Ask that question of any group of pilots who fly conventional FAA- certified aircraft, and the answer likely will be, "Yes, I'm interested, but tell me more."
It's hard not to become interested in the kitplane side of general aviation. It's a colorful, diverse, energetic, and inventive world that lacks even an easy definition. Does "kitplane" describe an aircraft that is shipped to your house in hundreds of pieces in a box along with a thick set of assembly instructions and a "Thank you and good luck!" note from the maker? Or do people use the term to describe any homebuilt aircraft that does not carry the FAR Part 23 seal of approval? Really, there is no one absolutely correct definition; the meaning is in the mind of the beholder.
The point to be made is that there is intense interest in kitplanes as an alternative to FAA-certified factory-built airplanes. That was evident from the standing-room-only crowd that listened and asked questions at two kitplane panels convened in October at AOPA Expo '92 in Las Vegas. According to a show of hands, of the several hundred who attended the panel discussions, fewer than five are building or flying a kitplane. That's a fair indication that a lot of pilots flying Cessnas, Beeches, and Pipers have at least considered building an airplane of their own. And it's no wonder. Kitplanes come in almost any size, shape, speed, and price. There is performance — on the high and low ends — that can't be bought in production singles. And for those who actually finish with the task, building your own airplane has to rank up there among the all-time most satisfying personal accomplishments.
The Expo kitplane panelists were the owners or top executives of five leading kitplane manufacturers: Stoddard-Hamilton, which makes the Glasairs; Lancair International; Cirrus Design Corporation; SkyStar Aircraft Corporation, which makes the KitFox; and Avid Aircraft, maker of the Avid Flyer. (The Lancair ES, SkyStar Vixen, and Avid Magnum — new designs all — are reviewed in Marc E. Cook's " Kit Quartet," beginning on p. 44.)
The kitplane makers/panelists fielded lots of good, tough questions from the audience, beginning with an obvious one: "I had a time following the directions to put my child's new tricycle together. How do I know I have the necessary skills and ability to build an airplane?" The answer: If you can handle conventional shop tools and are careful and conscientious, you can do it.
Okay, how long will it take, and how much will it cost? There was some hedging in responding to this one. In fact, it is difficult to provide an accurate estimate of time and cost because each person works at a different pace, and each airplane is different in terms of the finish, interior, and avionics, items which add significantly to the overall cost. An oft-heard rule of thumb is to double a manufacturer's estimate of the dollars and hours required to complete a kit.
More questions from members of the audience: Where can I get help if I'm stuck on a problem? Most kitplane makers provide technical support over the telephone and through mail and fax. Probably the best sources of help and advice are other builders and the local Experimental Aircraft Association chapter.
If I am considered the manufacturer, does that make me personally liable for the aircraft if I sell it to someone else? Yep.
Is hull and liability insurance available for homebuilts? For the most part, yes, although formal kitplane type-specific pilot training programs are popping up as insurance companies become more restrictive about insuring some high-performance models because of poor accident- incident histories.
How do I know the composite materials being used in some kitplane designs are safe and will last? The various forms of fiberglass, epoxies, honeycomb materials, and foam that make up the structures of so many modern kitplanes are, technologically speaking, old hat. Much is known about their aging and fatigue properties, and there is no evidence to show they are not suitable for aircraft.
The panelists also talked about efforts under way to achieve some sort of FAA certification of their kitplane designs, or at least evolutionary versions of the designs. Their goal is to build and sell a finished, FAA-certificated aircraft. The market for factory-built aircraft potentially is huge compared to a kit the buyer must complete on his own.
The key to certification of kitplane-derived aircraft is keeping the cost of the certification effort down. But judging by the Expo panelists, there is great wariness among kitplane makers about undertaking certification of a particular design. No one knows what certification costs will amount to.
Then there is the cost of tooling up for production, establishing a dealer or distribution system, arranging for product support, and confronting the product liability issue. Kitplane companies are, after all, very small businesses not used to dealing with such big, costly programs and problems.
If there was a message to be gleaned from the panel discussions at Expo '92, it was that anyone who is contemplating taking the build-it- yourself route is going to have lots of questions. Manufacturers will do their best to answer them all — the five panelists at Expo '92 did themselves justice — but the most valuable information and assistance probably will come from other builders. Get to know them. If you're waiting instead for that FAA-certified factory-built Glasair, Lancair, Cirrus VK, Avid Magnum, or SkyStar Vixen, take a seat and relax. It's likely to be awhile.
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