keep in mind that once you settle on the kit and therefore the type of materials, tools, and space you will need - you will spend several months just setting up your workspace and starting to build fixtures, jigs, etc you will need. The kit lead time might not be an issue at all.

All good points and definitely starting to see the prep work will be time consuming. Exciting and intimidating at the same time

I'm of the opinion that for metal kits, you can start the kit with $1,000 of tools, a pair of sawhorses, and an old door across the sawhorses to use as a workbench. I can get all of that stuff delivered and arranged in the week or two I'm waiting on the tail kit. Starting the kit isn't tool or space intensive.

Same situation, different tools for starting a Hatz or something where step 1 is to cut a million little pieces of wood and make wing ribs. Starting the project is pretty easy, and the plans set may be the expensive part.

All of the homebuilt projects start to expand dramatically (both in complexity, space, and tool and/or fixture requirements) when you move into Phase 2, which might be a wing kit for a metal airplane, or assembling the wings on a wood winged airplane.

And then, when it's sitting on the gear, and the wings are built, and you sit back with a beer and think you're 3/4 done........

Fuel system, electrical system, engine installation, exhaust, baffling, panel wiring and plumbing, avionics and antennas, brakes, flaps if appropriate, trim system(s), fairings, windshield......

The only reason to build an airplane is if you want to BUILD an airplane. If you just want the airplane, buy one someone else built. You'll be far ahead in both money and time.

I want to be able to do all the work and inspections. If I don’t build it I can’t do that or I would gladly buy one that’s been built well by someone else

I want to be able to do all the work and inspections. If I don’t build it I can’t do that or I would gladly buy one that’s been built well by someone else

[/quote] You can do the work on an E-AB that someone else built. You can't do the annual Condition Inspection, but you can do all of the "while you're doing the inspection anyway" things. On the RV-7, I do everything but the actual inspecting (because I can't legally) and compression testing (because it's a two-man job). Besides, it's smart to have a set of qualified eyes look things over occasionally.[/quote]

and that inspector doesn’t have to be an IA. An AP can do the inspection. that opens up a lot more possibilities.

Has it been an issue finding someone to sign off on an annual that he or she didn’t work on? Part of my reason is I can control when I do the annual. I can fit it in between trips where as I’ve missed trips or had to reschedule because my plane was in the shop for an annual

Are you asking if it's a problem getting an A&P to do an annual on a plane they haven't worked on? I occasionally see a post from an A&P (or IA) who says they won't do it because they feel there's extra liability. I know that 2 of the 3 shops I've been using will do it because there happened to be experimentals in the hangar for annual while I've been there. No data on the 3rd.

Or are you asking if an A&P will sign off on an annual inspection that they didn't do? That's totally illegal, so I'm sure that would be rare.

The certificate goes to the person that finishes the plane, so you can find a project that's almost complete (with good documentation to satisfy the 51% rule) and get the certificate yourself.

Hasn’t been a problem for me, but I’m sure it could be. But that’s also true if you build it yourself. There are problems you won’t be able to solve on your own— avionics and engines come to mind — and you’ll need someone’s help. It might be an experienced but uncredentialled friend or an A&P, but that’s the case whether you built it yourself or not.

It bears emphasis: the only practical thing you get from building it yourself is the ability to sign off on the Condition Inspection.

There are intangible benefits and lots of knowledge gained, but you’ll never reason your way through building an airplane. Either you want to build for building’s sake or you don’t. If you do, don’t let me or anyone else talk you out of it. Like I said, I’ve started two builds and quit them both. I learned a lot and I’m a better airplane owner and all-around handyman than I was before. One of the things I learned was that, for me, I wasn’t willing to invest so much time and money only to wind up with an RV-8, which are a dime a dozen.

Are you asking if it's a problem getting an A&P to do an annual on a plane they haven't worked on? I occasionally see a post from an A&P (or IA) who says they won't do it because they feel there's extra liability. I know that 2 of the 3 shops I've been using will do it because there happened to be experimentals in the hangar for annual while I've been there. No data on the 3rd.

Or are you asking if an A&P will sign off on an annual inspection that they didn't do? That's totally illegal, so I'm sure that would be rare.

The certificate goes to the person that finishes the plane, so you can find a project that's almost complete (with good documentation to satisfy the 51% rule) and get the certificate yourself.

I see the opposite "problem". Plenty of A&P's are happy to come pencil-whip a condition inspection for you. A guy did the lancair-4 in my hangar row in a couple hours. Much faster than I can accomplish an annual inspection on my aeronca champ.

I couldn't help but notice on the lancair inspection, they were missing some tools. Like jacks. And an air compressor.

Hopefully the guy flying it knows what he’s looking at

So they didn't swing the gear or check the compression? Sad...