Cluemeister wrote:I know the 172 is the very popular, but I would have a hard time justifying one over an LSA. Other than useful load, not a big advantage. Higher cost to get a late model, and higher fuel consumption.
Now the 182 is intriguing. Now you pick up speed and useful load. Is 140 knots a realistic cruising speed in a vanilla 182?
In your search for an airplane I would suggest that you step away from the airplane itself for a moment.
I personally acquired an LSA, in fact an SLSA. First off, I chose SLSA because I opted not to become a builder. I wouldn't mind assisting and there are courses but I needed the space, the tools and the time. I decided to go SLSA and fly instead of spend time building. A hangar neighbor has been building an RV-12 for 6 years and it's still not finished. He's acquired a lot of tools and though he's only able to work on weekends he's done well. This is not where I wanted to be however.
If you buy an LSA and it has a Rotax engine you'll need to have reasonable access to a Rotax service shop. Not everyone is trained. I've seen shop that 'kinda' figures out how to work on an LSA and frankly it wasn't encouraging. My guy is 30 minutes flying time and would fly to me if I was grounded, at additional cost. He's fully trained in all things Rotax and so I'm lucky. There are a few guys out there and there are a couple of Vans Service Centers in the Southeast, one in GA and Lockwood at Sebring FL. Not that great for me.
I chose Vans because its a US company and I've been able to contact them easily by phone if there is an issue and believe me even with a factory new RV-12 SLSA things come up up which need an answer. That was my personal choice.
The purchase process was very easy. $5k down and delivery six weeks later fully painted and with all the latest options installed. I was able to get transition training as part of the price in Oregon and I flew the airplane home to SC myself.
I bring this up in light of current issues with a company like Flight Design. Nothing wrong with the airplane itself, but the other side of dealing with FD and the delivery issues is certainly something to get your attention.
You would be wise to think ahead and find a hangar for your new plane. Again, it can take months/years to work your way up the list to get a fully enclosed hangar so you need to look into it asap. I had to put my brand new plane in a nice, but open, large shade hangar and even with covers I spent more time cleaning the plane than flying. Then I lucked out and found a really nice fully enclosed hangar a bit farther away for $165 month.
Because it's a Rotax, fuel selection is definitely something to consider over the long term. I flew the airplane back from OR on 100LL with decline and used that for the first couple of months. After some research I found a couple of local gas stations that have 93 non-ethanol auto-gas at the pump and so have used that exclusively for the last 18months. There are also a few airports not far away that also have 93 non-ethanol at the pump and I use them to ry and get them to keep providing it.
These are just a few things to consider when you contemplate an LSA versus say a 172.
The 172 is known everywhere and any shop can work on it and parts are easily available. So the considerations I mentioned above are not applicable to a 172. Its an alternative view.
My RV-12 SLSA burns 4.4 mph based on fuel used/loaded and I plan on 4.5 mph with a 1hour reserve. I personally schlep the 93 autogas from the gas station to the airport and self-fuel. Not all airports allow this so its another thing to consider. Versus most every airport having a pump with 100LL albeit more expensive than the autos I get myself.
If I fly out of my region I know I'll have to use 100LL and add Decalin. If I use 100LL all the time I can face extra maintenance costs due to the effects of lead on the Rotax, and if I used auto gas with ethanol the ethan 'can' potentially 'harm' the Rotax even though manufacturers, including mine, approve the use of 91E10 autogas.
I would check what the insurance companies say about some of the models you are considering, as well as their requirements for flight training and experience levels.
Some states also charge a property tax for an airplane as well as sales tax. In SC the sales tax is a max $300 (yea!) but the annual property tax costs me $1350 which is not chump change. Other states are different.
I guess I'm just trying to point out that choosing the plane based on what you like, what looks good, and is exciting and new is just part of the buying process. A wise buyer would also spend some time looking at the other aspects of ownership. Its not as exciting but when the day arrives that you have a gripe with your Rotax, or model of LSA, it can be hugely frustrating sitting at the hangar trying to call someone who may be able to help, especially when the local A/P is scratching his head .
Just saying, and just my own opinion.