SportCruiser Review!

CZAW SportCruiser

Ron Craighead

The Light-Sport movement in general aviation is slowly gaining ground… The Sport Pilot certificate opens up the possibility of flying to a broader range of potential pilots. The price point of light sport aircraft, not to mention the fuel economy, continues to bolster aircraft sales.

The primary down side of most light sport aircraft design is the lack of utility. Many lack the useful load to transport two average weight people and an overnight bag (The ACTUAL average weight of an adult, not the FAA stipulated average), and still carry enough fuel for more than a couple hours flight time. The cockpits are cramped, and even if they could handle the weight of your bags, the space isn’t there.

I have time in three of the light sports that were at Plus One Flyers. The StingSport (over fifteen hours), the Gobash G700 and the CZAW SportCruiser (sixty hours). I also have over 30 in Cherokees. The Sting and Gobash are great airplanes, but I will mostly be comparing the ‘Cruiser to the Cherokee, as this will give most pilots a common point of reference.

The SportCruiser is a low wing, all aluminum, bubble canopy two seat aircraft. I’ll include the rated speeds and loads at the end, but you can get those anywhere… What I will focus on are features, experiences and impressions.

Exterior and Construction

The first thing people notice about the ‘Cruiser is that it is, in the words of a recent passenger “A sexy airplane!”. I agree. The sleek shape, low wing and bubble canopy are reminiscent of a World War 2 fighter or a red-bull race plane. It just looks fast and nimble.

The aircraft is of standard riveted construction, just like a Cherokee or 172. I’m not knocking composite LSAs… They offer significant benefits in weight and aerodynamics. But a lot of owners and pilots are hesitant to embrace the newer construction methods… Aluminum sheet aircraft built a half century ago are still flying daily. It’s strong, light and proven.

The power plant is a 100 horsepower Rotax 912ULS. No mixture adjustment is required, but carb heat IS included. I have never had carb icing issues in a SportCruiser, but it’s there if the pilot needs it. Like a Lycoming or Continental, it has dual “Mags” (actually more of a motorcycle shaft driven ignition, but the same concept applies), and both a mechanical and electrical fuel pump.

The bubble canopy gives pilot and passenger an amazing view… Assuming you are not trying to look at the ground through the wing! Overall, it gives the impression of an unobstructed view, which is great for passengers that don’t like being cooped up in an airline passenger compartment. As a matter of fact, the visibility does a lot to calm the nerves of the flying phobic.

The interior is reminiscent of a sports car… For those of us who prefer a stick to a yoke, you will LOVE this control setup. The rudder pedals are adjustable, and the control stick has electric elevator and aileron trim on the top. With the bubble canopy, it definitely gives the impression of a fighter turned two seat sports car! The seats are comfortable and slightly reclined. I’ve personally tested them at over three hours…

The useful load is reasonable… You can usually fly an average guy, and average girl, over fifty pounds of baggage on a three hour trip (plus reserve). You can put 40 pounds behind the pilot\passenger, and up to 44 pounds in each wing locker. PLENTY of room.

Flying

The SportCruiser flies more like a Cherokee or Cessna than a light sport. I’ve flown the StingSport, as well as the Gobash G700 in the LSA world. They are both great airplanes, but truly FEEL light and require a light touch. They seem to lack the inherent stability that you would find in a primary trainer, in particular on landing.

The SportCruiser gives the pilot a feeling of stability, and feels like a heavier airplane than it actually is. I have heard that, in Europe where the gross weight of the airplane is not truncated by the sport pilot rule, that this feeling is enhanced… At the expense of climb rate, of course.

As to performance, 4SC likes to cruise at about 105-110 knots. Not bad at all for 100 horses… But the climb rate is where it shines. At gross, you get 750-1000Fpm. With just the pilot onboard, this thing JUMPS off the ground!

When I did my checkride, the examiner lamented the lack of takeoff and landing performance charts. With all published numbers under 1,000 feet, I guess they thought charts were not relavant… Simply, it will perform as well as the pilot does!

With a nice, stable landing speed of about 32 knots, you have no problem with touching down.

The instruments on 2JW and 4SC are a leap forward compared to the typical flying club trainer. Both are equipped with Dynon flat panel insruments and a two axis autopilot. The D100 display can put all of your primary flight and engine instruments right in front of you. After using the Dynon displays for over fifty hours, I don’t really understand why one might need a special flat panel course. Of course, I’ve never flown with a G1000.

2JW has the Garmin 430 GPS with an autopilot and a mode-C transponder It’s a great setup, but 4SC takes instrument integration to the next level…

4SC has the Dynon autopilot, mode-S transponder and the Garmin 696 WAAS GPS. The panel, autopilot and transponder work together flawlessly. While most of my time is in 2JW, and I have a special place in my heart for that plane, I flew 4SC to Vegas and back with an old Navy buddy of mine. It was AMAZING doing a cross country flight with those tools at my disposal.

The Dynon has over a dozen sensors and inputs… Including the GPS. This allows you to get ACTUAL winds aloft real time. With a spin of the E6B, it gives you great insight in to both the environment and aircraft performance.

The 696 give traffic information, which is a huge safety aid in crowded San Diego airspace. The display is large and easy to read.

The autopilot is easily set, and holds your course and altitude… Compensating for winds aloft real time. It’s a true pleasure to fly longer distances.

While we might not want to consider using it, both aircraft are equipped with a ballistic recovery ‘chute. With a stall speed in the low 30s, there are few situations that would warrant its use…

Why should I fly a SportCruiser?

Well… I’ll say this about that. Yes, you can fly a Cherokee or 172 cheaper. Sure… There are similarly priced planes that are faster. There are other glass cockpit planes in the club.

Flying the SportCruiser is, if nothing else, a LOT of fun! The ramp appeal and instrument package puts the cool factor off the charts. For taking people flying for the first time, the view from the bubble canopy, the high-tech instruments and the parachute put people at ease…

The SportCruiser is a pilots’ airplane. Simply put, if you’re a pilot, pick a nice day and take it for a spin. You won’t regret it!