ShawnM

Dave, did you formally send this directly to Cruiser Aircraft or just post it here on the forum? Just curious. I assume they are here lurking from time to time and Josh at Cruiser Aircraft is a member but a formal request would be the best way. Will you get answers, I'm not so sure.

Well said Roger. It is a shame that no LOA's/MRA's will be issued, while every other manufacturer that I researched does, and I also feel that it will only hurt the company and their sales going forward. I also feel that this will also affect the resale value of any S-LSA SportCruiser going forward. I'm certain CSA will be happy to finally issue this ever elusive SB for ADS-B out for the legacy fleet so they can get the US market off their back. If the FAA didn't mandate this they probably would have done nothing. Since they, once again, didn't deliver on the date promised for an ADS-B out solution it's anyone's guess now when it'll happen.

Oh, and PS..........from the looks of things and the, once agin, new direction of CSA, there will be even more E-LSA SportCruisers flying around.

Are we gonna do this again Bill? There's nothing to fear but fear itself. I agree that an experimental may not be the best choice for some first time buyers or anyone who may be mechanically challenged. I can see they would have reservations about buying a E-AB without FULLY going through the aircraft with someone who is a known, qualified builder with good practices, an A&P with IA certification or someone who has extensive knowledge of that particular aircraft. Or as you said, having professional help. A buyer needs to know how it was built (if not a conversion) AND maintained. And many buyers, especially the ones who are not mechanically challenged, want the freedom that only an experimental can bring and therefore will due their due diligence and only look at experimental. They dont want to be held down by "the man". I have to disagree once again with your statement that the buyers pool is smaller for experimental aircraft. I just see no proof of that anywhere. There are numerous advantages only found in an experimental aircraft and yes, it's not for the faint at heart. (or those who can't discern a box wrench from a crescent wrench ) And as you stated I too have seen some magnificent examples of an experimental aircraft that rival a certified or factory built aircraft of similar type, hands down. It all comes down to a person's comfort level and abilities. Tag, you're up........

I agree Roger, some can handle it and some can't. Those who can't even change their own oil attempt even more difficult maintenance. I've personally seen some pretty poor maintenance by owners at my own airport and my previous one. Instead of doing the job right they simply apply a band-aid if anything at all and keep flying. Why, because they can now. When they become free of the manufacturer the maintenance takes a back seat and suffers and this bothers me, not only does it bother me it's down right dangerous. I've even had some of these people offer to take me flying and I just have to politely say no thanks.

It truly is CSA's choice not to support their customers needs with MRA/LOA's and they cannot blame the EASA or anyone else. Just a little research proved this to me. I talked personally with Lou at the Deland show and I also saw him at an AOPA event here in the Tampa area late last year. If you want a change on your Bristell aircraft, give them a week and you are free to do so and you'll have paperwork in hand, how difficult is that? He's always fun to talk to and everytime I see him now he's trying to sell me a Bristell.

Well there goes a bit more of the market share out the door. I know you stated in the past Izzy that it was because of the EASA certification but the other EASA certified manufacturers such as Tecnam, Evektor and Flight Design (who are all EASA certified) issue MRA's (LOA) to customers who request to make minor changes. That can't be used for an excuse by CSA.

Glad you are making this a priority, it'll save you lots of headaches in the future. I'd hate to see you get stuck in limbo or have to "undo" all your cool mods just to get it converted. Or worse, be grounded at your next annual condition inspection. Also keep in mind when hunting down a DAR is that not all DAR's are created equal. Meaning not all DAR's can do the conversion. Start with a local DAR in your area and they will point you in the right direction. The latest DAR directory, April 2018, can be found here if you dont know of one already. It lists 7 in Washington. https://www.faa.gov/other_visit/aviation_industry/designees_delegations/designee_types/media/DARTDirectory.pdf I understand your trike is "experimental" and I'm sure you enjoy the freedom of doing whatever mod you want to it without asking permission from the manufacturer or anyone else for that matter. Unfortunately it's just not the same with S-LSA aircraft. Let me rephrase that, it's just not the same with a Czech Sport Aircraft S-LSA aircraft. Nearly every other manufacture of light sport aircraft will allow changes. Let me say that again in case you missed it, nearly every other manufacturer of light sport aircraft allow changes. Of the 25 I researched, 2 never got back to me, the remaining 23 will allow changes to their aircraft. There's a little paperwork to fill out and sometimes you might have to pay a fee that could be up to $150. Big deal, right. At least they allow changes. CSA DOES NOT, long story short, they SUCK when it comes to changes. Sorry I got carried away there and lost my head.....again. I just have some rather strong feelings towards CSA in the LOA department if that wasn't clear. Here'a also a link on this forum to "some" of our discussion on the conversion. There is more info scattered around the forum. I looked at the G5 and it's pretty cool to slip into a steam gauge panel or use as a backup instrument. It has all the functions of an EFIS in a very small package. I have the legacy Dynon D-100 and D-120 glass in my 2007 SportCruiser and it really does the trick for a simple glass panel. I am considering upgrading to the Skyview in the future but for now what I have really fits my needs. Please keep up up to date on your DAR search and your plane. Looking forward to hearing about your progress. Feel free to message me privately and I'll help in any way I can.

I really do hate ALWAYS being the negative nancy in the room, I do it mainly because no one else here wants the job , and dont get me wrong converting to E-LSA will be the best thing you ever did with a legacy SportCruiser. You seem just like me, wanting to tinker and upgrade the shortcomings of the SportCruiser and some of it's outdated avionics. I just want to share with you what I experienced on my journey. Herein lies the problem Tom, unless you have a DAR in your pocket you'll be hard pressed to find one who'll switch it over AFTER you've already done the work. Is there one out there, sure, but I think he'd be crazy to risk his livelihood for a $400-$500 job? Part of the process is a thorough aircraft inspection and log book inspection looking for discrepancies. Remember, there is a photo of your OEM/STOCK instrument panel in your POH. One member here stated his inspection and conversion took 5-6 hours. This would be pretty thorough if you ask me. He wore a rubber glove and was gentle if that helps. You say you dont want to "rush the decision" but you are on a clock now and the "decision" has really already been made. You have until your next annual condition inspection, whenever that is, to convert. Because finding a LSRM-A to sign off your logbook with all your non-approved changes is yet another issue. Again, is there one out there who will, I'm sure. If you want to rip out your instrument panels and steam gauges and install the latest Dynon HDX system, that's completely legal in the SportCruiser, swapping your attitude indicator with the Garmin G5 is not. You're sliding down a slippery slope here and I wish you luck with this one. Again, it's your aircraft and your butt on the line so you can of course do whatever you like. If you're not worried I'm certainly not. And you are correct, this is an active forum and hopefully others will chime in with their input/advice. We've all "been there done that" when it comes to the SportCruiser.

What? I ain't afraid of her! (But please dont tell her I said that.) Better not let YOUR wife read this either or else you'll be sleeping at the hangar tonight.

Very funny Bob! I won't make that mistake, if my girlfriend ever made me choose, I think I'll miss her.

Glad you had a great weekend flying around and learning to nail the landings. Once you get use to the sensitivity of the pitch control on the early SportCruiser’s they are so fun to fly. As for the rain, I got caught in it briefly once but stay away from it. As for the cover, I’m surprised the plane didn’t come with one. I thought they all came with one. My 2007 came with one when I bought it in 2013. Bad part was someone applied large iron on letters with the N number on it. First thing I did was change the N number and for the life of me I cannot get those iron on numbers off the cover. I even called Bruce’s with no good answer. I’m still trying but I don’t really use it that much. With all these changes you are doing can we assume that you have already converted from S-LSA to E-LSA? If not, read on. I guess I’ll be the “salty dog” here and inform you those changes are NOT LEGAL in a S-LSA SportCruiser. I don’t know how much knowledge you have in regards to S-LSA rules but your changes are not allowed without a letter of authorization (LOA) from the manufacturer and you’ll never get one of those from CSA. Ask me how I know. Now it’s your plane and you can do whatever you like but I feel obligated to inform you that it’s not legal to add the Garmin G5 or the Aera 660 in the panel. If you replaced your ASI with the exact same one that’s fine. If you ever have an incident or accident in your plane your insurance company will deny the claim and then the FAA will get involved and you know what happens then. Since you’ve already made these changes I presume, now converting to E-LSA will also be difficult because the DAR will inspect the plane and look for discrepancies in the logs and in the aircraft itself. Their license is on the line and getting one to sign off on it may prove difficult. Again, don’t shoot the messenger but I feel obligated to let you know this information. As for my panel, I’m on a shoestring budget (and not married) so it won’t be hard to keep up with me. I sold ALL my old avionics to help offset the costs of the new. Who knew there was a market for analog transponders, old radios, discontinued GPS’s and mediocre intercoms. My girlfriend doesn’t really care how much I spend on my plane because it’s not her money that I’m spending. As long as she doesn’t make me choose between her and the plane we’ll be just fine. Please do some research into the changes to S-LSA aircraft and talk in depth with your LSRMA about what you are doing and it's legalities. . I am glad you are enjoying the plane, I love mine.

Ouch !!! That hurt all the way back here in Florida. I almost fell out of my chair reading that one. I see that you stated you are using an A&P so that may be one reason for the higher expense. Those are certainly cool temps but really high elevations for sure. If you drop both zeros on the end then you be at my elevation. Any word from the manufacturer or the importer on a possible cause? Keep us updated please.

That appears to be the fuel pressure gage Bob. In BAR and not PSI.

Welcome Tom, you'll find this forum is priceless and congrats on the purchase. First, what are all those round thingies in the instrument panel? Seats - I find the SportCruiser very comfortable but then again I have not sat in it as long as you had to. I do know of others who've used cushions with great results. Headset - Bose? Who? I love my Lightspeed Zulu 2 headsets. Actually, they both are very good ANR headsets. Brake fluid - it's much easier in my opinion, since you dont have to contort yourself into a Cirque du Soleil performer to get down to the brake fluid reservoir, to simply push new fluid "up" from the brake caliper itself using the same syringe and a small length of hose. But of course your way works also. I just find it easier to push it up from outside at the bleeder fitting sitting on the hangar floor. No more sore neck or back. 496 VS the Aera 660 - no comparison, period. The WAR was over before it started. I'm now E-LSA and I replaced my 396 with the Aera 660 and was simply blown away in the difference. Of course you can't do this if you remain S-LSA but I'll let you work that out on your own with the FAA and your insurance company. There's plenty of reading about this subject on this forum. My avionics stack was exactly like yours except I had the 396 instead of the 496. I had the same King radio, analog 320 transponder and PS Engineering intercom. All gone now. Here's a pic of he old and new avionics side by side. Canopy / Seal - Is there even one on the plane? When I bought mine it was missing. You can buy the seal online for about $20, it's Hagar 726 in white. It come sin a 20' roll and you'll need about 16'. If your seal is there then a simple adjustment of the canopy is in order. The procedure is in the maintenance manual. Hose clamps - I too was DUMBFOUNDED that an aircraft manufacturer uses serrated hose clamps on fuel lines, or anywhere for that matter. They still do this today on the brand new planes. They are the worst hose clamps ever for aviation. Use fuel injected hose clamps or Oetiker clamps. Is this not obvious? Battery - You're probably thinking EarthX or some exotic, lightweight, lithium battery, before you go there the SportCruiser already has a slightly aft CG so taking weight out of the nose is not the best thing to do. The standard AGM battery weighs 13 pounds. There's reading on the forum about this also. Since you dont have the BRS that removed about 35 pounds already. I dont have one either and dont mind, my useful load is greater if needed. The legacy SportCruisers weigh in a lot less than the new ones. What is the BEW of the plane? Mine is 796 pounds. Gas Leak - Was the leak in the wing at the fittings? This happens. If not, where? Low tire pressure and low coolant - That just comes with being a hangar queen and poor maintenance from the previous owner but I'm sure you already knew this. Anyway, welcome to the forum and you have your reading cut out for you for sure. I think every subject has been covered here somewhere. I'd suggest relaxing in your favorite chair with your favorite drink and enjoy the information on this forum.

Thanks for the update Tate, can you share what the set of caps cost so we all know? I'll email Robin at Newton and check with him on a price also. Mine still seal great and have never stuck but they look like 2007 fuel caps. Maybe a new pair is in order. I know Aircraft Spruce sells the entire cap and mounting flange for $68.75 each. I cannot find the cap only on Aircraft Spruce. This is also the non locking version. The locking version is $75.75 each but again this is the cap AND flange.

I would suggest as Bill did. Check for debris and then do a carb sync. I'd start here. This will eliminate the obvious first. Can you tell us what the temps were on these flights? OAT and engine temps? MOGAS or 100LL or both? Could be experiencing minor vapor lock if temps are high. You are already at 4400 feet just rolling down the runway so add in some heat and, well, you get the picture. Any input from, dare I say it, Bristell? I'm on my 3rd set of floats since I bought the plane. First set lasted 8 1/2 years, finally sunk. Second set lasted 2 years exactly, peeling skins. So far so good on the third but they've only been going for about 5 months. They are due for inspection next month. You are going to get rates all over the map with this question. I pay $400 for labor only, no parts. I change my own oil and filter the day before I fly up for my annual. And I supply my own NGK plugs, all parts bought from Lockwood. I have the quick drain on my oil canister so no crush washer to buy. I spend about $85 at Lockwood and I get to fly down and pick up my parts for "same day" delivery. All in, about $500 barring no other issues come up. Oh, and get breakfast at the restaurant in Sebring. Yippee! (I did add in the cost of breakfast )

Good question Bob, I would think yes but what do I know? I don’t think the cap is a serviceable part since it actually has a CSA part number and it’s different than the Newton part number. I don’t know if the Aero series caps (aluminum) will fit into our neck on the tank. This is why I suggested he email Robin directly at Newton. Hopefully Tate will report back his findings after contacting Robin.

There is a fix for this. I think the other cap I saw only had an aluminum top and the base was still plastic. Won’t solve your problem. I got your message and will call you tomorrow.

The fuel caps are SPRL. Contact Robin at Newton SPRL in the UK and see if they still offer them. Website: http://www.newtonsprl.co.uk/ Robin's email is: robselby@newtonsprl.co.uk What's wrong with the plastic ones?

Those are some amazing photos Harold, thanks. You are correct, just breathtaking. I've been out that way but not in the winter months.

Looks to be a pretty nicely equipped PiperSport Harold with low hours. The only way to tell is to dive into the logbooks and have a THOROUGH pre-buy inspection done. There are going to be a few SB's that you'll need to check, some rather expensive to comply with, to really know if it's a good deal or not. The seller should be able to email you a copy of the logs. Mine did as he was about 4 hours away at the time. Bob (rtk) has a good point, send him to Sun-n-Fun to have a closer look around. Be sure the useful load will suit him for his flying needs. This is a bit premature but if he buys it and needs it ferried here my instructor/mechanic can help and he's very affordable. He has about 800+ hours in a SportCruiser. A lot of them in mine. Out of curiosity, what city does your brother live in? By "northwest" do you mean the panhandle or northwest on the peninsula? I'm in Clearwater and get up that way every now and then. I have a friend who live in Cannon Creek Airpark in Lake City which is a fly in community.

If you keep trying maybe you can get better at it, I try everyday. And don't worry Bill we still love you and welcome you as one of those "outsiders".

I agree Ronin5573, I had to figure out the VNAV feature on my legacy Dynon when I got my plane. The manual is horrible when it comes to VNAV (and a few other features). I do love the VNAV feature because I don't have to do math while trying to fly the plane. My instructor is "old school" and his plane had those round thingies in the panel, I'm not sure what they are or how to use them.

Izzy, I think Bill (WmInce) was making a joke (hence the emoji) that one should be more happy to see a 6'-1" blonde with all her sexy features than Kirk from Dynon. The Dynon Skyview is of course sexy in its own right but I've seen Kirk in some of the training videos and I'll admit I'd rather see a 6'-1" blonde. But that's just me. If you'd rather see Kirk that's your business and I won't hold that against anyone. It's not for me to judge you.