Sonex Aircraft Frequently Asked Questions Subject

Index
The following are answers to some general Frequently Asked Questions (FAQ's) about
Sonex and AeroConversions products. If you have a question that is not covered on this General
page, send us an email info@sonexaircraft.com or give us a call. Questions

Airframe
General Questions: Powerplant

Carburetors
Does Sonex Aircraft, LLC offer Demo Flights?
Props

Factory Demo Rides are not offered for liability and prototype licensing reasons. There Building
have been a number of excellent flight reports written by professional journalist test
pilots for several aviation publications, which we feel offer much better insight to the Instruments
aircraft's overall handling and performance than a brief demo flight. There have also been
numerous reports from builders that are flying posted to our Testimonials
FAA
Page and Online Discussion Groups. You can also use our Builders' Database to find a
Requirements
Sonex, Waiex or Xenos pilot in your area. Many Sonex aircraft owners are more than
willing to give rides to those who are seriously interested in building.

Will Sonex Aircraft be at the Copperstate fly-in?

Arlington fly-in? Sun 'n Fun?
We are constantly evaluating which regional fly-ins and other events we should attend.
Since we are headquartered in Oshkosh, you can be rest assured that we will always
have a presence at EAA AirVenture Oshkosh every summer. If we traveled to every
event that occurred thorugh the year, we would never be at the factory getting parts out
the door. We have focused much of our energy and resources into our weekend workshop
series, which we highly recommend attending if you are getting serious about any of our
product offerings. There are incentives built in to help cover your travel expenses to get
here. Please visit our Events Calendar for the list of Fly-Ins and Events Sonex Aircraft,
LLC will be attending each year.

Airframe: Subject
Index
Will I fit in the Sonex? General
Questions

Check the Sonex, Waiex and Xenos cockpit dimensions for yourself. We also highly Airframe
recommend trying a Sonex on before deciding if you fit. We have builders that are up to
6'6" tall. Also, a Lowered Seat Modification is now available, which adds approx. 2" of Powerplant
headroom. Check-out our Builders' Database to find a Sonex aircraft in your area, or visit
our factory for a tour, or to attend one of our upcoming events.
Carburetors

Cockpit Dimensions of Sonex, Waiex and Xenos: Props

Building
• Width at Shoulders: 40 inches
• Width at Hips: 38 inches Instruments
• Height from Seat Bottom to Canopy: 37 inches at each seat position (Add 2"
FAA
ifLowered Seat Mod is installed; standard in Waiex and Xenos)
Requirements
• Height from Floor to Seat: 9 inches
 • Height from Seat to Instrument Panel: 13 inches
• Height of Seat Back: 17 inches
• Length of Seat Bottom: 23 inches

• Length from Rudder Pedals to Front of Seat: 18.5 inches

How difficult is removing and re-installing Sonex

Aircraft wings?
Wing Removal takes approx. 10 minutes and Installation takes 2 people approx. 15
minutes. The complete procedure is located on an instruction sheet that can be
downloaded from theInstruction Sheets Page.

How do the tail dragger versions of the Sonex, Waiex

and Xenos compare to other tail wheel aircraft?
Tail Wheel Sonex aircraft are just about the easiest tail wheel aircraft to fly. There are 3
things that make the Sonex and Waiex tail draggers such simple aircraft to fly:

1. The ability to fly slow: The Sonex Family of aircraft were designed from the
ground up to fly slow! Approach on final with plenty of altitude to make the
runway. Use full flaps (30 degrees) on your approaches which gives you a
spectacular descent rate and pull the throttle to idle. Slow your aircraft down to
55 to 60 mph on final approach. This reduces the amount of energy when you
do touch down, so whether you're 3 pointing or wheel landing, your Sonex or
Waiex will be done flying and you'll settle in like you're hitting a pillow of air.
2. Direct Steering: DON'T EVEN THINK of adding complicated, costly, and heavy
differential brakes! Every Sonex aircraft pilot has raved about how great the
direct steering feature is. Push the right rudder pedal- go right immediately.
Push the left- go left immediately. A properly flown mission in the Sonex, Waiex
or Xenos will seldom, if ever, involve brakes. Hold brakes for initial start-up,
Use them to hold short of the active runway, and the last time you should need
them is when you're pulling up to the hangar to stop for the day. Brake wear
should be non-existent and in our opinion the tail dragger versions of the
Sonex, Waiex, and Xenos are the easiest to fly in their class.
3. Titanium Landing Gear: These are a wonderful design feature of the aircraft
and meet the drop test standards from FAR Part 23. If you happen to flare too
early and drop in hard, the gear dampens the shock considerably, will absorb
the blow and allow you to settle in nicely.

As in any aircraft, if you really blow an approach and something doesn't feel right, go
around!
Note: when carrying passengers you will increase your sink rate considerably (A 200 lb
passenger is a sizeable percentage of your 1100 lb gross weight..roughly 18%). Come in
a bit hotter (perhaps 5mph or so) and when you have the runway made, start bleeding
off your airspeed. You'll also find that adding a touch of power just before touch down will
yield some
real nice "squeaker" landings.
Follow these tips and your landings will in short order become a non-event in your tail
dragger Sonex and Waiex. The tips above are the same for the Xenos: just remove
"flaps" from the above and insert "pull half spoilers and establish your sink rate..don't
touch them once you're under 100 feet of altitude."

Subject
What is the speed/weight difference of Tri-Gear vs. General
Questions
Standard Gear Sonex aircraft?
The Sonex/Waiex Tri-Gear is between 4-6 mph slower than a similarly-equipped tail Airframe
dragger. While many have flown the tri-gear extensively on grass strips, we do not
recommended the tri-gear for exceptionally rough-field use. Sonex aircraft are Powerplant
approximately 10-12 lbs heavier in the Tri-Gear configuration (+10 lbs for an AeroVee
powered, Tri-Gear aircraft, +12 lbs for a Jabiru 3300 powered, Tri-Gear aircraft). Carburetors

Props

Building
What's the difference between the Waiex and Sonex?
The tail configuration is the only difference between the Waiex and the Sonex. We built Instruments
the Waiex using the "Y-tail" design simply because it looks cool! The unique "Y-tail"
design flies exactly the same as the traditional-tailed Sonex. Don't believe it? Read what FAA
our first customer Waiex pilot has to say, or read professional journalist test pilot Dan Requirements
Johnson's review of the Waiex for Kitplanes magazine. We recommend building whichever
design you think looks better.

How is the Xenos similar to the Sonex and Waiex?

Xenos shares the same cockpit and engine options as the Sonex. The fuselage is longer
and it has a much larger tail to fly the longer wing.

Can I use a Sonex/Waiex wing on a Xenos Fuselage?

How about a Xenos Wing on a Sonex/Waiex
Fuselage?
The answer to both questions is No. The Sonex/Waiex tails do not have enough tail
volume for the larger Xenos wing and the Xenos tail is far too large for the Sonex and
Waiex. Performance would be compromised in either scenario. It has been our design
experience that when you try to do too many missions with a single design, you end up
not doing either mission well. In this case, you'll end up with a marginal motorglider and
a marginal sportplane. Build the aircraft that you feel best fits your mission. Building one
of each is a fantastic idea!

Do you offer a Ballistic Parachute System?

We do not recommend a Ballistic Parachute System for use in any of our family of
aircraft. You may contact BRS for a design guide and their recommended installation.

Do you have a "wet wing" option?

No. We feel 16 gallons is sufficient fuel for the design philosophy (burn rate approx. 4
gallons/hour for Jabiru 2200 and 6 gallons/hour for 3300 Jabiru). Find out more.

Powerplant: Subject
Index
Do you have an electric starter system? General
Yes. Both the AeroVee and Jabiru options have electric start and full electrical systems.
 Questions

Rotax engines: why are these not supported for Airframe

Sonex aircraft? Powerplant

This engine certainly could work for the Sonex, but the use of reduction drives and
radiators runs counter to our "keep it simple" philosophy. It also just doesn't make Carburetors
economic sense. You can install a clean and simple 120 hp 3300 Jabiru Engine for less
than what it costs for either a Rotax 912S or 914. Props

Building

Instruments
Is it possible to use an A-65 (180 lbs empty), 85
FAA
Continental, or Corvair? Requirements
The A-65, A-85, and Corvair are just too heavy for the Sonex. Again, the criteria for
engine usage is 200 lbs or less (complete installed weight) between 80-120 hp.

I'm a Sonex, Waiex or Xenos builder. Who should I

purchase my Jabiru 2200 or 3300 Engine from?
Purchase your Jabiru from Sonex Aircraft, LLC. You pay the same price as everyone else
in the US and receive installation and service support from Sonex Aircraft. You also
receive the complete Sonex/Jabiru Installation Guide, the Sonex-specific exhaust system,
and a set of the laser-cut aluminum cooling baffles developed specifically for your Sonex.
The installation guide and baffle sets are available to Sonex builders worldwide. View
the Engine Ordering page for more details.

What is the AeroVee Overhaul Period?

The AeroVee Overhaul Period is 600-1400 hours. The more careful you are in putting it
together, maintaining it properly, and running it in the green temperature ranges, the
longer your overhaul period will be.
The really good news is that if you are on the lower end of the overhaul period range, the
engine core parts are readily available at an extremely reasonable cost. A complete
overhaul of an AeroVee Engine core will run in the $100-$500 range depending upon
what needs to be replaced.

Carburetors: Subject
Index
Should I use an AeroCarb on my 2200 or 3300 Jabiru General
Questions
engine?
Absolutely. The overwhelming majority of the thousands of Sonex Fleet hours with the Airframe
Jabiru 3300 Engines have been flown with either the AeroCarb or Ellison. The Sonex
pilots using these combinations have seen remarkable performance. 150+ mph in cruise Powerplant
and 170+ mph top speed with the standard Sonex propellers. These alternative carbs
allow Jabiru Engines to turn up higher and produce more power. Carburetors
The AeroCarb exists (and has become a great option for many a homebuilder on a wide
range of engines) because of the Bing Carburetor. We encountered many troubles and Props
needless complications when installing Bing Carbs in our own factory Sonex Aircraft.
While it has been claimed by Jabiru that "all of these issues have been fixed" we continue Building
to see these surface as new builders complete and fly their Jabiru Powered Aircraft. Note
that the most recent issues reported did have Bing Carbs with the "Economy Tuning Kits"
Instruments
installed.
With over 30 years of experience using throttle-body type carbs, we knew there was a
better way and that we were just the design team that could introduce a better Carb for
FAA
the Jabiru Engine. The result of our extensive R&D and flight testing is the AeroCarb.
Requirements
The AeroCarb represents the better carburetor option for your Jabiru Engine in every
measurable way, including but not limited to:

1. Increased flight performance

2. Better Fuel Economy
3. Lower Cylinder Head Temps
4. Lower Exhaust Gas Temps
5. Lower Oil Temps
6. Simpler Installation due to the elimination of the fuel pump
7. Simpler Installation due to built-in control cable mounts
8. Allows for Aerobatics
9. Simpler Starting (no primer or choke required)
10. Impervious to carb ice
11. Lower Maintenance and Less Prone to Clogging
12. Weight Savings

Some flight performance and test numbers to back up each of our claims:
While almost all of the Sonex Pilots with the 3300 Jabiru Engine are flying with an
AeroCarb (including Sonex Prototype Serial Number 0001, Xenos Prototype Serial
Number 0001, and Kerry Fores Serial Number 0009), there are some Sonex Pilots who
insist on using the Bing carb. The reported performance and temperature data reported
by these pilots has served as the control group as we compare them to those flying with
the AeroCarb. This data was compiled using the same prop on the same airplane with the
only difference being the Carburetors.
1. Increased flight performance:
All Jabiru Engines powered by alternative carbs perform better than the standard Bing.
(Note that the Ellison Carb costs twice as much as the AeroCarb and still requires the use
of a fuel pump.)
In an impromptu comparison flight, Kerry Fores in his AeroCarb equipped, 3300-powered
tailwheel Sonex was able to catch up with a Bing-equipped 3300-powered tailwheel
Sonex in a shallow climb and, once level, was able to easily pull away. Both aircraft have
the same propeller. While this is "unscientific" data, it is the only head-to-head
comparison we know of to date. While we're confident the pilot of the other aircraft would
not mind being identified, we will not identify him without his permission. This flight was
witnessed from the cockpit by another builder, who is now flying his own AeroCarb
equipped Jabiru 3300-powered Sonex.

2. Better Fuel Economy:

The AeroCarb provides better fuel economy because of two primary features. An infinitely
adjustable main needle jet along with cockpit adjustable mixture control.
During initial tuning the fuel metering needle is set for optimum performance with the
cockpit mixture control in the full-rich position, as detailed in the owner's manual. Once
in the air, the pilot can pull the mixture control until the engine just begins to run rough,
then richen until it smooths out. This means the engine is always running at or near peak
fuel efficiency. The AeroCarb saves between 3 and 4 gph vs. the standard Bing Carb in
climb-out conditions and a little over 1 gph in an economy cruise over the Bing Carb. At
$4 per gallon, the AeroCarb will pay for itself in much less than 100 hours of flying....then
it's just more money in your pocket.
On Kerry's recent cross-country from Oshkosh to Sun and Fun and back (with his 3300
Jabiru powered Sonex) he had the opportunity to collect extended data on fuel
consumption, particularly during the 1190 SM flight home which he was able to fly almost
entirely at or near 8500 feet and 2950 rpm. With a fuel flow gauge fitted, which has
proven extremely accurate over the past year of flying, cruise fuel burn rates ranged
from 5.2 to 5.7 gph. Over the course of the entire flight fuel burn averaged 5.55 gph for
time spent flying (fuel used/flight timer time), and 5.16 gph average for all time spent
with the engine running (fuel used/hobbs meter time). Specifically, 88.76 gallons of gas
were consumed, 17.2 hours were recorded on the Hobbs, and approximately 2400 miles
were flown. The round trip flight included 8 stops (5 for fuel, 1 to wait for Lakeland
airport to re-open after the airshow, and, of course, 1 each at arrival in Lakeland and
back home in Oshkosh.

3. Lower Cylinder Head Temps:

Sonex Aircraft, LLC created its own laser-cut and pre-bent cooling baffle system for use Subject
with either the 2200 or 3300 Jabiru. We have been running these successfully in our Index
factory aircraft with AeroCarbs with all temps well within the green. These baffles are
available to any Jabiru Engine Owner, purchased through Sonex. We had two very recent General
reports of "high cylinder head temps with your laser-cut metal cooling baffles". Both of Questions
these reports were from pilots who insisted on using the Bing Carb, who were running up
to 350 degrees on the center and aft cylinders. Airframe
Kerry has been flying the aluminum cooling baffles on his aircraft for all of the airplane's
190 hours. He developed the aluminum baffles after struggling with the Jabiru-provided Powerplant
fiberglass baffles. The hottest cylinder is cylinder #6 which in cruise at 2950 rpm and
with an OAT of 55 degrees would top off at 320 degrees, but would quickly drop below Carburetors
295 at 2800 rpm or less. The next hottest cylinder was #5, which never went over 287
and averaged 278. It must be pointed out here that in local flights around the patch Props
when the engine is not being operated almost continuously for over 8 hours, #6 cylinder
seldom tops 300 degrees. Cooling for #6 cylinder, with the metal baffles, can be Building
dramatically improved by replacing a large cowl seal over #6 cylinder with a piece of
aluminum which will add two or three minutes to the time it takes to remove/install the Instruments
baffle.
FAA
4. Lower Exhaust Gas Temps:
Requirements
EGT is the primary indicator of optimum fuel consumption and power output. The
AeroCarb puts that control in the pilot's hand. By being able to pull the mixture lean in
flight, power output is optimized and fuel consumption minimized. Without this control a
pilot is at the mercy of a properly tuned Bing carb, a properly profiled needle, and the ill
effects that come when the carburetor is no longer operating as efficiently as "new". The
actual temperature to which you can lean changes from day to day, but with the
AeroCarb the range is about 1285 degrees to 1425 degrees before engine performance
diminishes from lack of fuel.
The Bottom line is that the pilot is in control of this most critical component of engine
operation whether operating at full throttle in a zoom climb or cruising at altitude.

5. Lower Oil Temps:

Due to lower cylinder head and overall lower engine temperatures by running with the
AeroCarb, oil temps have been observed 20 to 30 degrees lower than those running with
the Bing. We also observed the elimination of the big heat-generating muffler and instead
created our own straight-pipe exhaust system on the Sonex, which was also one of the
reasons for these lower oil temps.
Oil temps with the Sonex/Jabiru 3300 oil cooler installation ranged from a low of 168
degrees on Kerry's flight to Florida, to a high of 185 degrees. Oil pressure in cruising
flight ranged from 49 psi to 54 psi. On a hot day of playing around the oil temperature
will climb to 220 degrees, but will fall off quickly when flight attitude is stabilized or the
throttle is brought back from the firewall. When the temperature falls below 40 degrees,
the air inlet for the oil cooler can be closed off entirely. Oil temps should be allowed to
climb high enough to burn out the moisture in the engine, but not so high as to impede
proper cooling and lubrication.

6. Simpler Installation due to the elimination of the fuel pump. Also eliminates
vapor lock:
Anytime we can eliminate another mechanical system on an aircraft that can fail, we
jump at the chance. The variable fuel pressures delivered by the fuel pump can also
result in vapor lock, which is eliminated when the AeroCarb is used.

7. Simpler Installation due to built-in control cable mounts:

Those of you who have accomplished a Bing Carb installation know exactly what we're
talking about. Most Bing Carb installers fashion their own custom brackets and modify the
Bing Carb throttle control to make the installation somewhat workable. The AeroCarb has
a built-in Throttle Cable Clamp along with Mixture Mount, greatly simplifying your cable
routing. The new "pull-type" installation now available on the AeroCarb offers an even
cleaner and simpler installation along with more flexibility in control cable routing.

8. Allows for Aerobatics:

Because the AeroCarb lacks a float bowl and delivers fuel largely based on the suction of
the engine, it is the perfect carb for those intending to do positive G Aerobatics. (A
reverse fuel and oil system would have to be added to do longer duration inverted flight).
9. Simpler Starting (no primer or choke required):
A properly tuned AeroCarb will have your Jabiru starting on the first or second blade
every time. We have never installed a primer and have never required a choke.

10. Impervious to carb ice:

Due to its design with no venturi and no butterfly, no factory AeroCarb installations have
ever used carb heat. There has also never been a documented case of carb ice in any
AeroCarb installation or any of the carbs in the same family including the Lake Injector
and POSA carbs which are well into the tens of thousands of flight hours.

11. Lower Maintenance and Less Prone to Clogging:

Due to its minimal part count and simple design, the AeroCarb represents a quantum
leap in reduced maintenance compared to the Bing Carb. Also due to the AeroCarb's
clean, straight-through fuel orifice and as long as standard aircraft fuel filtration is used,
fuel clogging due to debris or water in the fuel system are non-existent.

12. Weight Savings:

The AeroCarb itself weighs just over one pound less than the Bing Carb. There is
additional weight savings in the simpler installation of approx 3 or 4 lbs with the deletion
of the fuel pump (for those aircraft that can use gravity feed), carb heat box, and
associated scat hose and clamps.
The AeroCarb has emerged as the preferred choice for a wide range of engine types.
Hundreds of AeroCarbs are currently being flown on Continentals, Lycomings, VW's,
Subaru's, Corvairs, and virtually every other aircraft powerplant under 160 hp. The
AeroCarb is for those who love simplicity and want to maximize the performance of their
Jabiru Engine.
There is an excellent article on this subject: "The $35 Hamburger" by Kerry Fores (Fuel
Burn on the AeroCarb-equipped 3300 Jabiru)

What are the Fuel Burn rates and Performance with

Standard Sonex Props?
The AeroCarb optimizes fuel burn for all three of the factory-supported engine options.
With the 80hp engines (2200 Jabiru and 2180 AeroVee), we see a fuel burn of under 4
gph at 3000rpm. With the 120hp Jabiru Engine, we see fule burn rates of under 6 gph
also at 3000 rpm. Read "The $35 Hamburger" for more information about the AeroCarb
on the Jabiru 3300 powered Sonex.

How does the use of the AeroCarb affect my Jabiru

Engine Warranty?
Sonex Aircraft knows of no instance where a warranty claim has been denied because an
AeroCarb has been fitted. To our knowledge, they have honored all engine warranty
issues brought to their attention regardless of AeroCarb use. That said, if you "cook" your
Jabiru Engine using an AeroCarb because you weren't monitoring temperatures or didn't
have your AeroCarb tuned properly, then you will be paying for the repairs to your
engine. Follow the detailed instructions in your AeroCarb Owners Manual and your Jabiru
engine will have better performance, will run cool, and will burn less fuel, virtually
eliminating carburetor maintenance to boot.

The Bing Carb has been flying on Jabiru Engines all

over the world for years. Why are you trying to
reinvent the wheel by going to an AeroCarb?
Our best comparison to the modifications we make to the Jabiru Engine to make it better
is the after-market Auto Market. There are many thousands of catalog and web site
pages filled with different versions of carbs, manifolds, exhausts, fuel injectors, ignition
systems, and misc accessories for just about every automobile on the road. These
different versions make various claims as to increased performance, weight savings,
better cooling, and better fuel economy just to name a few.... All the same things that
the AeroCarb offers Jabiru Engine Pilots. Our question is, once you learn all of the
advantages the AeroCarb brings with it, why would anyone fly with a Bing Carburetor?

Props: Subject
Index
How do I select a propeller for my Sonex, Waiex or General
Questions
Xenos?
We have gone through a thorough and scientific testing process with a wide range of Airframe
propellers for all Sonex Aircraft Models. We work most closely with Sensenich Propellers
and have flown many different models and sizes of their fixed-pitch wood and wood-core Powerplant
composite coated propellers. The recommended propellers are listed on the Propeller
Page on this site. Carburetors

Props

Building
How do I select a propeller for my direct-drive
Instruments
AeroVee powered Aircraft (other than Sonex, Waiex
or Xenos)? FAA
Requirements
There are a handful of people in the world that understand the proper design and
selection of propellers for different engine and airframe combinations. We have put our
trust in Sensenich and their design engineers, who are among the leading experts in their
field. They have generated a database of recommended propellers playing to the strength
of the Direct-Drive Jabiru 2200 Engines and other direct drive VW Engine conversions.
For a first prop iteration on the AeroVee, we have simply made Left-turning version of the
Jabiru 2200 propellers. It's a great way to get close on the very first prop.
There is no question higher propeller efficiencies can be reached using a reduction drive.
However, reduction drives come at a cost to complexity and weight. Instead, keep the
weight off and design the prop to turn up higher.
Our Xenos is impressive to watch climb out using the purpose-designed 56-inch
Sensenich prop. A similar propeller would be recommended for slower high-wing aircraft
where optimizing climb performance is the goal.
We are very confident in the AeroVee and feel it will continue to take marketshare away
from the more expensive and complex alternatives without sacrificing performance.

Is it possible to use an adjustable pitch prop?

To date, we have not found a ground- or air-adjustable propeller that is appropriate to
use with the direct-drive Jabirus and AeroVee. We have instead focused all of our
development focus on light-weight, simple, inexpensive, reliable and high-performance
two-blade fixed-pitch wood or wood-core, composite-clad prop. View or Propellers
Page for more information.

What is Sonex Aircraft's approach to propeller

selection and how does Sonex Aircraft measure and
compare performance with the various propeller
manufacturers?
After 30 years of testing hundreds of different propellers in a quest to achieve maximum
performance out of a wide range of airframe and engine combinations, there are many
things we have learned.
Generally, performance increases will happen in very small increments when using
different propeller makes and models. In rare cases, you can see huge performance
increases when the first prop is totally "out of the performance box". With the two
companies we have been working with, Sensenich and Prince, they have been very close
to an optimized prop with their first design.
When measuring performance, it is very important to do an "apples vs. apples"
comparison. This means flying the props you wish to compare in identical atmospheric
conditions flown on a triangular course to account for wind speed and direction. Sonex
Aircraft, LLC has developed a very large database of prop performance over the past 10
years for all 3 of our standard engine options...not only from our own prop tests (approx.
20 different propellers on our factory aircraft), but also from flying customer aircraft.
We have made no secret that we prefer to pitch props on the climb side of things, which
will give you maximum power when you need it most-on climb-out...especially if you're
operating out of a short, grass strip with obstacles. It does not hurt to allow direct drive
engines like the Jabiru or AeroVee to "turn up" at Wide Open Throttle (WOT), so in most
cases the climb props can obtain the same top speeds as cruise props, just at a higher
rpm and slightly higher fuel burn. It is therefore very important to record performance
data at various tachometer settings when comparing two or three different propellers to
each other.
Sonex Aircraft, LLC will continue to test a wide range of props to continue the quest for
optimized performance. Please refer to the SonexAircraft.com Propeller Page for the most
current recommended Propeller List.
Sonex Aircraft, LLC has an excellent reputation for publishing conservative and realistic
performance numbers. We feel this is of the utmost importance when customers and
potential customers are looking at the Sonex, Waiex, or Xenos as their next project.

Building: Subject
Index
What is the estimated Build Time? General
800-1,000 hours is the average build time using the Sonex or Waiex Complete Airframe Questions
Kit, and we have seen build times as low as 500 hours. Completion of the Xenos
Complete Airframe Kit should take between 1,000-1,200 hours on average. These build Airframe
time estimate, like all build time estimates, will vary with things like build experience, life
distractions, your ability to complete long-term projects and other factors. Powerplant

Carburetors

Props
How much Shop Space is required to build the Building
Sonex, Waiex or Xenos?
Speaking in terms of absolute minimums, the minimum shop size to build the Sonex or Instruments
Waiex is 6 feet by 16 feet. 10 feet by 30 feet would be the absolute minimum space
required to build the Xenos. FAA
Requirements

Do you offer Workshops on Xenos construction just

like the Sonex and Waiex?
Yes. The Sonex/Waiex workshop has been merged with the Xenos workshop because the
construction methods are the same. See the Workshops Page for the workshop schedule
and more information.
Can I purchase Sonex Aircraft Kits in Sections?
Yes! Sonex aircraft can now be built using Sub-Kits, Complete Airframe Kits, or Scratch
Building (Sonex only).
By far, the most economical way to kit build is with the Complete Airframe Kit, which
offers more bulk purchase discounts, Sonex Builder Workshop discount incentives, and
reduces shipping costs to one consolidated shipment. All Sonex Aircraft kit pricing can be
found on ourPricing Page.
Note that Sonex Scratch Builders also have the opportunity to purchase Sonex kit parts.
The Sonex Plans list every part needed by part number and description, and it is up to
the builder to decide what they're going to buy at what stage. Keep in mind that, for
builders intending to use all available kit parts eventually, building this way not only loses
approximately $3200 in part kit discounts ($1200 from the kit and $2000 for the
individual part kit discounts), but also adds approximately $2000 in additional shipping.
While much more expensive, it can be done. The individual part numbers and prices are
all listed on our web site and can be viewed by clicking on the sub-kit name in the Sonex
Scratch Building Sub-Kit listing:http://www.sonexaircraft.com/kits/scratch.html
We highly recommend starting your kit aircraft savings account now in order to purchase
the whole kit at one time. This saves Sonex Aircraft builders a significant amount of time
and money. Remember that financing is available for Sonex, Waiex or Xenos kits.

I'm confused by your Sub-Kit pricing. Its seems as-

though Sub-Kit builders are unfairly required to pay
a penalty of several thousands of dollars vs.
Complete Airframe Kit builders.
Our Sub-Kit pricing does not represent a penalty of any kind to our customers.
Conversely, our Complete Airframe Kits represent an additional opportunity for better
savings via bulk purchase discounting, which is something our competitors do not offer
on their complete kit packages.
From Day One, our Complete Airframe Kits were configured and priced to be the market's
low-cost leader. You would be hard-pressed to find more value for dollar in any other kit
aircraft package. We are able to do this via bulk kit-set purchasing from our vendors,
bulk packaging and bulk purchase discounting of the Complete Airframe Kit package to
our customers. Very similar to the economics driving a "2 for the price of 1" special in
your local grocery store.
For this reason, we have always resisted selling the aircraft in Sub-Kits as other
manufacturers traditionally have, because we knew we would not be able to offer pricing
as low as we can for the Complete Airframe Kit package. Due to consumer demand, we
finally made the decision to offer Sub-Kits early in 2009. Just like making two separate,
individual purchases of "2 for the price of 1" items in your grocery store, breaking our
Complete Airframe Kit package up into smaller Sub-Kit packages reduces the
opportunities for bulk purchase discounting.
Although Sub-Kit building is more expensive than purchasing the Complete Airframe Kit,
there is not a disparity in pricing that is as-large as many people think. Some potential
customers have erroneously estimated the disparity to be as large as $7,000. You may
be misunderstanding our Sub-Kit pricing, as many have in the past, and it's this common
misunderstanding that has led us to re-tool our pricing/packaging slightly: When our
Sub-Kits were first introduced, they included Machined Angle Component Kit
Upgrade parts as standard equipment. At that time, an apples-to-apples pricing
comparison would be of a Complete Airframe Kit with the Machined Angle Component Kit
Upgrade. As of October 3rd, 2009, we have now made Machined Angle Component Kit
Upgrade parts optional for Sub-Kits, just as they are optional for the Complete Airframe
Kit. For those who are not interested in purchasing those upgrade parts, Sonex Aircraft
Sub-Kits may now be purchased at a reduced cost.
Sub-Kit builders still have an opportunity to save more with bulk purchases: For those
who are interested in using the Tail Kit to get comfortable with the project before
committing to the entire project, they can start with the Tail Kit, and decide to buy all
remaining Sub-Kits in a single purchase, which will earn them a $2,000 bulk purchase
discount ($3,000 in the case of Xenos Sub-Kits). This reduces the Complete Airframe Kit
vs. Sub-Kit pricing differential to only a few hundred dollars.
For those who wish to spread Sub-Kit purchases out over-time, the price differential is
still very competitive with the typical amount of interest paid on financing of a Complete
Airframe Kit purchase.
All of our current pricing can always be found on our web site
at:http://www.sonexaircraft.com/kits/pricing.html

How much money can be saved by scratch-building

instead of building from a kit?
In the very roughest of numbers, a scratch-built Sonex Airframe will cost you about
$7,000* in materials IF you do all your welding, metal forming, layouts, etc. That
compares directly to the $13,500* airframe kit.
The reality is that once they do the analysis, most builders are going with the Complete
Airframe Kit. In our opinion, you'll have well less than 1/2 the build time along with some
other great benefits...laser-cut skins and factory welded parts make for an extremely
accurate build experience.
Many scratch builders decide to pick-and-choose certain kit components to purchase from
Sonex for portions of the project they do not wish to tackle. A list of all of the individual
items available for purchase for the scratch builder can be found on our Scratch
Building page. The "essential" items, that most scratch builders usually purchase total
about $4,500 with the rest of the $7K being in Aluminum material, hardware, and steel
tubing for welding.
If you are considering scratch building as a way to better afford a Complete Airframe Kit
by purchasing all the components individually over time, you are guaranteed to spend
much more than the Airframe Kit price by the time your aircraft is completed (read "Can I
purchase the Sonex Kit in Sections?" above). The only way to glean any cost savings by
scratch building is to fabricate the majority of the aircraft parts yourself from raw
materials.
In summary, people that elect to truly scratch-build the Sonex should be doing so for the
added challenge and educational value that scratch building offers, not as a way to save
money.
*prices as of 09/2006. Note that any Complete Airframe Kit price increases that occur are
mostly tied with material cost increases, so the proportional relationship between the
$7,000 material cost and $13,500 kit price quoted above will remain very much the same
as kit prices increase over the years.

With the stainless steel rivets against the aluminum

skin, isn't there a galvanic corrosion problem?
No. We have been using this combination since 1972 and have not experienced galvanic
corrosion.

I thought Sonex aircraft were assembled with blind

rivets; why is a bucking bar on the required tools
list?
The bucking bar is for the standard AD aircraft rivets used in the spar build-up. We
recommend using the Sonex Bucking Bar, a polished bolt, and a hammer in lieu of a
standard bucking bar and rivet gun. This saves a lot of money and provides for a simple,
inexpensive, and controllable method of installing solid rivets.
Can regular (1/8" diameter) bucked rivets be
substituted for the blind (1/8") rivets where both
sides are accessible?
Yes. However there are areas, particularly in the leading edge and closed control
surfaces, where bucked rivets cannot be used.

Would it be possible to get some of the CAD files of

the wing and rib components? What about digital
copies of Sonex manuals?
No. For proprietary reasons, the plans and manuals are only available in printed form.
There are, however, several instruction sheets available for download on the Manuals
Page.

Instruments: Subject
Index
Is there room to install GPS-based moving map General
Questions
displays and MFD's? How about a transponder? How
about a complete IFR panel? Airframe
You can install any instrumentation you wish in your Sonex, Waiex, or Xenos. Just keep
Powerplant
track of the overall weight of the various packages and watch the power requirements.
While the heart of the Sonex, Waiex, and Xenos is in a fun day VFR mission, they do
Carburetors
enjoy very good cross country capability, especially due to their outstanding fuel
economy.
Props

Building

Instruments
What do you consider the "standard instrument
package" for Sonex aircraft? FAA
Requirements
We have installed the Stratomaster Ultra Series of Instruments in the Waiex, Xenos, and
Sonex Prototypes along with various versions of the Grand Rapids Technologies EIS.
These digital instruments contain altimeter, airspeed, VSI,CHT,EGT, Oil Temp, Oil
Pressure, Tachometer, and fuel level along with a wide range of other options. One of
these "glass instruments" along with a nice handheld GPS and a handheld radio, or small
panel-mount radio such as those offered by MicroAir or Becker, are all you need for the
Sonex, Waiex, and Xenos Day-VFR mission. You can learn more about these instruments
through the Instruments Page.

FAA Requirements: Subject

Index
How do I register my aircraft for flight under the General
Questions
Sport Pilot rule?
It is our opinion that all Builders of the Sonex, Waiex, or Xenos should register their Airframe
aircraft as Experimental/Amateur Built Aircraft. You can register your aircraft under these
existing rules and fly it as a Sport Pilot. Registering as Experimental Amateur Built allows Powerplant
you to obtain a Repairman's Certificate for your aircraft and perform all of your own
maintenance without attending specialized LSA maintenance classes. Carburetors
EAA now offers an Amateur-Built Aircraft Certification Kit, which is available for purchase
online. The kit includes everything you need to register and certificate a new Props
experimental amateur-built aircraft. The 15-page, step-by-step Certification Guide walks
you through the entire process-from getting an N number to the aircraft inspection-and
provides samples of how to complete each required form. The certification kit also
Building
includes all FAA forms, Experimental sticker (in black), dataplate, and a convenient
placard decal sheet.
Instruments
For More information about Sonex Aircraft and Sport Pilot, view our Sport Pilot pages.
FAA
Requirements

What are the annual inspection requirements for

homebuilt aircraft?
To maintain an aircraft's airworthiness, an Annual Condition Inspection must be
performed and logged in the aircraft's airframe logbook. The detail and scope of this
inspection for aircraft registered in the United States of America is outlined by the FAA in
FAR 43, Appendix D.
This appendix is available on the FAA's website
at http://www.faa.gov/regulations_policies/. Follow the links on this site to FAR 43,
Appendix D.
A more user-friendly version of the this FAR is available to EAA members in the
Homebuilder's section of their website, www.eaa.org. The EAA's inspection document is
formatted in an easy-to-use checklist format.
Your particular aircraft may require additional inspections depending on installed
equipment (Transponders, VOR's, etc).
It is your responsibility to maintain your aircraft as prescribed by the governing authority
of your country. Failure to complete and properly document each annual condition
inspection can jeopardize the safety of your aircraft, your insurance, and your piloting
privileges.

Does the Xenos meet the criteria for Powered

Gliders?
Yes. The Xenos does meet the criteria set-forth by FAA Advisory Circular AC 21-17a
defining Powered Gliders. The Xenos can be registered as an Experimental/Amateur Built
aircraft and flown by pilots who hold a glider license with a self-launch glider
endorsement. The Xenos can also be flown under both the Sport Pilot, and Private Pilot
regulations. For more information about the definition of a Powered Glider, and the
applicability of the Xenos, read ourMotorglider Definition page.