@@stevenmerriman4479 you know it :-) I agree with the vent comment, talk about a greenhouse but the blind helps alot. I suppose it's an excuse to fly high.
A very good video Terry with an excellent voice over. You know I agree with all of the points you made from our time and flight together. I did find it very comfortable, the controls crisp and well harmonised. I thought the autopilot was excellent and the 180 turn around impressive. It is true that the speed envelope is amazing and short field capabilities wonderful but you know what I am going to say. I am very pleased with my Jodel. I feel very comfortable flying it and pleased with all the little things I have added to it over the time I have owned it. I know there is a lot more I could do to it but we have to live within our budgets. This video, like all of yours will do well. Excellent stuff!
Thanks Tim, I am just biased. There's some wonderful aircraft around and the Jodel is fantastic too, you've also got the benefit of two extra seats! These are the 10 things I love but there's also a few I don't like and I may do a video on those too to balance things up. I did put a question mark at the end of the thumbnail title. Thank you for your always encouraging comments and we must get together soon.
I work at North Weald and now and again see the Sport Cruiser - she is one of my favourites that's for sure, thank you Terry for such a great video, I like your style 🙂
Thank you Peter for such a lovely comment. Please make sure you hunt me down and say 'Hi' next time you are over the field, would love to show you around and maybe even have a quick circuit.
Another great video Terry - well done. As you know I fly a Bristell but as they are similar aircraft in many ways and designed by the same guy I can’t help but agree with everything in your video. They are superb aircraft. Keep those videos coming 👍🏻
Totally agree Trev and the Bristell is possibly a better more refined version of the SC. Thanks for the encouragement and the kind comments they really drive me to try and do better.
Great series of videos Terry, but remember you will always need a take-off flap setting for a short field departure especially with a light tail wind to get the short field performance you rate so highly. Well done and keep up the good work.
A great video and very well presented, Terry 👏 👏 I was sold on the SportCruiser last year when I first saw one in the flesh land at Maypole.. so for me, I'd maybe shift number 6 in your list to number 1. But the other 9 reasons are all amazing with not much to choose between them all. What a fabulous aircraft 👌
I would like to try a SportCruiser one day... But my Gyrocopter is also very fun - turning on a dime, landing short and (almost) hovering... Keep up the nice videos
I own 319SC, a Sport Cruiser that you can look up on Flight Radar 24. I trained in this type, love it, then purchased my own. My total time is 330 hours and over 300 landing. 319SC is one of 10 special addition sport cruisers built in 2017, in celebration of the 600 sport cruiser produced. Mine is serial number 596 and only two were imported into the U.S.
Wow I didn't know about this 'Special' what did they do to make it special or is it just a paint job? As a SportCruiser owner I'd be interested to know if you agree with all my points and do you have any more to add? Thank you for your comment and view.
Cool video. I'm a newish pilot that currently owns a EV97 Eurostar which i love. I do dream of purchasing a sportscruiser in a couple years. Thank you for posting.
Thanks Roger, they're a great in-between aircraft, all the benefits of a microlight but the refinement of a regular aircraft. Thank you for the watch and kind comment.
Great video. Just completing my PPL and started on the Cessna 172. We have just obtained the sports cruiser and have been asked if i want to continue my PPL in it.
What a great channel and what a brilliant video! I'm not a pilot but I'm very much into aviation, flying RC aircraft and attending air-shows (mainly Shuttleworth) I absolutely love the look of this aircraft and the modern digital dash, great work on the video's, so interesting start to finish, very happy I found this channel 😃👍
Great video as always. You seem to get into almost anywhere in the UK with your SC. It's a lovely aeroplane. The question, I ponder is - lots of great aircraft out there - as there is a lineage, starting with the Eurostar (Sportstar in the USA) EV97, which is better? The USA Spec Sportstar Harmony (better ailerons, wing etc for short field and better crosswind tolerance than the EV97), or the Piper Sports Cruiser? The USA Harmony variant is still better than the UK/European variant. It looks like in GA, microlights and light aviation, as with motor cars, the UK is always the bridesmaid and never the bride (in terms of spec and features vs VFM). I wonder IF the new 600kg rule will help attract better spec three axis fixed wing microlights to the UK or if the market is seen as too small to warrant such by manufacturers? Maybe standardisation with US and EU specs will win out for the UK (making, up spec'd models, more viable for the manufacturers in the UK)?🤔🤔 What's the crosswind tolerance of the Sports Cruiser and what type of licence is required (LAPL, PPL)?
Thank you as always for your encouragement and thoughtful comments. I totally agree with you regarding 600kg microlight category in that if it does it's job as it should there should be some wonderful new aircraft with great capabilities in this weight cat. The future looks bright.
@@ShortField as always youre most welcome. What you do on your channel is what GA flying is all about in the UK (to my mind). Let's keep our fingers crossed about the rest. A 600kg Sportstar (US spec) Harmony, pretty much - as much as I still love them - makes PA28's and C150/2's obsolete.
Cheers Lee, there's plenty of great aircraft about but for me and the flying I'm currently doing I find the SportCruiser ticks all the boxes. Saying that I am very biased :-)
Since you've asked: my airplane is a 260 Comanche. It's a decent cross-country performer, but hardly known as a short-field performer. Yet, if you fly it at the right speed and no more, you can usually exit at the first taxiway, at around 300 meters.
Great video! I own and fly a Jodel Mascaret, which is a really nice docile taildragger. It has an exceptional range, capable of flying for over eight hours, and running on 100 hp engine at about 20 L per hour it’s pretty frugal to run. Traditional panel… I’m not really into glass cockpits (yet) but no doubt I will be eventually! Keep up the videos, they’re really enjoyable.
Liked the timelapse at number 6 Terry. Deffo a looker. Rotax for the win. 32 knots stall is impressive too. I though Microlights had that pipped but obviously not!
Low wing loading has it's benefits but does make things a bit bumpy on themic days. Thanks for the kind comments and I'll pop into your field soon and you can take a proper look.
Hi Terry, great video. I had a C150 until Covid. Looking a joining a sports cruiser group in the NW. But the question I have for you is how easy would it be for a wheeelchair user to get into the a/c? Chris
I'd be keen to see some videos on the handling of a sport cruiser. Im coming from a Jodel to a sport cruiser and waiting for the weather to behave its self before I get to experience it. Iv'e not even flown in one as a passenger yet so any advice on what to expect will be interesting.
Any idea how this compares to the RV-12iS? Paying $200/hour to rent a C172 is not sustainable, so am looking to buy fully or into a share. I've flown the RV-12 once and it was a treat, but that SportCruiser looks like another great option (VFR days only, I don't have my IFR). I'm Seattle based if that's any help.
I've just started doing navigation which I am really enjoying, the weather has been a bit poor recently so had to cancel the last couple of lessons but that's flying
Love it, where do I sign? You said at the start you’ve flown a variety of aeroplanes, which others do you love / dislike and why? Keep up the great videos
Thanks Nick. I started off with an AA5 for 4 years went everywhere in it and nearly killed myself on many occasions but it was a great aircraft to learn on, loved the performance but like the SportCruiser suffers a little with thermals and turbulence. Then had a nearly new Arrow with the Avidyne Integra glass cockpit (first in the UK) great aircraft had it for 3 years but had engine failure in it and never trusted it after that. Then Rockwell Commander TCA112 built like a tank and the most comfortable light aircraft ever, had it for 12 years perfect stable IFR platform but got really expensive to run and parts were becoming an issue plus performance (especially take-off) was not that great from the 200hp engine. The 114 is better with a 260hp engine but still suffers from high running costs. Then I got the SportCruiser which fits perfectly into my flying at the moment, some limitations and a few things I don't like about it but on balance the best aircraft I've been involved with for pure fun flying.
@@ShortField Thanks Terry, nice eclectic mix and great summary. I’m starting to consider buying into my first share, I think the AA-5 would fit the bill nicely for me. One thing I note you didn’t mention on the Sportcrusier is the useful load or maybe I missed it?
@@AerospaceNick that's one of the things the SportCruiser does not so well being a 600kg aircraft. It works out that if you are on your own you can take whatever you can fit safely on the pax seat plus 18kg behind the seats, 20kg in each wing locker plus full fuel or a sub 80kg passenger plus 18kg behind and full fuel should do it.
@@ShortField I still think that’s pretty good going especially like you say it’s a 600kg aeroplane, the likes of a Cessna 150, 2 in and full fuel makes you overweight
They're great but not the tank that the Bulldog is. I think if you treat them with respect they are fine and are more than suitable for rough strips. Cheers Simon
Very cool video content. Such a great aircraft. I’m really surprised how capable are those LSA. Are lightsports suitable for cross country flying? What’s the limitations compare to PPL? Hi from NZWN Wellington New Zealand
Thank you. I have a full ppl and class 2 medical but in the UK LSA is not an aircraft group so these factory built ones are classed as any other non-microlight aircraft (same as C172 PA28 etc). However they are restricted to VFR and daylight only. They are perfect for cross country flying in good weather especially if you get one with an autopilot, ours has a range of around 500nm. Thank you for the kind comments 👍
Hi Terry good video as usual! Just a quick question. I noticed that you have an Avgas placard by the fuel cap. I thought that the 912 much preferred Mogas and that use of Avgas will reduce time between overhauls, not to mention its more expensive!
Thanks Michael, we're on our second engine, when I did this vid we had the original which we ran on Avgas 100LL 100% of the time and by the time it hit TBO at 2,000 hours it was checked and had no issues with sludge in the gearbox or anything, in fact we sold it to a guy who is putting it into an uncertified aircraft, he recons he will get another 2,000 hrs at least out of it. Since we got a brand new engine in April we've run that on UL91 90% of the time. You are correct service intervals are now 100hr as opposed to 50hr. This aircraft is Part 21 so is maintained on a maintenance schedule with an MO.
Beautiful plane! The "top 10" is a great video. Question: have you thought about a procedure to egress the plane should it land on its back on the canopy? This is my number 1 safety concern for the awesome canopy. Would appreciate your thoughts.
Hi John, thank you so much for the watch and great comment. You are 100% correct flipping upside down with this kind of canopy is extremely dangerous and would be very difficult to get out, as per an accident with one of these in Scotland a few years ago. As mitigation we carry a hammer for just such a situation, it would break the Perspex but how much force you could get on it hanging from your straps upside down, I'm not sure. However, it doesn't detract from what is all in all a great little aircraft. Thanks again John.
@@ShortField A hammer! Must check my favourite rental for one. BTW: a TL2000 Sting MLA with 'full glass' cockpit, AP, constant speed prop, heated seats and a Rotax 912ULS on MOGAS. Very good short field (and overall) performance and imho certainly comparable to the Sports Cruiser.
Great helpful video. How are you finding ongoing maintenance and support (eg, parts) what with the company’s continuing financial problems (bankruptcy, yes?)?
Thanks for the kind comment. We are just going through an engine change and have no difficulty with parts. The factory still keeps going in one form or another and we haven't had any issues here in the UK, saying that all the parts except the actual airframe itself are generic and can be sought from pretty much any supplier.
Thank you. You can fly final at 100kts if you wish (not advisable), the speed range is so good take the power off and you'll be down to 60 in a few hundred meters. Light weight, low momentum responsive engine. Cheers Joe
Terry, don't know how I missed this, well I do I had not subscribed or set notifications. I've put that right. HAYY does not have an autopilot or glass, still love it. Great video, but then I am biased! Oh and I see I made a few seconds at 5:24, Compton Abbas.
Hi Terry great video Not been long watching your channel but really enjoyed it and watching back episode I fly a PA28R but the LAS class may be more suited to my flying needs. Any tips on where to start looking for 1 and what to avoid Mark
@@bristolflyerpa28 BRISTOL Flyer 🙂 why don't I read peoples names so so sorry. I can't recommend the SC enough for cheap fun flying, however if you plan on touring, flying at night or in IMC and taking more than one pax then maybe not. I find having access to a 4 seater is good but I only rent ad-hoc when needed, saying that 95% of the time I'm flying the SC.
@@bristolflyerpa28 no, ours is a 2011 factory built, Part 21 aircraft, we imported ours from Switzerland with about 800 hours on it in 2017. You can get ones that are kit builds under the LAA Permit system but obviously everyone builds to different standards. Ours is not actually a SportCruiser ours is a PiperSport (yes that Piper same as your Arrow) it was a partnership that Piper setup with CSA (the manufacturer of the SportCruiser) to do a special variant for them. There's also the PS28 variant that is also a factory build Part 21 these tend to be less than 10 years old. Most factory builds are well built and have modern avionics and glass cockpits, where as home builds you get whatever the builder wanted to put in. I prefer factory built but there are some lovely LAA ones out there. You'd be looking to pay around £80-90k for a mid hour (under 1,000 hours) Pipersport or PS28 home builts are usually a little cheaper, they always sell quick when they come up for sale but there's a few on the UK reg so you can find them if you want one as a share or outright. Our annual just cost us £2k with exhaust re-weld, a 50 hour is around £400 and new engine at TBO about £25k fitted. They drink about 19 lph at 105 TAS knot cruise and you can stick anything in them 100LL, UL91 or Mogas.
Terry, great video as always. I've sat in a SC, but not flown one (yet!) another pilot had one at my last base (Popham) a comment he made was it was hard to taxi accurately as the nose wheel castor. How do you find it? Mark
Thank you Mark for your kind comments. A castoring nose-wheel is something you get used to in about 10 minutes of taxing around. It's actually very intuitive you just need to remember to use the toe brakes to turn rather than the rudder pedals (your brain is using exactly the same thought process). Taxing at speeds below 10 knots needs constant small corrections but once moving the nosewheel will just go where it was pointed. When you think about it faster aircraft like Cirrus have exactly the same setup. Once you are used to it muscle memory soon takes over and you don't even think about it. You can also spin the aircraft around within it's own length which is great for tight strips with little width to them.
@@ShortField yes, thought you'd say that. I used to have a CFM Shadow with heel brakes on the foot pedals. As you mention turns in it's own length we're possible. I've only flown a SR22 Cirrus on the simulator but it isn't difficult either.
I fly a 2010 PiperSport and agree with everything you said. The plane is easy to fly and the controls are well balanced. I really like the stall characteristics. With the stick almost full aft, it just mushes in and out of a stall, very benign. Enjoyed your video.
Hi Terry, that was a really well edited video and really enjoyed it. I'll have to take you in the back of a flexwing one day. Are you going to New farm 16th/17th Oct?
Hi buddy question here can you get them RG version ? Spoke to a guy said owned Bristell RG can't remember the engine said wqs doing 140knots true if you can get sc rg version surely be doing same?
100%, it is the perfect modern go-anywhere all metal aircraft. After 30 years of flying small planes I can honestly say this is the perfect VFR aircraft. Get one under 10 years old (some of the early ones were not that well equipped) get one with an autopilot and BRS you will not regret it. The cockpit is really generous as well and anyone up to 230lbs will find it really comfortable. Do it!
@@ShortField Thank you for your feedback, I have seen many people say it’s not a good idea especially for student pilots because it’s not IFR capable, what do you think about that?
@@epeace156 depends what you want to do I suppose. If you don't fly in poor weather and IMC then it doesn't matter what aircraft you have. If you just want to fly in nice weather days then this ideal. It's an LSA so that is it's limitation but it's still a very capable modern aircraft, certainly better than any of the old C152's which you can fly in IMC (but who would want too). I live near London and as you probably know the UK has a reputation for inclement weather, but I don't think there's been a day this year where I had planned to fly and didn't due to weather (and this year I have already done 150 hours+). If you live in LA then why do you need an IR, if you live in Boston, maybe yes. Take a look at my VFR to the Max video, it's based on EU rules but they're very similar to FAA VFR rules, you'd be amazed at how bad the weather has to be to switch to instruments. Sticking to VFR in a light single keeps you safe and it's much more fun, plus you can still file IFR but you need to be in VMC conditions.
Well we all have our own mission requirements. Some of yours I think my Sherwood Kub aircraft has (Looks, handling and short field performance), that said I has some other requiements for my mission profile that would not suit your.
Oh I agree totally and my review is biased and provocative and I do have a question mark on the thumbnail. I must admit I've loved all the aircraft I've been involved with but this one just seems to tick nearly all the boxes for my flying at this time and that's why I sing it's praises. Saying that there's also a few things I don't like and I will possibly do a video on those as well for balance. Thanks for the comment Algy and for giving it a view.
Question, I am debating on getting the SC or 172. I just got my ppl. My mission is 90% solo. 85% same day return trips. I Wright about 240lbs, 6’2. What advice would you give? Would you recommend the SC.
I think they are two different class of aircraft. You're height and weight is a non-issue in either aircraft, however if you plan to progress and get an IR then the Cessna would be a better choice, however if as you say you are happy flying VFR (much safer in a single engine aircraft) and you want to fly lots of hours for a low price go for the SC. I do have access and do fly a 4 seater if I need it for instrument and extra seats, however I fly the SC 95% of the time.
@@ShortField I concur with your assessment. I have been researching about the SC. What are your thoughts on the reliability and performance of the 912 carb vs the 912is.
@@fishplug10 there's no difference in performance and I have never had an icing issue with the 912 ULS so I suppose the only difference is the extra cost of the injected version initially against the extra cost of regular (once a year) carb balancing with the ULS.
In regards to cruising speed, what are your real life numbers? What gas do you use for cross country? What are the draw backs of the SC? When purchasing one, what advice would you give?
@@fishplug10 Real world cruise is between 100-104 knots in our aircraft with a 200 hour engine and new Sensenich prop, weight has little affect on the cruise speed. Honest fuel flow is 19 litres or 5 Gal.US per hour, tanks hold 110 litres or 29 Gal.US useable so range is about 530 nm with a margin. I personally would only buy a factory built machine and would avoid anything that's been used for training. Most are well equipped but if you're buying certified in EASA or UK CAA land be wary that mods are very difficult to get through as not many have gone through the STC process. Look for one that has everything you need when you purchase it. We wanted factory built with autopilot and BRS which in EASA land meant we had to go for the Pipersport variant as the PS28 has not been certified with an a/p.
Out of interest what kind of weight can this particular aircraft carry with regards to pilot, passenger and luggage assuming a full tank of fuel? I've been trying to figure it out myself but thought it best just to ask someone that would know 😀
It's not great two average adults small amount of luggage and half tanks (3 hours) is about it. They fly fine overweight (did I say that) but to keep legal that is all you can have, it's about 220kg.
@@ShortField to follow your "last wish" in the video. Flying a RV-12. Like how easy the aircraft handles and how simple everything is. Not much room for error. A little to slow though
What's the MTOW for your aircraft? Ours are limited to 600kg (not sure if that's a PS28 or legal limit), which makes flying with a passenger really limiting fuel-wise.
@@ShortField Thanks for the info! Very unfortunate, even 50kg more would make a world of difference. Our club only allows us to use MOGAS, which is not the easiest to find in Belgium unless you fly to ULM airfields.
@@That737Driver we've just had a brand new engine fitted as the old one had reached TBO 2,000 hours. The new one we run on UL91 but the old one ran perfectly on 100LL for it's whole life.
Hey seen this while doing my research on the aircraft and was wondering if this would be a nice aircraft to start flying in for completing my LAPL if you could get back to me that would be much appreciated thanks.
An interesting view of an aircraft that I have mixed feelings about. The performance is good but the reason for this is the aircraft is under built in terms of robustness with a string of weight increasing modification that have chase a weakness problem along the airframe. I have seen 300 hour SC’s with more airframe issues in terms of smoking rivets than 13,000 hour C152’s. As an aircraft for the careful private owner the SC is structurally adequate but as a club or group aircraft it will be trashed in short order. Early aircraft had overly sensitive pitch control that was verging on dangerous, Piper fixed this problem but dropped the aircraft when they realised that the construction was so marginal, the low wing loading makes flight in turbulence uncomfortable and holding height & heading difficult. Some time back I had a three leg aircraft moving day that had me flying First a SC, then a DA42 and finally a Robin DR400, for pure flying enjoyment the Robin DR 400 was streets ahead of the other two aircraft with turbulence penetration being especially good. As said in the video some parts of SC are very good like the autoflight and ballistic parachute but I hope that my comments will add a bit of balance to the video by giving my view from the perspective of 20,000 hours flying and a licensed engineer who has had to deal with the structural issues on SC aircraft.
An interesting perspective, thank you Robin. We are a very small group that own this aircraft and it's probably fair to say 'we fly the wings off it'. We purchased it from another small group in Switzerland and brought it to the UK with 800 hours on it and 7 years old. In just over 3 years we've put another 1,000 hours on it and in terms of faults or issues I can count on one hand the amount of times we have not been able to fly through a fault and even then it is normally fixed in a day or so, we also operate out of rough strips all the time. I had a Rockwell Commander for 13 years before this and every other flight there was an issue, I suppose it is just the luck of the draw, but I get the feeling factory built, certified examples like ours are built to a decent standard. I totally agree with you comments regarding being a handful in unstable air but it is a sub 600kg aircraft with a light wing loading, it will always be the case and even as a pretty experienced instrument rated pilot I would not want to take into anything but the most benign of IMC weather, saying that it is only certified for VFR anyway. You can't really compare a DA42 and DR400 to the SC they are a different class of aircraft, if however you compare it to other LSA types like the RV12 or Tecnam then it comes out favourably and if you are only flying on an Light Sport license then your choice is limited. There's plenty of things I don't like about the SC and I may do another video to balance things out but taking everything into consideration I think it is pretty good and still stand by my points in the video. Thank you so much for this brilliant comment and contribution Robin.
@@ShortField If you are as you say “flying the wings off it” keep a close eye on the rivets on the lower inboard spar web. I have seen smoking rivets this ultra critical area of structure, had we followed the initial SC factory repair recommendations of putting larger standard rivets in the rivet land ( ref AC43 ) would have been comprised and the structure in a very critical area weakened below normal aeronautical standards. After raising concerns with the factory and suggesting an alternative repair that complied with AC43 we did repair the structure. However I do wonder if there are any aircraft that got repaired by people who followed the original advice that we got from the factory.
@@Robinbamv will do but we are under a maintenance organisation as per our CAA certification so hopefully this would be picked up by them during routine maintenance. Saying that I will check the underside out next flight. Thank you.
Piper invested in the aircraft because it was superb,,, but subsequently dropped the aircraft when they realised the Eastern European aircraft manufacturers were not being totally honest about their finances.
@@ShortField Terry, there is SB issued for this mod, it basically replaces the original rivets with bolts. It’s fairly involved, as you have to cut into the inner skin to reach the area. Just keep an eye on the rivets, mine is still ok.
As far as looks go, the only questionable aspect is that weird nosewheel design. To me, it jars, and doesn't go with the rest of the airframe sculpture. No doubt it works well, and looks as it does because it must, but nonetheless, that is the one feature that just doesn't "look right".
The Sportcruiser is a cheap little chunk of junk from the Czech Republic. Any bubble cockpit plane is HOT...and if you fly in places Arizona, Nevada, Texas or even Florida...you will COOK. Sure you can put a shade on the top of the canopy...but then you have a clothy thing scraping your head and eliminate the biggest reason to have such a canopy, the view. The plane is noisy, slow and limited to pavement.
Woah, it's not perfect but what aircraft is? You're 100% correct about flying in hot climate's but as you rightly say any aircraft with this kind of canopy will have the same issues even in a very temperate climate like the UK in the summer it can get uncomfortable. I have to disagree about only being suitable for paved runways, just take a look at some of the short gnarly farm strips I operate mine out of and I've done that for the last 1,300 hours, without any and I mean any airframe issues. It is lightly built and any LSA type is by it's very nature going to need to be handled appropriately but it is all metal which does give it a lot in built strength. Can't say it's any nosier than any other single I've flown but I have a decent headset with ANC. As for performance, well I suppose you are correct it is slow at around 105 knots true cruise but then you can't have it stall at 32 knots. I respect your views and you obviously have had a negative experience with one which is a shame. Thank you for the watch really appreciate it and if you even get over to London I'd love to take you up in ours and show you what I mean. Thanks again Sir, all the best Terry BTW just looked you up on YT and looks like you have a beautiful Cirrus I agree there is no comparison but then the SC is about a sixth of the cost.
Well the Pipersport is which is annoying, however apart from having to maintain it under a CAMO as a cat A aircraft it doesn't stop us flying it anywhere in Europe.
The shape of this plane is esthetically so pleasing to the eye. You can almost feel how it would handle in flight, just by looking at it.
You've just increased Cruiser Aircraft's stock price with this advert! I agree with all of your top 10. A fabulous aircraft.
Cheers Nick, you know it!
LOVE my Cruiser! She turns heads on any ramp she is parked at. Just wish it was a little better ventilated, it gets HOT in there at times.
@@stevenmerriman4479 you know it :-) I agree with the vent comment, talk about a greenhouse but the blind helps alot. I suppose it's an excuse to fly high.
Thanks Terry and space for boots in your wing cupboards !!
Or some Salcombe fish :-)
Great video as usual Terry, how could anybody not love the Sportcruiser !!!
Cheers Chris, it is a cool little machine. Thank you buddy.
I fly with the ps28 since… one month, I love it !
A very good video Terry with an excellent voice over. You know I agree with all of the points you made from our time and flight together. I did find it very comfortable, the controls crisp and well harmonised. I thought the autopilot was excellent and the 180 turn around impressive. It is true that the speed envelope is amazing and short field capabilities wonderful but you know what I am going to say. I am very pleased with my Jodel. I feel very comfortable flying it and pleased with all the little things I have added to it over the time I have owned it. I know there is a lot more I could do to it but we have to live within our budgets. This video, like all of yours will do well. Excellent stuff!
Thanks Tim, I am just biased. There's some wonderful aircraft around and the Jodel is fantastic too, you've also got the benefit of two extra seats! These are the 10 things I love but there's also a few I don't like and I may do a video on those too to balance things up. I did put a question mark at the end of the thumbnail title. Thank you for your always encouraging comments and we must get together soon.
Love the sportscruiser, no doubt about it. But... I like high wings, and am really happy with our Aeroprakt 32.
I work at North Weald and now and again see the Sport Cruiser - she is one of my favourites that's for sure, thank you Terry for such a great video, I like your style 🙂
Thank you Peter for such a lovely comment. Please make sure you hunt me down and say 'Hi' next time you are over the field, would love to show you around and maybe even have a quick circuit.
Another stunning video Terry. Thanks!
G-OOPY gets another starring role. Thanks Vince.
Another great video Terry - well done. As you know I fly a Bristell but as they are similar aircraft in many ways and designed by the same guy I can’t help but agree with everything in your video. They are superb aircraft. Keep those videos coming 👍🏻
Totally agree Trev and the Bristell is possibly a better more refined version of the SC. Thanks for the encouragement and the kind comments they really drive me to try and do better.
I just purchased a 2007 Sportcruiser. It is the best out there and so fun to fly.
You don't need my video to tell you what you already know. thanks for watching Kev.
Great series of videos Terry, but remember you will always need a take-off flap setting for a short field departure especially
with a light tail wind to get the short field performance you rate so highly. Well done and keep up the good work.
Now he tells me :-) Thank you Chris
A great video and very well presented, Terry 👏 👏
I was sold on the SportCruiser last year when I first saw one in the flesh land at Maypole.. so for me, I'd maybe shift number 6 in your list to number 1. But the other 9 reasons are all amazing with not much to choose between them all. What a fabulous aircraft 👌
Thanks Kev for your kind comment and as I said let me know when you're down, I'll make sure the seats ready for you.
@@ShortField Will do Terry, thank you 👍
I would like to try a SportCruiser one day... But my Gyrocopter is also very fun - turning on a dime, landing short and (almost) hovering... Keep up the nice videos
I own 319SC, a Sport Cruiser that you can look up on Flight Radar 24. I trained in this type, love it, then purchased my own. My total time is 330 hours and over 300 landing. 319SC is one of 10 special addition sport cruisers built in 2017, in celebration of the 600 sport cruiser produced. Mine is serial number 596 and only two were imported into the U.S.
Wow I didn't know about this 'Special' what did they do to make it special or is it just a paint job? As a SportCruiser owner I'd be interested to know if you agree with all my points and do you have any more to add? Thank you for your comment and view.
Cool video. I'm a newish pilot that currently owns a EV97 Eurostar which i love. I do dream of purchasing a sportscruiser in a couple years. Thank you for posting.
Thanks Roger, they're a great in-between aircraft, all the benefits of a microlight but the refinement of a regular aircraft. Thank you for the watch and kind comment.
Great video. Just completing my PPL and started on the Cessna 172. We have just obtained the sports cruiser and have been asked if i want to continue my PPL in it.
Give the SportCruiser a try, it's like jumping into a modern sports car from a 1980's saloon, you will love it.
What a great channel and what a brilliant video! I'm not a pilot but I'm very much into aviation, flying RC aircraft and attending air-shows (mainly Shuttleworth) I absolutely love the look of this aircraft and the modern digital dash, great work on the video's, so interesting start to finish, very happy I found this channel 😃👍
Thank you so much 👍
Great video as always.
You seem to get into almost anywhere in the UK with your SC. It's a lovely aeroplane.
The question, I ponder is - lots of great aircraft out there - as there is a lineage, starting with the Eurostar (Sportstar in the USA) EV97, which is better? The USA Spec Sportstar Harmony (better ailerons, wing etc for short field and better crosswind tolerance than the EV97), or the Piper Sports Cruiser? The USA Harmony variant is still better than the UK/European variant. It looks like in GA, microlights and light aviation, as with motor cars, the UK is always the bridesmaid and never the bride (in terms of spec and features vs VFM).
I wonder IF the new 600kg rule will help attract better spec three axis fixed wing microlights to the UK or if the market is seen as too small to warrant such by manufacturers? Maybe standardisation with US and EU specs will win out for the UK (making, up spec'd models, more viable for the manufacturers in the UK)?🤔🤔
What's the crosswind tolerance of the Sports Cruiser and what type of licence is required (LAPL, PPL)?
Thank you as always for your encouragement and thoughtful comments. I totally agree with you regarding 600kg microlight category in that if it does it's job as it should there should be some wonderful new aircraft with great capabilities in this weight cat. The future looks bright.
@@ShortField as always youre most welcome. What you do on your channel is what GA flying is all about in the UK (to my mind). Let's keep our fingers crossed about the rest. A 600kg Sportstar (US spec) Harmony, pretty much - as much as I still love them - makes PA28's and C150/2's obsolete.
Plane envy Terry :) I co-own a ARV Super 2 and the canopy set up is certainly a brilliant feature like the sport cruiser. Cracking video again. Lee
Cheers Lee, there's plenty of great aircraft about but for me and the flying I'm currently doing I find the SportCruiser ticks all the boxes. Saying that I am very biased :-)
Since you've asked: my airplane is a 260 Comanche. It's a decent cross-country performer, but hardly known as a short-field performer. Yet, if you fly it at the right speed and no more, you can usually exit at the first taxiway, at around 300 meters.
Classic aircraft, I guess that it's getting pretty expensive to run with these fuel price increases lately :-(
Great video! I own and fly a Jodel Mascaret, which is a really nice docile taildragger. It has an exceptional range, capable of flying for over eight hours, and running on 100 hp engine at about 20 L per hour it’s pretty frugal to run.
Traditional panel… I’m not really into glass cockpits (yet) but no doubt I will be eventually!
Keep up the videos, they’re really enjoyable.
Thank you for your kind comment. I know I am biased and there are some great aircraft around and the Jodel is definitely one of them.
Brilliant as ever!!
I’d like to know about the SC stick control Vs the more standard yoke adv/dis adv.
conversion from one aircraft type to another? J
It's all pretty much the same takes about 15 minutes to transition from one to the other.
Liked the timelapse at number 6 Terry. Deffo a looker. Rotax for the win. 32 knots stall is impressive too. I though Microlights had that pipped but obviously not!
Low wing loading has it's benefits but does make things a bit bumpy on themic days. Thanks for the kind comments and I'll pop into your field soon and you can take a proper look.
Hi Terry, great video. I had a C150 until Covid. Looking a joining a sports cruiser group in the NW. But the question I have for you is how easy would it be for a wheeelchair user to get into the a/c? Chris
I'd be keen to see some videos on the handling of a sport cruiser. Im coming from a Jodel to a sport cruiser and waiting for the weather to behave its self before I get to experience it. Iv'e not even flown in one as a passenger yet so any advice on what to expect will be interesting.
They are so easy to fly, you won't have any issues, I promise you.
Any idea how this compares to the RV-12iS? Paying $200/hour to rent a C172 is not sustainable, so am looking to buy fully or into a share. I've flown the RV-12 once and it was a treat, but that SportCruiser looks like another great option (VFR days only, I don't have my IFR). I'm Seattle based if that's any help.
Great video Terry I really enjoyed it, I'm currently doing my ppl out of bodmin Airfield in an RV12
Thank you Matt. I don't know much about the RV12 but it looks similar to a SportCruiser and with the Rotax 912. How far in are you Matt?
I've just started doing navigation which I am really enjoying, the weather has been a bit poor recently so had to cancel the last couple of lessons but that's flying
@@mattgunner2438 fantastic keep it up Matt good man!
Love it, where do I sign? You said at the start you’ve flown a variety of aeroplanes, which others do you love / dislike and why? Keep up the great videos
Thanks Nick. I started off with an AA5 for 4 years went everywhere in it and nearly killed myself on many occasions but it was a great aircraft to learn on, loved the performance but like the SportCruiser suffers a little with thermals and turbulence. Then had a nearly new Arrow with the Avidyne Integra glass cockpit (first in the UK) great aircraft had it for 3 years but had engine failure in it and never trusted it after that. Then Rockwell Commander TCA112 built like a tank and the most comfortable light aircraft ever, had it for 12 years perfect stable IFR platform but got really expensive to run and parts were becoming an issue plus performance (especially take-off) was not that great from the 200hp engine. The 114 is better with a 260hp engine but still suffers from high running costs. Then I got the SportCruiser which fits perfectly into my flying at the moment, some limitations and a few things I don't like about it but on balance the best aircraft I've been involved with for pure fun flying.
@@ShortField Thanks Terry, nice eclectic mix and great summary. I’m starting to consider buying into my first share, I think the AA-5 would fit the bill nicely for me. One thing I note you didn’t mention on the Sportcrusier is the useful load or maybe I missed it?
@@AerospaceNick that's one of the things the SportCruiser does not so well being a 600kg aircraft. It works out that if you are on your own you can take whatever you can fit safely on the pax seat plus 18kg behind the seats, 20kg in each wing locker plus full fuel or a sub 80kg passenger plus 18kg behind and full fuel should do it.
@@ShortField I still think that’s pretty good going especially like you say it’s a 600kg aeroplane, the likes of a Cessna 150, 2 in and full fuel makes you overweight
@@AerospaceNick I suppose so when you put it like that Nick.
Externally and construction it is simiar to the ex-RAF Bulldog. Internally, they are light years apart. Awesome landing characteristic
They're great but not the tank that the Bulldog is. I think if you treat them with respect they are fine and are more than suitable for rough strips. Cheers Simon
Very cool video content. Such a great aircraft. I’m really surprised how capable are those LSA. Are lightsports suitable for cross country flying? What’s the limitations compare to PPL? Hi from NZWN Wellington New Zealand
Thank you. I have a full ppl and class 2 medical but in the UK LSA is not an aircraft group so these factory built ones are classed as any other non-microlight aircraft (same as C172 PA28 etc). However they are restricted to VFR and daylight only. They are perfect for cross country flying in good weather especially if you get one with an autopilot, ours has a range of around 500nm. Thank you for the kind comments 👍
Hi Terry good video as usual! Just a quick question. I noticed that you have an Avgas placard by the fuel cap. I thought that the 912 much preferred Mogas and that use of Avgas will reduce time between overhauls, not to mention its more expensive!
Thanks Michael, we're on our second engine, when I did this vid we had the original which we ran on Avgas 100LL 100% of the time and by the time it hit TBO at 2,000 hours it was checked and had no issues with sludge in the gearbox or anything, in fact we sold it to a guy who is putting it into an uncertified aircraft, he recons he will get another 2,000 hrs at least out of it. Since we got a brand new engine in April we've run that on UL91 90% of the time. You are correct service intervals are now 100hr as opposed to 50hr. This aircraft is Part 21 so is maintained on a maintenance schedule with an MO.
Beautiful plane! The "top 10" is a great video.
Question: have you thought about a procedure to egress the plane should it land on its back on the canopy? This is my number 1 safety concern for the awesome canopy. Would appreciate your thoughts.
Hi John, thank you so much for the watch and great comment. You are 100% correct flipping upside down with this kind of canopy is extremely dangerous and would be very difficult to get out, as per an accident with one of these in Scotland a few years ago. As mitigation we carry a hammer for just such a situation, it would break the Perspex but how much force you could get on it hanging from your straps upside down, I'm not sure. However, it doesn't detract from what is all in all a great little aircraft. Thanks again John.
@@ShortField A hammer! Must check my favourite rental for one. BTW: a TL2000 Sting MLA with 'full glass' cockpit, AP, constant speed prop, heated seats and a Rotax 912ULS on MOGAS. Very good short field (and overall) performance and imho certainly comparable to the Sports Cruiser.
Great helpful video. How are you finding ongoing maintenance and support (eg, parts) what with the company’s continuing financial problems (bankruptcy, yes?)?
Thanks for the kind comment. We are just going through an engine change and have no difficulty with parts. The factory still keeps going in one form or another and we haven't had any issues here in the UK, saying that all the parts except the actual airframe itself are generic and can be sought from pretty much any supplier.
I'm late to this video, but I love all your reasons. One question though - can you explain how you're accomplishing a 90kt final to landing?
Thank you. You can fly final at 100kts if you wish (not advisable), the speed range is so good take the power off and you'll be down to 60 in a few hundred meters. Light weight, low momentum responsive engine. Cheers Joe
It’s a great all round light aircraft and easy to fly. When it comes to STOL and low speed handling you should come fly in a Foxbat.
I love the Foxbat a mate of mine has one and he is in a wheelchair!
Terry, don't know how I missed this, well I do I had not subscribed or set notifications. I've put that right. HAYY does not have an autopilot or glass, still love it. Great video, but then I am biased! Oh and I see I made a few seconds at 5:24, Compton Abbas.
Cheers Pete, yes, no convincing you. That was a great day at Compton Abbas.
Thanks well done!
Cheers Pete, thank you for the comment and the watch.
Lovely looking aircraft. How much maintenance do you do yourself? Andy
No we're not allowed to touch it as certified :-(
@@ShortField Ah of course. Tried to find out more about the difference between COA, Part 21, Permit to fly - It's a minefield lol :)
Hi Terry great video
Not been long watching your channel but really enjoyed it and watching back episode
I fly a PA28R but the LAS class may be more suited to my flying needs. Any tips on where to start looking for 1 and what to avoid
Mark
Cheers Mark, are you in the UK?
Yes fly out of Gloucester
@@bristolflyerpa28 BRISTOL Flyer 🙂 why don't I read peoples names so so sorry. I can't recommend the SC enough for cheap fun flying, however if you plan on touring, flying at night or in IMC and taking more than one pax then maybe not. I find having access to a 4 seater is good but I only rent ad-hoc when needed, saying that 95% of the time I'm flying the SC.
Terry ty for the response
Am I right in saying these are home built kits only for the uk if not where did you purchase yours sorry to go on a bit Mark
@@bristolflyerpa28 no, ours is a 2011 factory built, Part 21 aircraft, we imported ours from Switzerland with about 800 hours on it in 2017. You can get ones that are kit builds under the LAA Permit system but obviously everyone builds to different standards. Ours is not actually a SportCruiser ours is a PiperSport (yes that Piper same as your Arrow) it was a partnership that Piper setup with CSA (the manufacturer of the SportCruiser) to do a special variant for them. There's also the PS28 variant that is also a factory build Part 21 these tend to be less than 10 years old. Most factory builds are well built and have modern avionics and glass cockpits, where as home builds you get whatever the builder wanted to put in. I prefer factory built but there are some lovely LAA ones out there. You'd be looking to pay around £80-90k for a mid hour (under 1,000 hours) Pipersport or PS28 home builts are usually a little cheaper, they always sell quick when they come up for sale but there's a few on the UK reg so you can find them if you want one as a share or outright. Our annual just cost us £2k with exhaust re-weld, a 50 hour is around £400 and new engine at TBO about £25k fitted. They drink about 19 lph at 105 TAS knot cruise and you can stick anything in them 100LL, UL91 or Mogas.
Terry, great video as always. I've sat in a SC, but not flown one (yet!) another pilot had one at my last base (Popham) a comment he made was it was hard to taxi accurately as the nose wheel castor. How do you find it? Mark
Thank you Mark for your kind comments. A castoring nose-wheel is something you get used to in about 10 minutes of taxing around. It's actually very intuitive you just need to remember to use the toe brakes to turn rather than the rudder pedals (your brain is using exactly the same thought process). Taxing at speeds below 10 knots needs constant small corrections but once moving the nosewheel will just go where it was pointed. When you think about it faster aircraft like Cirrus have exactly the same setup. Once you are used to it muscle memory soon takes over and you don't even think about it. You can also spin the aircraft around within it's own length which is great for tight strips with little width to them.
@@ShortField yes, thought you'd say that. I used to have a CFM Shadow with heel brakes on the foot pedals. As you mention turns in it's own length we're possible. I've only flown a SR22 Cirrus on the simulator but it isn't difficult either.
I fly a 2010 PiperSport and agree with everything you said. The plane is easy to fly and the controls are well balanced. I really like the stall characteristics. With the stick almost full aft, it just mushes in and out of a stall, very benign. Enjoyed your video.
Great point, it's slow speed and stall handling are very reassuring. Thank you for the kind comment and watch.
The only drawback is in the summer and even spring/fall it gets hot like an oven and ventilation is poor at slower speeds no problem in the winter
Thanks Stephen, I agree with that.
Hi Terry, that was a really well edited video and really enjoyed it. I'll have to take you in the back of a flexwing one day. Are you going to New farm 16th/17th Oct?
I am about that weekend, so might see if they will let me in. Thanks Giles
@@ShortField give Courtney a PPR, there is always a burger or hotdog going.
I have to say that plane has nice lines.
Thank you it is cute :-)
Hi buddy question here can you get them RG version ? Spoke to a guy said owned Bristell RG can't remember the engine said wqs doing 140knots true if you can get sc rg version surely be doing same?
Sportcruiser is not available with retractable gear atm.
@@ShortField thanks for swift reply.
Do you recommend this aircraft as someone’s first aircraft?
100%, it is the perfect modern go-anywhere all metal aircraft. After 30 years of flying small planes I can honestly say this is the perfect VFR aircraft. Get one under 10 years old (some of the early ones were not that well equipped) get one with an autopilot and BRS you will not regret it. The cockpit is really generous as well and anyone up to 230lbs will find it really comfortable. Do it!
@@ShortField Thank you for your feedback, I have seen many people say it’s not a good idea especially for student pilots because it’s not IFR capable, what do you think about that?
@@epeace156 depends what you want to do I suppose. If you don't fly in poor weather and IMC then it doesn't matter what aircraft you have. If you just want to fly in nice weather days then this ideal. It's an LSA so that is it's limitation but it's still a very capable modern aircraft, certainly better than any of the old C152's which you can fly in IMC (but who would want too). I live near London and as you probably know the UK has a reputation for inclement weather, but I don't think there's been a day this year where I had planned to fly and didn't due to weather (and this year I have already done 150 hours+). If you live in LA then why do you need an IR, if you live in Boston, maybe yes. Take a look at my VFR to the Max video, it's based on EU rules but they're very similar to FAA VFR rules, you'd be amazed at how bad the weather has to be to switch to instruments. Sticking to VFR in a light single keeps you safe and it's much more fun, plus you can still file IFR but you need to be in VMC conditions.
Well we all have our own mission requirements. Some of yours I think my Sherwood Kub aircraft has (Looks, handling and short field performance), that said I has some other requiements for my mission profile that would not suit your.
Oh I agree totally and my review is biased and provocative and I do have a question mark on the thumbnail. I must admit I've loved all the aircraft I've been involved with but this one just seems to tick nearly all the boxes for my flying at this time and that's why I sing it's praises. Saying that there's also a few things I don't like and I will possibly do a video on those as well for balance. Thanks for the comment Algy and for giving it a view.
@@ShortField You could alway pop up to North Repps and to show me how it flys.
@@flyingkub I will have to do that soon.
Question, I am debating on getting the SC or 172. I just got my ppl. My mission is 90% solo. 85% same day return trips. I Wright about 240lbs, 6’2. What advice would you give? Would you recommend the SC.
I think they are two different class of aircraft. You're height and weight is a non-issue in either aircraft, however if you plan to progress and get an IR then the Cessna would be a better choice, however if as you say you are happy flying VFR (much safer in a single engine aircraft) and you want to fly lots of hours for a low price go for the SC. I do have access and do fly a 4 seater if I need it for instrument and extra seats, however I fly the SC 95% of the time.
@@ShortField I concur with your assessment. I have been researching about the SC. What are your thoughts on the reliability and performance of the 912 carb vs the 912is.
@@fishplug10 there's no difference in performance and I have never had an icing issue with the 912 ULS so I suppose the only difference is the extra cost of the injected version initially against the extra cost of regular (once a year) carb balancing with the ULS.
In regards to cruising speed, what are your real life numbers? What gas do you use for cross country? What are the draw backs of the SC? When purchasing one, what advice would you give?
@@fishplug10 Real world cruise is between 100-104 knots in our aircraft with a 200 hour engine and new Sensenich prop, weight has little affect on the cruise speed. Honest fuel flow is 19 litres or 5 Gal.US per hour, tanks hold 110 litres or 29 Gal.US useable so range is about 530 nm with a margin. I personally would only buy a factory built machine and would avoid anything that's been used for training. Most are well equipped but if you're buying certified in EASA or UK CAA land be wary that mods are very difficult to get through as not many have gone through the STC process. Look for one that has everything you need when you purchase it. We wanted factory built with autopilot and BRS which in EASA land meant we had to go for the Pipersport variant as the PS28 has not been certified with an a/p.
Out of interest what kind of weight can this particular aircraft carry with regards to pilot, passenger and luggage assuming a full tank of fuel? I've been trying to figure it out myself but thought it best just to ask someone that would know 😀
It's not great two average adults small amount of luggage and half tanks (3 hours) is about it. They fly fine overweight (did I say that) but to keep legal that is all you can have, it's about 220kg.
50GBP must be quite a while ago with the current gas prices. Is the Autopilot the AP74? Got this in my plane too together with the D180.
Yes fuel has got a tad nasty lately. Yes it is AP74 great little A/P and pretty strong for tiny servos.
@@ShortField to follow your "last wish" in the video. Flying a RV-12. Like how easy the aircraft handles and how simple everything is. Not much room for error. A little to slow though
What's the MTOW for your aircraft? Ours are limited to 600kg (not sure if that's a PS28 or legal limit), which makes flying with a passenger really limiting fuel-wise.
Yes ours is 600kg also. We can get 2 x 85kg plus 60 litres of fuel in ours and we're about there. It is a limitation of all LSA types sadly.
@@ShortField Thanks for the info! Very unfortunate, even 50kg more would make a world of difference. Our club only allows us to use MOGAS, which is not the easiest to find in Belgium unless you fly to ULM airfields.
@@That737Driver we've just had a brand new engine fitted as the old one had reached TBO 2,000 hours. The new one we run on UL91 but the old one ran perfectly on 100LL for it's whole life.
Hey seen this while doing my research on the aircraft and was wondering if this would be a nice aircraft to start flying in for completing my LAPL if you could get back to me that would be much appreciated thanks.
Yes it would be a great choice.
@ Thanks for getting back to me about that I have fallen in love with the plane as I have continued to watch videos on this channel.
An interesting view of an aircraft that I have mixed feelings about. The performance is good but the reason for this is the aircraft is under built in terms of robustness with a string of weight increasing modification that have chase a weakness problem along the airframe. I have seen 300 hour SC’s with more airframe issues in terms of smoking rivets than 13,000 hour C152’s. As an aircraft for the careful private owner the SC is structurally adequate but as a club or group aircraft it will be trashed in short order. Early aircraft had overly sensitive pitch control that was verging on dangerous, Piper fixed this problem but dropped the aircraft when they realised that the construction was so marginal, the low wing loading makes flight in turbulence uncomfortable and holding height & heading difficult. Some time back I had a three leg aircraft moving day that had me flying First a SC, then a DA42 and finally a Robin DR400, for pure flying enjoyment the Robin DR 400 was streets ahead of the other two aircraft with turbulence penetration being especially good. As said in the video some parts of SC are very good like the autoflight and ballistic parachute but I hope that my comments will add a bit of balance to the video by giving my view from the perspective of 20,000 hours flying and a licensed engineer who has had to deal with the structural issues on SC aircraft.
An interesting perspective, thank you Robin. We are a very small group that own this aircraft and it's probably fair to say 'we fly the wings off it'. We purchased it from another small group in Switzerland and brought it to the UK with 800 hours on it and 7 years old. In just over 3 years we've put another 1,000 hours on it and in terms of faults or issues I can count on one hand the amount of times we have not been able to fly through a fault and even then it is normally fixed in a day or so, we also operate out of rough strips all the time. I had a Rockwell Commander for 13 years before this and every other flight there was an issue, I suppose it is just the luck of the draw, but I get the feeling factory built, certified examples like ours are built to a decent standard. I totally agree with you comments regarding being a handful in unstable air but it is a sub 600kg aircraft with a light wing loading, it will always be the case and even as a pretty experienced instrument rated pilot I would not want to take into anything but the most benign of IMC weather, saying that it is only certified for VFR anyway. You can't really compare a DA42 and DR400 to the SC they are a different class of aircraft, if however you compare it to other LSA types like the RV12 or Tecnam then it comes out favourably and if you are only flying on an Light Sport license then your choice is limited. There's plenty of things I don't like about the SC and I may do another video to balance things out but taking everything into consideration I think it is pretty good and still stand by my points in the video. Thank you so much for this brilliant comment and contribution Robin.
@@ShortField If you are as you say “flying the wings off it” keep a close eye on the rivets on the lower inboard spar web. I have seen smoking rivets this ultra critical area of structure, had we followed the initial SC factory repair recommendations of putting larger standard rivets in the rivet land ( ref AC43 ) would have been comprised and the structure in a very critical area weakened below normal aeronautical standards. After raising concerns with the factory and suggesting an alternative repair that complied with AC43 we did repair the structure. However I do wonder if there are any aircraft that got repaired by people who followed the original advice that we got from the factory.
@@Robinbamv will do but we are under a maintenance organisation as per our CAA certification so hopefully this would be picked up by them during routine maintenance. Saying that I will check the underside out next flight. Thank you.
Piper invested in the aircraft because it was superb,,, but subsequently dropped the aircraft when they realised the Eastern European aircraft manufacturers were not being totally honest about their finances.
@@ShortField
Terry, there is SB issued for this mod, it basically replaces the original rivets with bolts.
It’s fairly involved, as you have to cut into the inner skin to reach the area.
Just keep an eye on the rivets, mine is still ok.
As far as looks go, the only questionable aspect is that weird nosewheel design. To me, it jars, and doesn't go with the rest of the airframe sculpture. No doubt it works well, and looks as it does because it must, but nonetheless, that is the one feature that just doesn't "look right".
Yes you can run a Rotax 912 on Avgas but they don't like it.
Head wind limit… lol
Anything under 100 knots and I'm going forward!
The Sportcruiser is a cheap little chunk of junk from the Czech Republic. Any bubble cockpit plane is HOT...and if you fly in places Arizona, Nevada, Texas or even Florida...you will COOK. Sure you can put a shade on the top of the canopy...but then you have a clothy thing scraping your head and eliminate the biggest reason to have such a canopy, the view. The plane is noisy, slow and limited to pavement.
Woah, it's not perfect but what aircraft is? You're 100% correct about flying in hot climate's but as you rightly say any aircraft with this kind of canopy will have the same issues even in a very temperate climate like the UK in the summer it can get uncomfortable. I have to disagree about only being suitable for paved runways, just take a look at some of the short gnarly farm strips I operate mine out of and I've done that for the last 1,300 hours, without any and I mean any airframe issues. It is lightly built and any LSA type is by it's very nature going to need to be handled appropriately but it is all metal which does give it a lot in built strength. Can't say it's any nosier than any other single I've flown but I have a decent headset with ANC. As for performance, well I suppose you are correct it is slow at around 105 knots true cruise but then you can't have it stall at 32 knots. I respect your views and you obviously have had a negative experience with one which is a shame. Thank you for the watch really appreciate it and if you even get over to London I'd love to take you up in ours and show you what I mean. Thanks again Sir, all the best Terry BTW just looked you up on YT and looks like you have a beautiful Cirrus I agree there is no comparison but then the SC is about a sixth of the cost.
They are a great aircraft but they are orphaned now
Well the Pipersport is which is annoying, however apart from having to maintain it under a CAMO as a cat A aircraft it doesn't stop us flying it anywhere in Europe.
When they change the laws in the USA what is the real spped the plane can go and what is the real weight it can safely handle?