FlyAgain

Converting to ELSA doesn't solve the parts problem from the Czechs, it just means you (or some person somewhere) can "fabricate" a part. Not my cup a tea, but I know guys that live for that kind of stuff. Not sure I would buy an aircraft that needs parts fabrication for long term support or at the first really bad landing. Especially with new ones at $225,000. There have been two new ones sold to private owners in the US by the way in recent months. I would hold off and wait until the MOSAIC ruling comes out before I pulled the trigger on anything at this point. President of Vans is making comments and pushing hard to get most or all the Vans RVs inside the MOSAIC performance envelope. If I went experimental I would prefer to go with someone like Vans that has parts for most of its model lineup and a support network that is world class. Or consider Sling, Bristell or Tecnam. I love my airplane and will keep flying it because I have the best mechanic in the US and he has never been unable to get a CRUZ part relatively quickly. Maybe that will change, dunno. As long as that arrangement continues I'll press on but if I was starting over it would be something else.

Congrats! Let’s see some pics!

A lot of it depends on where you live. I use Certus for all my maintenance and logistics support. Todd travels in for my annual and other events since he's a friend of mine. And the best in the business. Without that resource there isn't a mechanic anywhere close that will touch an LSA here, experimental or otherwise. There is an LSRM that flies trikes and he's on the field once a month or so. Good resource for minor things but not really a SportCruiser guru. There's a couple of E-LSA RV-12s on the field but they sort of keep to themselves. A large community of traditional Vans RV guys are very helpful with the RV-6/7/8 yadda yadda owners. They don't consider the RV-12 to be a real RV. The A&P on the field says, "if you will go buy a real airplane we will welcome you with open arms. But we ain't touching that thing..." The A&Ps have more business than they can handle and don't want to sign logbooks for experimental as they consider it a liability issue. I have a 2016 SportCruiser and don't have a need to pimp my ride so to speak. Bigger cowling would be nice for the warm weather maybe but otherwise there is nothing I would upgrade. Dynon has been very helpful and other parts needs haven't centered on anything the Czechs produce..it's been Matco brakes, Rotax electric fuel pump, Dynon AP module, Ray Allen stick grips and things of that nature. So far anyway.

A Rotax Service Center here in the US tried to solve this problem a couple years ago. There was no intent to make much of a profit but to simply provide a readily available supply of common spare parts SportCruiser owners often ask for. A trip to the Czech Republic was even in the works. Bottom line: given the amount of capital investment they wanted and having to assume 100% of the financial risk there was NO BUSINESS CASE to pursue it. Especially given the small number of actively flown CRUZ airframes in the US operated by private owners....many who are doing their own thing so to speak. None have been imported in over three years. I fly for fun. If I have to go E-LSA that means I have to become a pseudo-mechanic, a parts fabricator and an EAA "hanger project manager." That is NOT FUN. Not to mention the DAR here in CO will not do SLSA to ELSA conversions which becomes a logistical issue. I would buy a reliable used 4x4 and go back to fly fishing. Bristell (stall/spin queen) and Tecnam with turbo engines are off the charts expensive and it's a 14 month wait for an RV-12 which looks like a Fisher Price toy. Almost all the used ones are experimental. No thanks. Hopefully this is just another ebb and flow in the ongoing "OMG there is no support for the airframe" that usually somehow rights itself. Otherwise it's time to start checking the stream flows...until then will keep having fun.

Welcome Tony. I was stationed at Offutt (Looking Glass) 1998-2001. I believe there is a SportCruiser for sale from forum member dakotaguy up in Sioux Falls, not far from you. I think the SportCruiser is the best LSA for the money but the used prices are going up and the market for them is pretty hot right now despite the economy.

I use a Tanis preheat system on a cellular controlled switch from Switcheon. You can program it for the times you want from the App and also see the temp in the hanger in real time. I also use foil tape when it gets below 40 degrees. Start with a strip down the oil cooler and go from there. The nice thing is you can pull it off easily. I used to put on the orange plate but the vibration causes wear on the oil cooler. I often go somewhere and it’s 28 deg and then after lunch it’s 50 and putting the plate off and on became a hassle. I try to keep temps about 200 across the board at cruise. Sometimes even a small piece of tape on the radiator helps too.

Certus Aircraft usually has several of the canopy guide rail kits in stock. As for turbulence I use the graphical Airmet overlay feature in ForeFlight (it’s awesome) or use aviationweather.gov and if there is low level turbulence across a widespread area I will avoid flying. If surface winds forecast along my route at over 15 knots I’ll also avoid it. That said I often find forecasts to be unreliable in the area I fly and have to deal with it as it’s constantly changing. My last flight had light winds forecasted and when I got back to the airport it was 15 gusting 25 and so were the neighboring airports so have to just deal with it. The SportCruiser can actually handle winds pretty well but with any LSA it’s not going to handle the bumps like a 182. April is the worse flying month for winds and turbulence IMHO.

The SportCruiser “Big 5” cost items: 1. Five Year Rotax Rubber exchange. Prices vary greatly but $5,000 is a good plug number 2. ADS-B Out. SLSA is expensive. The compliant transponder is about $3500. You could forego it, take it ELSA and use Skybeacon or a similar lower cost option. 3. Third Gen nose gear. Looks like you’re good to go. 4. BRS repack and rocket. I’ve lost the bubble on costs. Rockets were out of stock but I think they have them now. Long lead times seem to be getting better. 5. ELT. The AmeriKings go bad. Not a high dollar item buy something to plan for. Verify the return line is actually present. I’m not sure the older instrument panels are tall enough to fit Skyview unless you go with a smaller screen. Sounds like a solid low time airframe. Recommend getting a very meticulous pre-buy from someone who really understands the SportCruiser. Make sure to inspect the main gear legs for cracks.

Yes the FAA medical for daytime VFR private pilots simply needs do go away. It’s a holdover from the 1950s that is largely designed to keep seats warm in Oklahoma City with folks adjudicating medical exams. BasicMed was supposed to be the “easing of restrictions” but didn’t go far enough. Just lengthens the exam frequency and who can sign it but the application is the same. The guy who sold me my first SportCruiser was a Cirrus pilot who was concerned about Med issues down the road. He was perfectly happy transitioning to the LSA. They are however completely different missions. I’m flying in a pretty inhospitable environment for LSAs but still managed over 120 hours last year. It works but it can be challenging.

There are currently no 3rd gen nose leg kits available. CSA anticipates 3-6 months before they become available again.

I just put a new Odyssey PC680 in mine. Seems to be popular amongst a lot of users here.

Forum is an invaluable source of info and assistance, thanks for all you do.

Really cool. My bucket list includes at some point getting to Page AZ for a week or so and checking out the desert SW. Probably not this year but maybe next. There are two mountain passes to get out of CO in that direction and the conditions would have to be ideal. Or it's a long trek into eastern NM and a southerly detour, which just means more flying time.

There are portable plug ins for ADS-B in as you’re probably aware. Not ideal but thousands of pilots across the country are using them. Will save you some cash too. Unfortunately the GTX335 is the only approved solution. When you say “replaced the nose gear rivets” I assume you’re referring to adding the firewall stiffener kit? It’s good that was done as few shops anywhere are willing or able to do it. Recommend going to the CSA Technical Publications page and verifying any applicable SBs and SDs have traceability to your logbooks.

Welcome, that's awesome. My 2010 plane has lots of logbook entries for the brakes as well. I've never liked the way it taxis. Another thing to get sorted.

For the prices you’re looking at you are well in the territory of traditional certified GA aircraft that might better fit your mission...you can take your wife and baggage in a Piper Cherokee 180/Archer and not have to worry about weighing toothbrushes. If you can get an FAA medical you can avoid the idiosyncrasies of LSA. Just a thought.

If it flies, floats or fornicates it's cheaper to rent. There is little "business" case to be made in ownership at 100 hrs per year which I plan to shoot for. But I did it anyway because, well it's worth it to me. You can't rent one here and even if you could the scheduling restrictions would get unpleasant, I just bought my 2010 PS so the previous guy did the nose leg debacles, SBs and agreed to reduce price for upcoming BRS repack and ADS-B and the annual was just done. I fully expect a surprise any day now. Add in hanger (biggest yearly expense), deposit for hanger, insurance, fuel, doo-dads for the hanger, my plane needs new carpet, tires in 75 hrs, iPad mini, Foreflight, Lightspeed Zulu 3s, fuel for the year, annuals, oil changes, logistics of repositioning the airplane for LSRM, I just stop counting. The annual expenses are about $10K per year...about $100/hr. They rent for about $125. And you have depreciating asset. Take what you think it costs and multiply by 1.5 and you're pretty close. But who cares...Fly and have fun. And hey, the hanger will serve a dual function as a man cave.

That's a nice plane. So what if it needs some engine work or some SBs brought up to date? Determine what's needed and negotiate those costs against the sellers asking price. Sounds like they're already doing some things that are needed.

Yep SA-SC-010 dated 12-20-2018 was done. Looks like they did it at the last 100hr. New W&B and a copy of the actual SB is in the airplanes W&B binder.

Thanks I’ll review it again. I guess we can’t rely on licensed mechanics to ensure required items are accomplished and have to review ourselves. That’s highly unfortunate. Trust but verify I guess.

Thanks I’ll ask him.

Are those items required in a 100 hour?

That's true. None on my airfield unfortunately. The mechanics keep us flying. More technical than I could ever handle that's for sure.

Welcome. I just did what you're about to do. Retired and bought a 2010 PiperSport. As for weights you need to look at the Payload Range Table in the weight and balance data for your particular serial number too. It will give you the max crew weight for all the different baggage and fuel configurations. The new SCs have heavier empty weights and less useful loads than the older models. The beauty of it is not having to contend with the FAA medical bureaucracy and the low operating costs. The big trade offs are the LSA restrictions and the winds and turbulence are more limiting than for the Cessna and Piper folks. If you can live with that they are a blast to fly. It's a good idea to make sure you have a good LSRM and Rotax maintenance nearby. Any A&P can fix a Cessna...but most have zero experience with LSAs. Blinding flash of the obvious but I would secure hanger space before getting too far down the road looking at airplanes. I did my pre-buy in conjunction with the annual/100 hr inspection, was due so seller paid that portion. I also recommend whoever does your inspection give you an estimate of projected costs of due outs over the next several years...parachute repack, rocket motor, 5 yr hose/rubber, ADS-B, ELT service, etc. Remember that airplanes are a bit like exotic cars...expect surprises and budget accordingly.

Hi folks, new here. I'm a low time PP and haven't flown in years but thinking of getting back in the game. I'm in Colorado Springs, home of Density Altitude and Wind Shear here at 6,300ft. Too many medical issues to unpack from military career and don't want to risk asking. Basic med not an option my last med cert is prior to '06. If not for all that I would find an old jalopy 172. But here I am...Iove the look of the SC and Sling 2 but have never seen a used Sling so really liking the idea of the CRUZ. Will be asking some questions on the boards on best way to "transition" and any quirks to look out for. Going up to Greeley soon to take a flight in a 2010 Piper Sport.