New to the Zenith world. Looking for some advice - Zenith Aircraft Builders and Flyers2024-03-28T21:07:01Zhttps://zenith.aero/forum/topics/new-to-the-zenith-world-looking-for-some-advice?commentId=2606393%3AComment%3A527880&feed=yes&xn_auth=noThank you very much to all th…tag:zenith.aero,2016-10-13:2606393:Comment:5308652016-10-13T21:18:24.055ZKevin Hedreihttps://zenith.aero/profile/KevinHedrei
Thank you very much to all that replied. I sort of can't post anymore. It seems my IP address might be blocked. I can't even access the website from my computer or my phone when it is connected to my WiFi at home. As soon as I use the cell network I am able to access. Maybe my someone didn't like my white lie... funny thing is my account still works. The Web page just won't open from home.<br />
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After doing more research and getting more opinions about IFR I seem to be arriving at the same…
Thank you very much to all that replied. I sort of can't post anymore. It seems my IP address might be blocked. I can't even access the website from my computer or my phone when it is connected to my WiFi at home. As soon as I use the cell network I am able to access. Maybe my someone didn't like my white lie... funny thing is my account still works. The Web page just won't open from home.<br />
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After doing more research and getting more opinions about IFR I seem to be arriving at the same conclusion. Which is just as the previous few posts suggest. If I am not fully committed and staying current it is a risky thing to do. I may still decide to get the rating for the shear learning aspect of it but may not end up doing a lot with it. I thank those that have given advice. Especially the ones about the IFR. these last few posts have been incredibly valuable for me.<br />
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I believe that I have found an airplane to share with 2 others on my field. A certified one. An Arrow 2. Easier to get instructio on and do night and IFR and CPL should I choose to go that far. So I probably won't be frequenting this site for now. One day maybe I will decide to build a 650 from scratch. I still think it's such a cool plane. Yep. And I was very nearly on…tag:zenith.aero,2016-10-13:2606393:Comment:5308102016-10-13T21:03:54.844ZGary Welchhttps://zenith.aero/profile/GaryWelch
Yep. And I was very nearly one of those statistics. I thought thought I could get my ifr rating just so I could occasionally get thru a marine layer that is common where I live. I thought that I wouldn't really need to be that proficient to be able to do that. I thought wrong and very nearly died on what I thought would be a short ifr solo flight shortly after getting my rating.<br />
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Your either "all in"and fully committed to flying ifr and remaining proficient - or you're s statistic waiting to…
Yep. And I was very nearly one of those statistics. I thought thought I could get my ifr rating just so I could occasionally get thru a marine layer that is common where I live. I thought that I wouldn't really need to be that proficient to be able to do that. I thought wrong and very nearly died on what I thought would be a short ifr solo flight shortly after getting my rating.<br />
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Your either "all in"and fully committed to flying ifr and remaining proficient - or you're s statistic waiting to happen.<br />
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I got lucky, but must don't when they get in over their heads in IFR conditions. You just die - and wreck a perfectly good airplane on the process. Good advice Harley. Kevin ma…tag:zenith.aero,2016-10-11:2606393:Comment:5305102016-10-11T22:38:31.928ZJim and Amelia Isaacshttps://zenith.aero/profile/JimIsaacs
<p>Good advice Harley. Kevin may no longer be able to post; he has not responded in nearly a month. My take is, accidental flight into IMC is a real emergency, and one that is often fatal. For a typical GA pilot, once you've earned your IFR rating, that's all you should fly,with few exceptions- every flight, whether you are in IMC conditions or not. Filing an IFR flight plan while flying at night in VMC conditions is a good confidence and experience builder. A pilot with a recent IFR ticket…</p>
<p>Good advice Harley. Kevin may no longer be able to post; he has not responded in nearly a month. My take is, accidental flight into IMC is a real emergency, and one that is often fatal. For a typical GA pilot, once you've earned your IFR rating, that's all you should fly,with few exceptions- every flight, whether you are in IMC conditions or not. Filing an IFR flight plan while flying at night in VMC conditions is a good confidence and experience builder. A pilot with a recent IFR ticket but little actual IMC experience, or no recent experience flying in the soup, navigating, and talking to ATC is a recipe for a statistic. </p> Hi Kevin
i am a Canadian 801…tag:zenith.aero,2016-10-11:2606393:Comment:5305022016-10-11T20:41:37.293ZHarley McCartneyhttps://zenith.aero/profile/HarleyMcCartney
<p>Hi Kevin</p>
<p>i am a Canadian 801 driver. suggest your IFR equipment be back up only. for accidental flight from VFR into IMC conditions.</p>
<p>Bad weather Imc can be rough anywhere. work on your hours to get more experience VFR and night VFR. get some simulator training as a start it will give you rough IFR conditions with out anyone getting hurt.</p>
<p>The reason I have a four place is for equipment fishing gear. most of the time there are two of us.Remember on a hot day with full fuel…</p>
<p>Hi Kevin</p>
<p>i am a Canadian 801 driver. suggest your IFR equipment be back up only. for accidental flight from VFR into IMC conditions.</p>
<p>Bad weather Imc can be rough anywhere. work on your hours to get more experience VFR and night VFR. get some simulator training as a start it will give you rough IFR conditions with out anyone getting hurt.</p>
<p>The reason I have a four place is for equipment fishing gear. most of the time there are two of us.Remember on a hot day with full fuel four passengers high altitude is a poor combination. My airport is 4000 ft near by it quickly goes to 120000 ft that combined with extended range tanks of 60 gallons US and the capability to carry four adults means the plane can be easily overloaded on a hot day or night. Suggest you also get a mountain ratting. About the add like the transponder etc. however i run two radios.Hope this helps all the best Harley</p> Kevin,
I am not familiar with…tag:zenith.aero,2016-09-23:2606393:Comment:5281332016-09-23T11:07:02.512ZJim and Amelia Isaacshttps://zenith.aero/profile/JimIsaacs
<p>Kevin,</p>
<p>I am not familiar with the 601 but as much of your post is about equipping and flying IFR , that I can talk to.</p>
<p>Equipping and sustaining any aircraft for IFR flight, and personally gaining, and maintaining proficiency in flying IFR, is a serious committment in time and expense, and in any typically equipped light plane, one should always depart with the expectation that you may not be able to maintain your desired schedule on an IFR trip. If you are willing and able…</p>
<p>Kevin,</p>
<p>I am not familiar with the 601 but as much of your post is about equipping and flying IFR , that I can talk to.</p>
<p>Equipping and sustaining any aircraft for IFR flight, and personally gaining, and maintaining proficiency in flying IFR, is a serious committment in time and expense, and in any typically equipped light plane, one should always depart with the expectation that you may not be able to maintain your desired schedule on an IFR trip. If you are willing and able financially (and from a family and job perspective) to accept this, then by all means pursue the IFR path. You will learn much and filing and flying a cross country trip is actually easier than VFR in my experience. That said, I recommend you build time in your VFR aircraft and rent to gain your IFR rating, right seat with someone on as many IFR flights as you can, gain that comfort that comes with experience and knowledge, then decide. </p>
<p></p> I'm pretty sure the engine do…tag:zenith.aero,2016-09-22:2606393:Comment:5281202016-09-22T19:09:34.344ZLoren Warnerhttps://zenith.aero/profile/LorenWarner
<p>I'm pretty sure the engine does not need to be certified to legally fly IFR in US.</p>
<p></p>
<p>I'm pretty sure the engine does not need to be certified to legally fly IFR in US.</p>
<p></p> Not mentioned so far is equip…tag:zenith.aero,2016-09-20:2606393:Comment:5276382016-09-20T18:57:48.833ZWilliam Dominguezhttps://zenith.aero/profile/WilliamDominguez
Not mentioned so far is equipment required to fly IFR legally. Here in US, an most likely Canada too, my understanding is that a plane need to have certified engine and certified instrumentation (Dynon is not certified) in order to legally fly IFR. Make sure you're fully clear on the legal side before going any further.
Not mentioned so far is equipment required to fly IFR legally. Here in US, an most likely Canada too, my understanding is that a plane need to have certified engine and certified instrumentation (Dynon is not certified) in order to legally fly IFR. Make sure you're fully clear on the legal side before going any further. I think you are more likely t…tag:zenith.aero,2016-09-19:2606393:Comment:5278802016-09-19T17:53:14.753ZRonald Steelehttps://zenith.aero/profile/RonaldSteele
<p>I think you are more likely to see cruise of 120MPH (193KPH) than 120KT. I've only been in two Zodiacs, both with Conti engines and 120MPH was about it for them. There are faster planes and slower ones with similar engines. </p>
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<p>The issue with any plane as light as a Zodiac in IFR is that it isn't vary stable - as in it takes vary little control input of move the plane around. In IFR you want just the opposite, you want a truck not a sports car. For punching through fog for…</p>
<p>I think you are more likely to see cruise of 120MPH (193KPH) than 120KT. I've only been in two Zodiacs, both with Conti engines and 120MPH was about it for them. There are faster planes and slower ones with similar engines. </p>
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<p>The issue with any plane as light as a Zodiac in IFR is that it isn't vary stable - as in it takes vary little control input of move the plane around. In IFR you want just the opposite, you want a truck not a sports car. For punching through fog for an early morning takeoff, I can't imagine it making much difference, but hard IFR is a different beast. Disclaimer here, I'm not IFR rated. </p>
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<p>For the price listed I'd expect two axis auto pilot, dual radios, high end interior, stunning paint, wheel pants and ADSB IN/OUT (which I know is a bit different in Canada than the US) and a heated pitot tube and IFR legal lighting. The Dynon should be a redundant system, not just dual screens but also dual GPS, dual backup batteries and dual ADHRS. If all this is in the plane then the price is only high, not completely out of line. If you are planning IFR, the redundancy is probably required by regulation.</p>
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<p>Unless the rules are drastically different in Canada, I think you will find the cost of ownership for an EAB a whole lot less than any of the planes your friends are suggesting. I'm thinking annuals, maintenance (if you can do it yourself) and parts, everything from spark plugs to sunshades to inner tubes.</p>
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<p>Let us know what you decide.</p>
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<p>Ron</p> I am in Canada. So the compl…tag:zenith.aero,2016-09-16:2606393:Comment:5272962016-09-16T21:39:25.741ZKevin Hedreihttps://zenith.aero/profile/KevinHedrei
<p>I am in Canada. So the complications for the reverse would apply to me if I purchase a homebuilt (LSA does not exist in Canada) from the US. This is actually the only one I have found in Canada for sale right now.</p>
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<p>Given the exchange rate, it works out to 54 000 USD, which seems to be on the high end of the ones I have seen for sale on barnstormers. BUT, this one appears to be newer, less time, and much more options than any of them. It seemed a tad high to me, but not…</p>
<p>I am in Canada. So the complications for the reverse would apply to me if I purchase a homebuilt (LSA does not exist in Canada) from the US. This is actually the only one I have found in Canada for sale right now.</p>
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<p>Given the exchange rate, it works out to 54 000 USD, which seems to be on the high end of the ones I have seen for sale on barnstormers. BUT, this one appears to be newer, less time, and much more options than any of them. It seemed a tad high to me, but not excessively. And seeing as I know that I don't know much, that is why I'm asking.</p>
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<p>Thanks for the reply.</p> Airspeeds are generally overr…tag:zenith.aero,2016-09-16:2606393:Comment:5271892016-09-16T21:27:11.454ZJim B Belcherhttps://zenith.aero/profile/JimBBelcher
<p>Airspeeds are generally overrated, You might see these numbers; you might not. $72,000 seems a little high to me for a homebuilt 650.</p>
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<p>Are you in Canada? If not, you need to consider the complications involved in importing the aircraft to the U.S</p>
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<p>Airspeeds are generally overrated, You might see these numbers; you might not. $72,000 seems a little high to me for a homebuilt 650.</p>
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<p>Are you in Canada? If not, you need to consider the complications involved in importing the aircraft to the U.S</p>
<p>.</p>