea for a four-place Sling formed during Blyth and Pitman's 2009 global circumnavigation in the Sling 2. ... For the Sling 4, The Airplane Factory has partnered with Experimental aircraft ... BD-4C *The BD-4C, as a 4-place 2400-Lb. gross airplane, currently exceeds the required standards for the "Normal" FAA certification category. As a 2-place plane, it exceeds the required standards for the "Aerobatic" category. However, this design is not certified, and is intended only for construction and operation as an amateur-built aircraft. The Best 4 Seater Aircraft (SEP) 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. Experimental / Bearhawk Aircraft for sale. Find the best new and used aircraft for sale such as business jets, helicopters, Experimental, Warbirds and more. ... B 4-PLACE • $225,000 • FOR SALE BY OWNER • Bearhawk Model B 4-Place Experimental, 2021, 83Hr Hobbs, -540-E4A5 Engine, Ported & Polished, 9.5 to 1 Pistons, Dynon HDX 10in Screen, 2Ea Dynon Radios, Auto ... N981RW The Sling 4 Turbo was designed with the aim of creating the most practical and desirable lightweight, 4-place Experimental aircraft on the market, a niche not previously filled. The plane is basically an elongated version of its sibling, the Sling LSA, however it uses the more powerful Rotax 914 Turbo and has Gullwing doors instead of a sliding ... 4 place experimentals 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. ... 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. BearHawk Aircraft Bush Plane BearHawk Aircraft Bush Plane - STOL 4 Place Kit Plane Build Welcome back to the Experimental Aircraft Channel! In this episode we travel to North Carolina... Experimental/Homebuilt Aircraft For Sale Experimental/Homebuilt Aircraft. Price: USD $525,000. Aircraft Location: Novato, California. Serial Number: LIV524. Registration #: N5UC. Total Time: 685. Number of Seats: 4. Engine Notes: Walter - 601EX (750HP) with the high/hot option (lower engine temps in high altitude and hot wea... PIPER-STERLING 4-PLACE EXPERIMENTAL/HOMEBUILT AIRCRAFT Browse Aircraft.com's catalog of PIPER-STERLING 4-PLACE EXPERIMENTAL/HOMEBUILT AIRCRAFT. Find tail numbers, view photos, and get detailed individual aircraft information Best Experimental Planes 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. Company Design began in 2009 and finished in mid-2011. The guys built a prototype in just over 3 months and once again set out to put the aircraft through its paces. With multiple legs over 20 hours and one leg lasting a heart pounding 27 hours, the Sling 4 made its own circumnavigation finishing in September 2011 without any issues. Experimental 4 Place Aircraft: Bearhawk 4-place IO-540 260hp. top Tue Mar 01, 2016 6:34 pm. Re: Experimental 4 Place "Just get a skywagon" hotrod180 offline ... : Port Townsend, WA. Cessna Skywagon -- accept no substitute! top Fri Mar 11, 2016 3:10 pm. Re: Experimental 4 Place " What 4 place experimental options are out there under $60,000? Probably can't touch a ... essay homework paper phd project resume review speech study thesis