Exploring Experimental Aircraft: Building, Buying, and Insuring Your Custom Plane

There's a segment of aviation that combines the thrill of flying with the satisfaction of craftsmanship: experimental aircraft. From sleek Van's RV sport planes that outperform many certified aircraft to rugged bush planes built in home garages, the experimental category represents roughly 10% of the active GA fleet and accounts for over 30,000 aircraft in the United States. For pilots who want more performance per dollar, complete customization freedom, or simply the profound experience of building the aircraft they fly, experimental aviation offers something no factory aircraft can match.

But experimental aircraft come with unique considerations that differ significantly from the certificated world. The regulations governing construction, operation, and maintenance are different. Insurance is harder to obtain and more expensive. Financing options are limited compared to type-certificated aircraft. Resale dynamics follow different patterns. And if you're building from a kit, you're signing up for a project that will consume 1,000-3,000+ hours of your life.

This guide covers everything you need to know about the experimental aircraft world: what makes an aircraft "experimental," the most popular kits and their costs, the realities of building versus buying a completed experimental, how to navigate the insurance and financing challenges, and what resale value looks like. Whether you're drawn to building your own flying machine or buying one someone else built, this is your comprehensive starting point.

What Makes an Aircraft "Experimental": Categories, Rules, and the 51% Rule

The term "experimental" covers several FAA categories, each with different rules and privileges. Understanding the distinctions matters for insurance, operations, and resale.

Experimental Amateur-Built (E-AB)

This is the largest and most familiar experimental category. Under FAA regulations, an amateur-built aircraft must be constructed by the builder for education or recreation, with the builder fabricating the majority of the aircraft — the famous "51% rule."

• 51% rule: The builder must fabricate and assemble at least 51% of the aircraft. The FAA evaluates this through a combination of fabrication and assembly tasks, each assigned point values. Kit manufacturers design their kits to ensure the builder's tasks exceed the 51% threshold.
• Quick-build kits: Some manufacturers offer quick-build options that arrive more complete (pre-assembled wings, pre-riveted skins). These kits still meet 51% requirements but reduce build time by 30-50%.
• Operating limitations: E-AB aircraft cannot be used for commercial purposes (no charter, no flight instruction for hire). They require a Phase I test period (25-40 hours) before carrying passengers. Operating area restrictions apply during Phase I.
• Maintenance freedom: The builder/owner can perform all maintenance, including work that would require an A&P on certified aircraft. This is one of the biggest cost advantages of experimental ownership.

Experimental Light Sport Aircraft (E-LSA)

Factory-built aircraft in the light sport category that were originally delivered as Special Light Sport Aircraft (S-LSA) can be converted to E-LSA status, which allows owner-performed maintenance but restricts flight instruction for hire.

Experimental Exhibition and Research

Other experimental categories exist for exhibition flying, air racing, and research/development. These are niche categories with specific operating limitations.

The EAA Connection

The Experimental Aircraft Association (EAA) is the backbone of the homebuilt community. With over 200,000 members and 900+ local chapters, EAA provides:

• Technical counselors who visit your project and offer free guidance
• Flight advisors who help with first flights of newly built aircraft
• AirVenture Oshkosh — the world's largest aviation gathering, with extensive homebuilt education
• Builder education programs and workshops
• Insurance programs tailored to experimental aircraft

Popular Kit Aircraft: What They Cost and What You Get

The kit aircraft market offers options from simple, affordable two-seaters to high-performance four-place cruisers that rival certified aircraft performance at a fraction of the cost.

Two-Seat Sport and Aerobatic Kits

• Van's RV-12iS: $75,000-$90,000 (kit cost). LSA-category, 120-knot cruise, 900 fpm climb. The most popular entry-level kit with excellent build documentation. Build time: 800-1,200 hours.
• Sonex/Waiex: $30,000-$50,000 (kit cost). Budget-friendly, simple construction. 115-knot cruise. Known for affordability and community support. Build time: 1,000-1,500 hours.
• Sling 2: $60,000-$80,000 (kit cost). South African-designed, modern aesthetics, 120-knot cruise. Newer design with growing community. Build time: 1,200-1,800 hours.
• Zenith CH 650: $30,000-$45,000 (kit cost). STOL-capable, simple riveted construction, great trainer. Build time: 800-1,200 hours.

High-Performance Two-Seat Kits

• Van's RV-7/RV-7A: $80,000-$100,000 (kit cost). 180-knot cruise, aerobatic, tandem (RV-7) or side-by-side (RV-8). The best all-around sport plane kit. Build time: 1,500-2,500 hours.
• Van's RV-14/RV-14A: $95,000-$115,000 (kit cost). Updated design with more cabin room, 185-knot cruise. Modern styling and improved ergonomics. Build time: 1,500-2,500 hours.

Four-Seat Cross-Country Kits

• Van's RV-10: $110,000-$140,000 (kit cost). 190-knot cruise, 4 seats, 1,000+ nm range. The most popular four-seat homebuilt. Rivals Cirrus SR22 performance at 40-50% of the cost. Build time: 2,000-3,000 hours.
• Sling TSi: $120,000-$150,000 (kit cost). 140-knot cruise, fuel-efficient Rotax 915iS turbo engine, modern avionics integration. Build time: 2,000-3,000 hours.
• Lancair Evolution: $250,000-$350,000 (kit cost). 300-knot cruise, pressurized, turboprop (PT6). The ultimate homebuilt performance machine. Build time: 3,000-5,000 hours.

Total Build Cost vs. Kit Cost

Kit cost is just the airframe. Total flying cost includes:

• Engine: $20,000-$45,000 (Lycoming/Continental) or $30,000-$60,000 (Rotax 912/915)
• Propeller: $3,000-$12,000
• Avionics: $5,000-$60,000+ depending on VFR/IFR capability and glass panel choices
• Paint: $3,000-$15,000
• Tools and consumables: $2,000-$5,000
• Miscellaneous (hardware, wiring, fluids): $3,000-$8,000

Total flying cost for a Van's RV-10: $160,000-$250,000 — compared to $600,000+ for a new certified four-seat aircraft of comparable performance.

Building vs. Buying: The Realities of Each Path

Building from a Kit

Building is a deeply rewarding but demanding undertaking:

• Time commitment: 1,000-3,000+ hours over 2-7 years. The average RV-10 build takes 3-5 years at 15-20 hours per week.
• Space requirement: A two-car garage minimum. Climate-controlled space is ideal for composite work and paint.
• Skills needed: No prior aviation or mechanical experience required — most builders learn as they go. Kit manufacturers provide detailed instructions, and EAA technical counselors offer free guidance.
• Biggest risk: Abandonment. Industry data suggests 50-60% of kit projects are never completed. Setting realistic timelines, joining a builder support group, and working consistently (even just a few hours per week) are keys to finishing.
• Biggest reward: The indescribable pride of flying an aircraft you built with your own hands. Plus complete understanding of every system, and maintenance freedom that saves thousands annually.

Buying a Completed Experimental

For those who want experimental performance without the build commitment:

• Market availability: Thousands of completed experimental aircraft are for sale at any given time. Van's RV series, Glasair, and Lancair are the most common on the used market.
• Pricing: Completed experimentals typically sell for 40-70% of their total build cost. A completed RV-10 that cost $220,000 to build might sell for $140,000-$180,000.
• Pre-purchase considerations: Build quality varies enormously between builders. A thorough pre-purchase inspection by a mechanic experienced with that specific type is even more important than with certified aircraft.
• Repairman certificate: The original builder receives a repairman certificate allowing them to perform condition inspections (the experimental equivalent of an annual). When you buy a completed experimental, you don't receive this certificate — you'll need an A&P/IA to perform condition inspections ($500-$1,500/year).

Insurance, Financing, and Resale: The Business Side of Experimental

Insurance Challenges and Solutions

Experimental aircraft insurance is available but more expensive and restrictive than certified aircraft coverage:

• Liability only: $600-$1,500/year for $1M CSL. Widely available from multiple carriers.
• Hull + liability: $1,500-$5,000+/year depending on aircraft value, pilot experience, and type. Hull coverage is harder to obtain and may carry higher deductibles (5-10% of hull value vs. 1-2% for certified).
• Key factors: Pilot experience in the specific experimental type matters enormously. Transition training, phase I test period completion, and time in type all affect availability and pricing.
• EAA insurance programs: The EAA partners with specialized aviation insurers to offer competitive experimental aircraft coverage to members.
• Best practices: Build time in type through safety pilot arrangements before going solo. Complete type-specific transition training if available. Maintain instrument currency. These actions reduce premiums and improve insurability.

Financing Experimental Aircraft

Financing options for experimental aircraft are more limited than for certified aircraft but do exist:

• Traditional aircraft lenders: Most mainstream aircraft lenders don't finance experimental aircraft due to the difficulty of standardized valuation and resale concerns.
• Specialty lenders: A handful of lenders specialize in experimental aircraft financing. Terms are typically shorter (5-10 years vs. 15-20 for certified) with higher rates (8-12% vs. 6-9%).
• Home equity loans/HELOCs: Many experimental buyers finance through home equity, which offers lower rates and doesn't require the aircraft as collateral.
• Personal loans: Unsecured personal loans work for lower-value experimentals but carry higher interest rates (8-15%).
• Self-financing: Many builders fund their projects incrementally — buying kit sections and components as they can afford them over the multi-year build process.

For more on experimental financing, see our experimental aircraft financing guide.

Resale Value Considerations

• Popular types hold value well: Van's RV series, Glasair Sportsman, and Sling TSi maintain strong resale values due to high demand and proven designs.
• Build quality matters: Professionally finished experimentals with excellent build quality, modern avionics, and thorough documentation sell for premiums. Rough builds with minimal documentation sell at deep discounts.
• Depreciation: Completed experimentals typically depreciate 5-10% per year for the first 3-5 years, then stabilize. Well-built popular types may appreciate during periods of high demand.
• Market size: The buyer pool for experimental aircraft is smaller than for certified types, which can mean longer sale times. Pricing competitively and marketing through type-specific communities (Van's Air Force, EAA classifieds) accelerates sales.

Frequently Asked Questions

How much does it cost to build a kit airplane?

Total flying costs range from $50,000 for a simple two-seater (Sonex) to $250,000+ for a high-performance four-seater (Van's RV-10) or $400,000+ for a turboprop (Lancair Evolution). The kit itself is typically 40-60% of total cost, with engine, propeller, avionics, and paint making up the remainder.

Can I fly passengers in an experimental aircraft?

Yes, after completing the Phase I test period (25-40 hours). During Phase I, only essential crew members (the pilot) are allowed on board. After Phase I, you can carry passengers with the same privileges as certified aircraft for personal recreation and transportation. Commercial passenger-carrying is prohibited.

Is it hard to insure an experimental aircraft?

It's more challenging than insuring certified aircraft. Liability-only coverage is widely available. Hull coverage requires more shopping and may carry higher deductibles and premiums. Your experience in the specific type, total flight time, and safety record significantly affect availability and pricing. EAA membership provides access to specialized experimental insurance programs.

How long does it take to build a kit airplane?

Typical build times range from 800 hours (simple two-seaters) to 3,000+ hours (complex four-seaters). At 15-20 hours per week, that's 1-4 years. Quick-build options reduce time by 30-50%. The most common build timeline for a Van's RV is 3-5 years working evenings and weekends.

Can I do my own maintenance on an experimental aircraft I built?

Yes. As the original builder, you receive a Repairman Certificate that authorizes you to perform condition inspections (equivalent to annual inspections) and all maintenance on your aircraft. This privilege does not transfer to subsequent owners — buyers of completed experimentals need an A&P for condition inspections.

What is the safest kit airplane to build?

Van's RV series has the largest fleet, the most builder support, the most extensive documentation, and strong safety records. The RV-12 and RV-14 are particularly good for first-time builders due to match-hole construction that simplifies assembly. Zenith aircraft are also known for straightforward construction and strong community support.

Can I finance a kit airplane build?

Traditional aircraft lenders don't finance unfinished projects. Most builders fund construction incrementally from savings, purchasing kit sections as they progress. Some use home equity lines of credit to fund the build. Once the aircraft is completed and airworthy, some specialty lenders will refinance the project with an aircraft-secured loan.

Do experimental aircraft hold their resale value?

Well-built examples of popular types (Van's RV, Glasair Sportsman, Sling TSi) hold value well, typically retaining 50-70% of total build cost on the used market. Build quality, avionics, documentation, and the specific type's popularity are the primary value drivers. Obscure types and poorly built examples may sell for 30-50% of build cost or less.