PilotPete

Thanks JDevoy for the report. Much appreciated.

Congratulations! Welcome!😀

Dave, Well said. Keep up the good work here at the forum. I too will be converting to E-LSA soon as looking down the road it's getting obvious that a factory "unsupported" S-LSA will be a white elephant that will impact the planes value in the resale market. In the meantime I love my Pipersport. Pilot Pete

Love this thread. Thanks to the folks who are spending time on this subject! A good pilot is always learning!

WhiskeyPapa thank you for the succinct summary!

Nice traditional six pack cockpit!!! Clean!😃

Speculation: Maybe he wanted your registration for the initial transfer to go smoothly, rather than adding the change to experimental along with the change of ownership at the same time? FAA best doing one thing at a time etc.

👍😃 welcome!

Assuming all good mechanically I don't think you will find a better deal so far as price and hours in this economy. The five year rubber and new gear is often a financial stumbling block, so that is good news. Back in early 2020 that price would get you the glass cockpit, but since then those models jumped to the $120+k range. If the aircraft has a BRS those cost about $3,000 repack every 5 years, not sure if that figures in for your plane. As well as ADSB if you fly within the Mode C etc. So hopefully ADSB is included as it costs to upgrade etc. Folks in the forum here will reasonably argue that the price is too high, and compared to three years ago it certainly is, but today is today, and you want to fly today. Seems like you are doing do diligence on the mechanics, and if she checks out I don't see how you could do much better without jumping into the current state of affairs in the $120k Sportcruiser market. The plane is an outstanding performer within the mission this plane is designed for (two folks who don't weigh too much in reasonable VFR). You may want to check the forums on what to review and look for before purchase, as I recall there is a very succinct thread on that here somewhere. Good luck!

Welcome!😃 Lots of content here in the archives!

TRC1969: Any update?

😃 thanks for sharing!

Absolutely. This was one of the few days I'm not available. Hopefully next time.

Message me.....im out of town... back & available Thursday onwards. Pete

Good content.Maybe this discussion of turbulence can be re-threaded to "Flying Techniques"?

Welcome! Here are my thoughts on getting in and out of the SC, not damaging the aircraft, and a couple of other notes of things I wish I knew then: If two persons are on the back steps at the same time the airplane can tail drop. This might damage the aircraft and/or cause someone to fall. One person at a time. Try not to step on the seats. The support underneath isn't tremendous, and is there is a service bulletin for inspection/repair from bent support brackets. When entering, as stated by others, use the dash handholds and center column support/side of canopy/fuselage. Support as much weight there. Don't use the seatbacks to enter. Exiting is simply a matter of "commiting" to stepping off backwards and knowing the step is still in fact attached and didn't fall off in flight. Step back and feel for it. It's easy over time. Do not turn and face rewards to climb off/out. It won't work. If a passenger does turn towards the tail tell them to turn around. I haven't seen an easy way off facing the tail except a big jump. I ALWAYS exit first and come around to monitor folks as they exit and step backwards. I monitor the "NO STEP" areas carefully. Keep them clear of the flaps and the no step areas. Don't let them step sideways towards the cargo hatches, as these are super thin. Ensure you retract your flaps as it can be easy to catch a toe. No high heels. They will puncture your seats and are really not appropriate for safely climbing in and out. Since we are talking taking care of the canopy area: Don't leave the canopy up in the sun without a dash protector. The sun/canopy will quickly burn a hole in your dashboard. No BS. It's a real problem. Be careful of strong wind gusts/windy days catching and pulling/damaging an open canopy. Reach up and close the canopy carefully and fully, don't let passengers try to pull it closed via the guide rails, as the rails can bend. Don't place anything on your dashboard. Closing the canopy on a headset, especially, can crack your canopy. Clean the canopy with Plexus, gently, and only wipe in the direction of flight (One direction, don't swirl). Swirling causes damage/glare issue. Don't use a lot of elbow grease as you can crack the canopy a lot easier than you might think. Use a fresh clean cloth. I think being super attentive to passengers puts both you and them at ease, and establishes an aura of "sterile cockpit". I remind myself and my passengers to take our time. A bent flap, a dented wing, a damaged flap motor, a busted $18,000 canopy, broken seat rails, all not fun. One moment of inattention and a passenger can ground your plane for a long time. These are not Piper Archers. They are relatively fragile. Be careful. Oh: Close canopy before flight. Double check. Keep your cords/headset control unit clear of the canopy latch. Keep objects in the rear storage clear of the canopy latch mechanism. There have been several accidents, one fatal, from the canopy opening in flight. Many others that were "non events". Best to avoid all of that. Move the plane by pushing and pulling at the prop hub base (not prop tips). If you use the hand tug, only use it to steer the wheel, don't pull it will come off and you will get hurt. It's only to steer. Don't push/move the plane by the tail or wings (maybe at the root?) as they are prone to dents! Use the prop hub. It's a very light plane. I always tie down my plane, even for short visits at transient parking. I almost lost my plane when a helicopter came to the pumps and his rotor wash got under my wings. I ran over and me and another guy held her down. She will fly off if left alone on a windy day. Enjoy!! This forum is a great resource. Read as many of the posts here that you can digest. There are huge amounts of knowledge, lore, and tips in this group. Safe travels and once again welcome! -Pilot Pete

Email: parts@cruiseraircraftusa.com

Cruiser Aircraft, Utah. 1-772-918-8242 I have had zero issues getting in touch with them in a timely manner, and have gotten parts both from Czech via the Utah office (third generation nose gear last February), and other parts here in stock in USA from Cruiser Aircraft (Utah). FYI: All things that were happening at the place in Florida is now in Utah. The Florida place is closed.

Welcome! Retired 31 year cop in San Francisco and retired photojournalist as well. Got bored and bought a Pipersport a year ago next week. Then I learned to fly. LOL. Did 275 hours in her this year. Having a blast and always learning something new every flight. This is a great forum and resource! Have fun with your new aircraft!!!! Cheers! 🤘

Your plane is on YouTube !

The 3rd generation NLG is $3995. Your 2010 Pipersport came with 2nd generation. You could simply inspect every 25 landings and cross your fingers. The bad side of that is if the NLG DOES fail your will have prop strike, engine damage, underside damage, and whatever else happens when you leave the runway, including injury to self or passenger. I'd imagine the plane would be close to a writeoff. I'm going to speculate that by the time you see a crack it is close to failure and is unsafe, and I didn't want to get "that close". Although NLG failures are NOT common, they have occurred and shouldn't be discounted. Should you ever sell the plane buyers are looking for both the new NLG and, of course, no history of damage.

Another thread on this topic is: