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Ok. Go get your pilots certificate (whichever version you settle on), get your plane, fly for a year and report back with all your numbers open kimono and I’ll publicly sing your praises if you’re correct. Until then you can say what you want but it’s merely speculation on the part of a...

Well that's a plan. I plan for a living, and I personally think you're being overly optimistic in your assessment and assumptions, but I hope you succeed and prove me wrong.

The economics of aircraft ownership and the assets you listed are quite different--more akin to boat ownership but that's not a perfect analogy either. I suggest you do some more research on the subject as your prior experience has little bearing on this. You seem to be focusing on the...

You've never owned an airplane then. Ownership is by far more expensive than renting no matter how you compare the numbers--by a wide margin. However, there are non-monetary benefits than can make ownership desirable. For me it's access to my plane when I want it. But don't kid yourself into...

https://www.metalsupermarkets.com/ Alternatively, talk to your local welding supply shop -- they 'll be able to point you to a local supplier.

Same here. For SnF and Osh, I really only take the time to watch if there's something unique that I have never seen or haven't seen recently (like the Martin Mars a few years ago at Osh). Otherwise, my attention is on forums, vendors, and looking up close at airplanes. The social aspect has...

A. That by installing only one type of Nav system maintaining IFR proficiency will somehow be easier -- it won't and if you were rated you'd understand this B. That unannounced GPS outages won't occur enroute-- they happen as do equipment failure in the aircraft. C. That there's some sort of...

Your desire to fly GPS only and outfit your panel accordingly is fine as long as you understand the consequences and limitations of your decisions. However as you aren’t rated your rationale for doing so, as described, is flawed as you have made some incorrect assumptions as many of the posts...

I agree with Brad. You don’t need the latest and greatest— save that for later in your career. It just needs to work and they pretty much all do. For me comfort is huge. Buy one and fly with it. After 30min to an hour if it’s not comfortable then return it and try another brand.

True it was harder back in the day. I for one am glad it’s easier now. My ego isn’t tied to my ability to fly an NDB approach or with a single VOR, for example, and I feel no shame whatsoever in maximizing the use of the latest technology as I believe it’s generally safer which is what I care about.

Flying IFR enroute and approaches regardless of the nav source is basically the same skill set. GPS can simplify the routing in some but not all airspace and GPS offers more approach options throughout the NAS. However, GPS can create more workload as the buttonology is more complex. Maybe...

If you are an EAA member, there are webinars and hints for homebuilder videos on the EAA website that cover some of what you’re asking for. Garmin has a YouTube channel that you might find useful. Dynon has stuff on their website too. Also Vans Air Force (VAF) has a ton of info on various...

Ok, but just so you know it’s the same amount of work maintaining currency and proficiency regardless of the type of approaches you fly and you still have to learn it all for the written and oral regardless of what you fly on your checkride or expect to fly in real life.

Not sure I understand your desire to ditch both NAV/COMs unless they are compete crap but you know what you want and there’s nothing wrong as with that. Regardless you’ve got to retain a CDI for the GPS unless you do upgrade to an EFIS or HSI which if you do will display both GPS and VOR/LOC/GS...

Personally, I like having options especially when IFR in IMC. There's been a number of times I've flown an IFR flight into an area with NOTAM'd GPS outages. I'd have never launched if I hadn't had VOR/LOC/GS capability in the panel. There was another time when due to traffic flow and...

Anecdotally, I'd say currently it's somewhere between 1000 and 1500 new E-AB /E-LSA aircraft per year receive their AWC. I came to this conclusion by Van's avg completion numbers (~540/year) and Ron Wanttaja's (he's the real stats genius BTW) E-AB production figures based upon new...

In Europe sure—your example doesn’t fit for the rest of the world IMO. But even there if you want to fly something larger then something that burns Jet A and produces more than 160hp might be attractive. As to whether the Deltahawk will make a go of it —I dunno. I’ve been following them for...

only if you’re limiting yourself to LSA sized aircraft otherwise you’re gonna need more ponies

In this day and age, approach availability with an IFR GPS to meet ACS requirements seems more likely than without with the decommissioning of VORs and NDBs. So can a DPE leaglly say no if the aircraft is suitably equipped to meet ACS criteria?

IIRC they are offering an RV-14 FWF package. That might entice a few re-powers across a numbers E-AB models, especially for overseas folks where availability and cost of Jet A trumps AVGAS. Plus there's no STC to stand in the way.